GENERAL

the general electric turbocharger is a centrifugal air compressor powered

by an axial-flow turbine driven by the energy in the engine exhaust gases prior
to their discharge to the atmosphere (Fig. 1 and 2). The compressed air produced
by the turbocharger serves two useful purpose :
1. Compressed combustion air contains more oxygen per unit volume than air
which is naturally aspirated (drawn in by piston action). Compressing the air
increases the power of the engine, since more fuel can be burned on each power
stroke. Thus more power can be produced by a given engine displacement.
2. During the latter part of the exhaust stroke and continuing into the early part
of the intake stroke, there is a period in the cycle when both inlet and exhaust
valves are open. This is called the valve overlap. During the overlap period,
compressed air entering the combustion chamber expels exhaust gases and
cools the piston and cylinder parts. Exhaust gas temperature also is lowered by
the cooler intake air during the overlap period.
MECHANICAL CONSTRUCTION
The turbocharger has the following main sub-assemblies :
1. Turbine Casing Assembly
The turbine casing assembly (Fig. 3) includes the turbine casing, bearings
and seals. The casing has four mounting feet which are bolted to the engine freeend cover. All other sub-assemblies and parts are secured to-or are mounted inthe turbine casing.
2. Rotor Assembly
The rotor assembly (fig. 4) is composed of the turbine-disk assembly,
compressor wheel assembly, shaft, stud, thrust collar, cap, key and nut. The
rotor assembly rotates in the bearings of the turbine casing assembly.
3. Turbine Inlet Assembly
The turbine inlet assembly (Fig. 5) includes the turbine inlet flange, nozzle
ring retainer, turbine shroud and nose piece (if used with single-pipe exhaust
manifold). This assembly is mounted in the turbine end of the turbine casing. The
assembly is correctly orientated by four keys. Those turbochargers used with a
four-pipe exhaust manifold have a four-port turbine inlet assembly.
4. Compressor Casing assembly
The compressor casing assembly (Fig. 6) consist of the compressor casing,
the air inlet and the diffuser. The assembly is secured to the turbine casing. The
air inlet is connected to the supply of filtered engine combustion air. The two
outlets are joined by turbocharger air discharge pipes to the intercoolers.
SYSTEMS

The turbocharger is connected to and is a part of the following

locomotive system :
Lubricating Oil
Lubricating oil is taken from the engine main header supply at the front
of the free-end cover (Fig. 7). The oil first passes through an orifice in the flange
connected to the cover. This orifice controls the rate of flow to the turbocharger.
Oil flows through a pipe and hose, and is delivered to a connection point near the
top of the turbine casing. A drilled hole-which intersects with other holesconducts oil to the two bearings. After lubricating and cooling the bearings, oil
then flows by gravity through passages in the turbine casing, through a drain
pipe down to the free-end cover, and back to the engine crankcase.
Exhaust Gas
Exhaust gases are delivered from each cylinder to the turbine end of the
turbocharger by an exhaust manifold. The exhaust gases pass through a nozzle
ring which accelerates and directs the gases towards the turbine blades (in the
rotor assy) to achieve the best utilization of energy contained in the hot gases.
After causing the turbine rotor to rotate, the exhaust gases leave the turbine
casing and pass through the exhaust stack to the atmosphere.
Engine Air
Engine air is drawn from outside the locomotive through a series of
screens, inertial cleaners and filters to the turbocharger compressor. The
compressor wheel compresses the air and discharges it at high velocity into the
diffuser. The diffuser-in turn-converts the high velocity into a pressure rise before
delivering the air to the compressor casing. The function of the compressor
casing is to further increase the pressure while directing the compressed air to
the two casing outlet. Because the air is heated during compression, the air first
must be cooled by passing through the intercoolers to further increase its
density. Then the cooled air is delivered through the air intake manifolds to each
cylinder for combustion.
Cooling Water
Cooling water is supplied by the water pump through passages in the freeend cover two holes in the top surface of this cover. These holes align with holes
in the two rear mounting feet of the turbocharger. Water is circulated through
internal passages in the turbine casing, water is discharged through two holes in
the top rear portion of the turbine casing. Water then return to the locomotive
cooling water system through a header.
Seal Air
In addition to the prevoius four system, the turbocharger has another selfcontained system called the seal-air system. The seal-air system uses a small
portion of the pressurized air produced by the compressor wheel, delivering the

air to the outboard side of both seals. This pressurized air acts as a barrier,
minimizing the loss of lubricating oil through each seal. All seal air passages are
internally drilled. Sealing air perform two additional functions. First, the air
provides some cooling to the turbine disk assembly. Second, the air produces a
force on the face of the turbine disk which partially counter-balances the forces
produced by the engine exhaust on the turbine blades and the thrust produced
by the compressor. In general, this reduces the load on the turbine-end thrust
bearing.
INSPECTION
When mounted in the locomotive, the turbocharger is a sophisticated
piece of equipment to check quickly and to quality for continued service. The
turbocharger is frequently judged to be faultly on the basis of operating crew
reports or on the basis of symptoms observed while the locomotive is being
operated during the inspection process. While the symptom noted could signify a
defective turbocharger, frequently the same symptom also can apply to other
faults on a locomotive, so many turbochargers are replaced unnecessarily. Refer
to tabel 1 for examples of symptom indicating multiple faults.
INSPEKSI PADA LOKOMOTIF
The preferred method of qualifying a turbocharger for continued service is
to observe the turbocharge perfomance ( and its effects ) while load-testing the
locomotive. Load-testing should only be performed after first establishing that
the following items are functioning and correct :
1.
2.
3.
4.
5.
6.
7.
8.

Fuel-oil injection pump racks correctly set and equal.

Fuel-oil injection pumps property timed.
Fuel-oil injection pumps and nozzles all must function.
Air-intake and exhaust manifolds no leaks.
Cylinder valve tappet clearance correctly set.
Fuel-oil filter and engine air filters clean.
Fuel linkage must move freely.
Excitation circuits must be in good order and capable of being adjusted.

OPERATIONAL CHECK
After the turbocharger work has been performed and the engine is
running, listen near the turbocharger and the exhaust stack for unusual noises,
such as parts rubing. If possible, load the engine and observe that the
turbocharger is performing its function. This will be evident by an indication of
pressure on the turbocharger air oressure gage. In general, pressure should be
above 22 psi (152 kPa) in Notch 8, depending on the engine model, and the stack
should be clear. Check the installed turbocharger for water, oil, air and exhaust
leaks, and correct if found.
CAUTION : do not allow the engine to idle for an extended period before
warming up and loading. Extended idling could cause oil leakage at the
seals, and engine souping would be aggravated.