VTR The Classic The VTR turbocharger is designed for 2-stroke low-speed and 4-stroke medium-speed heavy duty

y diesel engines (700 to 18,500 kW per turbocharger).

ABB Turbochargers VTR The Classic

Product Information

[-]

4 compressorpressureratio

RR
3

500

103

103

104

P [kW]

engine power

ABB Turbo Systems Ltd Bruggerstrasse 71a CH-5401 Baden / Switzerland Phone: +41 58 585 40 37 Fax: +41 58 585 51 44 www.abb.com/turbocharging

PublicationNo.CH-Z200903E,PrintedinSwitzerland(0301-5000-0),2003ABBTurboSystemsLtd,Baden/Switzerland

www.abb.com/turbocharging

VTR The Classic Proven reliability over the years

4 8 7 5

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, uncooled 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 aerodynamics, 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 extremely robust construction, offer major advantages to both the engine builders and users. In exhaust-gas turbocharging, the energy in 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 mediumspeed 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, the exhaust gases from the engine (diesel or gas) is used to compress the air fed to the engine, resulting in increased power output. The rotor runs in spring-mounted rollingcontact 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 turbochargers is fitted with a connector so the compressor can be cleaned during operation by means of water injection. 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 suction 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).

3 2 1 6 7 8

Design features Bearings and lubrication

New bearing support for VTR 454, 564, 714 LA70/TA07 has been introduced to handle higher performance and vibrations.

External bearings In most applications for medium and large turbochargers, external bearings offer important
Bearing support compressor side VTR 454

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 manuvring. A further benefit is the ability of this type of bearing to withstand 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 position. 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 lubrication 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. 5

benefits. They are readily accessible, which simplifies and speeds up servicing. The bearings can be removed without dismantling the compressor wheel, eliminating the strenuous

Table 1 Bearing design standard design self-lubricating antifriction bearings all types on request: sleeve bearings with external lubrication VTR 454, 564, 714

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 selflubricating antifriction bearings. Sleeve bearings with external lubrication (engine lubrication) are available as an alternative for larger turbocharger 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 associated with external bearings are a distinct advantage.

Table 2 Oil supply for roller bearing centrifugal oil pump VTR 214, 254, 304, 354 standard gear oil pump VTR 454, 564

Design features Casings and cooling

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 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. 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.
Table 3 Uncooled /cooled gas casings Type uncooled VTR 214 VTR 254 VTR 304 VTR 354 VTR 454 VTR 564 VTR 714

in cases where heat recovery is essential.

Section through water-cooled VTR turbocharger

Section through uncooled VTR turbocharger

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 contamination. The filter can be cleaned during operation without having to dismantle the silencer. The compressor noise is reduced in line

In the interest of functional reliability, the

cooled

bearing housing on the turbine end is cooled with small amount of water and the temperature of the lubricating oil is thereby kept low. The simultaneous cooling of the jacket of the gas outlet casing makes it possible for the temperature of the entire surface of the casing to be kept within the limits stipulated by the classification societies for prevention of fire and protection against accidental contact.
Variants of gas inlet casings

with international regulations by means of felt-covered, shaped plates.

Design features Power range

VTR214P VTR254P VTR304P VTR354P

VTR454P

VTR564P

Air outlet casing Gas outlet casing Gas inlet casing

VTR214 VTR254 VTR304 VTR354 VTR454D VTR564D VTR714D VTR454 VTR564 VTR714

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
compressorpressureratio

[-]

4.5

4.0

3.5

3.0

10

20

V [m3/s]

Air filter-silencer

characteristics.

intake volume flow

The table shows the capacity ranges of the various VTR turbochargers, and can be used as an initial selection guide to identify the optimum charger size for a particular engine.

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 bearings are removed. Then the air inlet casing and the heat insulating partition wall are disconnected from the gas casing and the rotor assembly can then be withdrawn.

Air inlet casing Diffuser

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.

Partition wall Nozzle ring

Inducer Impeller

Turbine wheel

atMCR

Main dimensions

Major benefits

For the engine manufacturer

D/2

For the engine user

Close collaboration with the world-wide diesel engine industry gives ABB a tremendous wealth of experience in every aspect of supercharging.

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.

VTR..4 -11 214 254 304 354 454 564 714

A 403 479 558 639 805 1014 1225

A+B

A+C

613 1016 670 1073 649 722 1201 797 1276 768 870 1428 960 1518 920 1013 1652 1126 1765 1095 1270 2075 1416 2221 1374 1584 2598 1767 2781 1712 2031 3256 2244 3469 2190 * not including water (with water add approx. 5 %) B A+B C A+C D

Water Oil l /min E kg* E+ / 2 l/s VS TS 331 656 350 2.40 0.90 0.60 394 778 570 3.10 1.25 1.05 468 928 820 4.10 2.00 1.48 556 1104 1700 5.40 2.20 1.66 700 1387 3250 7.50 4.35 3.62 870 1726 6500 11.30 8.80 7.53 1109 2204 12500 16.30 18.00 15.60 VS = bearing compressor side TS = bearing turbine side
D

A continuing program of development and testing work ensures that ABB turbochargers are always in the forefront of technology.

External bearings are easy to maintain. The rotor shaft can be removed without dismantling the gas manifolds, or pulling of the compressor wheels.

A comprehensive and confidential consultancy service is available, right from the earliest stages of new projects.

VTR..4 -32 454D-32 564D-32 714D-32

A 797 1010 1261

E 700 870 1109

E+ /

kg*

1266 2063 1412 2209 1464 1581 2591 1775 2785 1802 2026 3287 2239 3500 2280 * not including water (with water add approx. 5 %)

1432 3540 1771 6700 2249 13000 VS = bearing compressor side

Oil l / min VS TS 4.35 3.62 8.80 7.53 18.00 15.60 TS = bearing turbine side

Low friction losses of the external antifriction bearings afford optimum operating performance of engines in part-load operation.

The modular concept of the VTR turbocharger, with various casing configurations, turbine blades/nozzle rings and compressor wheels/diffusers, ensures the optimum

Connectors on the compressor side allow water cleaning during operation.

The principal space requirements and attachment configurations on the engine can be determined 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 selflubrication 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 preferred to engine oils (particularly engine oils with additives for heavy fuel oil operation), 10

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.

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.

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.

The maximum required cooling water flows given in the data are based on a gas temperature 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 exhaust gas temperature associated with 2-stroke engines would normally call for water flows of about half these figures.

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