Adventure Works Marketing Plan

ACKNOWLEDGMENT

We wish to avail this opportunity to express our gratitude toMR.LACHIRAM BHUKYA (SR.DME), DIESELLOCO SHED KAZIPET, permitting us for providing all the facilities in the shed. We also thankMR.G.UDAY BHASKAR (SSE INFORMATION CELL), DIESEL LOCO SHED KAZIPET, for helping us in initiating our project.

We express our special thanks to SRI.K.VENKATESHWARLU(SR.SECTION ENGINEER-TURBO SUPER CHARGERS,MECHANICAL AXCILLIARY), for providing us extensive support and encouragement throughout our project period.

Our sincere thanks toDR. J. GOVARDHAN (M.E (DU), PH.D PRINCIPAL)andJALIGARI NARSAIAH (HOD & PROFESSOR) AVN INSTITUTE OF ENGINEERING AND TECHNOLOGYfor permitting and encouraging us for the project work.

INTRODUCTION

Afour-stroke engine(also known asfour-cycle) is aninternal combustion enginein which thepistoncompletes four separate strokes which comprise a single thermodynamic cycle. A stroke refers to the full travel of the piston along the cylinder, in either direction. While risqu slang among some automotive enthusiasts names these respectively the "suck," "squeeze," "bang" and "blow" strokes.They are more commonly termed

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

1. INTAKE: this stroke of the piston begins at top dead center. The piston descends from the top of the cylinder to the bottom of the cylinder, increasing the volume of the cylinder. A mixture of fuel and air is forced by atmospheric (or greater) pressure into the cylinder through the intake port.2. COMPRESSION: with both intake and exhaust valves closed, the piston returns to the top of the cylinder compressing the air or fuel-air mixture into the cylinder head.3. POWER: this is the start of the second revolution of the cycle. While the piston is close to Top Dead Centre, the compressed airfuel mixture in a gasoline engine is ignited, by aspark plugin gasoline engines, or which ignites due to the heat generated by compression in a diesel engine. The resulting pressure from thecombustionof the compressed fuel-air mixture forces the piston back down toward bottom dead centre.4. EXHAUST: during theexhauststroke, the piston once again returns to top dead centre while the exhaust valve is open. This action expels the spent fuel-air mixture through the exhaust valve(s).In all the above stages, the power stroke decides the actual power output from the engine i.e. INDICATED HORSE POWER.

Equation:IHP = Pm L A n KPm = Mean Effective Pressuren = rpm of the engineA = area of the cylinderL = length of the pistonK = no.of cylindersFrom the above formula, in order increase the horse power of the working engine instead of changing whole engine we can change the only parameter the mean effective pressure (PM).the m.e.p can be increased by increasing the air fuel ratio in the cylinder for burning. Then comes the turbo super charger. The turbo super charger is a device that sends the compressed oxygen that comes from the exhaust gases from the engine and cools to a required temperature and sends into the combustion chamber. Thus the compressed high density cooled air is created by the exhaust gases from the TURBO SUPER CHARGER. TURBOCHARGING:

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

HISTORY

Forced inductiondates from the late 19th century, whenGottlieb Daimlerpatented the technique of using a gear-drivenpumpto force air into an internal combustion engine in 1885. The turbocharger was invented by Swiss engineer Alfred Buchi (1879-1959), the head of diesel engine research at GebruderSulzer engine manufacturing company in Winterhurwho received a patent in 1905 for using a compressor driven by exhaust gasses to force air into an internal combustion engine to increase power output but it took another 20 years for the idea to come to fruition.During World War I French engineerAugusteRateaufitted turbochargers to Renault engines powering various French fighters with some success.In 1918,General Electric engineerSanford Alexander Mossattached a turbo to aV12Libertyaircraft engine. The engine was tested atPikes PeakinColoradoat 14,000ft (4,300m) to demonstrate that it could eliminate the power loss usually experienced in internal combustion engines as a result of reduced air pressure and density at high altitude.General Electric called the system turbo super charging.At the time, allforced inductiondevices were known as superchargers, however more recently the term "supercharger" is usually applied to only mechanically-driven forced induction devices.Turbo chargers were first used in production aircraft engines such as theNapier Lionessin the 1920s, although they were less common than engine-driven centrifugal superchargers. Ships and locomotives equipped with turbo chargedDiesel enginesbegan appearing in the 1920s. Turbochargers were also used in aviation, most widely used by the United States. During World War II, notable examples of US aircraft with turbochargers include theB-17 Flying Fortress,B-24 Liberator,P-38 Lightning, andP-47 Thunderbolt. The technology was also used in experimental fittings by a number of other manufacturers, notably a variety ofFocke-WulfFw 190models, but the need for advanced high-temperature metals in the turbine kept them out of widespread use.Turbocharging technology made the combustion engine more reliable and efficient, but the first system barely worked James Scoltock15 July 2010inMilestones.Alfred Buchi maintained that combustion engines were not efficient enoughAlfred Buchis career was probably already planned out before he was born. His father worked for Sulzer, a mechanical engineering company that he would later work for too as head of the diesel engine research department.Buchi studied at the Federal Polytechnic Institute of Zurich, graduating in 1903, before starting a succession of engineering jobs in Belgium and the UK. It was during this time that he began experimenting with turbocharging technology to improve the efficiency of the combustion engine.Buchi stated in his 1905 patent that internal combustion engines have very low efficiency because two-thirds of the energy is lost through exhaust heat. He wanted to capture that heat and use it to improve the engine.His design for a highly supercharged compound engine was simple, using an axial compressor, radial piston engine and axial turbine on a common shaft.The technologys principles were identical to those of todays turbochargers. Power was increased by forcing additional air into the cylinders, with the heat from the exhaust gas used to drive the turbine.When Buchi returned to Switzerland he was taken on by Sulzer, working in the diesel engine research department, but he never stopped investigating the benefits of turbocharger technology.In 1911 an experimental turbocharger plant was opened to explore the technology further, and Buchi produced the first prototype in 1915. He demonstrated how it could be used on aircraft to counter the problem of reduced engine power levels in the thin air at high altitudes. It was a disaster.Although the turbocharger worked, it was less than reliable and could not maintain the boost pressure required. This meant that, although he approached companies such as Brown Boveri (now ABB) in Baden to take the technology on, none was interested because it was considered undesirable and uneconomical.The failure of his demonstration didnt deter the persistent engineer, and he continued his work, filing a second scavenging patent in 1915.It was to be another 10 years before Buchi succeeded in producing a turbocharger that worked consistently.He had always maintained that combustion engines just werent efficient enough, and in 1925 he succeeded in mating a diesel engine to one of his turbochargers, improving the efficiency by more than 40%.The marine industry was the first to benefit from his innovative development work. In the same year, two ships were fitted with 2,000hp turbocharged diesel engines. Buchi was able to license the technology to manufacturers in Europe, America and Japan.But he never stayed still for long, and continued to tweak and tune his design, filing yet another patent in 1932 for a controlling and regulating device for compound internal combustion engines with exhaust turbines. He was improving his idea in increments.The automotive industry proved slow to take on turbocharging technology, however. This may seem surprising today, especially as turbocharged diesel engines are omnipresent in the market and OEMs are increasingly looking to charge gasoline engines.Race cars did not adopt the technology until the 1930s, and it was the end of the decade before it was introduced on commercial vehicles.The first turbocharged truck engine was produced by the Swiss company Saurer in 1938.No matter what vehicle the technology is used in, the fact that efficiency is enhanced is down to Buchis determination to improve the combustion engine.It is a legacy that continues to have an impact on the industry today, as turbochargers are used in the downsizing of gasoline engines and to help OEMs to improve their powertrains.Buchis first prototype was dismissed as undesirableBuchis first prototype was dismissed as uneconomic

Figure no. 1.2 Water cooling turbo super charger

SUPER CHARGER:

An internal combustion engine works by drawing a mixture of air and fuel (the intake charge) into its cylinders, compressing that mixture, and then burning it. The more air/fuel mixture that can be crammed into the cylinders to burn, the more power the engine produces. You can increase power in three basic ways: you can improve the engines ability to draw more air and fuel into the cylinders and expel its burned exhaust gases (itsvolumetric efficiency, or breathing); you can increase the swept volume of the cylinders (the enginesdisplacement), so you can fit more air and fuel into each cylinder; or you can force the intake charge into the cylinders under high pressure, squeezing more air and fuel into the available volume. Forcing air into the engine at higher than atmospheric pressure is calledsupercharging. Asuperchargeris a mechanical air compressor that pressurizes the air going into the engine. There are several types of compressor used for car and truck engines, most commonly Roots-type, centrifugal, and Lysholm compressors; each has pros and cons, but they have the same basic function.

TURBO SUPER CHARGERS:

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

TURBO SUPER CHARGERS Vs SUPERCHARGER:

In contrast to turbochargers, superchargers are mechanically driven by the engine.Belts, chains, shafts, and gears are common methods of powering a supercharger, placing a mechanical load on the engine.For example, on the single-stage single-speed superchargedRolls-Royce Merlinengine, the supercharger uses about 150horsepower(110kW). Yet the benefits outweigh the costs; for the 150hp (110kW) to drive the supercharger the engine generates an additional 400 horsepower, a net gain of 250hp (190kW). This is where the principal disadvantage of a supercharger becomes apparent; the engine must withstand the net power output of the engine plus the power to drive the supercharger.Another disadvantage of some superchargers is lower adiabatic efficiency as compared to turbochargers (especiallyRoots-type superchargers). Adiabatic efficiency is a measure of a compressor's ability to compress air without adding excess heat to that air. The compression process always produces heat as a by-product of that process; however, more efficient compressors produce less excess heat. Roots superchargers impart significantly more heat to the air than turbochargers. Thus, for a given volume and pressure of air, the turbocharged air is cooler, and as a result denser, containing more oxygen molecules, and therefore more potential power than the supercharged air. In practical application the disparity between the two can be dramatic, with turbochargers often producing 15% to 30% more power based solely on the differences in adiabatic efficiency.By comparison, a turbocharger does not place a direct mechanical load on the engine (however, turbochargers place exhaust back pressure on engines, increasing pumping losses).This is more efficient because it uses the otherwise wasted energy of the exhaust gas to drive the compressor. In contrast to supercharging, the primary disadvantage of turbocharging is what is referred to as "lag" or "spool time". This is the time between the demand for an increase in power (the throttle being opened) and the turbocharger(s) providing increased intake pressure, and hence increased power.Throttle lag occurs because turbochargers rely on the build-up of exhaust gas pressure to drive the turbine. In variable output systems such as automobile engines, exhaust gas pressure at idle, low engine speeds, or low throttle is usually insufficient to drive the turbine. Only when the engine reaches sufficient speed does the turbine section start tospool up,or spin fast enough to produce intake pressure above atmospheric pressure.

A combination of an exhaust-driven turbocharger and an engine-driven supercharger can mitigate the weaknesses of both.This technique is calledtwin charging.In the case ofElectro-Motive Diesel's two-stroke engines, the mechanically-assisted turbocharger is not specifically a twin charger, as the engine uses the mechanical assistance to charge air only during starting. Once started, the engine uses true turbocharging. This differs from a turbocharger that uses the compressor section of the turbo-compressor only during starting, as a two-stroke engines cannot naturally aspirate, and, according to SAE definitions, a two-stroke engine with a mechanically-assisted compressor during starting is considered naturally aspirated.

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

In mostpiston engines, intake gases are "pulled" into the engine by the downward stroke of the piston(which creates a low-pressure area), similar to drawing liquid using a syringe. The amount of air actually inhaled, compared to the theoretical amount if the engine could maintain atmospheric pressure, is calledvolumetric efficiency.The objective of a turbocharger is to improve an engine's volumetric efficiency by increasing density of the intake gas (usually air).The turbocharger's compressor draws in ambient air and compresses it before it enters into theintake manifoldat increased pressure. This results in a greater mass of air entering the cylinders on each intake stroke. The power needed to spin thecentrifugal compressoris derived from the kinetic energy of the engine's exhaust gases. A turbocharger may also be used to increase fuel efficiency without increasing power. This is achieved by recovering waste energy in the exhaust and feeding it back into the engine intake. By using this otherwise wasted energy to increase the mass of air, it becomes easier to ensure that all fuel is burned before being vented at the start of the exhaust stage. The increased temperature from the higher pressure gives a higherCarnotefficiency.The control of turbochargers is very complex and has changed dramatically over the 100-plus years of its use. Modern turbochargers can usewaste gates, blow-off valves and variable geometry, as discussed in later sections.The reduced density of intake air is often compounded by the loss of atmospheric density seen with elevated altitudes. Thus, a natural use of the turbocharger is withaircraft engines. As an aircraft climbs to higher altitudes, the pressure of the surrounding air quickly falls off. At 5,486 metres (17,999ft), the air is at half the pressure of sea level, which means that the engine produces less than half-power at this altitude.Twin-turbo Super Chargers:

Figure no. 1.3 Twin Turbo Chargers

Twin-turboorbi-turbodesigns have two separate turbochargers operating in either a sequence or in parallel. In a parallel configuration, both turbochargers are fed one-half of the engines exhaust. In a sequential setup one turbocharger runs at low speeds and the second turns on at a predetermined engine speed or load. Sequential turbochargers further reduce turbo lag, but require an intricate set of pipes to properly feed both turbochargers.

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

TURBINE END GAS INLETCASING TURBINE CASING COMPRESSOR END BLOWER CASING CENTRE CASING

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

COMPRESSOR WHEEL:

Figer no 1.4 compressor wheel The highly stressed wheel is milled from a forged aluminium block. It builds the charged pressure and supplies the engine with necessary amount of air. The compressor wheel and turbine are seated together on the rotor.

COMPRESSOR CASING:

Figure no.1.5 compressoe casing The compressor casing is manufactured of cast iron with spheroid graphite. The standard design is with single outlet. It is fastened to the bearing casing with clamping claws. The casing position is adjusted continuously. For special applications the compressor casing can be sound insulated.

TURBINE WHEEL:

Figure no. 1.6 turbine wheel

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

GAS INLET CASING:

Figure no. 1.7 gas inlet casing

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

GAS OUTLET CASING:

Figure no. 1.8 gas outlet casing It is manufactured from cast iron with spheroid graphite. The casing is un-cooled and is heat insulated with a covering. An optimised high volume and a very effective gas outlet diffuser is integrated in the gas outlet casing. It can be adjusted continuously from -90o to +90o relative to the bearing casing.TYPES OF TURBO SUPER CHARGERS:

There are two types of turbo super chargers. They are Water cooling Air coolingWater cooling: In this type water acts as the cooling agent for the turbo super chargersAir cooling: In this type air acts as the cooling agent for the turbo super charger.

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

MAKE MODELHORSE POWERCOOLING SYSTEMOVERHAULING PERIOD

ABBVTC-3043100WATER2 YEARS

ABBVTC-3042600WATER2 YEARS

ABBTPR-613100AIR6 YEARS

NAPIERNAP-2953100WATER2 YEARS

NAPIERNAP-2952600WATER2 YEARS

GESINGLE DISCHARGE3100WATER6 YEARS

GEDOUBLE DISCHARGE3100WATER6 YEARS

HISPANO SUIZAHS-58003100AIR4 YEARS

ALCO7202600WATER1 YEARS

Table No 1 Models of Turbo Super Chargers

Figure no. 1.9 ABB TPR-61Figure no. 1.10 NAPIER- NAP-295

Figure no. 1.11ABB VTC-304

Figure no. 1.12 general electrics-singledischarge

Figure no. 1.13 general electrics-doubledischargeOVERHAULING:

UNLOAD TURBO SUPER CHARGER FROM LOCO IN HSM SCHEDULE AND FOR ABB-VTC 304 TURBOFLOW CHART:

STRIPPING IN SECTION

CLEANING

INSPECTION

ASSEMBLING

FIT READY TURBO SUPER CHARGER ASSEMBLY ON LOCO FOR FINAL

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

STRIPPING: Unscrew chimney and remove chimney from gas outlet casing. Unscrew hexagonal headed screws of air outlet casing assembly. Remove diffuser screw and remove diffuser from outlet casing before removing the diffuser from air outlet casing mark position diffuser on air outlet casing. Remove segments of gas inlet casing by removing hexagonal caps screws and lock washer. Remove gas inlet casing with nozzle ring cover ring. Remove cover from gas inlet casing by removing hexagonal headed screws and locking plate. Remove the cap with the help of box spanner and tommy bar. Retain the rotor at the bushing with C spanner and remove the hexagonal headed collar screw with the box spanner. Remove the compressor wheel from shaft by using disassembling device and hydraulic pump. Unscrew socket screw cover and remove sealing cover (compressor end). Pull out the compressor side bearing housing from bearing housing from bearing casing by using 3 socket screws. Unscrew socket screw and the locking washer from auxiliary bearing and take out the plain bearing and floating bush. Remove the thrust bearing from shaft by using extractor. Take out the bladed shaft from the turbine and remove it carefully. Unlock locking plates and unscrew hexagonal headed screws of turbine and sealing cover. Pull out the cover plate and the sealing cover with the gasket ring from bearing casing. Unscrew socket screw of TE bearing and remove bearing assembly from bearing casing. Unscrew socket screw from TE housing take away the end disc and floating bush.

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

DRY CLEANING:

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

WET CLEANING:

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

INSPECTION:

1. Visual testing.2. Non-destructive testing.3. Ultrasonic testing4. Radioactive test.5. Zyglo.6. Hydraulic testing.

CHECK THE FOLLOWING FORMAT VISUALLY AND ATTEND:

S.NOComponent Description Parameter to be checkedMode of inspectionDisposal

1.Bearing turbine end and compressorWearVisualChange

2.Gas inlet casing and nozzle ringCracks VisualAttend/change

3.Oil seals turbine and blower endDamageVisualChange

Table No 2 Visual Inspection

Check turbo rotor assembly for cracks in Zyglo test. Check rotor assembly for balancing machine.

The following critical testing parameters of TSC assembling and testing are to be inspected.

S.NOComponent descriptionParameter to be checkedStandard value Mode of inspection Disposal

1.TE bearing seat diameterJournal bearing51.00 to 50.98 mmOutside micrometerChange

2.CE bearing seat diameterJournal diameter40.00 to 39.98 mmOutside micrometerChange

3.TurboTurbine casing5+0.2 kg/cm2Hydraulic testingChange

4.Piston grooves Ring recess2.58 to 2.85 mmGo, no-go gaugeRenew

5.Piston ringWidth2.49 to 2.00 mmOutside micrometerChange

6.Turbine and bearingInner diameter65.00 to 65.07 mmGo, No-Go gaugeRenew

7.TE floating bearingInner diameter51.02 to 51.07 mm Go, No-Go gaugeRenew

8.TE floating bushOutside diameter64.82 to 64.78 mmGo, No-Go gaugeRenew

9.Plain bearing compressorBore diameter end 54.00 to 54.06 mmGo, No-Go gaugeRenew

10.CE floating bush Inside diameter40.01 to 40.05 mmGo, No-Go gauge Renew

11.CE floating bushOutside diameter 53.05 to 53.90 mm Go, No-Go gaugeRenew

12.Auxiliary bearing Width16.90 to 16.75 mm Vernier caliperRenew

13.Thrust bearing Width10.50 to 10.40 mm Vernier caliperRenew

14.TE bearing end and shaftDistance 170.50 to 170.65 mm Vernier caliperRenew

15. Compressor wheel on shaft Radial clearance 0.019 to 0.037Dial indicatorRenew

16.Bearing to CE thrust collarThrust clearance0.005 to 0.013Dial indicator Renew

Table no. 3 Assembling and Testing

CASING:

Visual inspection of all casing for damages and cracks. Oil, water and sealing air passages to be ensured free from carbon, choking.ROTOR:

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

WHEEL BUSH:

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

PLAIN BEARING COMPRESSOR END:

Check the borehole diameter of plain bearing should be in limits 54.00 to 54.05 mm. Check sliding surface angle of the width area, minimum limit up to 56o.

BEARING HOUSING TURBINE END:

Check turbine end bearing floating bush borehole diameter should be in limits 65.00 to 65.05 mm.FLOATING BUSH COMPRESSOR END AND TURBINE END:

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

THRUST BEARING:

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

AUXILIARY BEARING:

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

PISTON RING COMPRESSOR END AND TURBINE END:

Visually examine the condition.

ROTOR ASSEMBLY:

Should be dynamically balanced, if any parts are changed. Before assembling to be blown with compressed air.

DYNAMIC BALANCING:

FLOW CHART FOR DYNAMIC BALANCING TEST:

Test for rotor assembly for dynamic balancing before assembling

Cleaning

Load on the machine

Balancing

Ready for assembly on turbo supercharger

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

LIMITS FOR DYNAMIC BALANCING:

S.NoTYPE OF TURBOROTOR NO.TOLERANCE LTOLERANCE R

1.ABRO TEST ROTOR 11.00 gms1.00 gms

2.TEST ROTOR 21.00 gms1.00 gms

3.ALCO 720 30.33 gms0.20 gms

4.ABB ROTOR 40.69 gms1.06 gms

5.NAPIER 50.08 gms0.12 gms

6.ALCO 350C 60.40 gms0.23 gms

Table no.4 DYNAMIC BALANCING

ASSEMBLING

Fit core hole covers with new gaskets and test to be conducted with 5+0.2 kg/cm2. Assemble the turbine end bearing end bearing consisting of( bearing housing, end disc and floating bush) and tighten the socket screws and torque 5-8 N-m. Fit the bearing (turbine end into the bearing casing and tighten the socket screws with torque value 25-35 N-m). Fit the cover plate and the seal ring cover with new gasket ring in the bearing casing and tighten the hexagonal headed screw to 25-35 Nm and lock locking plate discs. Fit the cap to bearing casing, fit lock washers and bolts, tighten bolts 13-20 Nm and lock locking plate. Apply grease to piston ring groove on shaft and fit piston ring in groove properly. Apply oil to rotor shaft turbine end bearing and insert rotor shaft from turbine side. With the extractor carefully slide the thrust bearing on the shaft holder from compressor end. Check the press fit measure K is the distance between pressed thrust bearing and the shaft end the limit is 170.50 to 170.65 mm. Assemble the compressor end bearing assembly into the bearing casing. Fit the sealing cover with the gasket ring into the bearing casing with socket screws and locking washer. The piston ring to be placed correctly and centered with higher vacuum grease in the groove of compressor wheel bush. Carefully slide compressor wheel on the shaft. Press compressor wheel on shaft with the help of assembly, disassembly device and hydraulic pump. Check thrust clearance limit 0.12 to 0.32 mm. Check radial clearance limit is 0.4750 to 0.93 mm. Fit hexagonal collar screw and the disc spring tighten hexagonal headed screw to torque 50-80 Nm and tighten cap. Fit diffuser to compressor outlet casing and tighten screws. Fit air outlet casing assembly on bearing casing with hexagonal headed screw and lock washer, tighten bolt to 45-70 Nm. Fit nozzle ring in gas inlet casing with hexagonal headed bolts with locking plate, tighten the bolts to 25 to 35 Nm and lock the lock plate. Fit the cover ring in gas inlet casing assembly into gas inlet casing. Fit chimney on turbine on casing with gasket and tighten the hexagonal headed screw 45-75 Nm.

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

The following new gaskets to be fitted: Turbo to manifold gasket, R1 and L1 bellow gasket. Turbo to after cooler expansion joint rubber O ring and gasket. Lift the turbo with sling and with overhead crane and lower the turbo on loco. The following connections to be given: Turbo to manifold R1 and L1 below connector. Turbo to after cooler expansion joint connections. Water pipe line connection. Lube oil pipe line connection. Turbo foundation bolt to be tightened. Clamps to be provided to water and lube oil pipes. Turbo to air maze connections. Lower hood cover with crane and fit bolts.TORQUE VALUES Screw M6:NM Screw M8:NM Screw M10:NM Screw M12:NM

MERITS AND DEMERITS OF TURBO SUPERCHARGER:

DEMERITS:

1. Exhaust gas temperature higher than normal With unchanged output and engine speed high temperature of incoming air incoming air when running without change air cooler.

2. Engine--Fault in injection system. -Air receiver leaking. - Gas leaking between engine and turbine.3. Turbocharger Lack of air, e.g filter chocked with dirt. Dirty compressor. Exhaust back pressure too high. Turbine blading damaged. Pressure gauge reading wrong. Dirty air filter, accounting for pressure drop. Labyrinth seals damaged. -Blading of the nozzle ring damaged.4. Leakage from casingCracks are produced by thermal stresses due to- Lack of air relief- Lack of air cooling- Excessive furring

5. MAINTENANCE-Maintenance cost is very highMERITS:

1. More amount of engine output.2. Optimum specific fuel consumption 3. Less amount of pollution.

CONCLUSION

The study of the turbo supercharger is done, which includes the operating principle, turbocharger parts,maintenance, types and balancing of the rotor assembly of a turbo supercharger.Despite their disadvantages, superchargers are still the most effective way to increase the HP, reducing the engine noise.REFERANCESouth Central Railway Diesel loco shed Kazipet.

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