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

32

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

4

5

87

6

87

321

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

76

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

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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

1110

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.