Table of contents. MAN Diesel & Turbo. Table of contents

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3 MAN Diesel & Turbo Table of contents 1 Adjustable turbine nozzle ring (VTA) Range of applications Application Examples Low-speed propulsion engines from MAN B&W Overview of series VTA on TCA turbocharger Dimensions Weights Casing Positions...15 Table of contents 3 Design Characteristics of the Assemblies Operation Method of the Adjusting Device Systems VTA Control (VCS) Cooling Water System Inflation Air Engine room planning Equipment VTA Control System (VCS) Multi Purpose Controller (MPC) Main Operating Panel (MOP) Cabling Operation Putting into Operation VTA Adjustment Ranges and Adjustment Speeds Emergency Operation on Failure of the VTA Adjusting Device Maintenance and inspection Introductory Remarks Cleaning the Variable Turbine Area Maintenance of the Adjusting Device Inspection of the Pipe Systems Electronic Equipment Matching Matching Procedure Adjusting the Charging Air Pressure (38)

4 MAN Diesel & Turbo Table of contents 8.3 Surge Tests Scope of supply Delivery Scope, VTA and Equipment Hardware Software Cable Sets Retrofits worldwide turbocharger service Retrofitting a Variable Turbine Area MAN PrimeServ Worldwide service addresses (38)

5 MAN Diesel & Turbo 1 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications Functional Principle VTA for TCA Turbocharger The VTA was designed for applications on turbocharged large diesel engines with different load profiles. Due to its adjustability, the VTA adapts the turbocharging characteristics so that the engine works efficiently over a wide load range. In order to meet the requirements of modern large diesel engines, a variable fresh air supply is required. One particularly efficient way of achieving this is to use an adjustable turbine nozzle ring, or VTA. This modifies the pressure level in the engine by adapting the narrowest nozzle ring cross section for the air flow. The area through which the air flows is modified by adjusting the guide vanes of the turbine nozzle ring. If adjusting the guide vanes makes the air flow cross section narrower, this increases the speed of the air flow to the turbine wheel. This increases the turbocharger speed, thereby causing the charge pressure on the compressor side to rise. The VTA technology is available for all turbocharger sizes in the TCA Series and can be used with both 2-stroke and 4-stroke engines. Both diesel engine and gas-powered engine applications can be improved significantly using a VTA. Engine performance is optimised in accordance with customer requirements by means of adapted control programs. See table Overview VTA range of applications. Figure 1: TCA turbocharger with adjustable turbine nozzle ring 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications EN-US 3 (38)

6 1 MAN Diesel & Turbo 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications 4 (38) EN-US

7 MAN Diesel & Turbo 1 Application Functional principle Effect 2-stroke diesel engine Scavenge air pressure at partial load is increased by closing the VTA: Economy Mode (Mode 1.) Increased ignition pressure for reduction of SFOC 3) Emission Mode (Mode 2.) Ignition pressure is kept constant by ignition retard. Compensation of ambient temperature influences on scavenge pressure Closing on acceleration Compensation of extracted gas flows (e.g. for power turbine applications, see Power turbine line) Plants with EGR 4) : Scavenge air pressure kept constant when EGR rate is modified 3) Specific fuel oil consumption 4) Exhaust gas recirculation Table 1: VTA range of applications on 2-stroke diesel engine At partial load either Reduced fuel consumption (NOx increased) or Reduced NOx emissions (Fuel consumption slightly higher than Mode 1.). In conjunction with a variable injection system and appropriate optimization, the VTA enables reduced consumption and flexible changing between Mode 1. and Mode 2. NOTE! Slight increase in consumption at full load Shifting of auxiliary blower switch-off point towards lower outputs Elimination of a bypass for scavenge pressure compensation at extremely low intake temperatures ( Arctic conditions ) Improved load application behavior Additional improvement of partial load performance by shifting the maximum efficiency towards a lower engine load Exhaust gas temperatures at partial load reduced In the dedicated Economy Mode (Mode 1.), the VTA rating must be adapted to the NOx limit values. 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications EN-US 5 (38)

8 1 MAN Diesel & Turbo 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications Application Functional principle Effect 4-stroke diesel engine VTA closes at partial load Compensation of ambient temperature influences on charge pressure Closing on acceleration Compensation of extracted gas flows (e.g. for power turbine applications, see Power turbine line) Plants with EGR 4) : Charge air pressure kept constant when EGR rate is modified HAM 5) applications: Increased water content at partial load. 4) Exhaust gas recirculation 5) Humid air motor Table 2: VTA range of applications on 4-stroke diesel engine Application Functional principle Effect Gas-powered engine VTA opens at partial load Compensation of ambient temperature influences on charge pressure Closing on load application to prevent overgreasing Variation of the charge pressure to adapt to changing gas qualities Table 3: VTA range of applications on gas-powered engine Application Functional principle Effect Reduced fuel consumption at partial load Increased NOx emissions With appropriate rating within the limit values or constant cycle values, similar to 2-stroke Reduction of exhaust gas temperatures at partial load Elimination of blow-off valves Improved load application behavior Reduction of soot emissions in the case of low load and load application Additional improvement of partial load performance by shifting the maximum efficiency towards a lower engine load Reduced fuel consumption due to increased turbocharging efficiency compared with blow-off valves or throttle Elimination of blow-off valves/ throttle Dual-fuel engine See gas-powered and diesel engine See gas-powered and diesel engine Table 4: VTA range of applications on dual-fuel engine Application Functional principle Effect Test engine Adaptation of the charge air pressure to changing engine parameters Table 5: VTA range of applications on test engine Application Functional principle Effect Power turbine 1. VTA only on power turbine Closing of the VTA to throttle the power turbine output Elimination of conversions Infinitely adjustable setting of the charge air pressure Increased turbocharging efficiency at a given power turbine output, compared with power turbine control by means of control flaps, due to elimination of pressure losses 6 (38) EN-US

9 MAN Diesel & Turbo 1 Application Functional principle Effect 2. VTA on every turbocharger and power turbine Closing of all VTAs with constant area factor (and thus constant bypass ratio) In full load range: Table 6: VTA range of applications on power turbine Closing of the VTA of the power turbine to throttle the power turbine output, opening of the VTAs on the turbochargers to limit the charge pressure. At partial load: Closing of the VTA to throttle the power turbine output, analogous to 1. Application Functional principle Effect Plant technology Compensation of flow rate fluctuations Table 7: VTA range of applications in plant technology Closing during a starting operation Increased power turbine output and reduced SFOC by increasing the scavenge air pressure (see 2-stroke engine line) and exhaust gas pressure Increased turbocharging efficiency at a given power turbine output, compared with power turbine control by means of bypass Increased turbocharging efficiency at a given power turbine output see 1. Elimination of control flaps prone to a high degree of loss 1 Adjustable turbine nozzle ring (VTA) 1.1 Range of applications EN-US 7 (38)

10 1 MAN Diesel & Turbo 1 Adjustable turbine nozzle ring (VTA) 1.2 Application Examples 1.2 Application Examples VTA on 2-stroke diesel engine p scav in mbar Specification TC A V, VTA closing Specification TC A V, VTA open TCA V on 6S46MC-C S tandard s pec ific ation TC A w ith fixed nozzle ring Max. allow able pscav S am e s pec ific ation as TC A V but w ith fixed nozzle ring A ux. B lower switch point with V TA = 27% Load A ux. B lower switch point without VTA = 32% Load Engine load in %MCR p scav Scavenge air pressure MCR Maximum Continuous Rating Figure 2: Increased scavenge air pressure with TCA55-21V on 6S46MC-C TIER I MAN 2-stroke diesel engine 6S46MC-C with TCA55-21V turbocharger The diagram Increased scavenge air pressure with TCA55-21V on 6S46MC- C illustrates the mode of operation of the VTA on the 6S46MC-C engine. The upper green line shows the scavenge air pressure that is set when the VTA is closed towards partial load ( VTA closing ). In contrast, the scavenge air pressures for the VTA test specification TCA V with the nozzle ring remaining open for partial load ( VTA open dark line, bottom) and the initial specification TCA with rigid nozzle ring are also shown ( light points). Since, for this engine, no device is offered for varying the start of injection, an increase in the ignition pressure at partial load can only be achieved by means of the scavenge air pressure. If a specification with a smaller rigid nozzle ring were to be selected, a reduction of the maximum available power 8 (38) EN-US

11 MAN Diesel & Turbo 1 Increased turbocharger efficiency MCR Maximum Continuous Rating would be required in order not to exceed the maximum value for the ignition pressure in the load range of approx % MCR. This can be avoided by opening the VTA from 75% MCR onwards. Figure 3: Turbocharger efficiencies with TCA55-21V on 6S46MC-C engine In the diagram Turbocharger efficiencies with TCA55-21V on 6S46MC-C engine, the efficiency characteristic of the VTA rating is plotted with the existing specification optimized for full load. With a closing nozzle ring, a marked increase in the efficiency can be seen below 85% MCR. In this case, the margin to the required efficiency rating has been used for extreme optimization of the partial load performance. The difference between the specification with and without VTA is thus extremely positive at partial load and negative at full load but still meeting all requirements. 1 Adjustable turbine nozzle ring (VTA) 1.2 Application Examples EN-US 9 (38)

12 1 MAN Diesel & Turbo 1 Adjustable turbine nozzle ring (VTA) 1.2 Application Examples Fuel saving for 4-stroke gaspowered engine Increased charging efficiency Charging efficiency in % Gas-powered operation of the 7L51/60DF dual-fuel engine with TCA55-41V turbocharger For stable, knock-free combustion, gas-powered engines require a limited gas/air ratio, which is achieved by regulating the charge pressure. If the load drops below 50%, a significant reduction of the charge pressure is required. Furthermore, a control reserve must be provided for load applications and high intake temperatures in the load range of % MCR. For a rigid geometry, this can be achieved by means of blow-off during operation at normal conditions or partial load with significant charging efficiency losses, or efficiently by opening the VTA position. Moreover, an open VTA position at partial load allows a more efficiency-optimized setting than a rigid turbine nozzle ring. The resulting increase in charging efficiency with VTA compared with the bypass concept is illustrated in the diagram Improvement of the charging efficiency with TCA55-41V on 7L51/60DF engine MCR Maximum Continuous Rating Figure 4: Improvement of the charging efficiency with a TCA55-41V on an 7L51/60DF engine Thermal efficiency V TA B yp as s For a gas-powered engine operated predominantly in the load range of %, this results in a potential improvement of approx. 0.5 percentage points in the thermal efficiency of the engine. See Figure Improvement of the thermal efficiency with TCA55-41V on 7L51/60DF engine. 10 (38) EN-US

13 MAN Diesel & Turbo 1 η=1% Engine thermal efficiency in % MCR Maximum Continuous Rating Engine load in % MCR Figure 5: Improvement of the thermal efficiency with a TCA55-41V on an 7L51/60DF engine 1.3 Low-speed propulsion engines from MAN B&W V TA B yp as s The following tables summarize the fuel-saving potential existing for MAN B&W engines. All SFOC values refer to the SFOC for a load of 100% for a standard L 1 engine. SFOC-optimized load range Tuning method SFOC change [g/kwh] 35% 50% 65% 80% 100% High load (85-100%) Standard L 1 engine Partial load (50-85%) VTA Low load (25-70%) VTA Standard L 1 engine turbocharger without adjustable turbine nozzle ring VTA turbocharger with adjustable turbine nozzle ring Table 8: Optimization potential ME/ME-C Tier II engines, SMCR = L 1 1 Adjustable turbine nozzle ring (VTA) 1.3 Low-speed propulsion engines from MAN B&W EN-US 11 (38)

14 1 MAN Diesel & Turbo 1 Adjustable turbine nozzle ring (VTA) 1.3 Low-speed propulsion engines from MAN B&W Figure 6: Reduction of the specific fuel consumption SFOC of ME/ME-C engines by means of VTA SFOC-optimized load range Tuning method SFOC change [g/kwh] 35% 50% 65% 80% 100% High load (85-100%) Standard L 1 engine Partial load (50-85%) VTA Low load (25-70%) VTA Standard L 1 engine turbocharger without adjustable turbine nozzle ring VTA turbocharger with adjustable turbine nozzle ring Table 9: Optimization potential MC/MC-C/ME-B Tier II engines, SMCR = L 1 12 (38) EN-US

15 MAN Diesel & Turbo 1 Figure 7: Reduction of the specific fuel consumption SFOC of MC/MC-C/ME-B engines by means of VTA For a specific L 1 engine, the SFOC profile can be taken directly from the tables above. For example, an S70ME-C8.2 at a load of 65% and with an L 1 SFOC of 169 g/kwh, optimized for partial load with VTA tuning, has a consumption of g/kwh = g/kwh. The tuning methods specified above are also available for derated engines with various SMCRs. The load-dependent standard SFOC profile is different for a derated engine; the difference specified above between the individual tuning methods and the standard engine is the same, however. For engines with turbochargers featuring conventional efficiency, optimization is only possible at high load. The specified methods and options are explained below. 1 Adjustable turbine nozzle ring (VTA) 1.3 Low-speed propulsion engines from MAN B&W EN-US 13 (38)

16 2 MAN Diesel & Turbo 2 Overview of series 2.3 Weights 2 Overview of series 2.1 VTA on TCA turbocharger 2.2 Dimensions Overall dimensions Control cabinet 2.3 Weights Subassembly Figure 8: TCA turbocharger with adjustable turbine nozzle ring The dimensions of the turbocharger are not changed by using an adjustable turbine nozzle ring. Overall dimensions for TCA turbocharger: See Project Guide TCA Turbochargers. Depending on the engine plant, an additional control cabinet or switch box is required to house the VTA controller for the adjustable turbine nozzle ring. Description of the required components for the VTA controller: See chapter Systems / VTA control. Dimensions and installation of the required control cabinets: See chapter Engine room planning. Turbocharger Number Designation TCA55 TCA66 TCA77 TCA Adjustable turbine nozzle ring 78 kg 131 kg 220 kg 361 kg 511 Adjustment device 40 kg 40 kg 56 kg 56 kg 549 Sealing air pipe 2 kg 2 kg 3 kg 3 kg m+ 1) 100 kg 110 kg 140 kg 190 kg 1) m+ = weight increase of a TCA turbocharger with VTA compared with a TCA turbocharger of the same size without VTA Table 10: Weights of individual VTA components 14 (38) EN-US

17 MAN Diesel & Turbo Casing Positions Installation position of adjustment device TIP The VTA can generally be implemented in all TCA turbocharger types and sizes. To obtain weight specifications for VTA components of TCA turbochargers that are not listed here, please contact our Technical Sales department. Turbochargers@mandiesel.com Use of the adjustable turbine nozzle ring does not restrict the rotatability of individual casings on TCA turbochargers. TIP Possible casing positions for TCA turbochargers: See Project Guide TCA Turbochargers. The adjustment device for the turbine nozzle ring is fastened to the gas admission casing and cannot be rotated separately. The servomotors of the adjustment device generally point in the direction of the exhaust gas pipe see Figure 90 gas admission casing with VTA adjustment device Gas-admission casing E Exhaust-gas inlet Variable turbine area Adjusting device Figure 9: 90 gas-admission casing with VTA adjusting device 2 Overview of series 2.4 Casing Positions EN-US 15 (38)

18 3 MAN Diesel & Turbo 3 Design 3.1 Characteristics of the Assemblies 3 Design 3.1 Characteristics of the Assemblies Gas admission casing Adjustable turbine nozzle ring Setting ring Spindle drive Servomotor Figure 10: TCA turbocharger with adjustable turbine nozzle ring (VTA) Subassembly 510 Subassembly 511 Adjustable Turbine Nozzle Ring The cast turbine guide vanes of the adjustable turbine nozzle ring ( ) have the same profile as the fixed nozzle ring in order to benefit from the advantages of low vibration and good flow characteristics. Adjustment Device The principal components of the adjustment device are the two spindle drives ( ) which are responsible for converting the rotational motion of the servomotors ( ) to a linear motion for adjustment of the VTA. 16 (38) EN-US

19 MAN Diesel & Turbo Operation Method of the Adjusting Device Servomotors ( ) Spindle drive ( ) Setting ring ( ) Adjustable turbine guide vanes The adjustable turbine nozzle ring is driven by two servomotors mounted on the adjustment device. The motor speed is reduced and the torque increased by means of a planetary gear unit. A Cardan joint transfers the torque from the servomotor to the spindle drive. There is one spindle drive for each servomotor. In each spindle drive is a shaft with axial needle bearings. This shaft rotates as the torque is applied. The rotational motion of the spindle shaft is converted into a translational motion by means of a slotted nut. The motion of the nuts of both spindle drives is transferred to the carriers fastened to the setting ring, thereby inducing a rotational motion of the setting ring. There are setting levers evenly distributed around the circumference one setting lever per turbine guide vane mounted in the setting ring. The setting levers are positively connected to the turbine guide vanes, which are mounted in the outer guide ring. The torque imparted by the setting ring to the levers induces a rotational motion of the turbine guide vanes. NOTE For the adjustment of the turbine nozzle ring, the two servomotors, operated in parallel, must be rotated in opposite directions. 3 Design 3.2 Operation Method of the Adjusting Device EN-US 17 (38)

20 4 MAN Diesel & Turbo 4 Systems 4.1 VTA Control (VCS) 4 Systems 4.1 VTA Control (VCS) Explanation of terms VTA on MC/MC-C two-stroke engine Various controller variants are available in order to be able to cover all applications. Detailed list of the components required for this: See chapter Scope of supply / Scope of supply of VTA and equipment. VTA VCS MPC MOP SACS ECS Variable Turbine Area VTA Control System Multi Purpose Controller Main Operating Panel Scavenging Air Control Software Engine Control System For this application, parameters including the following are required for adjustment of the VTA: Filling of fuel index transmitter or regulator Scavenge air pressure These parameters are processed in the Multi-purpose controller (MPC) of the VTA control system (VCS). The MPC supplies the VTA control system with signals for adjusting the VTA. The following parameters are output: Slow Down Warnings for the safety system 18 (38) EN-US

21 MAN Diesel & Turbo 4 Figure 11: Wiring diagram VTA control system (VCS) on MC/MC-C two-stroke engine VTA on ME/ME-C/ME-B two-stroke engine With this variant, the MPC responsible for the VTA control system (VCS) is electronically integrated into the engine control system (ECS) and controlled by it. Figure 12: Wiring diagram VTA control system (VCS) on ME/ME-C/ME-B two-stroke engine VTA on MAN Diesel four-stroke engine Stand-alone With this variant, the VTA control system is completely integrated into the engine control system. Engine and turbocharger are supplied as an operational unit. The stand-alone solution can work independently of other control systems. Various system parameters are monitored, on the basis of which the VTA is adjusted using preset parameter sets. 4 Systems 4.1 VTA Control (VCS) EN-US 19 (38)

22 4 MAN Diesel & Turbo 4 Systems 4.2 Cooling Water System The following parameters can be used, for example: Analog signal for position Turbocharger speed Fuel index Charge air pressure NOTE 4.2 Cooling Water System The VTA control system for the stand-alone variant must be adapted, on a case-by-case basis, to the system that is to be charged. The parameter sets for the adjustment logic are knowhow of the engine manufacturer and are loaded into the control system via the USB interface or CD-ROM. See schematic diagram Wiring diagram VTA control system (VCS) for stand-alone variant. Figure 13: Schematic sketch VTA control (VCS) for Stand-alone variant The cooling water system is used for cooling the spindle drives of the adjustment device. 20 (38) EN-US

23 MAN Diesel & Turbo 4 Functional principle Water quality Connections, pipes Pressures, flow rates and temperatures Turbocharger Minimum pressure at the inlet in The non-insulated areas of the gas admission casing for mounting the spindle drives are completely covered by the spindle drives. This means that the entire heat radiation of the gas admission casing is absorbed by the spindle drives. The cooling water is routed through the complete spindle drives through various channels where it takes up the heat and dissipates it. The cooling water must generally be taken from the high temperature area of the engine cooling water circuit (HT). For maintenance work on the VTA, it is advisable to install a shut-off option here. Screwed sockets are provided on the turbocharger side for connecting the cooling water. These are intended as an interface to the scope of supply of the engine manufacturer. The screwed sockets for the cooling water system are permanently fastened to the adjustment device and the gas admission casing. The adjustment device with the integrated cooling water system does not restrict the rotatability of the gas admission casing. See chapter Overview of series/ Casing positions. Turbocharger Outside diameter (D) for connecting pipe in mm TCA55 16 M22 x 1.5 TCA66 16 M22 x 1.5 TCA77 20 M22 x 2 TCA88 20 M22 x 2 Table 11: Pipe connection for cooling water pipe NOTE Thread (G) of the screwed socket The pipes from the cooling water source to the described interface on the turbocharger are to be provided by the engine manufacturer. The temperatures and pressures in the following table apply for the connection to the adjustment device: Minimum pressure differential between inlet and outlet in Required cooling water flow rate in Minimum temperature at the inlet in bar bar l/h C C Maximum temperature at the inlet in TCA TCA TCA TCA Table 12: Technical data cooling water Monitoring The cooling water temperature at the adjustment device is not explicitly monitored! 4 Systems 4.2 Cooling Water System EN-US 21 (38)

24 4 MAN Diesel & Turbo 4 Systems 4.3 Inflation Air 4.3 Inflation Air Functional principle of the sealing air system IAS (Inflation Air System) Air source Pressures A S The sealing air system is used to seal the VTA. The sealing air prevents the exhaust gas from penetrating under the inner guide ring. Pressurizing the inner guide ring with sealing air minimizes the radial gap between the inner guide ring and the guide vane, even under varying thermal conditions, and maximum efficiency is achieved. See Figure VTA sealing air system. Air from the charge air pipe or an external compressor can be used. The pressure in the sealing air pipe must be greater than the exhaust gas pressure upstream of the turbine Guide ring, outer Guide ring, inner E Exhaust gas Turbine guide vane Sealing cover S Inflation air Retaining ring Figure 14: VTA inflation air system Sealing air pipe connection NOTE A E E A pipe is provided on the turbocharger side for connecting the sealing air. This is defined as an interface to the scope of supply of the engine manufacturer. The pipe is permanently connected to the gas admission casing. The sealing air does not restrict the rotatability of the gas admission casing, however. E E E S 22 (38) EN-US

25 MAN Diesel & Turbo 4 See Figure VTA sealing air pipe on TCA turbocharger Turbocharger Outside diameter for connecting pipe Thickness of pipe wall Resulting mm mm mm² flow cross section TCA TCA TCA TCA Table 13: Pipe connection for the sealing air system Gas-admission casing Holding ring Inflation air pipe, compl. Figure 15: VTA inflation air pipe on the TCA Turbocharger Systems 4.3 Inflation Air EN-US 23 (38)

26 5 MAN Diesel & Turbo 5 Engine room planning 5.2 VTA Control System (VCS) 5 Engine room planning 5.1 Equipment 5.2 VTA Control System (VCS) Control cabinet Main dimensions Bottom flange There are various specifications for installation of the components required for operation of an adjustable turbine nozzle ring. See chapter Scope of supply/ Scope of supply of VTA and equipment. The control cabinet for the VTA control system is designed for installation in engine rooms. It is to be mounted on the floor. The control cabinet must be installed in a location that is suitable for inspection. In the case of installation next to walls, the distance between the wall and the control cabinet must be at least 100 mm in order to allow air convection. Furthermore, the cabinet should be provided with fresh air by the engine room ventilation system. The ambient temperature during operation must be at least 0 C and must not exceed +55 C. The relative humidity must not exceed 96%. The control cabinet must not be subjected to vibration exceeding max. 0.7 g. IMPORTANT! The control cabinet must not be installed on the engine gallery if the gallery is connected directly to the engine. Dimensions in mm Control cabinet Width Height Depth VTA control system (VCS) Table 14: Main dimensions of the control cabinet VTA control system (VCS) Figure 16: Bottom flange of the control cabinet base The possible fastening holes are indicated here. 24 (38) EN-US

27 MAN Diesel & Turbo Multi Purpose Controller (MPC) The switch box for the engine control system is designed for installation in the engine room. It is to be mounted on a wall, preferably near other switch boxes of the engine control system. Figure 17: Switch box for wall mounting MPC TIP Dimensions in mm 5.4 Main Operating Panel (MOP) Personal computer (PC) The switch box must be accessible for inspection. Switch box Width Height Multi-purpose controller (MPC) Table 15: Main dimensions of the switch box multi-purpose controller (MPC) The main operating panel (MOP) consists of a monitor, a computer and a keyboard. The computer, keyboard and monitor are designed for installation in the engine control room. Clearance to other peripheral devices Around the PC, on both short sides and the cover, there must be 50 mm clearance to the nearest component in order to enable sufficient air convection. Clearance to the wall Throughout the area behind the PC, there must be 150 mm clearance to the nearest component in order to be able to accommodate connectors and cables. 5 Engine room planning 5.4 Main Operating Panel (MOP) EN-US 25 (38)

28 5 MAN Diesel & Turbo 5 Engine room planning 5.5 Cabling Monitor Keyboard 5.5 Cabling Electromagnetic compatibility Connecting cables Shielding Control cabinet grounding Connection terminals A clearance of at least 200 mm must be left in front of the PC to allow opening of the CD-ROM/DVD drive. Using the bracket supplied, the monitor can be mounted either on a table or on a wall. The keyboard is loose and can be placed on a table. The cable length is 1.6 m. Figure 18: Keyboard for PC All connecting cables of the individual components required for VTA operation must be installed in accordance with the rules of electromagnetic compatibility. Control cables and power cables must be routed in separate cable ducts. The cable length between the servomotor (turbocharger) and the frequency inverter (VTA control cabinet) is max. 50 m. A max. length of up to 100 m can be achieved subject to consultation and project clarification with MAN Diesel & Turbo. Plant-specific cable lengths are possible by shortening the cables on the control cabinet side, see operating manual of the turbocharger. The cables must not be shortened on the servomotor side. The bending radii must be at least 5 times the cable diameter for fixed installation and at least 10 times the cable diameter for mobile installation. Shielded cables must be used for the cabling of all sensors. The shielding must be connected to a terminal. The area in which the shielding is removed from the cable must be kept as short as possible. The control cabinet must be grounded via the ship s ground or the plant s equipotential bonding cable. The control cabinet is equipped with spring loaded terminals. The entire cabling to external systems should be executed without wire end ferrules. 26 (38) EN-US

29 MAN Diesel & Turbo 6 6 Operation 6.1 Putting into Operation VTA on 2-stroke engine VTA on 4-stroke engine The adjustable turbine nozzle ring is supplied as specified. Minimum and maximum nozzle ring cross sections are factory-defined by means of mechanical stops. To connect servomotors to the control and servo cabinet, the system must be de-energized in order to prevent destruction of the servomotor encoder. Once the power supply has been switched on, the system is operational. Following integration of the VTA control system into the engine control system, calibration of the frequency inverter/controller (reference run) is required. There is a special function for this in the VTA control system. Referencing is carried out in the factory. NOTE Adjustment of the turbine nozzle ring during engine operation is carried out fully automatically by the programmed VTA control system. 6.2 VTA Adjustment Ranges and Adjustment Speeds Turbocharger TCA55 TCA66 TCA77 TCA88 Cross section change speed (mean value) in cm²/s Table 16: VTA turbine nozzle ring adjustment speeds Example: VTA on 6S46MC-C engine 6S46MC-C engine Not specified Ratio AD max / AD min 2) 1.2 Duration of adjustment of specified adjustment range in s TCA55 turbocharger 2.5 2) AD = narrowest flow cross section of the turbine nozzle ring Not specified Table 17: Adjustment values of a VTA turbine nozzle ring on a 6S46MC-C engine 6.3 Emergency Operation on Failure of the VTA Adjusting Device Mechanical defect The purpose of emergency operation is to bring the turbocharger with VTA to a safe operating state in the case of a mechanical or electronic defect in order to assure operation of the engine. The torque of both servomotors serves as the main criterion for automatic shutdown of the VTA. Incipient mechanical damage can be detected in its initial stage by means of continuous torque monitoring and prevented by shutting down the VTA early. In this case, a fault signal is output to the engine control system. The response to the fault signal is implemented in the engine control system. 6 Operation 6.3 Emergency Operation on Failure of the VTA Adjusting Device EN-US 27 (38)

30 6 MAN Diesel & Turbo 6 Operation 6.3 Emergency Operation on Failure of the VTA Adjusting Device Electronic defect TIP For information about the power ratings that can be achieved in emergency operation and the fail-safe position of the VTA, please contact the engine manufacturer. If the electronic control system of the VTA fails, the adjustable turbine nozzle ring can be locked manually in a safe operational state. If the voltage supply to the VTA control system is still present, the electric brakes in the servomotors are activated. These can be deactivated using switch S2 in the control cabinet of the VTA control system. If the VTA control system is no longer supplied with power, the brakes cannot be released without removing the servomotors. Once the brakes have been released, the turbine nozzle ring can be adjusted manually. This is done by turning the Cardan joints that serve to transfer the torque from the servomotors to the spindle drives. The direction of rotation of the Cardan joints is illustrated on the plate on the spindle drive. NOTE The operating range that can be used in emergency operation is dependent on the application and specifications and must be clarified with the engine manufacturer. 28 (38) EN-US

31 MAN Diesel & Turbo 7 7 Maintenance and inspection 7.1 Introductory Remarks The control system of the VTA is designed in such a way that maintenance and inspection is only required when prompted by the system. TIP 7.2 Cleaning the Variable Turbine Area Cleaning device Moving components of the turbine nozzle ring The maintenance intervals for the VTA correspond to those of a turbocharger with rigid nozzle ring. The turbocharger with adjustable turbine nozzle ring is fitted as standard with a device for dry cleaning the turbine. See TCA Project Guide. To prevent the moving components of the VTA from seizing up, these components are cleaned fully automatically at cyclical intervals (every 6 hours) during operation of the turbocharger. The turbine nozzle ring adjusts its turbine guide vanes under program control in a partial load range defined for the specific engine plant. Following this cleaning procedure, the original flow cross section is restored. In this way, any deposits on the components are efficiently removed. NOTE 7.3 Maintenance of the Adjusting Device Spindle Drives 7.4 Inspection of the Pipe Systems 7.5 Electronic Equipment The profile of the cleaning procedure to be used depends on the engine application and the fuel used for this plant and requires consultation between the engine manufacturer and MAN Diesel & Turbo. For each scheduled maintenance on the turbine side of the turbocharger, the spindle drives must be lubricated with special grease upon assembly. Daily checking (visual) of the cooling-water and inflation air pipes for leaks. In accordance with maintenance specifications for the component part. TIP See operating manual supplied by the manufacturer. 7 Maintenance and inspection 7.5 Electronic Equipment EN-US 29 (38)

32 8 MAN Diesel & Turbo 8 Matching 8.2 Adjusting the Charging Air Pressure 8 Matching 8.1 Matching Procedure The matching procedure of a turbocharger with VTA differs from that for a turbocharger without VTA as follows: TIP 8.2 Adjusting the Charging Air Pressure Motion program Compare also with the Project Guide TCA Turbochargers. If the VTA is used, this naturally dispenses with the need to exchange a nozzle ring. Furthermore, the charge pressure is infinitely adjustable. Matching generally involves checking a complete VTA motion and control program rather than a single fixed component. Examples of such motion programs include: Diesel engine: closing the VTA towards partial load Gas-powered engine: opening the VTA towards partial load Keeping the charge air pressure constant in varying ambient conditions Transient motion programs to improve the transient response, e.g. reduction of soot emissions in the case of load applications. See also the chapter Adjustable turbine nozzle ring (VTA) table Overview VTA range of applications. When creating the motion program, it must be ensured that all VTA positions required for this program are within the lower and upper limits of the flow cross section. These limit values are determined by the mechanical limits of the adjusting mechanism and the permissible stress on the turbine blades. Moreover, the following limits resulting from the application must also be complied with in the program: It must be ensured that an excessively high charge air pressure does not result in the maximum ignition pressure being exceeded, particularly in the load range of 85%-100%. The cycle limit values for the NO X emissions must be complied with. In the case of gas-powered engines, the permissible λ window between the knocking range and the instability range must be taken into consideration. IMPORTANT! During matching, it is important to check that all aforementioned operating points are within the possible operating range even in the case of unfavorable ambient conditions (compressor intake temperature, ambient pressure, charge air temperature, fuel composition and exhaust gas back-pressure). If the corresponding conditions cannot be set during matching (e.g. maximum temperatures for gas-powered engines, minimum temperatures for diesel engines), a check must be carried out using ISO correction factors or process calculation. 30 (38) EN-US

33 MAN Diesel & Turbo Surge Tests Compressor pressure ratio Volumetric flow rate For two-stroke applications in particular, the operating curve shifts toward the surge line by closing the VTA see Fig. Operating curve, two-stroke engine with VTA closing towards part load. Therefore, attention is to be paid that surge tests, as far as possible, are carried out in closed condition according to the later movement program. Therefore, the following procedure is required for the load shedding test of the two-stroke engine: 1. Load reduction from 75% to 25% within 10 seconds for checking the surge stability in closed condition of the VTA, whereby the maximal ignition pressure must not be exceeded. 2. Load reduction from 100% to 50% according to standard procedure, yet with activated movement program. Here, the result strongly depends on the control algorithm and the adjustment speed of the VTA. Figure 19: Operating curve, two-stroke engine with VTA closing toward part load 8 Matching 8.3 Surge Tests EN-US 31 (38)

34 9 MAN Diesel & Turbo 9 Scope of supply 9.2 Hardware 9 Scope of supply 9.1 Delivery Scope, VTA and Equipment Explanation of terms in tables 1 to Hardware The equipment and scope of supply for the adjustable turbine nozzle ring may vary depending on the specific application. The following tables list which components are included in the scope of supply of MAN Diesel & Turbo and which components must be procured by the customer. VTA VCS MPC MOP SACS ECS Variable Turbine Area VTA Control System Multi Purpose Controller Main Operating Panel Scavenging Air Control Software Engine Control System VTA Two-stroke diesel engine Four-stroke diesel engine Scope of supply Hardware Adjustable turbine nozzle ring MC MC-C ME ME-C ME-B Stand-alone Adjustment device Sealing air system Feed pipe to sealing air system EB EB EB EB Cooling water system Cooling water system supply and discharge pipes EB EB EB EB Servomotors VCS - MPC EB - - PC (MOP) ( ) - - Monitor with holder (MOP) ( ) - - Keyboard (MOP) ( ) - - Fuel indicator sensor EB - EB 32 (38) EN-US

35 MAN Diesel & Turbo 9 VTA Two-stroke diesel engine Four-stroke diesel engine Scope of supply Hardware Scavenge air/charge air pressure sensor MC MC-C Scope of supply of MAN Diesel & Turbo ( ) EB ME ME-C ME-B Is a component of the ECS and is already present Scope of supply of engine manufacturer Table 18: Scope of supply hardware 9.3 Software Stand-alone EB - EB VTA Two-stroke engine Four-stroke engine Stand-alone Scope of supply Software Scavenge air control software (SACS) for MPC and MOP VTA control software for frequency inverter in VCS MC MC-C Scope of supply of MAN Diesel & Turbo Table 19: Scope of supply software 9.4 Cable Sets ME ME-C ME-B Part of the engine / plant specification - - VTA Two-stroke diesel engine Four-stroke diesel engine Scope of supply Hardware Connecting cable: Servomotors VCS Connecting cable: MPC VCS Connecting cable: MOP keyboard (USB) Connecting cable: MOP monitor (VGA) Connecting cable: Scavenge air/charge air pressure sensor MPC MC MC-C ME ME-C ME-B Stand-alone YA YA - - ( ) - - ( ) - - EB - - YA 9 Scope of supply 9.4 Cable Sets EN-US 33 (38)

36 9 MAN Diesel & Turbo 9 Scope of supply 9.4 Cable Sets VTA Two-stroke diesel engine Four-stroke diesel engine Scope of supply Hardware Connecting cable: Fuel sensor MPC Connecting cable: MPC MOP Power connecting cable VCS Power connecting cable MPC Power connecting cable PC (MOP) Power connecting cable Screen (MOP) MC MC-C Scope of supply of MAN Diesel & Turbo ( ) EB YA ME ME-C ME-B Is a component of the ECS and is already present Scope of supply of engine manufacturer Shipyard Table 20: Scope of supply cable sets Stand-alone EB - - YA YA YA - - YA YA YA YA YA - - YA ( ) - - YA ( ) (38) EN-US

37 MAN Diesel & Turbo Retrofits worldwide turbocharger service 10.1 Retrofitting a Variable Turbine Area Retrofits The VTA can be retrofitted in all TCA turbochargers. Please contact our Technical Service department: MAN Diesel & Turbo I PrimeServ Turbocharger 10.2 MAN PrimeServ 10.2 MAN PrimeServ Contact persons Augsburg plant Headquarters The following table contains addresses for MAN Diesel & Turbo in Germany, together with telephone and fax numbers for the departments responsible and ready to provide advice and support on request. Telephone/Fax/ /Internet MAN Diesel & Turbo SE PrimeServ Augsburg Augsburg Germany Tel Fax PrimeServ-Aug@mandieselturbo.com Internet PrimeServ Turbocharger Technical service Tel Axial turbochargers (24 hours) Tel Radial turbochargers (24 hours) Fax PrimeServ Turbocharger Spare parts PrimeServ Academy Training courses for turbochargers and engines PrimeServ-TC-Technical@mandieselturbo.com Internet Tel (24 hours) Fax PrimeServ-TC-Commercial@mandieselturbo.com Internet Tel Fax PrimeServ.Academy-info@mandieselturbo.com Internet 10 Retrofits worldwide turbocharger service EN-US 35 (38)

38 10 MAN Diesel & Turbo Augsburg plant Headquarters PrimeServ Turbocharger Retrofits Augsburg plant Headquarters Sales Technical information Telephone/Fax/ /Internet Tel Fax Internet Telephone/Fax/ /Internet Tel Fax Internet Worldwide service addresses Internet MAN Diesel & Turbo service addresses and authorized service partners (ASP) can be found on the Internet under MAN PrimeServ Worldwide Network: 10 Retrofits worldwide turbocharger service 10.3 Worldwide service addresses 36 (38) EN-US

39 MAN Diesel & Turbo Index A G Adjustable turbine guide vanes 3.2 (17) Adjustable turbine nozzle ring Description 3.1 (16) Range of applications 1.1 (3) Adjustment device Description 3.1 (16) Installation position 2.4 (15) Adjustment speed 6.2 (27) Application examples VTA on 2-stroke diesel engine 1.2 (8) VTA on 4-stroke gas-powered 1.2 (10) engine Grounding 5.5 (26) guide ring Inner 4.3 (22) Outer 4.3 (22) I IAS Inflation Air System 4.3 (22) Increased scavenge air pressure 1.2 (8) L C Lambda window 8.2 (30) Cables 5.5 (26) Casing positions 2.4 (15) Charging efficiency 1.2 (10) Checking Pipe systems 7.4 (29) Cleaning 7.2 (29) Control algorithm 8.3 (31) Control cabinet Connection terminals 5.5 (26) Grounding 5.5 (26) VTA control system 5.2 (24) Cooling water Pressures, flow rates and temperatures 4.2 (21) Cooling water system 4.2 (20) D M Main operating panel 5.4 (25) Maintenance Spindle Drives 7.3 (29) Maintenance and inspection 7.1 (29) MAN Diesel & Turbo I PrimeServ 10.1 (35) Matching Setting the charge air pressure 8.2 (30) Matching procedure 8.1 (30) MOP Definition 4.1 (18) 9.1 (32) Motion program 8.2 (30) MPC Definition 4.1 (18) 9.1 (32) Multi Purpose Controller 4.1 (18) 9.1 (32) Defect Emergency operation 6.3 (27) Dimensions Turbocharger with VTA 2.2 (14) E O Operation Emergency operation 6.3 (27) Start-up 6.1 (27) Economy Mode 1.1 (5) ECS Definition 4.1 (18) 9.1 (32) Electromagnetic compatibility 5.5 (26) Emergency operation 6.3 (27) Emission Mode 1.1 (5) Engine Control System 4.1 (18) 9.1 (32) P Pipes Cooling water system 4.2 (21) Sealing air system 4.3 (22) Index EN-US 37 (38)

40 MAN Diesel & Turbo R Range of applications for the 1.1 (3) adjustable turbine nozzle ring Range of applications for the VTA Overview 1.1 (3) Retaining ring 4.3 (22) Retrofits 10.1 (35) S SACS Definition 4.1 (18) 9.1 (32) Scope of supply Cable sets 9.4 (34) Hardware 9.2 (33) Software 9.3 (33) Sealing air system 4.3 (22) Servomotors 3.2 (17) Setting ring 3.2 (17) Shielding 5.5 (26) Spindle drive 3.2 (17) Start-up 6.1 (27) Subassemblies Weights 2.3 (14) Subassembly characteristics 3.1 (16) Surge Test 8.3 (31) Switch box Multi-purpose controller (MPC) 5.3 (25) T Thermal efficiency 1.2 (10) Turbocharger efficiency 1.2 (9) V VCS Definition 4.1 (18) 9.1 (32) VTA Functional principle 1.1 (3) VTA Definition 4.1 (18) 9.1 (32) VTA Control System 4.1 (18) 9.1 (32) VTA control system (VCS) 4.1 (18) W Weights Mechanical components 2.3 (14) Sealing air pipe 2.3 (14) Wiring diagram VTA control system on MC/MC- 4.1 (19) C engine VTA control system on ME/ME- 4.1 (19) C/ME-B engine Index 38 (38) EN-US

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