ABB Turbochargers The VTR turbocharger is …ABB Turbochargers VTR – The Classic Product...
Transcript of ABB Turbochargers The VTR turbocharger is …ABB Turbochargers VTR – The Classic Product...
ABB TurbochargersVTR – The Classic
Product Information
VTR – The Classic
The VTR turbocharger is designed for 2-stroke low-speed and 4-stroke medium-speed heavy duty diesel engines (700 to 18,500 kW per turbocharger).
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ABB Turbo Systems LtdBruggerstrasse 71aCH-5401 Baden / SwitzerlandPhone: +41 58 585 40 37Fax: +41 58 585 51 44www.abb.com/turbocharging
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ABB turbochargers have been manufactured
since 1944 in a range of standard models. The
range of application of these turbochargers on
gas and diesel engines extends from a rating of
700 kW to about 18,500 kW per turbocharger.
The design of the ABB turbocharger with
external bearings has proved its worth many
thousand times over from the point of view
of the main fields of application, i.e. marine
propulsion engines, especially at part-load,
stationary installations for power generation,
units burning heavy oil, continuous operation
under severe conditions, use on medium-
speed two- and four-stroke engines.
The VTR assortment comprises turbochargers
of the range VTR..4. The engine designer is
able to call on singlestage turbochargers which,
VTR – The Classic
Proven reliability over the years
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to a large extent, meet current demands for
savings in fuel oil consumption, increased
output, unproblematic operation of ships at
part-load and the use of heavy fuel oil.
In addition to water-cooled gas casings, un-
cooled gas casings can be supplied for the
VTR..4 range of turbochargers. As a result of
the intensive research undertaken by ABB
in the fields of thermodynamics and aero-
dynamics, ABB turbochargers always represent
a very high standard of pressure-charging, as
widely recognized. The well established design
of the VTR turbocharger, as well as its ex-
tremely robust construction, offer major advan-
tages to both the engine builders and users.
In exhaust-gas turbocharging, the energy in
the exhaust gases from the engine (diesel or
gas) is used to compress the air fed to the
engine, resulting in increased power output.
In the VTR turbocharger, exhaust gas from the
engine flows through the gas inlet casing (1),
and expands in the nozzle ring (2). It imparts
energy to the blades of the turbine rotor (3),
and then passes via gas outlet casing (4) and
an exhaust pipe to the atmosphere. The air
required by the engine is drawn through a suc-
tion pipe or combined filter-silencer (5) to
the compressor (6). It then flows through the
diffuser (7) and finally leaves the turbocharger
via the volute of the compressor casing (8).
The rotor runs in spring-mounted rolling-
contact bearings, which are readily accessible
at both ends of the rotor. Each bearing has
its own lubricating and oil cooling system.
The compressor section of all VTR turbo-
chargers is fitted with a connector so the
compressor can be cleaned during operation
by means of water injection.
4 5
Design features
Bearings and lubrication
External bearings
In most applications for medium and large
turbochargers, external bearings offer important
benefits. They are readily accessible, which
simplifies and speeds up servicing. The bear-
ings can be removed without dismantling the
compressor wheel, eliminating the strenuous
physical effort required, especially with large
shaft weights. And the rotor shafts can be
removed without dismantling the air and gas
pipes.
The use of external bearings results in lower
bearing forces, and permits the use of self-
lubricating antifriction bearings. Sleeve bearings
with external lubrication (engine lubrication)
are available as an alternative for larger turbo-
charger types (see table 1).
Any imbalance of the rotor shaft caused by
contamination or foreign particles is absorbed
by damping spring assemblies in the bearings.
In this context, the lower bearing forces asso-
ciated with external bearings are a distinct
advantage.
Bearings and lubrication system
ABB recommends the use of self-lubricating
antifriction bearings. The reduced friction
of this type of bearings provides a higher
mechanical efficiency, and offers significant
advantages when starting up the engine
and during manœuvring. A further benefit
is the ability of this type of bearing to with-
stand short-term oil failure.
Oil centrifuges in the closed lubrication system
of the antifriction bearing separate out any dirt
particles, and ensure constant lubrication with
pure lubricating oil, even in an inclined posi-
tion. The turbine oil used has a positive effect
on service life.
The oil pumps mentioned in table 2 are used.
Sleeve bearings with external lubrication:
Although sleeve bearings with external lubrica-
tion are available (see table 1), these normally
involve considerably higher costs, particularly
for large chargers. Separate oil filtering systems
and a standby tank for emergency lubrication
must be provided.
Table 1Bearing design standard design self-lubricating on request: sleeve bearings
antifriction bearings with external lubricationall types VTR 454, 564, 714
Table 2Oil supply for centrifugal oil pump standard gear oil pumproller bearing
VTR 214, 254, 304, 354 VTR 454, 564
New bearing support for VTR 454, 564, 714
LA70/TA07 has been introduced to handle
higher performance and vibrations.
Bearing support compressor side VTR 454
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Design features
Casings and cooling
Gas and air casings
The gas inlet, gas outlet and compressor
casings are split vertically and bolted together.
The three casings and the supports can
be turned with respect to one another in
increments of 15 or 30 degrees, to give the
engine designer the maximum freedom in
the mounting of the charger to the engine.
Gas inlet casing
A large selection of casing variants is available,
with different numbers and arrangements of
gas inlets. This allows considerable flexibility in
the matching of the charger to various charging
systems, engine types (vee or in-line), and
numbers of cylinders. Uncooled casings are
available as an alternative to the water-cooled
casing on VTR..4 turbochargers. They are used
in cases where heat recovery is essential.
Table 3Uncooled /cooled gas casingsType uncooled cooledVTR 214 •VTR 254 •VTR 304 •VTR 354 • •VTR 454 • •VTR 564 • •VTR 714 •
Variants of gas inlet casings
Section through water-cooled VTR turbocharger Section through uncooled VTR turbocharger
Concept of the uncooled
VTR turbocharger
The gas inlet ducts of this design are entirely
uncooled and are not in contact with cooling
water at any point. The greatest possible
amount of heat is therefore made available
for further utilization.
In the interest of functional reliability, the
bearing housing on the turbine end is cooled
with small amount of water and the tempera-
ture of the lubricating oil is thereby kept low.
The simultaneous cooling of the jacket of the
gas outlet casing makes it possible for the tem-
perature of the entire surface of the casing to
be kept within the limits stipulated by the clas-
sification societies for prevention of fire and
protection against accidental contact.
Air intake
The air to be compressed is drawn in through
either
– air suction branches or
– filter silencer.
An integral part of every silencer is a filter
which intercepts coarse dirt particles from the
intake air, and counteracts compressor contam-
ination. The filter can be cleaned during opera-
tion without having to dismantle the silencer.
The compressor noise is reduced in line
with international regulations by means of
felt-covered, shaped plates.
Design features
Power range
Before the turbocharger can be precisely
specified, there will of course be other factors
such as the turbine blades, guide vanes and
compressor wheel variants to be considered.
This is an area where only close collaboration
with trained and experienced turbocharger
specialists of ABB Turbo Systems Ltd will
ensure the optimum supercharging solution.
The table shows the capacity ranges of the various VTRturbochargers, and can be used as an initial selection guideto identify the optimum charger size for a particular engine.
VT
R2
14
P
VT
R2
54
P
VT
R3
04
P
VT
R3
54
P
VT
R4
54
P
VT
R5
64
P
VT
R2
14
VT
R2
54
VT
R3
04
VT
R3
54
VT
R4
54
VT
R5
64
VT
R7
14
VT
R4
54
D
VT
R5
64
D
VT
R7
14
D
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intake volume flow
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Removal of the rotor shaft
With VTR turbochargers there is no need to
disconnect any air, gas or water pipes in
cases where the rotor shaft, the nozzle rings
or diffusers have to be removed.
The rotor shaft can be withdrawn in four easy
steps. After dismounting the filter-silencer or
the suction branch at the air intake, the bear-
ings are removed. Then the air inlet casing
and the heat insulating partition wall are dis-
connected from the gas casing and the rotor
assembly can then be withdrawn.
Turbine and compressor
VTR turbochargers are fitted with single-stage
axial turbines and radial compressors. The
combination of various turbine blade heights
with a large number of guide vane variants
(nozzle rings), as well as different compressor
wheel widths and a variety of corresponding
diffusers, affords optimum matching of
engines and turbocharger operating
characteristics.
Turbine wheel
Air outlet casing
InducerImpeller
Gas outlet casing
Gas inlet casing
Air filter-silencer
Air inlet casing
Diffuser
Partition wall
Nozzle ring
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Main dimensions Major benefits
D/2
E
C DAB A
VTR..4 -11 A B A + B C A + C D E E + D/2 kg*Water Oil l /min
l / s VS TS214 403 613 1016 670 1073 649 331 656 350 2.40 0.90 0.60254 479 722 1201 797 1276 768 394 778 570 3.10 1.25 1.05304 558 870 1428 960 1518 920 468 928 820 4.10 2.00 1.48354 639 1013 1652 1126 1765 1095 556 1104 1700 5.40 2.20 1.66454 805 1270 2075 1416 2221 1374 700 1387 3250 7.50 4.35 3.62564 1014 1584 2598 1767 2781 1712 870 1726 6500 11.30 8.80 7.53714 1225 2031 3256 2244 3469 2190 1109 2204 12500 16.30 18.00 15.60
VTR..4 -32 A B A + B C A + C D E E + D/2 kg*Oil l / min
VS TS454D-32 797 1266 2063 1412 2209 1464 700 1432 3540 4.35 3.62564D-32 1010 1581 2591 1775 2785 1802 870 1771 6700 8.80 7.53714D-32 1261 2026 3287 2239 3500 2280 1109 2249 13000 18.00 15.60
* not including water (with water add approx. 5 %) VS = bearing compressor side TS = bearing turbine side
* not including water (with water add approx. 5 %) VS = bearing compressor side TS = bearing turbine side
The principal space requirements and attach-
ment configurations on the engine can be deter-
mined from the overall dimensions shown in
the table. Detailed dimensional data should be
taken from the drawings ABB Turbo Systems Ltd
provide for each size of turbocharger.
Also indicated are the oil flows required on
the compressor and turbine sections for self-
lubrication of the antifriction bearings.
The oil must be changed after 500 – 1000 hours
of operation, depending on the oil quality
in use and the work cycle. Turbine oils are pre-
ferred to engine oils (particularly engine oils
with additives for heavy fuel oil operation),
because of their better resistance to ageing. If
synthetic oils are used, the lifetime can be
increased up to 3000 hours (depending on
turbocharger size and application). Viscosity
ranges vary according to operating conditions,
and precise details are given in the operating
instructions.
The maximum required cooling water flows
given in the data are based on a gas tempera-
ture at the turbine inlet of 600 degrees C,
and a cooling water temperature at the inlet
of 65 degrees C for both gas casings. The ex-
haust gas temperature associated with 2-stroke
engines would normally call for water flows
of about half these figures.
For the engine manufacturer
■ Close collaboration with the world-wide
diesel engine industry gives ABB a
tremendous wealth of experience in every
aspect of supercharging.
■ A continuing program of development and
testing work ensures that ABB turbochargers
are always in the forefront of technology.
■ A comprehensive and confidential con-
sultancy service is available, right from the
earliest stages of new projects.
■ The modular concept of the VTR turbo-
charger, with various casing configurations,
turbine blades/nozzle rings and compressor
wheels/diffusers, ensures the optimum
match with all types and designs of engines.
■ An integrated lubrication system of the VTR
turbochargers eliminates the need for a
separate lubrication system, with its piping
filters, oil tanks and safety features
■ With their external, antifriction bearings,
the VTR turbochargers can make a major
contribution to improved power output
and efficiency.
For the engine user
■ VTR turbochargers give high reliability, and
are designed for the life of the engine.
■ Precise manufacturing tolerances enable
spare parts to be installed without the need
for re-machining.
■ External bearings are easy to maintain. The
rotor shaft can be removed without dis-
mantling the gas manifolds, or pulling of
the compressor wheels.
■ Low friction losses of the external antifriction
bearings afford optimum operating per-
formance of engines in part-load operation.
■ Connectors on the compressor side allow
water cleaning during operation.
■ An experienced technical team is available
to offer support in all aspects of operation.
■ A world-wide network of service stations
offers 24-hour service availability.