Download ABB Turbocharger Tips for the Operator PDF

TitleABB Turbocharger Tips for the Operator
File Size6.3 MB
Total Pages44
Document Text Contents
Page 1

Tips for the operator

Extracts from ABB Turbocharging’s
Turbo Magazine 1990 – 2007

Page 2



Important when installing a new bearing on the VTR 3

Important when mounting RR impeller wheels 4

Delayed flow in gear-type oil pumps 5

The importance of cleaning during operation 6

The importance of cleaning when overhauling 7

Cleaning turbochargers in operation 8

Oil loss in the oil chamber on the compressor side 14

The two most important clearances 15

True running of the gear oil and centrifugal oil pumps 16

A harmless accumulation of particles 17

Erosion of turbocharger components 18

How to install bearings with gear oil pumps 20

Checking oil levels in VTRs with internal lubrication systems 22

Reconditioning of bearings and pumps 24

Tightening the ring nut at the turbine end 26

The LA36 / LA70 bearing generation 27

Lubricating oil for turbochargers 28

Silencers – disassembling and assembling 30

Broken protection sleeves can damage blades 31

Cleaning TPS filter-silencer parts 32

Emergency operation of turbochargers 34

Turbine washing – the right way 35

Early warning of inducer wheel failure 36

Engine performance deterioration after turbocharger overhauls? 37

V-clamp connections on TPS turbochargers 39

Don’t worry about dry cleaning! 40

Cleaning a turbocharger’s turbine – when and why 41

Is your engine room turbocharger service friendly? 43

Page 22



Checking oil levels in VTRs with
internal lubrication systems

Turbo Magazine 1/97
Article by Jürg Helbling

We occasionally receive questions or

complaints from operators of diesel engines


Unreliable readings of the lubricating

oil levels of VTR-type ABB turbo chargers

during operation

The reasons are:

■ Precise readings of oil levels are only

possible when the engine and turbo charger

are at a complete standstill!

■ Caution: Refill the lubricating oil only as

far as the top of the circle or to the upper

mark on the gauge glass.

Inspection glass
with marking

Screw plug


Page 23



Dropping of oil levels just after new oil

has been filled and the engine has been


The reasons are:

■ When the turbocharger is in operation, some

of the oil in the bearing chambers circulates

in the internal oil feeding system, thereby

causing lower oil levels in the oil sump (and

not “oil losses”, as is sometimes suggested!).

■ Oil losses will, however, occur when the

operator decides to top up with oil during

operation and removes the screw plug of the

oil inlet.

■ Note: This “short cut” endangers the safe

operation of the turbocharger and is there-

fore not allowed!

Foaming of oil in the bearing chambers

The reasons are:

■ Excessive foaming may be an indication of

contaminated oil. Two or three oil changes

will usually correct the situation.

■ Foaming is harmless as long as it does not

cause loss of oil and the oil level can still be


■ If the foam layer is thicker than about

8 – 10 mm and the oil level can no longer be

observed through the gauge glass, the engine

has to be stopped as soon as possible and an

oil change carried out on the turbo charger.

Max. oil level

space cover

Min. oil level

Page 43


Is your engine room
turbocharger service friendly?

Turbo Magazine 1/07
Article by Köbi Brem

Life in a ship�s engine room follows more or

less a fixed pattern: machines and their compo-

nent parts � cylinder heads, fuel injectors, and

especially the all-important turbochargers � have

to be regularly checked, maintained and


In order to work quickly and efficiently, turbo -

charger service engineers must be able to move

freely around the machines on a conveniently

placed platform and have cranes at their disposal

for the disassembly and reassembly. These

should be positioned precisely above the centre-

line of the turbo chargers. Deck openings and

on board cranes should also be provided at con-

venient locations in case turbo charger parts

have to be moved to and from the engine room.

“Nice to have”

In its manuals for engine- and ship-builders,

ABB therefore includes recommendations on

how to arrange the space around the turbo -

chargers. The manuals give the size of the area

that needs to be kept free for disassembly and

the movement of parts and also suggests loca-

tions for the railings, where cranes should be

positioned, or where chain blocks are needed

above the turbochargers.

By following these guidelines, ship owners

ensure a service-friendly environment with a

genuine payback in terms of time, and thus

costs, saved. And it reduces the risk of damage

to key turbocharger parts, the repair or replace-

ment of which could upset a ship�s sailing

schedule. Last but not least, shipowners who

take the guidelines to heart underline

their concern for safety. Accidents are

less likely when the large, heavy tur-

bocharger parts can be properly lifted

and manoeuvred around the ship.

The real world

The real world, however, can look very different;

railings end above the last cylinder head, or

there are not enough lifting points for chain

blocks, making it impossible to work effectively.

A poorly designed working environment �

badly positioned or too few lifting lugs, railings

that get in the way, platforms at the wrong

height � not only increases the risk of damage

to the parts being handled. Moving heavy

turbocharger parts under such conditions is also

a safety hazard.

What operators can do

Operators who work regularly with service engi-

neers see the problems and understand the

extra costs they can incur over a ship�s lifetime.

On ships lacking the necessary amenities for

efficient servicing, it is both in the operator�s

interest and in the shipowner�s financial interests

to bring the engine room infrastructure up to

standard. By reporting to the ship�s superintend-

ent what�s missing or needs changing, the oper-

ator can help to ensure his vessel�s reliable and

economic operation while at the same time con-

tributing to better on-board safety conditions.

Passed on up the chain of communication, the

information can also be useful during the design

of future ships.

Page 44
























dABB Turbocharging service network

ABB Turbo Systems Ltd
Bruggerstrasse 71a
CH-5401 Baden / Switzerland
Phone: +41 58 585 77 77
Fax: +41 58 585 51 44
e-mail: [email protected]

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Status: February 2008

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