TCA Project Guide

TCA Project Guide
Exhaust Gas Turbocharger
MAN Diesel & Turbo
1
1 2 3 4 5.1 5.2 5.3 6 7 8 9 10 11 12 13 14 15 16 17 18
TCA Project Guide

General Overview of Series Design Systems Quality Requirements on Fuels Quality Requirements on Lube Oil and Additives Quality Requirements on Intake Air Additional Equipment Engine Room Planning Emergency Operation in the Event of Turbocharger Failure Calculations Speed Measuring, Adjustment, Checking Quality Assurance Maintenance and Inspection Transportation Preservation and Packaging Training and Documentation Spare Parts Tools Addresses
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TCA 0 -01 EN
Table of contents
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Table of contents
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All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
MAN Diesel & Turbo
1 TCA Project Guide
TCA 0 1-01 EN
TCA Project Guide

1 (1)
2011-04-14 - de
MAN Diesel & Turbo General

Preface
NOTE Reference value for pressure specifications All pressures specified in bar in this planning manual are specified as relative pressures.
Characteristics of the TCA Series Turbochargers

The cost-effective operation of modern engines is inconceivable without turbochargers. Turbochargers from MAN Diesel & Turbo are equally tried and tested with marine main engines, auxiliary engines and in stationary systems under the most varied operating conditions. Reliability, easy maintenance and long inspection intervals have been confirmed throughout decades of experience. With the TCA Series, expect not only clear increases in efficiency, but also substantial improvements in reliability and service life. Turbochargers of the TCA Series can be used with two-stroke and fourstroke engines with constant-pressure charging and engine power outputs from 2000 to 33000 kW per TC. In many cases, the present necessity to realise the power adaptation on Vtype engines via two turbochargers can be avoided by the comprehensive application range of the TCA Series and the higher efficiency of the turbochargers. The characteristic diagrams of the TCA Series turbochargers indicate that a safe distance between surge line and operating characteristic line can be achieved on V-type engines, even with only one turbocharger.
2 1 2 1 1
3
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A
A TCA on in-line engine B TCA on V-type engine
B
1 Charge air 2 Exhaust gases 3 Fresh air
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TCA Project Guide

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TCA 1-01 EN
TCA
MAN Diesel & Turbo

The modular design of the TCA Series allows for optimal adaptation of the turbochargers to the conditions for both four-stroke and two-stroke engines. For each TCA turbocharger, both single-connection as well as double-connection gas admission casings are available, enabling optimum results to be achieved in terms of design and economy.
TCA Project Guide
Exhaust Gas Turbocharging

The turbochargers of the TCA Series are designed for constant-pressure turbocharging. With constant-pressure turbocharging, the engine exhaust gases flow into a common exhaust manifold, accumulate there and flow at constant pressure to the exhaust turbine.
2 3
1 Exhaust gases 2 Fresh air Figure 1: Constant-pressure turbocharging
3 Charge air
Performance Characteristics
The following operating characteristics are distinguished: Generator curve (constant engine speed) Standard propeller curve (variable engine speed) Propeller curve at reduced engine speed (high torque) Combined curve (combination of generator and propeller curve) Vehicle engine curve
Irrespective of the purpose for which the engine is being used, a safe distance is always required between all possible operating points and the surge line of the compressor. This is ensured by dimensioning the compressor accordingly.
TCA Project Guide
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TCA
TCA 1-01 EN
2011-03-24 - de
MAN Diesel & Turbo
Type Plate
The type plate is attached to the delivery socket of the compressor casing. An additional type plate is located on the silencer or the intake casing.
1 2 3
1 2 3 4 5 6
4 5 6
Turbocharger type Speed n Smax short-time operation (for test operation only) Speed n Cmax max. permissible speed for continuous operation Works number (serial number) Max. permissible turbine inlet temperature Year of ex-works delivery
Performance Ranges of the TCA Series

The state-of-the-art turbochargers designed and manufactured by MAN Diesel & Turbo can be used in a very wide performance range for the charging of two-stroke and four-stroke diesel- and gas-powered engines.
Com pressor Volum e Flow Vc tot [m 3/ s]

4 5 6 7 8 9 10 15 20 30 40 50 60
6.0
Com pressor Pressure Ratio c tot
5.5 5.0 4.5 4.0 3.5 3.0 fo u r-st ro ke versio n t w o -st ro ke versio n
TCA 4 4 TCA 55 TCA 66 TCA77 TCA 88 TCA 88-25 TCA 33 TCA 4 4 TCA 55 TCA 66 TCA77 TCA 88
Figure 2: Turbocharger application range
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TCA Project Guide

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TCA 1-01 EN
TCA
MAN Diesel & Turbo Overview of Series

Overview of Series
Turbocharger type
Power of the charged engine per turbocharger Two-stroke engine (le 9 kg/kWh) in kW Four-stroke engine (le 6.5 kg/kWh) in kW 5 300 10 400 14 800 20 900 29 800
TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 Table 1: Achievable engine power
6 200 8 000 11 600 16 600 27 200
Turbocharger type
Total pressure ratio in bar 2-stroke 4-stroke up to 5.3 up to 5.4 up to 5.4 up to 5.5 up to 5.5
Max. permissible exhaust gas temperature upstream of turbine in C 2-stroke 500 500 500 500 500 4-stroke 650 600 600 600 600
TCA33 TCA44 TCA55 TCA66 TCA77 TCA88
up to 4.6 up to 4.6 up to 4.6 up to 4.6 up to 4.6
Table 2: Charge air pressure and permissible exhaust gas temperatures
TCA Project Guide

TCA 2-01 EN
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TCA Project Guide

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TCA
MAN Diesel & Turbo
TCA Project Guide
Dimensions
Detailed dimensions can be read from the dimensioned 2D connection drawings and 3D CAD models. If required, please contact MAN Diesel & Turbo in Augsburg directly. e-mail: Turbochargers@mandieselturbo.com
L A1 T
H D F
Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25
L in mm 1 558 1 606 2 194 2 167 2 2244)

3)
W in mm 802 1 054 1 206 1 433 1 694 2 012 2 012
H in mm 1 0215) 1 614 1 974 1 8642)

1)
F in mm 443 600 850 7402)

1)
T in mm 832 945 1 090 1 294 1 538 1 825 1 825
A1 in mm 476 534 591 783 920 1 076 1 076
D in mm 996 1 000 1 371 1 625 1 930 2 270 2 270
2 568 3 029 3 581 4 218 4 218
2 5003) 2 5504) 2 985 3 369
2 198 2 6691) 2 4792) 2 927 2 987
850 1 2001) 1 0102) 1 200 1 200
1) Casing feet, high
TCA Project Guide
2) Casing feet, low 4) Axial gas admission casing D = 300 mm or dual-channel 5) Height H without gravitation tank
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3) Axial gas admission casing D = 360 mm
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TCA
TCA 2-01 EN
MAN Diesel & Turbo
Weights of the Subassemblies

TCA for Two-Stroke Engines
NOTE Weights of various individual parts are not indicated in the following table, but are taken into consideration in the overall weight of the turbocharger.
Weights of subassemblies Gas admission casing, 90 Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing Casing feet, height 600 mm Casing feet, height 740 mm Casing feet, height 850 mm Casing feet, height 1,010 mm Casing feet, height 1,200 mm Rotor assembly Insert Diffuser Silencer Compressor casing, single socket Gravitation tank Turbocharger, complete (max.)
TCA44 in kg 168 407 82 15 458 42
TCA55 in kg 240 791 142 22 581
TCA66 in kg 374 1 288 231 35 940
TCA77 in kg 656 2 152 391 60 1 570
TCA88 in kg 1 047 3 563 646 97 2 637
TCA88-25 in kg 1 047 3 563 646 97 2 637
232 282 323 549 723 86 63 21 294 336 57 2 074 122 129 30 372 503 56 3 544 205 193 51 600 820 99 5 522 344 256 82 1 116 1 389 106 8 845 758 576 423 132 1 874 2 329 126 14 301 758 576 423 132 1 874 2 329 126 14 301
Table 3: Weights for TCA turbocharger on two-stroke engine
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TCA Project Guide

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TCA
2
TCA for Four-Stroke Engines
NOTE
MAN Diesel & Turbo
TCA Project Guide
Weights of various individual parts are not indicated in the following tables, but are taken into consideration in the overall weight of the turbocharger.
Weights of subassemblies
TCA33 with silencer and axial gas admission casing in kg
TCA33 with silencer gas admission casing, 30 in kg 57 243 43 9 264 25 53 69 25 241 288 1 425
Gas admission casing Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing Casing feet Rotor assembly Insert Diffuser Silencer Compressor casing, single socket Turbocharger, complete (max.) Table 4: Weights for TCA33 (four-stroke engine)
69 243 43 9 264 25 53 69 25 241 288 1 437
Weights of subassemblies Gas admission casing: axial, 300, L48/60B engine Gas admission casing: axial, 360, L58/64 engine Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing
TCA55 with silencer in kg
TCA55 with air intake casing in kg 195 195 791 142 22 581 232
TCA55 with air intake pipe in kg
TCA Project Guide
Casing feet, height 740 mm Casing feet, height 850 mm Rotor assembly Insert Diffuser
122 129 30 372 249
TCA
Silencer Air intake casing
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MAN Diesel & Turbo

Weights of subassemblies Air intake pipe Compressor casing, single socket Gravitation tank Turbocharger, complete (max.) Table 5: Weights for TCA55 (four-stroke engine) 3 499 503 56 3 376 3 288 TCA55 with silencer in kg TCA55 with air intake casing in kg TCA55 with air intake pipe in kg 161
Weights of subassemblies Gas admission casing: axial, 300, L48/60B engine Gas admission casing: axial, 360, L58/64 engine Gas admission casing: dual-channel Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing Casing feet, height 850 mm Rotor assembly Insert Diffuser Silencer Air intake casing Air intake pipe Compressor casing, single socket Compressor casing, double socket Gravitation tank Turbocharger, complete (max.)
TCA66 with air intake casing in kg 270 268 299 1 288 231 35 940 323 205 193 51
600 379 239 820 806 99 5 447 5 226 5 086
Table 6: Weights for TCA66 (four-stroke engine)
Weights of subassemblies Gas admission casing: axial Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing
TCA77 with air intake casing in kg 445 2 152 391 60 1 570
TCA77 with air intake pipe
TCA Project Guide
in kg
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TCA 2-01 EN
TCA
2
Weights of subassemblies Casing feet, height 1,010 mm Casing feet, height 1,200 mm Rotor assembly Insert Diffuser Silencer Air intake casing Air intake pipe Compressor casing, single socket Compressor casing, double socket Gravitation tank Turbocharger, complete (max.) Table 7: Weights for TCA77 (four-stroke engine) 8 634 1 389 1 355 106 7 925 1 116 649 TCA77 with silencer in kg
MAN Diesel & Turbo

TCA77 with air intake casing in kg 549 723 344 256 82 TCA77 with air intake pipe in kg
TCA Project Guide
407
8 167
Weights of subassemblies Gas admission casing: axial Gas outlet casing Gas outlet diffuser Nozzle ring Bearing casing Casing feet, height 1,200 mm Rotor assembly Insert Diffuser Silencer Air intake casing Air intake pipe Compressor casing, single socket Compressor casing, double socket
TCA88 with air intake casing in kg 670 3 563 646 97 2 673 738 576 423 132
1 874 1 034 632 2 329 2 280 126 14 046 13 206 12 804

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TCA Project Guide
Gravitation tank Turbocharger, complete (max.) Table 8: Weights for TCA88 (four-stroke engine)
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TCA
TCA 2-01 EN
MAN Diesel & Turbo
Casing Positions
For the best possible adaptation to the engine, the five casing assemblies of the turbocharger as well as the casing foot can be assembled in various angular positions. Other configurations are available on request. For this, the exact fastening dimensions are required.
Gas admission casing 1) Compressor casing 1) Bearing casing 1)
0
Z
V
0 L
0 90
15
30
45
60
75
0 90
15
30
45
60
75
105 120 135 150 165
105 120 135 150 165

2)
180 195 210 225 240 255 180 195 210 225 270 285 300 315 330 345 1) Casing positions viewed from the turbine side.
2) For positions between 240 and 345, a separate oil tank is required.
Casing foot 1)
Air intake casing 1)
Gas outlet casing 1)
0 F
0 A
0 A
0 75
15
30
0 90
15
30
45
60
75
15
30
45
60
75
105 120 135 150 165
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285
330 345 270 285 300 315 330 345
285 300 315 330 345
1) Casing positions viewed from the turbine side.
TCA Project Guide
180 195 210 225 240 255
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TCA 2-01 EN
TCA
MAN Diesel & Turbo Design

Characteristics of the Subassemblies
1 2 3 4 5 6
9 10
11
1 2 3 4 5 6
Silencer Compressor wheel Bearing casing Thrust bearing Integrated sealing air system Exhaust diffuser
7 8 9 10 11
Burst-proof casing Nozzle ring Plain bearing Turbine blades Compressor casing
The following view indicates the modern design principle of the TCA Series:
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Easy-to-service, low-noise compressor wheel Uncooled bearing casing Easy access to thrust bearing Integrated sealing air, oil pipe and venting systems Highly efficient, patented exhaust diffuser Long-life nozzle ring
TCA Project Guide
Whispering silencer
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TCA 3-01 EN
TCA
3
High-performance plain bearings Highly efficient turbine blades
MAN Diesel & Turbo
TCA Project Guide
Optimised flow cross section of the compressor casing
Compressor Wheel and Turbine Rotor
1 2
1 Compressor wheel Figure 1: Compressor wheel and turbine rotor
2 Turbine rotor
The highly stressed, one-part compressor wheel consists of a forged and milled-to-shape aluminium block that withstands the high peripheral speeds. It builds up the necessary charge pressure and supplies the engine with the required amount of air. The compressor wheel is fastened to the shaft of the turbine rotor. A special fastening method enables simple mounting and disassembly.
Bearings
Figure 2: Bearing
The rotor shaft runs in plain bearings which ensure precise centring of the rotor shaft.
TCA Project Guide
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TCA 3-01 EN
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These bearings have ideal properties under extremely high axial and radial forces and ensure a long service life. They have a high damping effect due to the hydraulic oil film, and are also insensitive to vibrations and imbalance. In order to ensure quiet running even at high speeds, both radial bearings are designed as floating bearings.
MAN Diesel & Turbo
Turbine Rotor and Turbine Blades
Figure 3: Turbine rotor and turbine blades
The forged turbine disk consists of a high-tensile, heat-resistant alloy and is connected to the rotor shaft by means of friction welding. The blades are precision forged and consist of a nimonic alloy. They are fastened to the turbine disk by means of a fir-tree foot connection. FEM calculation and extensive operational testing with load measuring on the burner rig ensure utmost reliability. The form of the blades is designed in such a manner that it is possible to omit the otherwise usual damping wire in the blade ring both for two-stroke and for four-stroke engines.
Nozzle Ring
1 2
The cast nozzle ring with profiled blades largely contributes to the excellent efficiency of the turbine of the TCA Series. As a result of the improved flow in the nozzle ring, the vibration excitation of the rotor blades is reduced. At the same time, the stability is considerably greater than that of nozzle rings made of sheet metal, which are subjected to severe stress particularly by cleaning granulates.
TCA Project Guide
1 Fixed nozzle ring Figure 4: Nozzle ring

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2 Adjustable nozzle ring
TCA Project Guide

TCA 3-01 EN 3 (18)
TCA
MAN Diesel & Turbo
TCA Project Guide
Adjustable Nozzle Ring

The nozzle ring cross section can be adapted to the engine operation requirements by adjusting the guide vanes. A narrower nozzle ring cross section results in a higher gas admission speed to the turbine rotor. The turbocharger speed increases, thereby causing the charge pressure on the compressor side to rise. The adjustment is carried out by an adjustment device driven by servomotors. The adjustment device for the turbine nozzle ring is fastened to the turbocharger. The cast turbine guide vanes of the adjustable nozzle ring have the same profile as the fixed nozzle ring in order to benefit from the advantages of low vibration and good flow characteristics.
NOTE Further information about the adjustable nozzle ring can be found in the VTA Project Guide.
Internal Bearings
Internal bearings
Figure 5: TCA bearings
The greater plain-bearing clearances of the rotor shaft compared to turbochargers of the previous design ensure exact alignment of the rotor; critical rotor vibrations occur only outside the operating speed range. For 70 years MAN Diesel & Turbo has been using plain bearings in turbochargers with great success. The resulting experience has been integrated into a long-life bearing concept.
Silencer with Air Filter
TCA Project Guide
Turbochargers for marine engines are equipped as standard with silencers that are surrounded by a filter mat. High efficiency of the turbocharger due to low pressure loss, particularly in the case of a high air flow rate Effective noise level reduction Low air flow velocity at the silencer intake Integrated compressor washing device
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Silencer characteristics:
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TCA 3-01 EN
MAN Diesel & Turbo

The newly developed silencer casing reduces sound immission to less than 105 dB(A).
Filter mat characteristics: Effective filtration keeps the compressor, diffuser and charge air cooler largely free from dirt particles. Easy replacement and installation. If filter particles are drawn in, there is no danger of damage to the leading edges of the compressor. The filter mat only requires cleaning every 250 operating hours (approx.).
Figure 6: Layer design of the silencer
The layer-design filter mat has a thickness of 16 mm and is hardened with synthetic resin; the colour is white. The filter mat is heat-resistant to temperatures of up to 100 C, or even up to 120 C for a short period of time. The relative humidity can be 100%. In the case of a fire it is self-extinguishing. The filter mats can be fully regenerated. For this, rinse with warm water from the inside outwards, vacuum or blow out with compressed air. If necessary, mild detergents can be added to the water. Avoid heavy mechanical stress, such as wringing out or applying a strong water jet.
Technical data according to ASHRAE (DIN 24 185) Average separation content Efficiency Quality class (filtration class) Dust-absorption capacity
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83% <20% EU3 520 g/m 200 Pa (20 mm water column)
Pressure loss
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TCA Project Guide
Bearing Casing
Figure 7: Bearing casing
The bearing casing is manufactured of cast iron with spheroid graphite. It contains the distribution ducts for lube oil and sealing air. The two bearing seats are machined in the same operating step, resulting in exact alignment. The bearing casing of the TCA turbocharger is equipped with an integrated sealing air pipe. Compressed air is conducted from the rear of the compressor wheel via a duct to the labyrinth shaft seal on the turbine side, in order to effectively avoid oil leaks on the turbine side and penetration of exhaust gas into the oil chamber.
Compressor Casing
The compressor casing is manufactured of cast iron with spheroid graphite and can have a single or double outlet.
Figure 8: Compressor casing with single or double outlet
TCA Project Guide
The newly calculated flow cross sections and the large outlet surfaces ensure efficient conversion of the kinetic energy into pressure.
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TCA
For special applications, the compressor casing can be sound-insulated.
TCA 3-01 EN
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The position of the casing relative to the bearing casing can be selected in steps of 15 from 0 to 360 (see Chapter [2] - Casing Positions).
MAN Diesel & Turbo
Air Intake Casing
Figure 9: Air intake casing
The air intake casing, which is used in the case of operation without an air filter, achieves constant distribution of pressure and velocity at the compressor intake due to large-section flow ducts. The flow duct at the casing outlet is adapted to the size of the corresponding compressor wheel. The air intake casing can be turned in steps of 15 relative to the bearing casing (see Chapter [2] - Casing Positions). It is available in 90 and axial variants.
Gas Admission Casing
Figure 10: Gas admission casing
The gas admission casing is manufactured of cast iron with spheroid graphite, uncooled and well heat-insulated.
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The large flow cross section keeps the flow losses at a low level.
TCA Project Guide
The gas admission casing can be turned in steps of 15 relative to the bearing casing (see Chapter [2] - Casing Positions).
TCA Project Guide

TCA 3-01 EN 7 (18)
TCA
MAN Diesel & Turbo
TCA Project Guide
Gas Outlet Casing
Figure 11: Gas outlet casing
The gas outlet casing, like the gas admission casing, is manufactured of cast iron with spheroid graphite, uncooled and well heat-insulated. The casing feet are bolted to the gas outlet casing. The gas outlet casing can be turned to various positions relative to the bearing casing (see Chapter [2] - Casing Positions). The gas outlet casing is equipped with a high-volume and very efficient gas outlet diffuser.
Loads on Connections and Flanges

All turbocharger casing flanges, with the exception of the turbine outlet, may only be subjected to loads generated by the gas forces, and not to additional external forces or torques. This necessitates the use of compensators directly at the turbine inlet, at the turbine outlet and downstream of the compressor. The compensators must be pre-loaded in such a manner that thermal expansion of the pipes and casings does not exert forces or torques in addition to those generated by the air and gas. The specified parameters for the connections generally refer to single-outlet compressor casings as well as to radial and axial air intake casings. Forces and torques according to API Standard 617 Effective direction implemented in accordance with MAN Diesel & Turbo Standard. Minimise anticipated loads as far as possible. Parameters include forces of fluids, masses and compensators.
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TCA Project Guide
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TCA 3-01 EN
MAN Diesel & Turbo

Connection of the Charge Air Pipe
1
Mx Mz Fx Fy Mz Fz
1 Compensator Figure 12: Maximum connection loads, compressor casing
Fx in N 3 700 3 900 4 200 4 600 5 000 5 400 5 600
Fy in N 7 600 8 000 8 500 9 200 10 000 11 000 11 400
Fz in N 7 600 8 000 8 500 9 200 10 000 11 000 11 400
Mx in Nm 5 800 6 000 6 500 7 000 7 600 8 300 8 600
My in Nm 2 900 3 000 3 200 3 500 3 800 4 100 4 300
Mz in Nm 2 900 3 000 3 200 3 500 3 800 4 100 4 300
d k D
Figure 13: Compressor casing connection
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TCA 3-01 EN
TCA
3
Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 D in mm 440 490 540 645 755 755 d in mm 277 283 336 400 475 564 564
MAN Diesel & Turbo

k in mm 350 395 445 495 600 705 705 Bolts 8 x M20 12 x M16 12 x M16 16 x M16 20 x M20 20 x M20 20 x M20
TCA Project Guide
In the case of compressor casings with multiple connections, the permissible load per connection must be divided by the number of connections. Compensator fastened directly to the turbocharger flange Flange dimensions in accordance with DIN 2501
Connection of the Exhaust Gas Pipe (Engine Side)
Mz Mx
Mx Fy Mz
Fx Fz
1
1 Compensator Figure 14: Maximum connection loads on gas admission casing
Type TCA33
Fx in N 4 000 4 300 4 700 5 100 5 600 6 200 6 700
Fy in N 8 200 8 700 9 500 10 300 11 400 12 500 13 600
Fz in N 8 200 8 700 9 500 10 300 11 400 12 500 13 600
Mx in Nm 6 200 6 600 7 200 7 800 8 600 9 500 10 300
My in Nm 3 100 3 300 3 600 3 900 4 300 4 700 5 100
Mz in Nm 3 100 3 300
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TCA Project Guide
TCA44 TCA55 TCA66 TCA77 TCA88
3 600 3 900 4 300 4 700 5 100
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TCA88-25
TCA 3-01 EN
MAN Diesel & Turbo

Forces also apply to 90 gas admission casing Compensator fastened directly to the turbocharger flange
D d
Figure 15: Gas admission casing connection
D in mm 440 490 540 645 755 860 860
d in mm 321 350 425 500 600 700 700
k in mm 395 445 495 600 705 810 810
Bolts 12 x M20 12 x M16 16 x M16 20 x M16 20 x M20 24 x M20 24 x M20
Flange dimensions in accordance with DIN 2501
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MAN Diesel & Turbo

Connection of the Exhaust Gas Pipe (System Side)
Mz Mx Mz Fy L1
TCA Project Guide
Mx
L2
Fx
Figure 16: Maximum connection loads on gas outlet casing
Fx in N 3 900 4 200 4 500 4 900 5 400 5 900 6 300
Fy in N 7 900 8 500 9 100 9 900 10 900 12 000 12 700
Fz in N 7 900 8 500 9 100 9 900 10 900 12 000 12 700
Mx in Nm 6 000 6 400 6 900 7 500 8 200 9 100 9 600
Mz in Nm 3 000 3 200 3 400 3 700 4 100 4 500 4 800
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MAN Diesel & Turbo

D
1 2
C
1 Compensator 2 Intermediate flange Figure 17: Gas outlet casing connection
A in mm 578 590 680 808 960 1 140 1 140
B in mm 425 495 635 705 850 990 1 130
C in mm
1) 1) 1) 1) 1) 1) 1)
D in mm 600 700 900 1 000 1 200 1 400 1 600
L1 in mm 400 340 390 463 550 653 653
L2 in mm 690 949 1 080 1 283 1 524 1 810 1 812
1) Length depends on whether the machine installation is fixed or elastic.
TIP
Exact values for the dimensions B, C and D can be found in the Project Guide of the engine manufacturer.
Compensator fastened directly to the intermediate flange
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MAN Diesel & Turbo
TCA Project Guide
Permissible Inclination
The turbochargers from MAN Diesel & Turbo must be installed horizontally with respect to the axis of the rotor assembly. For operation in ships, however, where the installation position is perpendicular to the longitudinal axis of the vessel, inclination angles occur that can impair the operating ability of the turbocharger. The following inclination angles can be handled by the turbocharger without problems. In the case of an installation position along the longitudinal axis of the vessel, these limit values are not reached even under unfavourable external conditions. In individual cases, larger inclination angles are also possible. If required, please contact MAN Diesel & Turbo SE in Augsburg.
Inclination
Continuous 15 15
Short-term 22.5 22.5
Table 1: Permissible inclination angles during operation of the turbocharger
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TCA 3-01 EN
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MAN Diesel & Turbo
Permissible Vibration Limit Values
1 Measurement on the silencer front plate, horizontal, vertical and axial 2 Measurement on the flange of the compressor casing, horizontal, vertical and axial 3 Measurement on the flange of the bearing casing, radial Figure 18: Measuring points for vibration speed and vibration acceleration
During engine operation, the turbocharger is subject to stress from vibrations that are generated by the engine (A) and the turbocharger (B) itself. The excitation emanating from the engine lies within the low-frequency range. The resulting vibrations of the turbocharger structure subject the mounted silencer and the connecting elements between casing parts and turbocharger feet to stress. The bearing load resulting from the engine excitation is negligible, as the rotors of MAN Diesel & Turbo turbochargers are seated in plain bearings. Vibrations excited by the turbocharger itself are generated by forces of imbalance that are transmitted via the bearings into the casings. The relevant frequency is in the high-frequency range. The vibrations resulting from the circumferential imbalance forces do not have a detrimental effect on the structure of the turbocharger casings, but serve as an indicator of the balance condition of the rotor and thus of the running behaviour.
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Imbalances occurring during operation can be caused by irregular dirt deposits or damaged vanes of the compressor and/or turbine wheel. If erratic running of the turbocharger is observed during operation, the condition can be improved in most cases by cleaning the compressor (see Chapter [6] - Compressor Cleaning) and the turbine (see Chapter [6] - Turbine Cleaning). If the running behaviour is still not satisfactory after repeated cleaning, the rotor must be inspected and a balance check carried out if required.
TCA Project Guide
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TCA 3-01 EN 15 (18)
TCA
MAN Diesel & Turbo

The measuring points, as well as the maximum permissible vibration speeds and accelerations for both aforementioned excitation types are listed below:
TCA Project Guide
(A) Frequency range, order of excitation by engine

Type Frequency range in Hz Permissible vibration speed in mm/s effective value, cumulative value 1) TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 7 f < 100 7 f < 60 7 f < 60 7 f < 60 7 f < 60 7 f < 60 7 f < 60 80 100 100 100 110 110 110 100 f < 230 60 f < 190 60 f < 160 60 f < 130 60 f < 110 60 f < 90 60 f < 90 Frequency range in Hz Permissible vibration acceleration effective value, cumulative value 1) 2g 2g 2g 2g 2g 2g 2g
1) Effective value of the vector sum in all three spatial directions. Table 2: Turbocharger with radial silencer: measuring point 1
Type
Frequency range in Hz
Permissible vibration speed in mm/s effective value, cumulative value

1)
Frequency range in Hz
Permissible vibration acceleration effective value, cumulative value 1)
TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25
7 f < 100 7 f < 60 7 f < 60 7 f < 60 7 f < 50 7 f < 50 7 f < 50
16 24 25 28 30 33 33
100 f < 230 60 f < 190 60 f < 160 60 f < 130 50 f < 110 50 f < 90 50 f < 90
1g 1g 1g 1g 1g 1g 1g
1) Effective value of the vector sum in all three spatial directions. Table 3: Turbocharger with alternative intake: measuring point 2
(B) Frequency range, excitation by the first harmonic of the rotor speed
Type Frequency range in Hz 230 f < 1400 190 f < 1150 160 f < 1100 130 f < 900 110 f < 750 Permissible vibration acceleration 0-peak, single value TCA33 TCA44 TCA55 0.8g 0.8g 0.8g 0.8g 0.8g
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TCA66 TCA77
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Type TCA88 TCA88-25 Frequency range in Hz 90 f < 650 90 f < 650 Permissible vibration acceleration 0-peak, single value 0.8g 0.8g
Table 4: Turbocharger, irrespective of the compressor intake: measuring point 3
Noise Emission
The noise emissions of the turbochargers vary according to their size and precise specifications and are dominated in the relevant operating ranges by the tonal noise components of the compressor. For turbochargers of the TCA Series, these frequencies are in the range from 1.25 to 10 kHz (based on rated speed and known applications). Two sound power spectra of the intake noise of the turbochargers TCA33 (four-stroke version) and TCA88-25 (two-stroke version), each with radial silencer installed, are illustrated by way of example. The engine noise emission levels depend greatly on the acoustic properties of the surroundings (layout and design of the engine room). An investigation may be required in accordance with applicable noise regulations or standards.
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Figure 19: Intake sound of TCA33-42 (example)

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Figure 20: Intake sound of TCA88-25 (example)
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Turbocharger Connecting Pipes
The turbocharger has two connections for lube oil feed, one on the right of the bearing casing and one on the left. The connection that is not required is sealed with a blanking cover. Slightly above this are two venting connections and beneath them an oil drainage connection. For the recommended inner diameter of the piping, see the table below.
1
1 Venting (installation on right or left (optional)) 2 Lube oil inlet1) 3 Oil drain Figure 1: Connecting pipes
Type
Inner diameter of lube oil inlet pipe in mm 1) 18 29 33 38 44 51
Inner diameter of oil drain pipe in mm 1) 46 55 69 80 92 107
Inner diameter of venting pipe in mm 1) 64 55 61 71 82 95
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TCA44 TCA55 TCA66 TCA77 TCA88 1) Minimum dimension
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Lube Oil System

16 12 15 13 14 12 6
PI
16 7
16 7
12
6
PI
PSL
4 3 10 10 11
4 3
PSL
5 8 6 5 3 7
4 10 2 2
A
1
A B 1 2 3 4 5 6 7 8
B
11
9 10 11 12 13 14 15 16 T
Lube oil diagram Connection of multiple turbochargers Feed pipe Pressure reducing valve or orifice Feed pipe to turbocharger Non-return valve* Pressure controller Pressure gauge Bearing casing* Thrust bearing with bearing disk*
Bearing bush* Drain pipe Service tank or crankcase Venting Non-return valve with bypass* Feed/drain pipe* Overflow pipe* Gravitation tank* Measuring point for lube oil outlet temperature * Scope of supply of turbocharger
Figure 2: Turbocharger lube oil system NOTE The lube oil drain (10) must therefore be installed with an inclination, which is calculated as follows: Inclination > max. possible system inclination +5
The highly stressed bearing bushes and bearings in the turbocharger are lubricated and cooled by means of a lube oil system largely integrated into the bearing casing.
Function of the Lube Oil System
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The lubricating oil is fed from the lube oil system of the engine to the lube oil system of the turbocharger via a feed pipe.
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The required lube oil pressure is set by means of a pressure reducing valve (four-stroke engine) or orifice (two-stroke engine). The lube oil pressure is monitored downstream of the non-return valve by means of a pressure controller and a pressure gauge. The lube oil flows through the non-return valve into the turbocharger casing, from where it reaches the thrust bearing and the bearing bushes via ducts in the bearing casing and the bearing body. The lube oil flows via bores in the bearing bushes into the gap between the bearing and the shaft as well as to
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the lubrication point on the face of the thrust bearing. The lube oil leaves the gap and is splashed against the wall of the bearing casing by the rotation of the shaft. The lube oil exits the bearing casing through a drain pipe and flows back into the lube oil system of the engine.
Lube Oil Drain

The drain pipe should have as steep a gradient as possible, and it should be amply dimensioned and free of resistances and back pressures. In the case of marine propulsion systems, the inclination of the drain pipe must be at least 5 greater than the maximum possible inclination of the vessel. In the case of stationary systems, the drain pipe must have an inclination of at least 5.
On request, planning data can also be provided for self-sufficient lube oil supply of the turbocharger, independent of the engine lubrication circuit. If required, please contact MAN Diesel & Turbo in Augsburg directly. e-mail: Turbochargers@mandieselturbo.com
Shaft Sealing
The bearing casing is sealed on the turbine and compressor sides by labyrinth seals fitted on the rotor shaft. The radial labyrinth clearance is dimensioned so that, during the initial operating phase, the rotating labyrinth tips dig lightly into the softer layer of the sealing covers. At higher speeds, the rotor is slightly elevated by the lubricating film. The labyrinth tips then run freely. The rotor is lowered again when the turbocharger stops. The labyrinth tips are then inserted into the grooves of the sealing covers, as a result of which a better sealing effect is achieved during pre-lubrication and post-lubrication. Local running-in grooves in the inner lateral face of the sealing covers are therefore desirable and not a reason for parts to be replaced.
Lube Oil Flow Rate

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

The required lube oil pressure of the turbocharger is adjusted with a pressure reducing valve or an orifice. The oil pressure is checked via a measuring connection positioned in the lube oil feed downstream of the pressure reducing valve and the non-return valve. The lube oil pressure must be selected so that a pressure of 1.2 2.2 bar is present at this point at full engine load and with the lube oil at service temperature. The following parameters apply for the monitoring of the lube oil pressure: The alarm value is to be set for a drop in the lube oil pressure to 1.0 1.2 bar. The limit value for load reduction to half load is 0.8 1.0 bar. At <0.8 bar the engine is to be shut down immediately.
On start-up and during heating up of the engine, when the lube oil temperature is relatively low, a lube oil pressure of up to 4.0 bar is admissible for a short period of time. For differences in height between the pressure measuring point and the centre of the turbocharger, a value of 0.1 bar per metre must be taken into consideration. Example: If the pressure gauge or the pressure controller is located three metres lower, the pressure gauge must indicate a pressure 0.3 bar higher or the setting of the pressure controller must be 0.3 bar higher than the specified operating pressure. The required lube oil pressure is set by means of a throttle device in the feed pipe. The required lube oil quantity depends on the viscosity of the oil and may vary in accordance with the temperature.
Oil Pressures (reference point is the turbocharger centreline)

Measuring point Lube oil pressure during operation (lube oil inlet temperature 40 70 C) in bar for SAE 40 Max. lube oil inlet pressure in cold condition in bar Pre-lubrication (10 30 min) in bar Post-lubrication (10 30 min) in bar Limit value 1.2 2.2 (6.0)1)
<4 0.2 2.2 (6.0)1) 0.2 0.6
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Oil pressure setting for alarm Alarm in bar 1.0 1.2 0.8 1.0 < 0.8
TCA
Direct load reduction of the engine (slow down) in bar Engine shut down in bar
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1) Over 2.2 bar with orifice adapted to the engine pressure. Pressure measurement downstream of orifice for alarm, slow down, shut down (see Chapter [4] - Quality Assessment of the Lube Oil).
MAN Diesel & Turbo
Indication of the pending alarm and the reaction of the engine control system must occur at the same time. Therefore, the engine control system must conform at least to category 3 in compliance with ISO 13849-1.
Pre-Lubrication, Emergency Lubrication and Post-Lubrication of the Turbocharger

Pre-Lubrication
Before the engine is started, the turbocharger must be pre-lubricated. This is automatically done together with the pre-lubrication of the engine because the lube oil system of the turbocharger is generally connected to that of the engine. Depending on the engine system, pre-lubrication occurs directly before engine start-up or by means of continuous pre-lubrication. Pre-lubrication before start-up: Max. 10 30 minutes with 0.2 2.2 bar (6.0) 1) 1) Over 2.2 bar with orifice adapted to the engine pressure. Pressure measurement downstream of orifice for alarm, slow down and shut down (see Chapter [4] - Lube Oil System).
Emergency Lubrication
The worst-case scenario for the turbocharger bearings is a direct engine shut-down from full load, which can occur in the event of a power failure. In this phase, the turbocharger bearings can easily overheat due to a lack of lube oil. To prevent this, the following minimum requirements must be met. For emergency lubrication, the turbocharger requires an oil pressure in excess of 0.05 bar (reference point: turbocharger centreline) if, in an emergency situation, the engine initially continues to run at full power following failure of the main lube oil supply (see Figure Emergency lubrication diagram).
NOTE For differences in height between the pressure measuring point and the centre of the turbocharger, a value of 0.1 bar per metre must be taken into consideration.
If the main lube oil pump is not driven by the crankshaft of the engine, the engine must be shut down no more than 10 seconds after a power failure. These 10 seconds must be bridged using a separate lube oil tank or an emergency pump (powered by battery or compressed air). The optional gravitation tank can meet this requirement. The lube oil pressure during emergency lubrication must be above the limit value of 0.05 bar (reference point: turbocharger centreline) until the turbocharger speed has fallen to 20% of the maximum permissible speed indicated on the type plate. Please note that the axial bearing of the turbocharger acts like a pump. For this reason, the turbocharger must be supplied with sufficient lube oil. After this time, the lube oil pressure may fall below this value. The remaining oil in the bearing casing is sufficient to protect the bearings against damage or increased wear until the rotor has come to a standstill.
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engine shut down
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blackout
100% turbocharger speed
Lube oil pressure at the middle of the turbocharger shall not drop below this line at any time.
nominal lube oil pressure min. post-lubrication pressure 0,05 bar 20% turbocharger speed max. 10 sec. max. 20 min
30 min
Figure 3: Emergency lubrication diagram
Post-Lubrication
After shut-down: Following cooling, the lube oil pressure must reach the post-lubrication value. Following interruption of the lube oil supply to the turbocharger, the plain bearing on the turbine side and the turbine shaft are heated up by the hot turbine parts. As a result of this, and depending on the oil quality and the exhaust gas temperature before the interruption, a thin varnish-like coating forms on the turbine shaft and on the plain bearing. This layer disappears after approximately 100 operating hours. If, however, there are repeated power failures within a relatively short time, the layer gets thicker and can result in increased wear or failure of the plain bearing on the turbine side. This can be avoided if post-lubrication starts no more than 20 minutes after the turbocharger has come to a standstill. The later post-lubrication is started, the longer it should be continued. Two examples: 1. Post-lubrication starts immediately after the turbocharger has come to a standstill 10 minutes suffice. 2. Post-lubrication starts 20 minutes after the turbocharger has come to a standstill 30 minutes suffice. These requirements can be met by installing a suitable post-lubrication system in the engine room. The optional gravitation tank can only meet this requirement in the case of an emergency stop.
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Quality Assessment of the Lube Oil

Lube Oil Filtration
Additional lube oil filters are not required; the filtration customarily employed these days for heavy fuel oil operation is sufficient as long as the size of particles passing through the filters is 0.05 mm. A further precondition is that the engine lube oil is constantly treated by means of separation and that the water content and solid residues larger than 0.02 mm are not allowed to build up. Prior to initial operation of the engine or after major servicing work, the pipes between the engine filter and the turbocharger are to be pickled, cleaned and flushed thoroughly. Clean oil increases the service life of the plain bearings.
Taking an Oil Sample

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

In the case of turbochargers that are lubricated via the engine lube oil circuit, the assessment criteria of the engine manufacturer are applicable for evaluation of the lube oil condition. The lube oil condition must be checked regularly in the case of turbochargers with their own lube oil system. For routine inspections of the lube oil condition, the parameters in the table below are sufficient. The limit values indicated are empirical field values and are based on the requirements placed on the lube oil by the engine. In order to ensure a long service life of the bearings, these limit values must not be exceeded. A binding statement on the further usability of the oil can only be derived from a full analysis where the values are to be determined according to standardised testing methods.
Oil parameters for routine inspections Viscosity Water content in % by weight Total contamination in % by weight
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Limit value one viscosity class < 0.2 (briefly up to 0.5) 2.0
Oil Change
An oil change is required when the chemical/physical characteristics of the oil have changed to such an extent that the lubricating, cleaning and neutralising properties are no longer adequate. The limit values specified in the table and a drop test can serve only as a guideline.
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Sealing Air System

Sealing Air Diagram
8 7 12 1 2, 3 6 4 5 C
10
11
1 Compressor casing 2 Ring duct on the compressor side 3 Orifice 4 Sealing air pipe 5 Ring duct on the turbine side 6 Compensation line (if provided) 7 Non-return valve (if provided) Figure 4: Sealing air diagram
8 Pipe bend (if provided) 9 Bearing bush 10 Locating bearing 11 Bearing casing 12 Gas outlet casing C Compressor wheel T Turbine wheel
The sealing air prevents the penetration of hot exhaust gas into the bearing casing and lube oil from seeping into the turbine (oil coke). It also helps to reduce undesired axial thrust on the thrust bearing.
Sealing Air
The sealing air system is fully integrated in the bearing casing. Part of the air compressed by the compressor wheel is diverted and flows out of the compressor casing into a ring duct in the bearing casing. From there, the air is led into the sealing air pipe. An orifice reduces the pressure to the required sealing air pressure. The air is led to a ring duct on the turbine side of the bearing casing. There the sealing air emerges between the shaft labyrinth and the turbine labyrinth.
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A small amount of the sealing air flows back into the bearing casing, thus pressing against the bearing bush on the turbine side and retaining the lube oil. The other part of the sealing air is led past the rotor shaft, through the labyrinth seal on the turbine side and into the gas outlet casing.
TCA
The sealing air pressure is factory set by means of the orifice and does not need to be checked or readjusted by the user.
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In the case of four-stroke engines and reduced partial load, a vacuum can develop on the compressor side (naturally aspirated mode). In this case, a compensation line between the sealing air pipe and the ambient air prevents lube oil and exhaust gas from being drawn into the compressor casing. A non-return valve blocks the compensation line during normal operation. In the case of a vacuum in the sealing air system, the non-return valve opens and outside air is drawn in through the compensation line.
Bearing Casing Venting

Due to design measures, the turbocharger does not require a separate venting box. Lube oil and air are separated from each other within the bearing casing. The connection for the venting pipe is attached to the bearing casing. The maximum ratio between the venting mass flow rate and the mass flow rate through the compressor is 0.2%. It is advisable to dimension the venting pipe according to the table in Chapter [4] - Turbocharger Connecting Pipes.
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MAN Diesel & Turbo Quality Requirements on Fuels

MDO Fuel (Marine Diesel Oil) Specification
The suitability of fuel depends on the design of the engine and the available cleaning options, as well as compliance with the properties in the following table that refer to the as-delivered condition of the fuel. The properties are essentially defined using the ISO 8217-2010 standard as the basis. The properties have been specified using the stated test procedures.
Properties ISO-F specification Density at 15 Kinematic viscosity at 40 Pour point (winter quality) Pour point (summer quality) Flash point (Pensky Martens) Total sediment content Water content Sulphur content Ash content Carbon residue (MCR) Cetane number or cetane index Hydrogen sulphide Acid value Oxidation resistance Lubricity (wear scar diameter) Copper strip test Other specifications: British Standard BS MA 100-1987 ASTM D 975 ASTM D 396 Table 1: Marine diesel oil (MDO) characteristic values to be adhered to
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Unit
Testing method
Designation DMB
kg/m
ISO 3675 ISO 3104 ISO 3016
900 > 2.0 < 11 <0 <6
mm2/s cSt C C C % by weight % by vol. % by weight % by weight % by weight mg/kg mg KOH/g g/m3 m -
ISO 2719 ISO CD 10307 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 ISO 5165 IP 570 ASTM D664 ISO 12205 ISO 12156-1 ISO 2160
> 60 0.10 < 0.3 < 2.0 < 0.01 < 0.30 > 35 <2 < 0.5 < 25 < 520 <1
Class M2 2D No. 2
MGO Fuel (Marine Gas Oil) Specification

The suitability of fuel depends on whether it has the properties defined in this specification (based on its composition in the as-delivered state).
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The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards have been extensively used as the basis when defining these properties. The properties correspond to the test procedures stated.
Properties Density at 15 C kg/m3 Kinematic viscosity at 40 C mm2/s (cSt) Filterability* in summer and in winter Flash point in enclosed crucible Distillation range up to 350 C Sediment content (extraction method) Water content Sulphur content Ash Coke residue (MCR) Hydrogen sulphide Acid number Oxidation stability Lubricity (wear scar diameter) Cetane number or cetane index Copper strip test Other specifications: British Standard BS MA 100-1987 ASTM D 975 Table 2: Diesel fuel (MGO) properties that must be complied with. * The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point in accordance with ISO 3015 M1 1D/2D mg/kg mg KOH/g g/m3 m Weight % C C C Vol. % Weight % Vol. % DIN EN 116 DIN EN 116 ISO 2719 ISO 3405 ISO 3735 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 IP 570 ASTM D664 ISO 12205 ISO 12156-1 ISO 5165 ISO 2160 0 -12 60 85 0.01 0.05 1.5 0.01 0.10 <2 < 0.5 < 25 < 520 40 1 Unit Test procedure ISO 3675 ISO 3104 Typical value 820.0 890.0 2 6.0
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Heavy fuel oil (HFO)

Origin/Refinery process
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The quality of the heavy fuel oil largely depends on the quality of crude oil and on the refining process used. This is why the properties of heavy fuel oils with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distillates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can adversely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors.
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Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also ensure that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen.
5.1
Specifications
Fuels that are intended for use in an engine must satisfy the specifications to ensure sufficient quality. The limit values for heavy fuel oils are specified in Table 1. The entries in the last column of Table 1 provide important background information and must therefore be observed. Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003 and are more or less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in these specifications up to K700 can be used, providing the fuel preparation system has been designed accordingly. Heavy fuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to-date separators are installed.
Important
Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties that are not defined in the specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause problems. The addition of engine oils (old lubricating oil, ULO used lubricating oil) and additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents (polymers or chemical waste) is not permitted. Some of the reasons for this are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not include this limitation. If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel, this poses a particular danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our experience (and this has also been the experience of other manufacturers), this can severely damage the engine and turbocharger components. The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environmental protection reasons according to the resolution of the IMO Marine Environment Protection Committee passed on 1st January 1992.
Blends
Leak oil collector

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Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank. Leak oil lines should be emptied into sludge tanks.
mm2/s (cSt) max. max. g/ml max. 700 55 1.010 Viscosity/injection viscosity Viscosity/injection viscosity Heavy fuel oil processing
Viscosity (at 50 ) Viscosity (at 100 ) Density (at 15 C)
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Flash point Pour point (summer) Pour point (winter) Coke residue (Conradson) Sulphur content Ash content Vanadium content Water content Sediment (potential) Aluminium and silicium content (total) Acid number Hydrogen sulphide Used lubricating oil (ULO) mg/kg Vol. % Weight % mg/kg mg KOH/g mg/kg mg/kg max. Weight % C min. max. max. max. 60 30 30 20 5 or legal requirements 0.15 450 0.5 0.1 60 2.5 2
MAN Diesel & Turbo

Flash point (ASTM D 93) Low-temperature behaviour (ASTM D 97) Low-temperature behaviour (ASTM D 97) Combustion properties Sulphuric acid corrosion Heavy fuel oil processing Heavy fuel oil processing Heavy fuel oil processing
TCA Project Guide
Heavy fuel oil processing
The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
Asphaltene content Sodium content
Weight % mg/kg
2/3 of coke residue (according to Conradson) Sodium < 1/3 Vanadium, Sodium<100
Combustion properties Heavy fuel oil processing
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers. Table 3: Table_The fuel specification and corresponding characteristics for heavy fuel oil
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Figure 1: ISO 8217-2010 specification for heavy fuel oil
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Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
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5.1
Biofuel
Other designations Origin
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used. Transesterified biofuels (biodiesel, FAME) must comply with the standard EN 14214. Non-transesterified biofuels must comply with the specifications listed in Table 1. These specifications are based on experience to date. As this experience is limited, these must be regarded as recommended specifications that can be adapted if necessary. If future experience shows that these specifications are too strict, or not strict enough, they can be modified accordingly to ensure safe and reliable operation. When operating with biofuels, a lubricating oil that would also be suitable for operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Density at 15 C Flash point lower calorific value Viscosity/50 C Cetane number Coke residue Sediment content Oxidation stability (110 C) Phosphorous content Na and K content Ash content Water content Iodine number TAN (total acid number) Filterability
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Unit 900 - 930 kg/m3 > 60 C > 35 MJ/kg (typical: 37 MJ/kg) < 40 cSt (corresponds to a viscosity/40 C of < 60 cSt) > 40 < 0.4% < 200 ppm >5h < 15 ppm < 15 ppm < 0.01% < 0.5% < 125g/100g < 5 mg KOH/g < 10 C below the lowest temperature in the fuel system
Test method DIN EN ISO 3675, EN ISO 12185 DIN EN 22719 DIN 51900-3 DIN EN ISO 3104 FIA DIN EN ISO 10370 DIN EN 12662 ISO 6886 ASTM D3231 DIN 51797-3 DIN EN ISO 6245 EN ISO 12537 DIN EN 14111 DIN EN ISO 660
Table 4: Non-transesterified bio-fuel - specifications
DANGER
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Incorrect handling of operating media can endanger health, safety and the environment. The corresponding safety instructions provided by the suppliers must be observed.
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EN 116
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MAN Diesel & Turbo Quality Requirements on Lube Oil and Additives
Lube Oil Specification for Operation with MGO/MDO and Biofuels General
The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Doped lube oils (HD oils) have proven their worth for lubrication of the running gear, cylinders and turbocharger, and for cooling the pistons. Doped lube oils contain additives that perform a number of different functions, including ensuring their dirt suspending power, cleaning of the engine and neutralisation of acidic combustion products. Only lube oils approved by MAN Diesel & Turbo may be used.
5.2
Specifications
Base oil
To ensure reliable operation of the turbocharger, the dynamic oil viscosity limits with a range of 0.03 Pa s 0.13 Pa s defined by MAN Diesel & Turbo must be adhered to. For oil of viscosity class SAE 40, these limit values correspond to lube oil inlet temperatures of 40 C and 70 C. The same dynamic oil viscosity limit values also apply to oils of other viscosity classes.
Figure 1: Dynamic viscosity SAE 30 and SAE 40
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5.2
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The base oil (doped lube oil = base oil + additives) must have a narrow distillation range and be refined using state-of-the-art methods. If paraffins are contained, they must not have a detrimental effect on the thermal stability or the oxidation stability. The base oil must comply with the following limit values, especially with regard to the aging resistance:
Properties/Characteristics Make-up Low-temperature behaviour, still flowable Flash point (Cleveland) Ash content (oxidised ash) Coke residue (according to Conradson) Ageing tendency following 100 hours of heating up to 135 C Insoluble n-heptane Evaporation loss Spot test (filter paper) Unit C C Weight % Weight % Weight % Weight % Test method ASTM D 2500 ASTM D 92 ASTM D 482 ASTM D 189 MAN ageing oven * ASTM D 4055 or DIN 51592 MAN Diesel & Turbo test Limit value Ideally paraffin based -15 > 200 < 0,02 < 0,50 < 0,2 <2 Precipitation of resins or asphalt-like ageing products must not be identifiable.
TCA Project Guide
Table 1: Base oils - target values * Works' own method
Doped lube oils (HD oils) Additives
The base oil to which additives have been added (doped lube oil) must have the following properties: The additives must be dissolved in the oil and their composition must be such that they leave as little ash as possible on combustion. The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the exhaust valves and at the turbocharger inlet casing. Hard additive ash promotes pitting of the valve seats and causes the valves to burn out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate at which the filter elements in the active or used condition are blocked.
Washing ability Dispersibility Neutralisation capability
The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability. The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected. The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.
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Evaporation tendency Additional requirements
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TCA 5.2-01 EN
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MAN Diesel & Turbo
5.2
Lube Oil Specification for Heavy Fuel Oil (HFO) General

The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Lube oils of medium alkalinity have proven their worth for lubrication of moving parts, lubrication of the cylinders and turbochargers, and for cooling the pistons. Lube oils of medium alkalinity contain additives that perform a number of different functions, including ensuring higher neutralisation reserves than with doped engine oils (HD oils). There are no international specifications for lube oils of medium alkalinity. It is thus necessary to conduct test operation over a sufficiently long period in accordance with the manufacturers instructions. Only lube oils authorised by MAN Diesel & Turbo may be used.
Specifications
Base oil
To ensure reliable operation of the turbocharger, the dynamic oil viscosity limits with a range of 0.03 Pa s 0.13 Pa s defined by MAN Diesel & Turbo must be adhered to. For oil of viscosity class SAE 40, these limit values correspond to lube oil inlet temperatures of 40 C and 70 C. The same dynamic oil viscosity limit values also apply to oils of other viscosity classes.
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Figure 2: Dynamic viscosity SAE 30 and SAE 40
TCA
5.2
MAN Diesel & Turbo

The base oil (doped lube oil = base oil + additives) must have a narrow distillation range and be refined using state-of-the-art methods. If paraffins are contained, they must not have a detrimental effect on the thermal stability or the oxidation stability. The base oil must comply with the limit values in the following table, especially with regard to the aging resistance:
Properties/Characteristics Make-up Low-temperature behaviour, still flowable Flash point (Cleveland) Ash content (oxidised ash) Coke residue (according to Conradson) Ageing tendency following 100 hours of heating up to 135 C Insoluble n-heptane Evaporation loss Spot test (filter paper) Unit C C Weight % Weight % Weight % Weight % Test method ASTM D 2500 ASTM D 92 ASTM D 482 ASTM D 189 MAN ageing oven * ASTM D 4055 or DIN 51592 MAN Diesel test Limit value Ideally paraffin based -15 > 200 < 0.02 < 0.50 < 0.2 <2 Precipitation of resins or asphalt-like ageing products must not be identifiable.
TCA Project Guide
Table 2: Base oils - target values * Works' own method
Lube oil of medium alkalinity The prepared oil (base oil with additives) must have the following properties: The additives must be dissolved in the oil and their composition must be Additives
such that they leave as little ash as possible on combustion, even if the engine is temporarily operated with distillate fuel. The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked.
Detergency Dispersion capability Neutralisation capability
The detergency must be so great that neither tar nor coke residues produced by combustion of the fuel can be deposited. The lube oil must not take up any deposits arising from the fuel. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability.
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The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. Tips for selection of the base number can be found in the table Base number to be used under various operating conditions.
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Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected.
TCA 5.2-01 EN
MAN Diesel & Turbo

Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.
5.2
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MAN Diesel & Turbo Quality Requirements on Intake Air

Intake Air
The quality and condition of the intake air have a decisive influence on the turbocharger performance. Not only is the atmospheric condition of great importance but also the solid and gaseous impurities contained in the air. Mineral dust particles in the intake air have the effect of increasing wear. Chemical/gaseous constituents on the other hand promote corrosion. For this reason, effective cleaning of the intake air and regular maintenance/ cleaning of the air filter mat on the silencer are required.
5.3
Characteristic Values of the Intake Air

The size of particles in the intake air may not exceed 5 m downstream of the silencer/air intake casing or upstream of the compressor intake. The following maximum concentrations of particles in the intake air upstream of the compressor must not be exceeded:
Characteristics/properties Dust (sand, cement, CaO, Al2O3 etc.) Chlorine Sulphur dioxide (SO2) Hydrogen sulphide (H2S) 1) Standard cubic metres in Nm Concentration in mg/Nm3 1) 5 1.5 1.25 15
When designing the intake air system, it must be ensured that the total pressure loss (filter, silencer, piping) does not exceed 20 mbar. Exception: A loss of pressure in excess of 20 mbar has been taken into consideration in the design (e.g. admixture of gas in the case of gas-powered engines).
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MAN Diesel & Turbo Additional Equipment

Cleaning Equipment
Two-Stroke Engines (Diesel)
Wet cleaning Compressor Turbine Dry cleaning
Optionally offered for TCA55, TCA66, TCA77, TCA88 and TCA88-25. Included in the standard scope of supply of MAN Diesel & Turbo.
Four-Stroke Engines (Diesel)

Wet cleaning Compressor Turbine Dry cleaning
Included in the standard scope of supply of MAN Diesel & Turbo.
Gas-Powered Engines
Wet cleaning Compressor Turbine Dry cleaning 1)
Included in the standard scope of supply of MAN Diesel & Turbo. 1) Not necessary in the case of good and very good gas quality. Recommended in the case of poor gas quality.
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Compressor Cleaning
During operation, deposits and oily debris films increasingly form on the blades of the compressor wheel and the diffuser. This contamination reduces the efficiency of the compressor. We thus recommend cleaning the compressor every 100 to 200 operating hours. For this purpose, a cleaning device with pressure sprayer is provided by MAN Diesel & Turbo. Cleaning of the compressor is carried out with water during operation at full load. Cleaning is to be performed with fresh water only; do not use seawater, chemical additives or detergents. Blow in washing water for approx. 30 seconds. The cleaning intervals for washing the compressor should be determined in accordance with the degree of contamination of the respective system. The compressor cleaning device is connected to the silencer/air intake casing or the corresponding connection coupling.
2 1
4 5 3
4 Pressure sprayer 5 Turbocharger (compressor) A Relief valve B Hand valve Figure 1: Diagram Wet cleaning of the compressor
1 Connection coupling 2 Handle 3 Plate with cleaning instructions
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Turbine Cleaning
The turbochargers of engines operated with Heavy Fuel Oil (HFO), Marine Diesel Oil (MDO) or Marine Gas Oil (MGO) must be cleaned prior to initial operation and at regular intervals to remove combustion residue from the blades of the turbine rotor and nozzle ring. Such deposits could otherwise have a detrimental effect on the operating data or even cause strong vibration of the turbine blades. As standard, two cleaning methods are available: Wet cleaning of the turbine Dry cleaning of the turbine
Both cleaning methods can be used on the same turbocharger, and the advantages of both cleaning methods complement one another. Wet cleaning of the turbine is particularly suitable for cleaning the nozzle ring, while dry cleaning of the turbine is particularly suitable for cleaning the turbine rotor (turbine blades).
NOTE Observe the cleaning instructions on the instruction plate of the turbocharger and in the operating manual.
Wet Cleaning of the Turbine

9 10
E
3 6 5 4
7
B
1 Water supply (water pressure: 23 bar) 2 Pressure gauge 3 Nozzles* 4 Gas admission casing* 5 Nozzle ring* 6 Turbine rotor 7 Water discharge Figure 2: Diagram Wet cleaning of the turbine
One significant advantage of wet cleaning over dry cleaning is:
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Wet cleaning is carried out during operation at greatly reduced engine load in order to avoid overstressing the turbine materials (thermal shock).
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8 Drain funnel 9 Sealing air (extracted downstream of charge air cooler) 10 Gas outlet casing B Drain cock E Three-way cock with sealing air connection* * Scope of supply of turbocharger
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Better cleaning effect and thus longer cleaning intervals.
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The cleaning frequency depends on the type of fuel and on the operating mode; as a general recommendation, cleaning should be carried out every 250 operating hours. Use fresh water without any chemical additives whatsoever. The washing duration is 10 to 20 minutes. Sealing air (loss) mass flow rates compared with the compressor mass flow rates approx. 0.05 0.1%.
The washing water flows through the stop cock (water pressure: 23 bar) into the gas admission casing. The washing nozzles spray the water into the exhaust gas pipe upstream of the turbine. The droplets of washing water bounce against the nozzle ring and turbine, removing dirt. The washing water collects in the gas outlet casing and runs through the washing water outlet and the drainage cock. The washing water is conducted via a funnel to a sediment tank and collected there.
Number of washing nozzles in gas admission casing Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 90 1 1 1 1 1 axial 2 2 4 4 6 -
Quantity of washing water for turbine cleaning The max. permissible cleaning conditions, u2 = 300 m/s, TvT = 320 C and P water max. = approx. 3 bar, give the following flow rates:
Type TCA33 TCA44 TCA55 TCA66 Flow rate of washing water in l/min 16 20 32 43
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TCA77 TCA88 TCA88-25 u2 = peripheral speed of the turbine wheel
56 56
TvT = exhaust gas temperature upstream of turbine
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P water max. = water pressure
TCA 6-01 EN
MAN Diesel & Turbo

Dry Cleaning of the Turbine
11 2 3 8 9
B A
4 5
7 6 10 12
1 Compressed air pipe* (58 bar) 15 x 2 mm 2 Screw plug 3 Tank 4 Pipe 5 Connecting flange 6 Intermediate piece 7 Gas admission casing 8 Gas outlet casing Figure 3: Dry cleaning of the turbine
9 Turbine rotor 10 Nozzle ring 11 Sealing air (extracted downstream of charge air cooler) 12 Exhaust gas pipe A Stop cock (Compressed air connection G1/2) B Three-way cock with sealing air connection * Scope of supply of engine manufacturer
In addition to wet cleaning of the turbine, dry cleaning of the turbine can also be performed. Dry cleaning of the turbine is carried out during operation at normal operating load. The advantage of dry cleaning of the turbine over wet cleaning is: Dry cleaning can be carried out during operation at full load. Shorter cleaning intervals must be observed than for wet cleaning of the turbine, however, as heavier deposits will not otherwise be removed. Cleaning with granulate every one to two days is recommended. Depending on the type of funnel, soot particles can escape during the cleaning procedure. This must be taken into consideration particularly in the case of passenger ships.
Type TCA33 TCA44
Granulate quantity in l 1) 0.5
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The granulate container is fitted with an opening for filling, a compressed air supply pipe and a pipe leading to the gas admission casing. The compressed air supply pipe and the pipe to the gas admission casing are both fitted with stop cocks. The granulate container is filled with cleaning granulate and then shut tightly.
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Type TCA55 TCA66 TCA77 TCA88 TCA88-25
MAN Diesel & Turbo

Granulate quantity in l 1) 1.0 1.5 2.0 2.5 2.5
TCA Project Guide
1) Use granulate from nut shells or activated charcoal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
The compressed air supply pipe and the pipe to the gas admission casing are both fitted with stop cocks. The granulate container is filled with cleaning granulate and then shut tightly. The stop cock in the compressed air pipe is opened and compressed air flows into the granulate container. The stop cock in the pipe to the gas admission casing is then opened. The compressed air blows the granulate out of the granulate container into the gas admission casing. There, the exhaust flow transports the granulate to the turbine rotor. The granulate particles bounce against the nozzle ring and turbine rotor, removing deposits and dirt. The exhaust flow carries the granulate and dirt particles out of the system. The granulate container must be installed in a suitable location, not lower than 1 m below the connecting flange. The pipe may not be longer than 6 m and must be supported against vibrations. An unobstructed flow must be ensured. Maximum operating temperature of the stop cock (exhaust gas): 150 C. The piping should have as few bends as possible, and these should be of large radius. The connecting flange can be installed either on the intermediate piece of the exhaust pipe or directly on the gas admission casing. Sealing air (loss) mass flow rates compared with the compressor mass flow rates approx. 0.05 0.1%.
Connection Sizes for Pipes and Lines

TCA33 Compressed air connection for dry cleaning of the turbine Water supply for wet cleaning of the turbine TCA44 12 x 1.5 mm TCA55 TCA66 TCA77 G 1/2" TCA88 TCA88-25
G 3/4" 50 mm 65 mm
G 1" 65 mm 80 mm
G 1 1/2" 100 mm 125 mm 125 mm

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Drain connection for wet cleaning of turbine (inner diameter of pipe)
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TCA 6-01 EN
MAN Diesel & Turbo
Jet Assist
A Starting air cylinder (30 bar) B 2/2 way solenoid valve C Orifice or pressure reducing station Figure 4: Jet Assist
D E F *
Insert Compressor wheel Turbocharger Relative pressure (overpressure)
The Jet Assist acceleration system is used when special requirements have to be met with regard to fast and soot-minimised acceleration and/or the dynamic load response of the engine. The engine control actuates the 2/2 way solenoid valve (B). Compressed air at 30 bar now flows from the starting air cylinder (A) through the orifice (C), where it is reduced to a maximum of 4 bar. The compressed air is now blown at max. 4 bar onto the blades of the compressor wheel (E) via a ring duct and the inclined bores in the insert (D). On the one hand, this provides additional air to the compressor while on the other hand, the compressor wheel is accelerated, thus increasing the charge air pressure for the engine. We recommend dimensioning the Jet Assist pipe as follows:
Jet Assist air pressure 4 bar Four-stroke engine Type Cross section of connection pipe in mm 37 44 51 61 67 81 Orifice in mm Two-stroke engine Cross section of connection pipe in mm 39 46 54 64 70 84 Orifice in mm
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10.5 12.5 14.5 17.5 19.0 23.0
11.1 13.2 15.3 18.5 20.0 24.0
TCA55 TCA66 TCA77 TCA88
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MAN Diesel & Turbo Engine Room Planning

Disassembly Dimensions for Subassemblies
Hoisting rails with a traversable crane trolley in axial direction above the turbocharger must be provided. Lifting tackle with the appropriate minimum load-bearing capacity is inserted into the hoisting rails for lifting of the components so that the prescribed maintenance work can be carried out. Disassembly dimension A for the radial silencer and disassembly dimension B for the turbine rotor, as shown in the graphic, are required for disconnection and removal of the silencer and the turbine rotor from the turbocharger: A B
Figure 1: Disassembly dimensions
TIP
Disassembly dimension B is also the minimum clearance to the next turbocharger! The minimum clearance of the silencer to a bulkhead or betweendeck should not be less than 100 mm. We recommend planning an additional 300 to 400 mm as working space.
Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 NOTE

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Amin in mm 1 300 1 550 1 800 2 050 2 300 2 700 2 700
Bmin in mm 1 000 1 150 1 300 1 550 1 800 2 150 2 150
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On the compressor and turbine side above the gas outlet casing, sufficient space must be provided between the hoisting rails for the exhaust gas system (the maximum possible dimensions D must not be exceeded)!
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TCA 7-01 EN
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C1 D D C2
MAN Diesel & Turbo
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Figure 2: Dimensions of hoisting rails
Dimensions C1 and C2 for the two hoisting rails, as well as their minimum load-bearing capacity (Fc1 and Fc2), are indicated in the following table:
Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 NOTE Dmax in mm 200 225 260 260 370 370 370 C1min in mm 1 000 1 550 1 800 2 050 2 300 2 700 2 700 Fc1 in kg 350 550 700 1 200 2 000 3 000 3 000 C2min in mm 500 1 150 1 300 1 550 1 800 2 150 2 150 Fc2 in kg 150 300 350 550 900 1 400 1 400 Hmin in mm 900 1 200 1 384 1 600 1 800 2 000 2 100
Weights of subassemblies, see Chapter [2] - Weights of the Subassemblies.
It must be ensured that the silencer and the gas admission casing can be removed either upwards, downwards or sideways and set down so that the turbocharger can be accessed for additional servicing. For the purpose of minimising danger to persons and material property (SOLAS 2000, Amendments Jan. / July 2002, Chapter II-1, Part C, Reg. 26, Chapter II-2, Reg. 4), the routing of pipes and the installation of tanks carrying or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the turbocharger, and in particular above the turbocharger silencer, is to be avoided. If this is not possible for design reasons, the pipes and/or containers must be designed in such a way that there is no risk of danger due to loss of stability, bearings coming loose or flammable liquids escaping.
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The gas outlet casing can be installed in various positions (see also table in Chapter [2] - Casing Positions):
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MAN Diesel & Turbo
Figure 3: Casing position, gas outlet casing
For these cases, ensure sufficient clearance (b) between the flange/exhaust gas system and the engine room walls!
NOTE If required, please contact MAN Diesel & Turbo in Augsburg to enquire about the flange clearances relative to the angular position.
Exhaust Gas System

Exhaust gas resistance has a very large influence on the fuel consumption and thermal load of the engine. The pipe diameter depends on: the engine power the volume of exhaust gas the length and routing of the pipe
Sharp bends result in very high resistance and are therefore to be avoided. Where this is not possible, use pipe bends with blade grids. The total resistance of the exhaust gas system must not exceed 30 mbar. For this reason, the exhaust gas pipe is to be designed as short as possible. The exhaust gas velocity in the pipe must not exceed 40 m/s.
Exhaust Gas System Installation

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The exhaust pipes of multiple engines must not be routed together. The exhaust pipes must be able to expand. For this purpose, expansion pieces are installed between the fixed-point supports which are attached at suitable locations. A sturdy fixed-point support is to be provided as directly as possible above the compensator in order to keep forces resulting from the weight, thermal expansion or lateral axial displacement of the exhaust pipe away from the turbocharger. In order to minimise
TCA Project Guide
The following points must be observed when installing the exhaust gas system:
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MAN Diesel & Turbo

sound transmission to other rooms in the vessel, the exhaust pipes should be fastened or supported elastically by means of damping elements. Permanently opened drainage outlets are to be provided in the exhaust pipes for condensate flowing backwards and any water leaking from the boiler.
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2 3 6
1 Exhaust silencer 2 Floating support 3 Fixed-point support Figure 4: Example of exhaust routing
4 Compensator 5 Water drainage 6 Exhaust-gas boiler
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Installation of Flexible Pipes
5 4 6 3
2 7
8 1
1 Lube oil drain from turbocharger 2 Cooling water hose of charge air cooler 3 Stable fixed-point support 4 Lifting tackle rail for installation of charge air cooler bundle Figure 5: Installation of elastic hose lines
5 Exhaust gas pipe 6 Lifting tackle rail for turbocharger maintenance 7 Fixed-point support 8 Dirt water discharge from turbocharger
We therefore recommend installing hoses in the axial or vertical direction relative to the engine, not in the transverse direction, to improve movement absorption. Hoses supplied loose with a diameter of DN 32 or greater are provided with flange connections. Smaller-diameter hoses have screw connections. Every hose is supplied together with two counter flanges or, if smaller than DN 32, with two welded connections.
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Apart from the engine movements caused by rough seas or swell in vertical, axial and transverse directions, the largest motion amplitudes of an elastically mounted engine occur in the transverse direction of the engine while starting and shutting down the engine.
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MAN Diesel & Turbo

A section of pipe, as short as possible, must be provided between the connection on the engine and the hose in accordance with the planned routing of the pipes. Directly after the hose, the pipe is to be secured with a fixed-point support positioned above the usual construction. This must be capable of absorbing the reaction forces of the hoses and the hydraulic forces of the fluids. If the connections are installed in a straight line, the clearance between the flanges is to be chosen in such a manner that the hose sags. It must not be subjected to tensile strain during operation. In the case of installation with a 90 bend, the radii indicated in our drawings are minimum required radii and must be observed. Hoses must not be installed twisted. For this reason, the loose flanges on the hoses are designed to rotate. In the case of screw connections, the hexagon on the hose is to be counterheld with a wrench when tightening the nut.
NOTE The manufacturers assembly instructions must be observed!
TCA Project Guide
Turbocharger Connection Dimensions

Dimensioned 2D connection drawings and 3D CAD models can be provided on request. If required, please contact MAN Diesel & Turbo in Augsburg directly. e-mail: Turbochargers@mandieselturbo.com
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MAN Diesel & Turbo Emergency Operation in the Event of Turbocharger Failure
Emergency Measure
Turbochargers are highly stressed turbo-machines. As with engines, malfunctions can occur despite careful operations management.
Devices
If damage occurs to a turbocharger that cannot be corrected immediately, emergency operation is possible. The following tools and devices are available: Arresting device for blocking the rotor assembly Closing cover for closing the rear side of the compressor and turbine (operation without rotor).
All these devices are designed in such a manner that continuous flow through the air and exhaust gas sides of the turbocharger is possible. The following devices are available for use on the engine: Cover screen(s) for the side of the charge air pipes facing away from the turbocharger. The cover screen(s) is/are designed to ease operation of the engine in naturally aspirated mode (scope of supply of the engine manufacturer). Blind flanges for closing the partially assembled charge air bypass pipe (scope of supply of the engine manufacturer).
Emergency Measure
The arresting device for blocking the rotor should only be mounted if removal of the rotor assembly is not possible, as there is a risk of consequential damage to the turbocharger if the rotor is blocked. When mounting the arresting device, the rotor remains installed and is blocked with a special tool (scope of supply of the turbocharger) from the compressor side. The intake cross section remains open. For mounting the arresting device, the intake silencer/air intake casing must be removed and installed. When closing the bearing casing with the closing covers, the rotor must be disassembled first. The bearing casing is then closed on the turbine and compressor side with two closing covers (scope of supply of the turbocharger). For this, the intake silencer/air intake casing and the gas admission casing must be removed and installed. In the case of engines with multiple turbochargers, the exhaust intake side of the defective turbocharger is additionally separated from the gas flow of the other turbocharger by means of a blind flange.
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Emergency measure
Qualified mechanic Time required in h
Assistant Time required in h 0.6 3.5
Arresting device Closing device (operation without rotor)
0.6 3.5
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Personnel and Time Requirements
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Table 1: Mounting the emergency operation devices
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Achievable Performance
The following criteria limit the achievable engine load during emergency operation: Maximum exhaust gas temperature downstream of the cylinders Maximum exhaust gas temperature upstream of the turbocharger
The max. achievable performance/speeds are indicated below:

Type Engine operation with variable speed Engine operation with constant speed In-line engine in % 15 20 V-type engine in % 15 20
Table 2: Emergency operation: example MAN Diesel & Turbo four-stroke engine
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Figure 1: Emergency operation: example MAN B&W two-stroke engine
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MAN Diesel & Turbo Calculations

Design Calculations
A design calculation in accordance with the experience of MAN Diesel & Turbo on the basis of ISO conditions (298 K/1000 mbar) enables reliable engine operation with inlet air temperatures between 278 K and 318 K. For operation in an Arctic climate (< 278 K), a blow-off valve must be provided downstream of the compressor in order to exclude the possibility of increased charge pressures and the risk of surging. For operation in a tropical climate, a design calculation on the basis of ISO conditions is sufficient insofar as the resulting higher gas temperatures can be accepted. The maximum speed of the rotor specified on the type plate of the turbocharger is a constant value, irrespective of the ambient temperature.
NOTE At a given rotor speed, the pressure ratio of the compressor increases with decreasing inlet air temperature and decreases with increasing temperature.
Turbocharger Efficiency
The efficiency is an important criterion for the evaluation of a turbocharger. The following formula shows how the efficiency of the turbocharger can be calculated. The specific thermal values cp and the isentropic exponents are temperature-dependent. The isentropic exponent for the exhaust gas G is also influenced by the gas composition.
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9
Definition of Efficiency
MAN Diesel & Turbo
TCA Project Guide
MAN Diesel & Turbo turbochargers are used by various engine manufacturers within and outside the MAN Diesel & Turbo Group. Various traditional definitions of the efficiency of turbochargers are used.
Total (tot tot)

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

This definition is generally preferred for four-stroke engines. The ambient pressure is used and the losses between compressor outlet and inlet in the charge air cooler are recorded. Since only the static compressor outlet pressure can be used in the engine, and not the dynamic component, the compressor outlet pressure is used instead of the total value. As a result, the ambient pressure at the silencer is applied for p1 and the static pressure downstream of the compressor is applied for p2. Please note: Since various losses of the turbocharger system are taken into account for the tot-stat definition, the efficiency in the tot-stat definition is always lower than the tot-tot efficiency despite the same thermodynamic performance of the turbocharger.
Definition for two-stroke engines

This is essentially a definition of total-static (tot-stat) as described above. However, the air pressure in the scavenge air pipe plus the cooler pressure drop are used for p2, while the ambient pressure reduced by the filter losses is used for p1. p3 is the pressure in the exhaust manifold. The efficiencies are calculated with the help of measured operating values. In order to receive a meaningful comparison between turbochargers of varying specifications, sizes, designs and makes, it is always necessary to specify the definition used for the calculation of the efficiency. If pressure and temperature upstream of the turbine are not known, it is not possible to determine the efficiency of turbochargers. The following table lists the main differences between the three definitions for calculation of the total efficiency of a turbocharger.
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Definitions of turbocharger efficiency Total (tot-tot) Pressure: p1 Pressure: p2 Pressure: p3 Pressure: p4 Ambient pressure / total air inlet pressure Total downstream of compressor Total turbine inlet pressure Static downstream of turbine Total-static (tot-stat) Four-stroke engines Ambient pressure / total air inlet pressure Static downstream of compressor Total turbine inlet pressure Static downstream of turbine Total-static (tot-stat) Two-stroke engines Ambient pressure minus filter losses Air pressure of scavenge air pipe plus cooler pressure drop Pressure in the exhaust manifold Static downstream of turbine
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MAN Diesel & Turbo Speed Measuring, Adjustment, Checking

Speed Measuring
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562.040 Speed transmitter T401, T411 562.200 Frequency-current converter 562.083 Terminal box 562.310 Frequency-current converter 562.100 Speed indicator, analogue with speed indication, digital Figure 1: Connection variants for speed measuring device for the TCA Series
For all turbochargers of the TCA Series, MAN Diesel & Turbo provides a speed transmitter for measuring the rotor speed as standard. The speed transmitter is arranged radially in the insert at the compressorside end of the rotor and delivers speed pulses. The alternating pulses are conducted via a 3-wire cable to the terminal box on the compressor casing.
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From the terminal box, the pulse signal is forwarded to a frequency-current converter or digital speed indicator (optional). The signal can additionally be indicated on a suitable analogue measuring instrument. A transmission system for the measured values can be connected to both types of speed measuring device. MAN Diesel & Turbo provides the measuring device and transmission system for the measured values on request.
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Description of Components
Speed Transmitter
The insert has a radial internal thread for fitting the transmitter. It is designed in such a way that the transmitter is fitted flush against the front edge of the compressor wheel. The transmitter is screwed in and secured so that its front side is flush with the surface of the insert or is recessed by 0.2 mm (see detail Y), i.e. the radial clearance between the compressor wheel blades and the face of the transmitter is not less than the radial compressor gap.
Y
0...0.2 mm
Figure 2: Connection of the speed transmitter
Read-Out Units
The read-out units can be housed in the switch cabinet or operating cabinet, for example. A speed measuring device with frequency-current converter is included in the standard MAN Diesel & Turbo scope of supply. Alternatively, a digital speed indicator or an analogue read-out unit can also be connected. Both units require an external 24 V DC supply from which they supply the transmitter with an integrated 12 V transmitter voltage. Digital speed indicator To ensure correct speed indication, the digital speed indicators must be programmed with the number of main blades of the compressor wheel before installation (number of pulses per revolution). If original MAN Diesel & Turbo components are used, this parameter is factory-set. Frequency-current converter If a frequency-current converter is used, the number of main blades of the compressor wheel (number of pulses per revolution) and the speed range limit must be taken into consideration when programming the device.
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Analogue speed indicator/sensor: Both speed measuring devices have a power output (4-20 mA) for connection of an additional analogue speed measuring device and/or a measured value transmitter.
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Since the speed indication and the compressor wheel must be matched to one another, the complete sensing and indication systems should be supplied by MAN Diesel & Turbo.
MAN Diesel & Turbo

Functional Principle
The HF transmitter with integrated amplifier requires an auxiliary voltage of 4.5 ... 30 V DC, supplied by the speed measuring device. It contains a highfrequency oscillator with its oscillator coil located in the transmitter head. The main blades of the compressor wheel and the gaps between them result in a varying damping of the oscillating circuit and thus a higher or lower amount of supply current from the oscillator. These changes in current control an electrical, contact-free switching output via a switching amplifier. The amplified signal is additionally processed by the digital speed indicator or frequency-current converter which are specially adapted to the transmitter and themselves supply the transmitter with the required transmitter voltage.
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Measurement of the Air Volume

Measurement by Means of a Volute Casing
Measurement of the air volume is carried out by means of calibration of a volute compressor casing.
tSp
255 A
hsp
hsp
1
1 Silencer 2 Section A-A
3
3 hsp in mm H2O hsp in mm Hg
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Spiral pressure hsp, outlet temperature tsp and hsp This calibration curve cannot be applied to other turbochargers, even if they are of the same size and specification. The accuracy of this method is approx. 1%. In the case of diffuser cross sections other than that for which the calibration curve has been derived,
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correction factors are used. In order to ensure reliable measurement, all measuring hoses, extensions, threads, etc. must be absolutely airtight (check by spraying on a soap solution).
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Measurement by Means of Turbine Characteristics

Turbine Characteristic TCA66-21172 for 6S50MC-C8.1; 9960 KW / 127 rpm
SPEC: TCA66-21ATP015AND0309
540 530 520 510 500 490 480 470 460 450 440 430 420 410 400 390 380 370 360 350 340 330 320 310 300
V tot vT
T tot vT
[m 3/ (s K)]
T
1.10 1.30 1.50 1.70 1.90 2.10 2.30 2.50 2.70 2.90 3.10 3.30 3.50 3.70
Figure 3: Turbine characteristics
Based on the characteristic diagram parameters pressure ratio and exhaust gas volume, the actual exhaust gas volume and, by subtracting the fuel quantity, the air volume can be back-calculated from the known plot of the operating curve in a reduced form (unambiguously assigned to a turbine geometry). This serves as an alternative if the compressor casing has not been calibrated for direct measurement of the air volume.
Matching
Each newly specified turbocharger for a new application must be matched so that: It is optimised with the best possible flow cross sections for the operating conditions of the engine.
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A sufficient surge-limit distance is ensured across the entire operating range.
For this reason, it is customary for different nozzle ring and diffuser variants (matching components) to be provided for matching purposes.
TCA
Matching Steps
Test run of the engine with the turbocharger as delivered.
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If the charge air pressure specified by the engine manufacturer upstream of the cylinder is too low or too high at the design point, the nozzle ring must be exchanged. Please note: In order to achieve a higher charge air pressure, a nozzle ring with a smaller cross-sectional area must be used. In order to achieve a lower charge air pressure, a nozzle ring with a larger cross-sectional area must be used.
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Checking Surge Stability

Surging describes the unstable operation of a compressor when the air flow of an engine operating point becomes too low for the pressure ratio of the compressor. This state occurs when the counter-pressure increases too greatly in comparison with the air flow. In this case, the air flow breaks away and air from the downstream pipe system flows through the compressor against the feed direction. Following the sudden drop in pressure, the air begins to flow in the normal direction again until the surge procedure is repeated. This subjects the compressor wheel to great stress with the result that continuous surging can lead to damage. The air intake section of the engine system is to be dimensioned in such a way that pressure blasts of at least 1 bar overpressure can be withstood. One of the following methods can be applied: Four-stroke engines: Reduce engine speed with constant fuel admission (constant torque). A speed reduction of at least 15% should be possible without the occurrence of surging. Increase the scavenge air temperature at constant power. A temperature increase of at least 50 C above the air temperature at the compressor inlet should be possible without the occurrence of surging. The surge-limit distance must be checked at the same time. Please note: If the surge-limit distance is lower than required, a smaller diffuser must be used (in rare cases even a smaller compressor wheel). The partial load range must also be checked for sufficient surge-limit distance.
Two-stroke engines: Run the engine at 100% load. Reduce the load abruptly to 50%. If no surging occurs, the stability above 50% load is good. Run the engine at partial load (approx. 50%) so that the auxiliary fans no longer run. Pull the fuel pump of one cylinder suddenly to zero, and repeat this measure with other cylinders. The stability is sufficient if surging occurs in no more than one case.
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Characteristic Diagram Plots

The compressor characteristic diagram and turbine characteristic are drafted by MAN Diesel & Turbo as documents for the matching of every newly-specified turbocharger.
Compressor Characteristic Diagram
Figure 4: Compressor characteristic diagram with and without IRC (example)
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On the basis of the characteristic diagram parameters pressure ratio and air volume, all operating points can be plotted along the operating curve in a reduced form to eliminate influences from different intake conditions. Together with other parameter curves, such as speeds and efficiency, they provide information about the operational performance of the compressor. The distance between the operating curve and the surge line can be increased by means of the internal compressor measure IRC (internal recirculation).
MAN Diesel & Turbo

Internal Recirculation (IRC)
The compressor characteristic diagram width that can be used for an engine operating characteristic is increased by the following effects: Increasing the surge-limit distance in the case of a low or medium pressure ratio Increasing the choke line in the case of a high pressure ratio
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In other words, in the case of a low or medium pressure ratio, the minimum flow rate required for stable compressor operation is reduced by an additional neutral airflow component. This occurs by recirculating the airflow around the admission area of the compressor wheel blades (see diagram below). In the opposite direction of flow, however, in the case of a high pressure ratio, the maximum flow rate is increased by means of an additional airflow component that bypasses the admission area.
recirculation
bypass
Figure 5: Internal recirculation
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MAN Diesel & Turbo Quality Assurance

Certification
An integrated quality and environmental management system is established at MAN Diesel & Turbo which has been certified according to ISO 9001 since 1991 and to ISO 14001 since 2001. This affords our customers the confidence that MAN Diesel & Turbo turbochargers meet customer expectations to complete satisfaction, from development to production and shipment.
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Quality System Certificate
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Environmental System Certificate
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Description of the Quality Criteria

Standards, Regulations and Requirements
Turbochargers of the MAN Diesel & Turbo TCA Series meet the requirements of Directive 2006/42/EC (Machinery Directive). The following national and international standards were applied during development and production: DIN EN 292-1 Safety of machinery Basic concepts, general principles for design. Part 1: Basic terminology, methodology DIN EN 292-2 Safety of machinery Basic concepts, general principles for design. Part 2: Technical principles and specification DIN EN 1050 Safety of machinery Principles for risk assessment DIN EN 62079 Preparation of instructions Structuring, content and presentation DIN 7168 General tolerances for linear and angular dimensions and geometrical tolerances (not to be used for new designs) DIN 6784 Edges of workpieces DIN EN ISO 1302 Geometrical Product Specifications (GPS) Indication of surface texture in technical product documentation Q11.09004-8500 Turbocharger quality guidelines (directory of applied MAN Diesel & Turbo works norms for turbochargers).
Acceptance by International Classification Societies

Each turbocharger type receives type acceptance. This includes a drawing check, an examination of the regulation conformity, the type test run on the burner rig with maximum speed and exhaust temperature. In addition to this, each individual turbocharger can be ordered and delivered with acceptance and IMO Certificate on request. The turbochargers are certified by the following international classification societies: ABS (American Bureau of Shipping), BV (Bureau Veritas), DNV (Det norske Veritas Classification A.S.), GL (Germanischer LIoyd), LR (LIoyds Register of Shipping).
Compressor Wheel

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The forged compressor wheel blanks are crack detection tested and ultrasonic-tested before milling. Each compressor wheel blank carries a test ring on which the strength values are checked. After milling and pre-machining, the compressor wheels are balanced and spin-tested at speeds far above the maximum permissible operating speeds. Bore dimensions and outer wheel dimensions are checked to ensure that all dimensions are still within tolerance. Crack detection test by means of dye penetrant inspection. All finishing performed according to specification. Checking/measuring of all machined surfaces and diameters. Re-balancing of finish-machined compressor wheels.
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Turbine Rotor

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Spot checks of the blade thickness in axial and radial direction (20-fold magnification). Each blade is checked for cracks before it is machined. The fir-tree profile is spot-checked with 20-fold magnification. Turbine rotors are balanced and spin-tested at speeds far above the maximum allowable operating speeds. Measurement of disk and blade-head circular profile to ensure that all measurements are within the tolerance range. Removal of the blades and repeated crack detection testing including the rotor shaft. Re-installation of the blades and final balancing of the turbine rotor.
Service Life
The following data are based on empirical values of MAN Diesel & Turbo turbochargers produced with identical materials and manufacturing processes. The specified service life values are guideline values for operation under normal conditions. They may be considerably reduced, e.g. as a result of insufficient maintenance, frequent blackouts or use of low-quality fuel and lube oil.
Operating hours Plain bearing Nozzle ring Turbine rotor Shroud ring Compressor wheel Casings Up to 50 000 Up to 40 000 70 000 1) to 100 000 Up to 30 000 2) Up to 80 000 3) Unlimited
1) TCA turbocharger on two-stroke engine with waste heat recovery (WHR) or bypass 2) Dependent on: the load profile of the engine and may be shorter in the case of unfavourable values. 3) Dependent on: the intake air temperature the charge pressure the load profile of the engine
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and may be shorter in the case of unfavourable values.

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MAN Diesel & Turbo Maintenance and Inspection

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

Inspection (during operation) in h Check turbocharger for unusual noise and vibrations Check turbocharger and system pipes for leaks (sealing air, charge air, exhaust gas, lube oil) Check screws and pipe connections for tight fit1) Maintenance (during operation) in h Dry cleaning of the turbine Wet cleaning of the turbine (if provided) Clean compressor Maintenance (engine stopped) in h Clean air filter (if provided)
2)
24
150
250
3 000
6 000
12 000
24 2) 2) 2) 24 150 250 24 150

2)
150
250
3 000
6 000
12 000
3 000
6 000
12 000
Maintenance (together with engine maintenance) in h Clean sealing air pipes upstream of bearing casing (if provided) Check compressor casing, insert, diffuser and compressor wheel3) Check thrust bearing, counter-thrust bearing and bearing disk Major overhaul 12,000 18,000 operating hours: check all components and inspect gaps and clearances during assembly
250
3 000
6 000
12 000
1) Inspection of new or overhauled bolts and piping connections required after 250 operating hours
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2) Or more often if required 3) Visual inspection and cleaning if required
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Turbocharger on Two-Stroke Engine

Inspection (during operation) in h Check turbocharger for unusual noise and vibrations Check turbocharger and system pipes for leaks (sealing air, charge air, exhaust gas, lube oil) Check bolts and pipe connections for tight fit1) Maintenance (during operation) in h Dry cleaning of the turbine Wet cleaning of the turbine (if provided) Clean compressor Maintenance (engine stopped) in h Clean air filter (if provided) Maintenance (together with engine maintenance) in h Clean sealing air pipes upstream of bearing casing (if provided) Check compressor casing, insert, diffuser and compressor wheel3) Check thrust bearing, counter-thrust bearing and bearing disk Major overhaul 24,000 30,000 operating hours: check all components and inspect gaps and clearances during assembly 1) Inspection of new or overhauled bolts and piping connections required after 250 operating hours 2) Or more often if required 3) Visual inspection and cleaning if required 24 150 24 2) 150 250 2) 250 3 000 12 000 24 000 3 000 12 000 24 000 24 2) 2) 150 250 24 3 000 12 000 24 000 150 250 3 000 12 000 24 000
Personnel and Time Required

Cleaning Work
Qualified mechanic Time required in h Turbine: dry cleaning Wet cleaning 0.6 0.6 0.3 0.3 Assistant Time required in h 2011-03-24 - de
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Compressor Air filter
Removing and Refitting the Turbocharger

The assembly time for removing and refitting the turbocharger includes connection of the charge air and exhaust pipes, the lube oil system, the speed transmitter, external sealing air system (if present), Jet Assist (if present) and the cleaning systems provided:
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Qualified mechanic Time required in h Turbocharger on engine approx. 6.0 Assistant Time required in h approx. 6.0
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Checking the Bearing and Bearing Disk

To check the thrust bearing, counter-thrust bearing and bearing disk the compressor wheel is removed. It is not necessary to remove the compressor casing.
Qualified mechanic Time required in h Silencer / air intake casing Insert Compressor wheel Labyrinth disk Labyrinth ring Bearing and bearing disk Total hours: 2.0 1.5 2.0 1.0 1.0 2.0 9.5 Assistant Time required in h 2.0 1.5 2.0 1.0 1.0 7.5
Inspection Times for Major Overhaul

In conjunction with engine maintenance, the turbocharger is subject to a major overhaul every 12 000 to 18 000 operating hours (four-stroke engine) or every 24 000 to 30 000 operating hours (two-stroke engine). All components of the turbocharger must be checked and the gaps and clearances must be inspected for dimensional accuracy. Approximately 20 working hours must be allowed for all inspection work.
Removing and refitting 1 qualified mechanic Time required in h Silencer / air intake casing Emergency lubrication and postlubrication system Insert Compressor casing Compressor wheel Labyrinth disk Labyrinth ring Bearing and bearing disk
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1 assistant Time required in h 2.0 1.5 1.5 2.0 2.0 -
2.0 1.5 1.5 2.0 2.0 1.0 1.0 2.0 2.0 0.5 1.0 1.0 0.5 1.0
Gas admission casing Turbine nozzle ring Rotor Shroud ring Connection cover Bearing bushes
2.0 0.5 1.0 -
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1 qualified mechanic Time required in h Checking gaps and clearances Total hours: approx. 1.0 20 1 assistant Time required in h -
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Worldwide Service Addresses

Internet
MAN Diesel & Turbo service addresses and authorised service partners (ASP) can be found on the Internet under MAN | PrimeServ Worldwide Network: www.mandieselturbo.com/primeserv
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Fastening Points
The figures illustrate various fastening points for transportation of the complete turbocharger (depending on the turbocharger type). Turbochargers with axial gas admission casing must be suspended by the two lifting hooks on the bearing casing. The additional lifting fixture on the silencer serves to stabilise the turbocharger and hold it in balance. Turbochargers with 90 gas admission casing can be suspended by the two lifting hooks on the bearing casing (turbocharger is then in balance).
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1
1 Turbocharger with axial gas admission casing 2 Turbocharger with 90 gas admission casing Figure 1: Transportation of turbochargers
The fastening points for the ropes/chains of the lifting tackle are firmly attached to the silencer and bearing casing. The lifting eye bolts on the subassemblies are intended for lifting the individual subassemblies only and cannot carry the weight of the complete turbocharger!
NOTE Weights of turbochargers, see Chapter [2] - Weights of the Subassemblies.
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MAN Diesel & Turbo Preservation and Packaging

Corrosion Prevention
The corrosion prevention includes preservation and packaging of the turbocharger in accordance with the expected transportation and storage conditions. Criteria for corrosion prevention are: the required duration transportation conditions (land carriage, air or sea freight) climatic conditions during transportation storage at the destination
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Preservation is already carried out during assembly of the turbocharger. Fitting surfaces (with the exception of the conical seats of the compressor wheel) are treated with anti-corrosion oil, e.g.: Fuchs Anticorit 1, Valvoline Tectil, Teco 6 SAE 30, Esso Rust Ban 335 or Cylesso 400, Shell Ensis Oil L. The rotor and interior surfaces of the casings are treated with anti-corrosion agents with low flow properties, e.g.: Fuchs Anticorit 6120-42 E or Anticorit 15 N, Esso Rust Ban 391 or with moisture-displacing properties, e.g.: Fuchs Anticorit 6120-42 DFV, Valvoline Tectyl 511 M or Tectyl 472. If these operating-media-compatible agents are used, removal of the preservation agent prior to starting operation is not required. Machined exterior surfaces are treated with anti-corrosion agents, e.g.: Fuchs Anticorit BW 336, Valvoline Tectyl 846, Esso Rust Ban 397. These agents must be removed with diesel fuel or petroleum during assembly and prior to starting operation. After preservation, all openings on the turbocharger are sealed air-tight as far as this is possible.
Increased Corrosion Prevention

Increased corrosion prevention is achieved (e.g. for overseas, tropics, subtropics) if, before closing the openings, vapour-phase anti-corrosion agents (e.g. Branorol 32-5) are sprayed into the gas intake connection, gas outlet connection and air outlet connection with a ratio of 300 cm3 per 1 m3 interior space, or if drying agent (in bag or block form) is attached to the interior sides of the closing covers. In such cases, the drying agents must be removed during assembly prior to starting operation of the turbocharger and the casings must be blown thoroughly clean with compressed air, otherwise toxic fumes will be released on heating up.
Packaging
The packaging must afford the required corrosion prevention and be suitable for the transportation and storage conditions.
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For overseas shipment and/or extended storage in tropical or subtropical areas, it may additionally be necessary to shrink-wrap the turbocharger, including a sufficient quantity of desiccant bags and moisture indicators within the packing crate, in an aluminium-plastic compound foil. Instructions on the corrosion prevention monitoring measures or post-preservation to be carried out are supplied with the system or can be requested from us, as can detailed corrosion prevention instructions. e-mail: Primeserv-TC-Technical@mandieselturbo.com
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MAN Diesel & Turbo Training and Documentation

Training Programmes
For engineers Matching of turbochargers Trouble-shooting and corrective action Practical training in our training centre
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For mechanics Courses for groups available on request
For more information on our training programmes, please contact the PrimeServ Academy directly: e-mail: PrimeServ.Academy-info@mandieselturbo.com
Technical Documentation
Figure 1: Examples of work card and spare parts catalogue
On delivery of a turbocharger, our customers receive comprehensive technical documentation:

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Operating manual Work instructions for maintenance work to be carried out (work cards) Spare parts catalogue Reserve parts list and tool list Certification and logs Customer information
The technical documentation can also be supplied in electronic form on request.
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MAN Diesel & Turbo Spare Parts

Ordering Spare Parts
Maintenance and repair work can only be carried out properly if the required spare parts and reserve parts are available. The spare parts catalogue is an integral part of the operating manual. It covers all essential components of the turbocharger.
List of Assemblie s 500
16
540 542
554
517
509
506 513
501
544 520
546 518
190
6672 C3 500-01 E 11.02 TCA 77 190
Figure 1: Overview of subassemblies of the turbocharger
The sheets in the spare parts catalogue are ordered in accordance with the subassemblies system of the turbocharger. The subassemblies can be determined with the aid of the overview of subassemblies at the front of the spare parts catalogue.
Gasoutlet diusor 509.01
509.000
509.001
509.008 509.014 509.012
6672
C3 509.01 E
11.02
TCA 77
200
Figure 2: Spare parts sheet with order numbers
The ordinal number, consisting of the 3-digit assembly number and a 2-digit variant number, is located at the top right of the spare parts sheets.
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The order number consists of a 3-digit subassembly number and a 3-digit item number. The subassembly number and the item number are separated by a dot. Examples: Subassembly number: 509 (gas outlet diffuser) Ordinal number: 509.01 (gas outlet diffuser) Order number: 509.000 (diffuser, complete) 509.008 (shroud ring)
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Reserve Parts and Tools

Each turbocharger comes with a set of reserve parts and tools. Reserve parts and tools are packed in a case. The contents of the cases are itemised in lists. For reordering, the same guidelines apply as for spare parts.
Ordering
Please send your order to the address indicated in Chapter [18]. To avoid queries and confusion, the following information should be provided when ordering: 1. Turbocharger type 2. Works number of turbocharger (type plate) 3. Order number 4. IMO number (for flow-guiding parts) 5. Designation of part 6. Quantity 7. Shipping address 8. Mode of shipment
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MAN Diesel & Turbo Tools

Tools
Each turbocharger comes with a set of tools consisting of removal/installation tools, suspension devices, arresting devices, equipment for emergency operation and torque wrenches. This ensures that the turbocharger is not damaged during maintenance and repair work and that the work can be carried out swiftly and effectively. The tools are packed in one or two cases. The contents of the cases are itemised in the enclosed lists.
Type TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 Weight of tool case (full) in kg 80 106 170 219 222
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Removal/Installation Tools
Components that can not be removed and installed by simply loosening the screw connections are removed and installed with pullers and assembly devices, guide rods and lifting eye bolts. These are: Turbine rotor Compressor wheel Insert Thrust ring Shroud ring (not for TCA33 and TCA44) Labyrinth ring Thrust bearing, bearing disk and counter-thrust bearing.
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Assembly Devices
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1 Labyrinth ring puller 2 Sleeve for protection of the undercut bolt during assembly work 3 Clamping sleeve for guiding and fixation of the turbine rotor Figure 1: Assembly tools
In order to examine the wear condition of the labyrinth ring, the labyrinth ring can be released with the labyrinth ring puller. In order to check the wear condition of the bearing disk in the bearing casing, the thrust bearing must be removed. As a protective measure, a sleeve is mounted on the undercut bolt of the rotor. The thrust bearing is then released with forcing-off bolts so that the bearing disk can be removed.
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1 Compressor wheel puller 2 Compressor wheel assembly ring 3 Torque wrench Figure 2: Compressor wheel assembly tools
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The compressor wheel is released from the turbine rotor with a puller. Exact reinsertion is carried out with the aid of an assembly ring, and fastening is carried out using a torque wrench in accordance with special fastening instructions.
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Suspension Devices
1 2
1 Compressor wheel suspension device 2 Gas admission casing suspension device 3 Lifting eye bolt Figure 3: Suspension devices
In most cases, standard suspension devices such as attachment swivels and lifting eye bolts are used. These are fastened in the threads or in special bores in the components. Some heavy components are moved away from the turbocharger by means of specially designed suspension devices: Compressor wheel Gas admission casing
The compressor wheel is slid precisely onto the rotor shaft by means of a specially developed suspension device. The gas admission casing is fastened to the lifting tackle by means of an attachment swivel and an eye bolt.
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Emergency Operation
MAN Diesel & Turbo
TCA Project Guide
For emergency operation in the event of a turbocharger failure, a closing device for the bearing casing and an arresting device are included. The arresting device prevents rotation of the rotor assembly during emergency operation. The rotor assembly remains installed.
Figure 4: Emergency operation with arresting device
With the closing device in emergency operation, the bearing casing is closed with covers and sealed. The rotor assembly is removed.
Figure 5: Emergency operation with closing device
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Other Tools
The number of tools listed may vary according to the specific turbocharger.
Designation Guide rod
17
Forcing-off bolts
Threaded rod
Shackle
Lifting eye bolt
NOTE
For reordering, the same guidelines apply as for spare parts and reserve parts.
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MAN Diesel & Turbo Addresses

MAN | PrimeServ
Contact persons
The following table contains addresses for MAN Diesel & Turbo in Germany, together with telephone and fax numbers for the departments responsible and ready to provide advice and support on request.
Telephone/Fax/e-mail/Internet
18
Augsburg plant Headquarters
MAN Diesel & Turbo SE PrimeServ Augsburg 86224 Augsburg Germany
Tel. +49 821 322 0 Fax +49 821 322 49 4180
e-mail PrimeServ-Aug@mandieselturbo.com Internet www.mandieselturbo.com/primeserv
PrimeServ Turbocharger Technical service
Tel. +49 821 322 4010 Axial turbochargers (24 hours) Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998
e-mail PrimeServ-TC-Technical@mandieselturbo.com Internet www.mandieselturbo.com/primeserv
PrimeServ Turbocharger Spare parts
Tel. +49 821 322 4030 (24 hours) Fax +49 821 322 3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com Internet www.mandieselturbo.com/primeserv
PrimeServ Academy Training courses for turbochargers and engines
Tel. +49 821 322 1397 Fax +49 821 322 1170
e-mail PrimeServ.Academy-info@mandieselturbo.com Internet www.mandieselturbo.com/primeserv-academies
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Augsburg plant Headquarters Telephone/Fax/e-mail/Internet
MAN Diesel & Turbo
TCA Project Guide
PrimeServ Turbocharger Retrofits
Tel. +49 821 322 4273 Fax +49 821 322 3998
e-mail PrimeServ-TC-Retrofit@mandieselturbo.com Internet http:// www.mandieselturbo.com/primeserv
Augsburg plant Headquarters
Telephone/Fax/e-mail/Internet
Sales Technical information
Tel. +49 821 322 1345 Fax +49 821 322 3299
e-mail Turbochargers@mandieselturbo.com Internet http:// www.mandieselturbo.com/turbocharger
Worldwide Service Addresses

Internet
MAN Diesel & Turbo service addresses and authorised service partners (ASP) can be found on the Internet under MAN | PrimeServ Worldwide Network: www.mandieselturbo.com/primeserv
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Index
A ABS (American Bureau of Shipping) Additional equipment Dry cleaning of the turbine Jet Assist Wet cleaning of compressor Wet cleaning of the turbine Address Ordering spare parts After shut-down Air intake casing Air volume Measurement Alarm value Anti-corrosion agents Anti-corrosion oil Assembly number B Bearing casing BV (Bureau Veritas) C Casing position Air intake casing Bearing casing Casing foot Compressor casing Gas admission casing Gas outlet casing Characteristics of the TCA turbocharger series Climate, Arctic Operational performance Climate, tropical Packaging Closing covers Emergency operation Compressor casing Compressor cleaning Connection Compressor casing Gas admission casing Gas outlet casing Constant-pressure turbocharging Corrosion prevention Increased D Design calculations Dimensions 9 (1) 2 (2) 2 (7) 2 (7) 2 (7) 2 (7) 2 (7) 2 (7) 1 (1) 9 (1) 14 (2) 8 (1) 3 (6) 6 (2) 3 (9) 3 (10) 3 (12) 1 (2) 14 (1) 3 (6) 11 (3) 11 (3) 6 (5) 6 (7) 6 (2) 6 (3) 16 (2) 4 (6) 3 (7) 10 (3) 4 (4) 14 (1) 14 (1) 16 (1) DNV (Det norske Veritas Classification A.S.) Dry cleaning of the turbine Diagram Granulate quantity E Efficiency Definition Formula Emergency lubrication Emergency operation Achievable performance Arresting device Devices Personnel and time requirements Engine control system Engine room planning Disassembly dimensions Engine shut-down Exhaust gas system Exhaust gas velocity Installation Total resistance Exhaust gas temperature upstream of turbine Exhaust system Example of exhaust routing F Flanges G Gas admission casing Gas outlet casing GL (Germanischer LIoyd) H Hose lines Hose routing I IMO Certificate Inclination, turbochargers Internal recirculation (IRC) ISO 14001 ISO 9001 Item number 11 (3) 3 (14) 10 (7) 11 (1) 11 (1) 16 (2) 7 (5) 3 (7) 3 (8) 11 (3) 3 (8) 9 (2) 9 (1) 4 (5) 8 (3) 8 (1) 8 (1) 8 (1) 4 (5) 7 (1) 4 (4) 7 (3) 7 (3) 7 (3) 2 (1) 7 (4) 11 (3) 6 (5) 6 (5)
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J Jet Assist Diagram L Load reduction LR (Lloyds Register of Shipping) Lube oil condition Evaluation Lube oil diagram Functional sketch Lube oil filtration Lube oil inlet temperature Lube oil pressure Lube oil system M Maintenance work Four-stroke engine Two-stroke engine Matching Air pressure Surge-limit distance Turbocharger to engine Measuring point Vibration acceleration Vibration speed O Oil change Oil pressures Oil sample Operational performance Arctic climate Normal conditions Order number Ordinal number Orifice Lube oil pressure Overseas shipment Packaging and storage Overview of series P Packaging Performance characteristics Performance range Pipe Installation, flexible Post-lubrication Pre-lubrication Continuous pre-lubrication 2 (3) 14 (1) 1 (2) 1 (3) 7 (5) 4 (6) 4 (5) TCA 0 -01 EN 4 (7) 4 (4) 4 (7) 9 (1) 9 (1) 16 (2) 16 (1) 4 (4) 14 (2) 2 (1) 12 (1) 12 (2) 10 (5) 10 (5) 10 (4) 3 (15) 3 (15) 4 (4) 11 (3) 4 (7) 4 (2) () 4 (7) 4 (4) 4 (4) 4 (2) 6 (7) Engine start-up Pressure reducing valve Lube oil pressure R Read-out unit Speed measuring Regulations Requirements Reserve parts S Sealing air diagram Schematic diagram Sealing air system Shaft sealing Shut down Slow down Spare parts Speed transmitter Standards Subassembly Air intake casing Bearing Bearing casing Compressor casing Compressor wheel Gas admission casing Gas outlet casing Nozzle ring Silencer/air filter Turbine blades Turbine rotor Surge stability Surge-limit distance Checking Four-stroke engines Two-stroke engines T Technical documentation Time requirements Checking the bearing and bearing disk Cleaning work Emergency operation Major overhaul Removing and refitting the turbocharger Tools Total pressure ratio Transportation Turbochargers with 90 gas admission casing 15 (1) 12 (3) 12 (2) 8 (1) 12 (3) 12 (2) 17 (1) 2 (1) 13 (1) 4 (8) 4 (8) 4 (7) 4 (4) 4 (4) 16 (1) 10 (2) 11 (3) 3 (7) 3 (2) 3 (6) 3 (6) 3 (2) 3 (7) 3 (8) 3 (3) 3 (4) 3 (3) 3 (2) 10 (5) 10 (5) 10 (5) 10 (5) 10 (2) 11 (3) 11 (3) 16 (2) 4 (5) 4 (4)
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Turbochargers with axial gas admission casing Turbocharger suspension device Type plate 13 (1) 7 (2) 1 (3) 1 (3) W Weights 2 (3) 2 (4) 2 (4) 2 (5) 2 (5) 2 (6) 6 (3) 6 (4)
V Venting Venting box Vibration acceleration Vibration limit values Vibration speed 4 (7) 4 (9) 3 (16) 3 (15) 3 (16) Wet cleaning of the turbine Diagram Quantity of washing water
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Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress. D2366317EN-N1 Printed in Germany GMC-AUG-04110.5
MAN Diesel & Turbo 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 turbochargers@mandieselturbo.com www.mandieselturbo.com

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MAN Diesel & Turbo