Submarine Main Propulsion Diesels - Chapter 7

10/27/23, 2:25 PM Submarine Main Propulsion Diesels - Chapter 7
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7
LUBRICANTS AND LUBRICATION SYSTEMS
A. GENERAL
7A1. Purpose of a lubricant in a circulate as much as 40 gallons of

diesel engine. Lubricating oil in a lubricating oil per minute. This illustrates
diesel engine is used for the following how much of the lubricating oil is used
purposes: for cooling purposes.
1. To prevent metal-to-metal contact Lubricating oil that is used to form a seal

between moving parts. between piston rings and cylinder walls
or on any other rubbing or sliding surface
2. To aid in engine cooling. must meet the following requirements:
3. To form a seal between the piston 1. The oil film must be of a sufficient
rings and the cylinder wall. thickness and strength, and must be
maintained under all conditions of
4. To aid in keeping the inside of operation.
cylinder walls free of sludge and
lacquer. 2. The oil temperature attained during
operation must be limited.
A direct metal-to-metal moving contact
has an action that is comparable to a 3. Under normal changing temperature
filing action. This filing action is due to conditions the oil must remain stable.
minute irregularities in the surfaces,
and its harshness depends upon the 4. The oil must not have a corrosive
finish and the force of the contacting action on metallic surfaces.
surfaces as well as on the relative
hardness of the materials used. It is important not only that the proper
Lubricating oil is used to fill these type of oil be selected but that it be
minute irregularities and to form a film supplied in the proper quantities and at
seal between the sliding surfaces, the proper temperature. Moreover, as
thereby preventing high friction losses, impurities enter the system, they must be
rapid engine wear, and many operating removed. Diesel engines used in the
difficulties. Lack of this oil film seal present fleet type submarines use a
results in seized, or frozen pistons, centralize pressure feed lubrication
wiped bearings, and stuck piston rings. system. In this system is incorporated an
The high-pressures of air and fuel in oil cooler or heat exchanger in which the
diesel engines can cause blow-by of hot oil from the engine transfers its heat
exhaust gases between the piston rings to circulating fresh water. The fresh
and cylinder liner unless lubricating oil water is then cooled by circulating sea
forms a seal between these parts. water inside the fresh water cooler. The
heated sea water is then piped overboard.
Lubricating oil is used to assist in
cooling by transferring or carrying In order to maintain a strong oil film or
away heat from localized hot spots in body under varying temperature
the engine. Heat is carried away from conditions, a lubricating oil must have
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bearings, tops of the pistons, and other stability. Stability of the oil should be
engine parts by the lubricating oil. It is such that a proper oil film is maintained
the volume of lubricating oil being throughout the entire operating
circulated that makes cooling of an temperature range of the engine. Such a
engine possible. For example, under film will insure sufficient oiliness or film
average conditions, an 8-inch by 10- strength between the piston and cylinder
inch cylinder requires about 24 drops of walls so that partly burned fuel and
oil per minute for lubrication of the exhaust gases cannot get by the piston
cylinder wall. About 30 drops of oil per rings to form sludge.
minute normally will lubricate a large
bearing when the engine is running at 7A2. Chemistry of lubricating oils. As
high speed. Yet some engines explained in Chapter 5, lubricating oil is
the product of the fractional distillation
of crude
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petroleum. Lubricating oils obtained 5. Corrosion. The tendency of an oil to

from certain types of crude petroleum corrode the engine parts is known as the
are better adapted for diesel engine use corrosive quality of the lubricating oil.
than others, therefore it was formerly The appearance of a strip of sheet copper
highly important that the oils be immersed in oil at 212 degrees F for 3
manufactured from crudes that hours formerly was thought to indicate
contained the smallest possible the corrosive tendency of an oil. This
percentage of undesirable constituents. test, however, is not necessarily a
Modern refining methods, by criterion of the corrosive tendency of the
employing such processes as newer compounded oils, some of which
fractionation, filtration, solvent do darken the copper strip but are not
refining, acid treating, and corrosive in service. Corrosive oil has a
hydrogenation have, however, made it tendency to eat away the soft bearing
possible to produce acceptable metals, resulting in serious damage to the
lubricating oils from almost any type of bearing.
crude oil.
6. Water and sediment. Water and
7A3. Properties of lubricating oils. To sediment in a lubricating oil normally are
insure satisfactory performance a the result of improper handling and
lubricating oil must have certain stowage. Lubricating oil should be free
physical properties which are of water and sediment after leaving the
determined by various types of tests. purifier and on arriving at the engine.
These tests give some indication of
how the oil may perform in practice, 7. Acidity or neutralization number. The
although an actual service test is the neutralization number test indicates the
only criterion of the quality of the oil. amount of potassium hydroxide, in
Some of the tests by which an oil is milligrams, necessary to neutralize one
checked to conform to Navy gram of the oil tested. It is, therefore,
specifications are as follows: proportional to the total organic and
mineral acid present. The results are apt
1. Viscosity. The viscosity of an oil is to be misleading or subject to incorrect
the measure of the internal friction of interpretation, since the test does not
the fluid. Viscosity is generally distinguish between corrosive and
considered to be the most important noncorrosive acids, both of which be
property of a lubricating oil since present. The chief harm resulting from
friction, wear, and oil consumption are the presence of organic acid, which is
more or less dependent on this noncorrosive, is its tendency to emulsify

characteristic. with water. This emulsion picks up
contaminants and is a sludge which may
2. Pour point. The lowest temperature interfere with proper oil circulation. The
at which an oil will barely pour from a neutralization number of new oils is
container is the pour point. High pour generally so low as to be of no
point lubricating oils usually cause importance.
difficulty in starting in cold weather
due to the inability of the lubricating oil 8. Emulsion. The ability of an oil to
pump to pump oil through the separate from water in service is known
lubricating system. as the emulsibility of the lubricating oil.
The emulsibility of a new oil has little
3. Carbon residue. The amount of significance. Two oils that have different
carbon left after the volatile matter in a emulsifying tendencies when new, may
lubricating oil has been evaporated is have the same emulsion tendency after
known as the carbon residue of an oil. being used in an internal combustion
The carbon residue test gives an engine for a few hours. The emulsibility
indication of the amount of carbon that of an oil that has been in use for some
may be deposited in an engine. time is important.
Excessive carbon in an engine leads to
operating difficulties. 9. Oiliness or film strength. The ability of
a lubricating oil to maintain lubrication
4. Flash point. The lowest temperature between sliding or moving surfaces
at which the vapors of a heated oil will under pressure and at local high
flash is the flash point of the oil. The temperature areas is known as the
flash point of an oil is the fire hazard oiliness or film strength of the oil. Film
measure used in determining storage strength is the result of several oil
dangers. Practically all lubricating oils properties, the most important being
have flash points that are high enough viscosity.
to eliminate the fire hazard during
storage in submarine, tender, or base
stowage facilities.
130
10. Color. The color of a lubricating oil wear. In the bearings, however, the
is useful only for identification temperatures are lower and the rotation
purposes and has nothing to do with tends to create a fluid film permitting a
lubricating qualities. If the color of a lighter oil to be used. When a single
nonadditive oil is not uniform, it may lubricating system supplies oil to
indicate the presence of impurities; cylinders and bearings, it is necessary to
however, in additive lubricating oils, a compromise on an oil that will do the
nonuniform color means nothing. best job possible in both places. All
modern submarine diesel engines are of
11. Ash. The ash content of an oil is a the latter type, having a single lubricating
measure of the amount of system.
noncombustible material present that
would cause abrasion or scoring of Temperature, however, is not the only
moving parts. consideration in selecting an oil of the
proper viscosity. Clearances, speed, and
12. Gravity. The specific gravity of an pressures are also important factors.
oil is not an index of its quality, but is Their effects on required viscosity may
useful for weight and volume be summarized as follows:
computation purposes only.
13. Sulphur. The test for sulphur 1. Greater clearances always require
indicates the total sulphur content of higher viscosity.
the oil and does not distinguish
between the corrosive and noncorrosive 2. Greater speed requires lower viscosity.
forms. A certain amount of
noncorrosive sulphur compounds is 3. Greater load requires higher viscosity.
allowable, but the corrosive compounds
must be eliminated because of their The oil selected for a diesel engine is
tendency to form acid when combined therefore a compromise between a high-
with water vapor. and a low-viscosity oil. Most high-speed
engines run better using low-viscosity
14. Detergency. The ability of an oil to oils, but the viscosity must not be so low
remove or prevent accumulation of that the oil film wedge is too thin for
carbon deposits is known as its efficient lubrication. On the other hand,
detergent power. oil of a greater viscosity than necessary
should not be used because:
7A4. Viscosity of lubricating oils. The
viscosity of a lubricating oil at the 1. An oil of too great a viscosity
operating temperature in the engine is increases starting friction.
one of the most important
considerations in selecting oil, since 2. Increased friction raises oil
viscosity is the characteristic that temperatures, and thereby promotes
determines film thickness and the oxidation.
ability to resist being squeezed out. The
3. The more viscous oils usually have a
viscosity of an oil changes with
temperature. Therefore, the viscosity higher carbon residue.
should be measured at the operating 4. An oil of too great a viscosity places
temperatures of that particular part of an overload on the lubricating oil pump
the engine which the oil is to lubricate.
with a possible inadequate supply
From the viewpoint of lubrication, reaching some moving parts.
engines can be considered in two
classes, those in which the cylinders For practical purposes the viscosity is
and bearings are lubricated separately, determined by noting the number of
and those in which only one lubricating seconds required for a given quantity of
system is used. If there are separate oil to flow through a standard orifice at a
lubrication systems for cylinders and definite temperature. For light oils the
bearings, it is possible to use two viscosity is determined at 130 degrees F,
grades of oil, the heavy one for and for heavier oils at 210 degrees F. The
cylinders and a medium one for Saybolt type viscosimeter with a
bearings. The operating temperature to Universal orifice is used for determining
which the oil is subjected in the the viscosity of lubricating oils. The
cylinders is naturally much higher than longer it takes an oil to flow through the
in the bearings. Also the motion in a orifice, at a given temperature, the
cylinder is sliding, and a heavier oil is heavier or more viscous the oil is
required to provide sufficient body to considered.
prevent metallic contact and
7A5. Tests. Viscosity tests are frequently
conducted on board ship to determine the
amount of dilution caused by leakage of
fuel oil
131
into the lubricating oil system. The test

is made with a Visgage (Figure 7-1), a
small instrument consisting of two
glass tubes, each of which contains a
steel ball, and a scale calibrated to
indicate seconds Saybolt Universal
(SSU) at 100 degrees F. One of the
glass tubes is sealed and contains oil of
a known viscosity. The other has a
nozzle at one end and contains a
plunger with which the oil to be tested
is drawn into the tube. The instrument
should be warmed by hand for a few
minutes so that the temperature of the
sample oil will be the same as that of
the oil sealed in the master tube. Then,
starting with both steel balls at the zero
marking on the scale, the instrument is Figure 7-1. Visgage.
tilted so that the balls will move
through the oil. On the instant that the As shown on the chart, the dilution is
leading ball reaches the 200 marking at approximately 5 percent.
the end of the scale, the position of the
7A6. Detergent lubricating oils.
other ball in relation to its scale is
Detergent or additive oils as they are
noted. That reading indicates the
usually called, consist of a base mineral
viscosity of the sample oil in SSU at
oil to which chemical additives have
100 degrees F direct.
been added. The additive agent has the
The percentage of dilution of the following beneficial effect on the
lubricating oil by the diesel fuel oil is performance of the base lubricant:
determined by use of the viscosity
1. It acts as an oxidation inhibitor.
blending chart. This chart is essentially
a graph of oil viscosity against 2. It improves the natural detergent
percentage. Both right and left vertical property of the oil.
boundary lines are marked in terms of
viscosity SSU. The horizontal lines are 3. It improves the affinity of the oil for
divided into percentages from 0 to 100 metal surfaces.
percent. In using the viscosity blending
chart, a line is drawn between the For Navy use, heavy duty detergent
lubricating oil viscosity marked on the lubricating oils of the 9000 series are
left vertical boundary line and the used in most diesel installations. The use
diesel fuel oil viscosity marked on the of these oils in a diesel engine results in a
right vertical boundary line. This line reduction in ring sticking and gum or
represents only one particular varnish formation on the piston and other
lubricating oil viscosity. Figure 7-2 is parts of the engine. In dirty engines, a
an expanded portion of one section of a heavy duty detergent oil will gradually
viscosity blending chart with lines remove gummy and carbonaceous
drawn in for Navy symbol lubricating deposits. This material being carried in
oils most commonly used. To determine suspension in the oil will
the percent dilution of a lubricating oil,
the viscosity of a test sample of the
used oil is obtained, usually with a
Visgage. The intersection of this valve
on the chart with the line representing
the Navy symbol oil in use gives a
direct reading of the percentage of

dilution on the horizontal scale.
Example:
SSU at 100 degrees F

New lubricating oil, viscosity 550
9250
Diesel fuel oil 37
Used lubricating oil (measured by 420
Visgage)
132
Figure 7-2. Section of viscosity blending chart.
133
tend to clog the oil filters in a relatively 2. Carbon caused by the evaporation of
short time. Normally, a dirty engine oil on a hot surface, such as the underside
will be purged with one or two fillings of a piston.
of the sump, depending upon the
condition of the engine and the quantity 3. Gummy, partially burned fuel which
of the oil used. During the cleaning-up gets past the piston rings.
process, the operator should drain the
sump and clean the filter if the oil gage 4. An emulsion of lubricating oil and
indicates an inadequate oil flow. water which may have entered the
system.
In using additive or detergent type oils
the following points should be Sludge is often attributed to the breaking
considered: down of lubricating oil, but generally this
is not true.
1. All Navy approved oils are miscible.
However, to obtain the maximum Sludge gathers many dangerous
benefit from additive oils, they should ingredients, such as dust from the
not be mixed with straight mineral oils atmosphere, rust caused by water
except in emergencies. condensation in the engine, and metallic
particles caused by wear, which
2. Detergent oils on the approved list contribute to premature wear of parts and
are not corrosive. Should ground eventual break down of the engine.
surfaces be found etched, or bearings
corroded, it is probable that 7A8. Bearing lubrication. The motion
contamination of the lubricant by water of a journal in its bearing is rotary, and
or partially burned fuel is responsible. the oil tends to build up a wedge under
It is important that fuel systems be kept the journal. This oil wedge lifts the
in good repair and adjustment at all journal and effectively prevents metallic
times. The presence of water or contact. The action of the oil film is
explained in Figure 7-3 which illustrates
partially burned fuel in lubricating oil is
to be avoided in any case, whether the hydrodynamic theory of lubrication.
mineral oil or detergent oil is used. This theory, involving the complete
However, small quantities of water in separation of opposing surfaces by a fluid
the Navy symbol 9000 series oils are no film, is easily understood when the
more harmful than the same amount of mechanism of film formation in a plain
water in straight mineral oils. They will bearing is known. The diagram shows
not cause foaming nor will the first the bearing at rest with practically
additives in the oils be precipitated all of the lubricant squeezed from the
load area. Then, as rotation begins, an oil
7A7. Sludge. Almost any type of film is formed which separates the
gummy or carbonaceous material journal from the bearing. When rotation
accumulated in the power cylinder is starts with the clearance space filled with
termed sludge. The presence of sludge oil there is a tendency for the journal to
is dangerous for several reasons: climb or roll up the bearing as a wheel
rolls uphill. As the center of the bearing
1. Sludge may clog the oil pump screen does not coincide with the center of the
or collect at the end of the oil duct journal, the clearance space is in the form
leading to a bearing, thereby preventing of a crescent with its wedge-shaped ends
sufficient oil from reaching the parts to on either side of the contact or load area.
be lubricated. Because of the fact that oil is adhesive
and sticks to the journal, rotation causes
2. Sludge will coat the inside of the oil to be drawn into the wedge-shaped
crankcase, act as an insulation, blanket space ahead of the pressure area. As the
the heat inside the engine, raise the oil speed of rotation increases, more oil is
temperature, and induce oxidation. carried into the wedge by the revolving
3. Sludge will accumulate on the journal, and sufficient hydraulic pressure

underside of the pistons and insulate is built up to separate completely the
them, thereby raising piston journal and bearing. When this film has
temperatures. formed, the load on the journal tends to
4. Sludge in lubricating oil also

contributes to piston ring sticking.
Sludge is usually formed by one or a

combination of the following causes:
1. Carbon from combustion chambers.
134
Figure 7-3. Formation of bearing oil film.

cause it to drop to the lowest point. result from either a lack of sufficient
However, the pressure built up in the lubricant or the use of an improper
converging film ahead of the pressure lubricant. Lack of lubricant may be due
area tends to push the journal to the to excessive bearing wear, excessive
other side of the bearing. The wedging bearing side clearance, low oil level, low
action of the oil builds up a film oil pressure, and plugged oil passages.
pressure of several hundred pounds per Failure, due to the use of an improper oil,
square inch. The oil pump pressure, results not only from incorrect original
however, need only be sufficient to lubricant, but more frequently from
insure an adequate supply of oil to the continued use of an oil that should be
bearings. All oil openings should be in replaced. Viscosity, in particular, is
the low-pressure section of the bearing subject to change due to bearing
in order to keep the lubricating oil temperature variation, dilution by
pump pressure to a minimum. Diesel unburned fuel, and oxidation. Bearing
bearing pressures normally are not temperature variation is controlled by the
much over 1000 psi, and an oil film of proper operation of the cooling system.
straight mineral oil will usually Lubricating oils may become corrosive in
withstand pressures of over 5000 psi. service, due to contamination by products
of combustion or to inherent
The viscosity required to produce the characteristics of the oil itself. Bearing
proper oil film thickness depends on corrosion is, of course, most likely to
several factors. A rough or poor bearing occur at high temperatures.
needs a more viscous oil than a smooth,
properly fitted bearing. Bearing To insure against corrosion, the
clearances should always be enough to lubricating oil should be changed
form an oil film of the proper thickness. frequently, especially if oil temperatures
Excessive bearing clearances reduce the are high or if easily corroded bearing
oil pressure and only an excessively materials are used. A pitted bearing
viscous oil will stay between the usually indicates corrosion, which may
bearing surfaces. The greater the load be due to fuel, lubricant, or water.
on the bearing, the greater the oil
viscosity required to carry the load. On 7A9. Cylinder lubrication. The oil
the other hand, higher speeds permit a supplied to the cylinders must perform
reduction in viscosity since the high the following functions:
shaft rotation helps build up the oil film
pressure. 1. Minimize wear and frictional losses.
Bearing trouble and failure are usually 2. Seal the cylinder pressures.
attributable to improper lubrication.
This may 3. Act as coolant.
135
If no lubricant were employed, the The oil aids in cooling by transmitting

metal surfaces would rub on one heat from the piston to the cylinder wall.
another, wearing away rapidly and To fulfill this requirement the oil should
producing high temperatures. The be as light as possible, since with light
cylinder oil must prevent, as much as oils there is more movement in the oil
possible, any metallic contact by film, a condition which aids the transfer
maintaining a lubricating film between of heat.
the surfaces. Since oil body, or
viscosity, determines the resistance of 7A10. Navy specifications and symbols
the oil against being squeezed out, it for lubricating oil. The symbol numbers
might seem that the thicker the oil, the used in Navy lubricating oil classification
better. This holds true in regard to wear, tables are for the ready identification of
but there are other factors to be the oils as to use and viscosity. Each
considered The body of the oil which number consists of four digits, of which
prevents the film from being removed the first classifies the oil according to its
from the rubbing surfaces also provides use, and the last three indicate its
a drag, resisting motion of the piston viscosity. For example, the symbol 2250
and reducing the power output of the indicates that the oil is a force feed oil
engine. In addition, an oil that is too (viscosity measured at 130 degrees F)
heavy does not flow readily, and spots and has a viscosity of 250 seconds
on the cylinder walls remote from the Saybolt Universal. The following is a list
point of lubrication may remain dry, of the classification of lubrication oils as
causing local wear. Very heavy oils to use:
tend to remain too long on the piston
lands and in ring grooves. While this Series Classification Navy
condition may result in lower oil Symbol
consumption, it will eventually cause Examples
gumming due to oxidation of the oil, 1000 Aviation oils 1065,
and the final result will be sticky rings. 1080, 1100,
For cylinder lubrication, therefore, it is 1120, 1150
desirable to use the lightest possible oil
that will still keep the cylinder walls 2000 Forced feed oils 2075, 2110,
and piston lubricated. Use of a light oil (viscosity measured 2135, 2190
will result in faster flow of the oil to the at 130 degrees F)
parts requiring lubrication, reduce 3000 Forced feed oils 3065,
starting wear, and minimize carbon (viscosity measured 3080, 3100
deposits. This will result in lower fuel at 210 degrees F)
consumption, lower temperatures,
longer periods between overhauls, and 4000 Compound marine 4065

finally, lower total operating costs The engine oils
lubricating oil consumption will 5000 Mineral marine 5065,
probably be slightly higher, but the engine and cylinder 5150, 5190
saving in fuel alone will more than wall oils
make up for the additional lubricating
oil expense. 6000 Compounded steam 6135
cylinder oil (tallow)
The sealing function of the oil is tied in 7000 - -
with its lubricating property. In order to
make a good seal, the oil must provide 8000 Compounded air 8190
a film that will not be blown out from compressor
between the ring face and the cylinder cylinder oils
wall nor from the clearance space 9000 Compounded or 9110, 9170,
between the ring and the sides and back additive type heavy 9250,
of the ring groove. The effectiveness of duty lubricating oils 9370, 9500
this seal depends partly upon the size of (viscosity measured
the clearance spaces. With a carefully at 130 degrees F)
fitted engine, in which clearances are
small, a light oil can be used
successfully. If the oil is heavy enough
to provide a good seal, it will have a
good margin of safety for the
requirement usually stressed, that of
preventing metallic contact.
136
The most common lubricating oil SAE Viscosity Seconds Saybolt

classification is that known as the SAE No.
(Society of Auto motive Engineers)
classification. Since the SAE numbers At 130 At 210
are more generally used outside of the degrees F degrees F
Navy, a comparison showing the 10 90-120
viscosity limits of the various numbers 20 120-185
is given in the accompanying table.
30 185-255
40 255- 80
50 80-105
60 105-125
70 125-150
B. LUBRICATING SYSTEMS
7B1. Basic requirements of a remove any impurities as they enter the

lubricating system. Lubrication is system. In general, the basic
perhaps the most important single requirements that a lubricating system
factor in the successful operation of must meet to perform its functions
diesel engines. Consequently, too much satisfactorily are:
emphasis cannot be placed upon the
importance of the lubricating oil system 1. An effective lubricating system must
and lubrication in general. It is not only correctly distribute a proper supply of oil
important that the proper type of oil be to all bearing surfaces.

used, but it must be supplied to the
engine in the proper quantities, at the 2. It must supply sufficient oil for cooling
proper temperature, and provisions purposes to all parts requiring oil
must be made to cooling.
3. The system must provide tanks to
Figure 7-4. General arrangement of lubricating off tanks.
137
collect the oil that has been used for A filling connection is provided on the
lubrication and cooling, so that it can main deck to a five-valve filling and
be recirculated throughout the system. transfer manifold located on the
starboard side of the forward engine
4. The system must include coolers to room. This manifold is connected not
maintain the oil temperature within the only to the filling connection, but also
most efficient operating temperature directly to each of the normal lubricating
range. oil tanks and the reserve lubricating oil
tank. The oil to fill the tanks normally is
5. In order to exclude dirt and water passed through a strainer before it
from the working parts of the engine, reaches the filling and transfer manifold.
filters and strainers must be included in This oil strainer may be bypassed. A
the system to clean the oil as it drain from the bottom of the strainer
circulates. makes it possible to drain out any salt
water that might have leaked into the
6. Adequate facilities must be provided filling line through the outboard filling
on the ship for storing the required connection.
quantity of lubricating oil necessary for
extensive operation and for transferring The tanks are provided with vents and air
this oil to the engine lubricating connections from the 225-pound air
systems as needed. service lines. By the use of these lines,
lubricating oil may be blown from any
7B2. Ship's lubricating oil tanks and lubricating oil storage tank to any other
sumps. A typical lubricating oil system lubricating oil tank. Oil to be discharged
installation on recent submarines may be blown or pumped overboard
consists of three normal lubricating oil through the deck filling connection or
tanks and one reserve lubricating oil through a hose connection in the filling
tank. These tanks are located inside the line.
pressure hull adjacent to the
engineering spaces and have 7B3. Operation of engine lubricating
approximately the following capacities: oil system. Oil is drawn from the sump
Normal lubricating oil 1534 tank by the attached lubricating oil pump.
tank No. 1 gallons The discharge from this pump passes
through the lubricating oil strainer.
Normal lubricating oil 973 Between the discharge side of the pump
tank No. 2 gallons and the strainer is a relief valve built
Normal lubricating oil 1092 integral with the pump. From the strainer
tank No. 3 gallons the oil is carried to the lubricating oil
Reserve lubricating oil 1264 cooler and thence to the engine main
tank gallons lubricating oil headers. The strainer is
always placed forward of the cooler in
In addition to these storage tanks, there the system because, if the temperature of
is a sump tank under each main engine the lubricating oil is higher, its filtering
and under each of the two reduction efficiency will be greater and the power
gears. These tanks collect the oil as it necessary to force the oil through the
drains from the engine oil pans. The strainer will be less.
sump tanks are always partially filled in In most installations the lubricating oil
order to insure a constant supply of oil goes from the main lube oil headers to
to the lubricating oil pumps. As, the the engine main bearings and thence to
sump tanks are never completely filled the connecting rod bearings. The oil then
with lubricating oil, their capacity is passes through a drilled hole in the
usually indicated as 75 percent of the connecting rod up to the piston pin
actual total tank capacity. The bearing which it lubricates and sprays out
approximate capacities of the various
onto the under surface of the piston
sump tanks (at 75 percent) are: crown. Next, it drains down into the oil
drain pan, carrying away from the piston
Main engine sump tanks 382 much of the heat caused by combustion.
Nos. 1, 2, 3, 4 gallons From the oil pan, the oil drains to the
each engine sump tank from which it is
Motor and reduction gear 165 recirculated
lubricating oil sumps Nos. gallons
1, 2 each
138
Figure 7-5. Typical lubricating oil flushing and filling system.
139
Between the oil pan and the sump tank, their respective sump tanks are shown,
screens and basket type strainers may together with the piping that connects
be inserted to prevent small metallic these units with the auxiliaries necessary
particles from draining down into the for lubricating oil purification. These
sump tank. include a lubricating oil purifier,
detached lubricating oil service pump,
Lubricating oil for the main generator lubricating oil heater, and lubricating oil
bearings is also provided by the main filters. The normal path of the oil during
lubricating oil system. The oil used for purification is from the sump tanks to the
this purpose is piped from the main lubricating oil service pump thence to the
lubricating oil line, at a point just oil heater, the purifier, the filters, and
before it enters the engine oil header, to then back to the sump tanks. In actual
the tops of the generator main bearings. installations, the filling and flushing and
From the bottoms of the bearings, the the purifying systems are combined in
oil drains back to the sump tank, either one system. For clarity the systems are
directly or through the engine oil separated as shown in Figures 7-5 and 7-
system. 6.
The attached lubricating oil pumps are The lubricating oil pumps are designed to
driven directly by the engines and deliver considerably more oil than is
therefore cannot be used for priming normally required to pass through the
the lubricating oil system before engines. This insures sufficient
starting. For this purpose, detached lubrication when changes in the rate of
lubricating oil service pumps are oil flow occur because of cold starting,
provided, one in each engine room. changes in speed, changes in viscosity of
These pumps should be started the oil due to heat, or increases in bearing
approximately five minutes before clearances.
starting an engine. When an engine has
been started and its attached pump is Pressure gages are placed in the system
supplying oil to the engine system, the to indicate the pressures of the
service pump may be shut down. The lubricating oil entering the strainer,
service pumps may also be used to leaving the strainer, and entering the
circulate lubricating oil to cool an engine. Through a change in pressure
engine after it has been stopped. readings at these gages, troubles such as
air binding of pumps, broken supply
Figure 7-5 shows a typical lubricating lines, or dirty strainers may be localized
oil flushing and filling system in one and remedied.
engine room. In this system the
detached lubricating oil service pump The lubricating oil is cooled by fresh or
may be used to prime the engine salt water circulating through an oil
lubricating oil systems prior to starting, cooler. The pressure of the lubricating oil
to replenish the sump tanks from the is higher than the pressure of the water so
normal lubricating oil stowage tank, that, in the event of a leak, water cannot
and possibly to flush out the engine enter the oil system.
lubricating oil system when necessary.
When the system is used for priming, 7B4. Detached lubricating oil service
the detached service pump takes a and standby pumps. All fleet type
suction from the sump tank and submarines use a detached lubricating oil
discharges the oil into the engine service pump in each engine room for the
lubricating oil system at the discharge purpose of supplying the purifier, filling
side of the attached lubricating oil the sump tanks from the storage tanks,
pump. When the detached pump is used and for flushing and priming the engine
for replenishing the sump tanks, it takes lubricating oil system. These ships also
a suction from the normal lubricating have a standby pump located in the
oil tank and discharges the oil to either maneuvering room for the purpose of
sump tank as necessary. filling the lubricating oil storage tanks,
discharging used oil from the ship, and
Lubricating oil may be purified by for transferring oil from one tank to an
drawing the oil from the sump tanks other. This pump also serves to supply
with the service pump and discharging the main motor bearings and reduction
the oil back to the sump tanks through a gears in the event that the oil pressure in
purifier. Figure 7-6 illustrates a typical that system drops below the safe
main engine lubricating oil purifying operating limit, or the reduction gear
system for one engine room. Two sump pumps become inoperative. Both
engines and the
140
Figure 7-6. Typical main engine lubricating oil purifying system in one engine room.
141
detached service and standby pumps lubricating oil purifying system on the
are of the positive displacement type, discharge side of the purifier. Various
driven by electric motors. types of strainers and filters may be
found in service. Some strainers consist
7B5. Lubricating oil coolers. The oil of an element of edge-wound metal
cooler is a Harrison radiator heat ribbon, others use a series of edge type
exchanger. This cooler is made up of a disks. Filters may employ absorption
tube bundle or core and an enclosing type cellulose, waste, or wound yarn
case. The tubes are oblong and each elements which are replaced when dirty.
tube encloses a baffled structure which A few of the commonly used strainers
forms a winding passage for the flow of and filters are described in the following
oil. The tubes are fastened in place with paragraphs.
a header plate at each end and with an
intermediate reinforcement plate. These b. Edge disk type strainer. The edge disk
plates are electroplated with tin. The type of lubricating oil strainer consists of
tube and plate assembly is mounted in a an assembly of thin strainer disks
bronze frame by means of which the separated slightly by spacer disks. The
tube bundle is fastened to the covers on lower end of this assembly is closed and
each end of the casing. the upper end is open to the strainer
discharge. The oil comes into the strainer
The header plates, at the end of the and is forced through the strainer disks
tubes, separate the water space in the into the center of the strainer assembly.
casing from the lubricating oil ports in The oil then passes up through the
the end covers. The lubricating oil assembly and out the top of the strainer.
flows through the tubes in a straight In passing through the strainer, the oil
path from one cover port to the other. must pass through the slots between the
The intermediate tube plate acts as a strainer disks. In the bottom of the
baffle to form a U-shaped path for the strainer element a relief valve is provided
water, which flows around the outside to avoid the possibility of excess pressure
of the tubes, from one opening in the building up in the strainer should the
bottom of the casing to the other. slots become filled with foreign matter.
This relief valve bypasses the oil up
All the lubricating oil coolers are through the center of the strainer element
provided with zincs which act as and out the strainer discharge. The valve
electrodes. Electrolytic action is always is set to open when the differential
present in all water systems on a pressure reaches 10 psi. The
submarine, and these electrodes allow disadvantage of this relief valve is that its
the zinc rather than the cooler tubes to functioning allows any foreign matter
be eaten away. Zincs are mounted on that may have collected in the bottom of
removable plates and should be the strainer to pass to the discharge side
replaced when they show marked of the strainer and into the lubricating oil
deterioration. system.
In all cooling systems it is a universal When the assembly is turned by means of
rule that the pressure of the liquid the external handle, the solids that have
cooled be greater than that of the lodged against or between the disks are
cooling agent. In a lubricating oil carried around until they meet the
cooler this means that the pressure of stationary cleaner blades. The stationary
the lubricating oil should be greater cleaner blades comb the solids clear of
than the pressure of the fresh or salt the strainer surface. The solids are
water, whichever is used. If a leak compacted by the action of the cleaner
should develop in the system, the water blades and fall into the sump where they
would then be prevented from leaking are filtered out of the stream of incoming
into the lubricating oil. oil. To keep the strainer in its clean and
free filtering condition, the external
7B6. Lubricating oil strainers and handle is given one or more complete
filters. a. General. Strainers and filters turns in a clockwise direction at frequent
are incorporated in the lubricating oil intervals. It is therefore not necessary to
system for removal of foreign particles. break any connections or interrupt the
In most installations the oil is passed flow of oil through the strainer to clean
through two strainers located forward the strainer unit.
of the cooler. Filters generally are
located in the
142
Figure 7-7. Cutaway of latest type Harrison heat exchanger.
Figure 7-8. Cutaway of older type Harrison heat exchanger showing internal construction.
143
Figure 7-9. Edge disk type oil strainer.

If the handle turns hard it indicates that This strainer, manufactured by the
the strainer surfaces have heavy Purolator Company, is so constructed that
deposits of solids on them. The handle the oil required by the engine is
should be turned frequently; there is no continuously filtered except when its
danger of turning the handle too often filtering element must be removed for
as there are no parts to wear out. If the cleaning or servicing. When this is done,
strainer cannot be cleaned by turning, the control valve handle is turned to the
the head and disk assembly must be bypass position. This shunts the oil flow
removed and soaked in a solvent until through the filter head, permitting
the solids have been removed. A removal of the element without
wrench or other type of tool should interruption of oil flow to the engine.
never be used to turn the strainer Under normal conditions the oil comes
handle. During periods of overhaul the into the strainer and surrounds the ribbon
head and disk assembly should be element. It then passes through and up
removed and the disk assembly rinsed the center of the strainer element to the
in a clean solvent. The disk assembly outlet passage. One complete turn of the
should never be disassembled. If it is in cleaning handle on top of the element
such a condition as to warrant rotates the element winding, and foreign
disassembly it should be replaced with material is removed from the element.
a new unit. When cleaning the disk The element consists of a cage of
assembly, the strainer body and sump accurately spaced slots or perforations
should be thoroughly drained and covered with a continuous, closely
cleaned. Extreme care is necessary compressed coil of stainless steel wire.
when cleaning the strainer, to prevent The wire is passed between rollers to
injury to the strainer element and the produce a wedge-shaped wire or ribbon,
introduction of dirt and foreign material one edge thicker than the other. On one
into the clean side of the strainer. side, projections are spaced at definite
intervals while the other
c. Edge-wound metal ribbon type
strainer.
144
side is smooth. The projections on one The pressure drop through the strainer is
side of the wire touch against the an indication of the condition of the
smooth side of the wire on the next coil straining element. When the pressure
to provide a spacing of approximately drop becomes abnormal and cannot be
0.005 inch. The thick edge of the wire reduced by turning the cleaning handle,
is on the outside of the coil so that a the strainer element should be removed
tapered slot is formed through the coil, and cleaned with an approved solvent.
with the narrowest part of the slot on Care must be taken to prevent entrance of
the outside. This insures that the dirt dirt to the inside of the element while it is
particles small enough to pass the being washed. The strainer element
outside, or narrowest point will not should not be cleaned with a wire brush
become stuck halfway and clog the oil or a scraper. The drain plug may be
flow. The dirt removed from the oil removed when the element is bypassed,
remains on the outside and can readily thereby making it possible to drain out
be removed by rotation of the cleaning sludge and foreign material from the
handle. bottom of the strainer.
The control valve handle on the strainer Most filters of this type have a relief
operates the bypass valve. When the valve installed in the lower end of the
handle is element. This valve lifts when there is a
differential pressure of 7 to 10 psi. This
design makes it possible for dirt to be
bypassed to the clean side of the filter;
therefore foreign matter must not be
allowed to accumulate in the filter
housing.
d. Absorption type filter. The absorption

type filter consists of a number of
cellulose, waste, or wound yarn filter
elements supported in a steel container.
The steel container is partitioned so that
oil entering the tank completely
surrounds all filter elements. A pressure
relief valve mounted in the partition is
permanently set to maintain the correct
pressure differential across the filter for
Figure 7-10. Cutaway of edge-wound proper clarification. Oil in excess of the
metal ribbon type oil strainer. set pressure (usually about 20 psi) is
discharged through the valve and the
in the ON position, the lubricating oil is filter outlet from which it returns to the
flowing through the strainer. When the sump tank for recirculation.
handle is in the BYPASS position, the
oil is flowing directly through the head Filters of this type vary considerably in
of the unit, and the strainer case and design and construction but are similar in
element can be removed and cleaned. operating principle. Some designs
The ON and BYPASS positions are employ only two large filter elements,
indicated on the strainer head. while others may have over twenty. The
location of the partition and the position
of the relief valve and the inlet and outlet
openings also vary depending upon the
make and model of the filter.
7B7. Lubricating oil clarifier. a.

General. Clarification of the lubricating
oil is accomplished by the Sharples
centrifuge which also serves as the fuel

oil purifier (Section 5C4). The machine
is set up as a clarifier by installing
145
Figure 7-11. Absorption type filter.

a clarifier sleeve, or ring dam, on the Tension on the belt is maintained by an
top of the bowl, thus closing the outlet idler pulley.
passage through which the water is
discharged. The term clarifier is The lower end of the bowl is entered into
applied to the machine when it is set up a drag bushing mounted in the drag
to discharge a single liquid from which assembly. This is a flexibly mounted
solid matter has been removed by guide bushing. In side the bowl is a
centrifugal force. If the machine is set three-wing partition consisting of three
up to separate two liquids from solid flat plates equally spaced radially. The
matter and from each other (such as oil three-wing partition rotates with the bowl
and water in a fuel oil purifier) it is and its purpose is to force the liquid in
called a separator. The machine is the bowl to rotate at the same speed as
usually set up as a separator for fuel oil the bowl. The liquid to be centrifuged is
purification and as a clarifier for fed into the bottom of the bowl through
lubricating oil purification. the feed nozzle under pressure so that it
jets into the bowl in a stream. For
The lubricating oil purifier consists lubricating oil clarification the three-
essentially of a rotor, or bowl, which wing partition has a cone on the bottom
rotates at high speeds. It has an opening against which the feed jet strikes to bring
in the bottom to allow the dirty the liquid up to speed smoothly without
lubricating oil to enter and two sets of making an emulsion. This cone is not
openings to allow the oil and water or necessary for fuel oil separation since
the water by itself to discharge. The fuel does not have the tendency to
bowl, or hollow rotor, of the centrifuge emulsify.
is connected by a coupling unit to a
spindle which is suspended from a ball b. Operation. When a mixture of oil,
bearing assembly. The pulley of this water, and dirt stands undisturbed,
bearing assembly is driven by an gravity tends to effect a separation into
endless belt from an electric motor an upper layer of oil,
mounted on the rear of the frame.
146
an intermediate layer of water, and a holes of the bowl may be so arranged that
lower layer of the solid. When the water can be drawn off and discharged
mixture is placed in a rapidly revolving into the upper cover. The solids will
centrifugal bowl, the effect of gravity is deposit against the wall of the bowl, to be
negligible in comparison with that of cleaned out when necessary or as
centrifugal force, which acts at a right operations permit.
angle to the vertical axis of rotation of
the bowl. The mixture tends to separate If an oil contains no moisture, it need
into a layer of solids against the only be clarified, since the solids will
periphery of the bowl, an intermediate deposit in the bowl, and the oil will
layer of water, and a layer of oil on the discharge in a purified state. If, however,
inner surface of the water. The the oil contains some moisture, the
discharge continued feeding of wet oil to the bowl
Figure 7-12. Cross section of Sharpies purifier.
147
results eventually in a bowl filled with through the purifier will result merely in
water, and from that time on, the less efficient purification. Decreasing the
centrifuge is not accomplishing any viscosity of the oil by heating is therefore
separation of the water from the oil. one of the most effective methods of
Even before the bowl is completely facilitating purification.
filled with water, the presence of a
layer of water in the bowl reduces the The capacity rating of the centrifuge is
based on the use of 2190 oil at 130
depth of the oil layer. As a result, the degrees F, which represents a viscosity of
incoming oil passes through the bowl at approximately 200 SSU. For good results
a very high velocity. This higher no oil should be purified at a higher
velocity means that the liquid is under viscosity than this and other oils may
centrifugal force for a shorter time, and need to be heated above 130 degrees F to
the separation of water from the oil is, reach 200 SSU. (See temperature table
therefore, not so complete as it would below.)
be if the bowl were without the water
layer, or if the water layer were a A reduction in the pressure at which the
shallow one. Because of this, the oil is forced into the centrifuge will
centrifuge should not be operated as a increase the length of time the oil is
clarifier unless the oil contains very under the influence of centrifugal force,
little or no water. A small amount of and therefore will tend to Improve
water can be satisfactorily accumulated, results. The effective output of the
together with the solids, to be drained machine in any case will depend on
out when the bowl is stopped for viscosity, pressure, the size of the solid
cleaning, but if there is any appreciable particles, the difference in specific
amount of water in the oil, the bowl gravity between the oil and the water,
should be operated as a separator. and the tendency of the oil to emulsify. If
a used lubricating oil contains no water,
The length of time required to clarify but merely metallic particles, it may be
lubricating oil is determined to a great cleaned at a higher rate (high input
extent by the viscosity of the oil. The pressure). If the same oil contains a large
more viscous the oil, the longer it takes percentage of water, and has a tendency
to purify it to a given degree of purity. to emulsify, the input pressure will
The use of a pressure in excess of that necessarily have to be lower to obtain the
normally used to force a high-viscosity required degree of purity.
oil
TEMPERATURE TABLE
Oil, Temperature* Oil, Temperature* Oil, Temperature*
Navy in degrees F Navy in degrees F Navy in degrees F
symbol symbol symbol
1042 89 2135 116 5065 143
1047 102 2190 129 5150 190
1065 137 2250 142 5190 209
1080 151 3050 119 6135 192
1100 166 3065 135 7105 173
1120 179 3080 154 8190 128
1150 190 3100 163 9170 123
2075 92 3120 180 9250 140
2110 95 4065 140 9370 158
* Minimum temperature of oil to obtain viscosity of 200 SSU
C. GENERAL MOTORS LUBRICATING SYSTEM
Oil for the GM lubricating system is passes it through a safety relief valve at
circulated by the positive displacement the discharge side of the pump, then
attached lubricating oil pump driven through a lubricating oil strainer and a
through the camshaft drive gear train. cooler. From the cooler, the oil enters the
This pump draws oil from the sump engine's main lubricating oil manifold.
tank, After circulating through the various
148
Figure 7-13. Lubricating oil system, GM.

passages in the engine, the oil drains inlet. A bypass line with a relief valve is
into the engine oil pan and then back provided to bypass the cooler when for
into the sump tank from which it is any reason the cooler cannot handle the
recirculated. full flow volume. This bypass is also
used when cooling of the oil is not
Oil for the generator bearings is taken required, as when starting an engine in
from the lubricating oil piping between cold weather.
the cooler and the engine inlet. When
the engine is running, the bearing Engines on SS 313 to 318 have a relief
drains are placed under a suction head valve set at 80 psi. All other engines for
by the attached generator bearing the SS 313 Class have a 30-pound
scavenging pump to prevent flooding of differential pressure relief valve. The 80-
the main generator bearings. The plug pound relief valve is not considered
cock in the gravity drain line leading satisfactory for this service.
from the generator bearings to the sump
tank is closed and the oil is drawn from Duplex type pressure gages are provided
the bearing drains into the engine in the system to register the oil pressure
lubricating system, whence it drains at the engine inlet and at the inlet and
into the oil pan and back to the sump outlet of the lubricating oil strainer. The
tank. Before starting, or when flushing system is provided with a low-pressure
the engine with the detached lubricating alarm consisting of a pressurestat at the
oil service pump, the plug cock in the engine inlet which energizes a horn and
gravity drain line is opened, permitting light whenever the oil intake drops to 15
the oil to drain directly into the sump psi or less. Continuous reading type
tank. thermometers indicate the temperature of
the oil drain from the engine and the
Mercury type thermometers are located generator bearings.
at the lubricating oil cooler inlet and at
the engine
149
Figure 7-15. Crankshaft oil passages,

GM.
7C2. Engine lubricating system. The Figure 7-16. Piston and piston pin
lubricating oil enters the engine at a lubrication and cooling, GM.
connection on the control side of the
camshaft drive housing. The relief chamber. The sealing assembly consists
valve ahead of the inlet keeps the of a bronze oil seal saddle which rides on
pressure of the oil at 40-50 psi. Any oil the machined top of the connecting rod
bypassed by the relief valve returns to and is held against the connecting rod by
the camshaft drive housing from which a spring. The heated oil overflows
it drains to the oil pan. through two openings in the integral
baffle and down to the oil pan from
From the engine inlet connection, the which it drains to the sump tank.
oil flows to the main lubricating oil
manifold which extends the length of The lubricating oil for the camshaft drive
the engine and is bolted to the bottom gear train is supplied by branch lines
of the main bearing supports. The oil from the main lubricating oil manifold.
flows from the manifold up through These branch lines conduct oil to the
drilled passages in the supports to each lubricating oil distributor block on each
main bearing. The crankpin bearings side of the camshaft drive housing. From
are lubricated with oil that is received each of the distributor blocks a pipe
from the adjacent main bearings supplies oil to each camshaft drive gear
through oil passages in the crankshaft. bearing. The drilled camshafts are
A drilled passage in the connecting rod supplied with oil through passages in the
conducts this oil to the piston pin camshaft gear hubs and the camshaft
bearing and to the piston cooling drive sleeves. The oil then passes through
chamber formed by an integral baffle the hollow camshafts and supplies the
under the piston crown. Lubricating oil camshaft bearings by radial holes
under pressure flows from the top of through the camshaft bearing journals.
the connecting rod, through an oil Oil for lubricating the rocker levers and
sealing assembly and into the cooling cam rollers flows through a tube from the
camshaft bearing cap at each
150
Figure 7-14. ENGINE LUBRICATING SYSTEM, GM.
Figure 7-17. Camshaft drive lubrication, GM.
151
Figure 7-18. Attached lubricating oil pump, GM.

engine cylinder. This oil also lubricates Oil from the cylinder heads and valve
the valve assemblies. The oil flows operating gear drains through the
from the end of the camshafts down the micrometer link passages to the control
camshaft drain tubes to the engine oil shaft compartment and thence through
pan. tubes to the crankcase.
Each rocker lever assembly is A manifold, bolted to the blower end of

lubricated with oil that is received from the main lubricating oil manifold,
an adjacent camshaft bearing. The oil supplies the lubricating oil for the blower
flows from the top of the camshaft gears and bearings, and the accessory
bearing through a tube to the plate drive gears and bearings. The manifold
connection that is fastened to one end carries oil to the blower rear end plate, to
of the rocker lever shaft. From this the blower front end plate, and the
connection, the oil flows through accessory drive housing. Steel tubing cast
drilled passages in the rocker lever into the ribs of the end plates and the
shaft to the three bearings in the rocker housing carries the lubricating oil to the
lever hubs. blower drive gear bearings and to the
gear bearings in the accessory drive.
A drilled passage in each of the rocker Excess oil drains through the lower
lever forgings conducts the lubricating blower housing into the oil pan.
oil from a hole in the hub bushing to
the camshaft end of the lever. The The engine main lubricating system also
rocker lever motion permits oil to flow furnishes lubricating oil to the overspeed
intermittently under pressure from the governor. When the engine speed
hole in the shaft, through one hole in exceeds a predetermined limit, this
the bushing and rocker lever to the cam lubricating oil is pumped under pressure
roller. The bearing in each of the cam to the overspeed injector lock on each
rollers receives oil through drilled holes cylinder head and prevents the injector
in the roller pin and in the bearing from operating.
bushings.
152
7C3. Attached lubricating oil pump. the oil pump drive gear. The camshaft
The lubricating oil pump used for the drive gear meshes with the oil pump
GM pressure lubricating system is drive gear to operate the pump.
mounted on the camshaft drive housing
cover and is a positive displacement A spring-loaded pressure safety valve is
helical spur gear type pump. frequently attached to the lubricating oil
pump to prevent the lubricating oil
The lubricating oil pump body and pressure in the system from exceeding a
body base are bronze castings. The spur safe operating pressure, The spring
gears and shafts are integral forgings pressure is adjusted with a regulating
and the shafts revolve on bronze screw which is enclosed by a cover on
bushings which are pressed into the the valve head. The regulating screw is
housing and cover, the cover being used adjusted so that the valve opens when the
to close the outside of the body. lubricating oil discharged from the pump
reaches a gage pressure of 90 pounds.
The spur gear that does the driving has The bypassed oil is returned to the
its shaft extended and splined to fit into suction side of the pump.
the hub of
D. FAIRBANKS-MORSE LUBRICATING SYSTEM
7D1. General description. The a low-pressure alarm signal whenever the

lubricating oil system outside the lubricating oil pressure drops to 15 psi or
engine in an F-M installation is similar less.
to the GM system described in section
7C1. Lubricating oil is drawn from the The coolers may be bypassed if the
sump tank by the attached positive operating conditions warrant. In this
displacement gear pump mounted on a bypass line a spring-loaded pressure
plate at the control end of the engine relief valve, set to open at a pressure of
and driven by the lower crankshaft 45 psi, is installed. This bypass and relief
through gears and a flexible coupling. valve insures circulation of the oil should
From the attached pump, the oil is its viscosity be such as to cause a
passed through a strainer and two restricted flow through the coolers.
coolers. Leaving the coolers, the oil is
piped to the engine where it enters the 7D2. Engine lubricating system.
lower lubricating oil header through an Entering the lower lubricating oil header
inlet flange. A pipe connection ahead of from the inlet near the control end, the oil
the engine inlet supplies lubricating oil flows through the lower header toward
to the generator bearings. After the blower end. There, a vertical pipe
circulating through the engine, the carries the oil to the upper header. Both
lubricating oil drains into the engine oil headers extend longitudinally the entire
pan and back to the sump tank for length of the engine.
recirculation. Oil from the generator
bearings returns directly to the sump Through supply pipes from both lower
tank. and upper headers, oil is forced to each
main bearing, and thence, through tubes
An electrical resistance thermometer swedged into the crankshaft, to each
bulb is installed in the lubricating oil crankpin bearing. From each crankpin
line between the pump and the strainer. bearing, oil passes through the drilled
Temperature of the oil at this point is passage in the connecting rod to the
indicated on a gage mounted on the piston pin bearings and to the piston oil
engine gage board. This gage board cooling pockets.
also supports a duplex type pressure
gage which indicates the pressure of the The surfaces between the thrust shells
oil in the line between the strainer and and the crankshaft flanges are lubricated
the attached pump and in the line ahead through openings in the thrust bearing
of the engine inlet. Also near the shells.
lubricating oil inlet to the engine is a
The cooling oil from each lower piston is
mercury bulb thermometer and a
pressure static contact maker which discharged through the lower piston
closes a circuit to energize cooling oil outlet into the oil pan. Oil
from each upper
153
Figure 7-19. Lubricating system, F-M.

piston is discharged through the upper oil which is carried by the air to lubricate
piston cooling outlet into the the air start check valves.
compartment around the tipper ends of
the cylinders. This oil can drain either The drive bushings of the pump flexible
to the blower or to the control end of drive (on the control end of the lower
the engine and then down to the oil pan. crankshaft) receive lubrication through
an opening in the lower crankshaft from
The two camshafts receive lubrication the control end main bearing.
from the upper oil header. Oil enters the
hollow camshafts through the camshaft Oil from the upper engine compartment
bearing at the control end of the engine, enters the injection pump housing and
and small openings at each bearing lubricates the tappet assembly. The
journal allow oil to reach the camshaft excess oil is drained through leads to a
bearing surfaces. An opening in the end return header which conducts the oil to
of each camshaft, and excess oil from the control end compartment.
the No. 1 main bearing, supply oil to
the timing chain at the control end of The blower drive gears are lubricated by
the engine. The oil spray from the sprays of oil from special nozzles located
timing chain provides lubrication for on each side of the centerline of the
the bearings of the idler sprockets, for engine. These nozzles are attached to the
the control mechanisms, drive gears, oil piping connecting the lower and upper
and bearings of the governor, and for oil headers.
the water, fuel, and lubricating oil
pumps. Spray from the timing chain The blower flexible drive gear is
also lubricates the air start distributor lubricated through openings in the drive
and the air start control valve located in spider. Oil is brought to these openings
the lower part of the control end from the nearest main bearing by means
compartment. The air start distributor of drilled passages in the upper
valves admit a minute quantity of crankshaft.
154
Figure 7-20. ENGINE LUBRICATING OIL CIRCULATION. F-M.
Figure 7-21. Sectional views of F-M piston showing oil passages.
Figure 7-22. Thrust bearing oil passages, F-M.
155
The inner and outer blower impeller

bearings are lubricated by branches and
oil tubes from the upper oil header.
The vertical drive gears and pinions are

lubricated by a spray of oil from nozzles
connected to the upper and lower oil
headers by
Figure 7-23. Piston assembly oil

passages, F-M.
Figure 7-24. Oil supply to camshafts, F-

M.
Figure 7-25. Camshaft and camshaft bearing lubrication, F-M.
156
Figure 7-26. Drive end of attached lubricating oil pump, F-M.
Figure 7-27. Gear end of attached lubricating oil pump, F-M.
157
tubes. Other tubes supply oil to the spring-loaded relief valve, set at 50 to 60
vertical drive pinion shaft roller and pounds pressure, is located in the
thrust bearings. discharge opening of the pump body.
Having performed its various functions. The impeller shafts are supported on
the lubricating oil drips down into the bearings pressed into the bearing plates.
oil pan below the lower crankshaft. The inner and outer wearing plates are
From the oil pan, the oil drains into the located against the inner surfaces of the
sump tank from which it is recirculated. bearing plates and provide a clearance of
0.002 to 0.004 inch between the wearing
7D3. Attacked lubricating oil pump. plates and the impellers. The longitudinal
The attached lubricating oil pump used clearance between the impellers and the
in the F-M pressure lubricating system pump body is 0.003 to 0.0045 inch. The
is mounted on a pump mounting plate driver timing gear is pressed on the end
on the control end of the engine. It is of the driver impeller shaft and the driven
driven, through gears and a flexible timing gear is pressed on the end of the
coupling, by the lower crankshaft. The driven impeller. Both timing gears are
pump is a positive displacement enclosed within the pump cover. The
herringbone (impeller) gear type and drive coupling is attached to the end of
consists essentially of a pump body, a the driver impeller outside the outer
driver and driven timing gear, a driver bearing plate.
and driven impeller, inner and outer
wearing plates, and inner and outer
bearing plates. A
158
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10/27/23, 2:25 PM Submarine Main Propulsion Diesels - Chapter 7

About Education Events USS Pampanito Support Visit

7A1. Purpose of a lubricant in a circulate as much as 40 gallons of

1. To prevent metal-to-metal contact Lubricating oil that is used to form a seal

petroleum. Lubricating oils obtained 5. Corrosion. The tendency of an oil to

more or less dependent on this noncorrosive, is its tendency to emulsify

into the lubricating oil system. The test

direct reading of the percentage of

SSU at 100 degrees F

Figure 7-2. Section of viscosity blending chart.

3. Sludge will accumulate on the journal, and sufficient hydraulic pressure

4. Sludge in lubricating oil also

Sludge is usually formed by one or a

1. Carbon from combustion chambers.

Figure 7-3. Formation of bearing oil film.

If no lubricant were employed, the The oil aids in cooling by transmitting

longer periods between overhauls, and 4000 Compound marine 4065

The most common lubricating oil SAE Viscosity Seconds Saybolt

7B1. Basic requirements of a remove any impurities as they enter the

important that the proper type of oil be to all bearing surfaces.

3. The system must provide tanks to

Figure 7-4. General arrangement of lubricating off tanks.

Figure 7-5. Typical lubricating oil flushing and filling system.

Figure 7-7. Cutaway of latest type Harrison heat exchanger.

Figure 7-9. Edge disk type oil strainer.

d. Absorption type filter. The absorption

7B7. Lubricating oil clarifier. a.

centrifuge which also serves as the fuel

Figure 7-11. Absorption type filter.

Figure 7-12. Cross section of Sharpies purifier.

C. GENERAL MOTORS LUBRICATING SYSTEM

Figure 7-13. Lubricating oil system, GM.

Figure 7-15. Crankshaft oil passages,

Figure 7-14. ENGINE LUBRICATING SYSTEM, GM.

Figure 7-17. Camshaft drive lubrication, GM.

Figure 7-18. Attached lubricating oil pump, GM.

Each rocker lever assembly is A manifold, bolted to the blower end of

D. FAIRBANKS-MORSE LUBRICATING SYSTEM

7D1. General description. The a low-pressure alarm signal whenever the

Figure 7-19. Lubricating system, F-M.

Figure 7-20. ENGINE LUBRICATING OIL CIRCULATION. F-M.

Figure 7-21. Sectional views of F-M piston showing oil passages.

Figure 7-22. Thrust bearing oil passages, F-M.

The inner and outer blower impeller

The vertical drive gears and pinions are

Figure 7-23. Piston assembly oil

Figure 7-24. Oil supply to camshafts, F-

Figure 7-25. Camshaft and camshaft bearing lubrication, F-M.

Figure 7-26. Drive end of attached lubricating oil pump, F-M.

Figure 7-27. Gear end of attached lubricating oil pump, F-M.

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