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12 AUXILIARY ENGINES A. GENERAL MOTORS 8-268 AND 8-268A ENGINES 12A1. General. The General Motors 8- 268 or 8-268A engine is used on board modern submarines as an auxiliary engine. It is located in the lower flats of the after engine rooms, and may be used for directly charging the batteries or carrying the auxiliary load, and indirectly for ship propulsion. The GM 8-268 is an 8-cylinder, in-line, 2-cycle, air started engine rated at 300 kw generator output at 1200 rpm. In general, the individual parts of the engine are similar to, but smaller than the corresponding parts in the GM 16- 278A. For example, the camshafts, exhaust valve and rocker lever assemblies, injectors, pistons, cylinders, liners and connecting rods are almost miniature replicas of the 16-278A parts. The main differences between the engines appear in the construction and design of the various systems such as the scavenging air, exhaust, lubricating oil, and fuel oil systems, as well as in the fact that the 8-268 is an in-line engine. 12A2. Engine stationary and moving parts. a. Cylinder block. The cylinder block is the main structural part of the engine. It is composed of forgings and steel plates welded together, combining strength with light weight. The upper and lower decks of the cylinder block are bored to receive the cylinder liners. The space between the decks is the scavenging air chamber. The bore in the lower deck is constructed with a groove which serves as a cooling water inlet for the liner. The cylinder liners are located in the cylinder block by means of dowel pins in the upper deck. The camshaft bearing lower support is an integral part of the cylinder block located at the extreme top of the block. The bearing cape and bearing supports are match-marked and must be kept access to the crankcase. Eight are located on one side and seven on the other. The remaining handhole is covered by the air maze which may be moved. Seven of the covers are of the safety type, each having four spring-loaded plates, which in an emergency, relieve any undue pressure in the crankcase. The main bearings are lubricated from the lubricating oil manifold located in the crankcase. b. Crankshaft. The crankshaft is a heat- treated steel forging finished all over, having eight connecting rod throws or crankpins 45 degrees apart. The crankshaft is held in the cylinder block by nine main bearing caps. The bearing at the drive end of the engine acts as a combination main and thrust bearing. Lubricating oil is supplied under pressure from a main manifold located in the crankcase, and is forced through tubes to the crankcase crossframes, where it flows through oil passages to the main bearings. From the main bearings the oil flows through drilled holes, in the crankshaft to the adjoining crankpin and lubricates the connecting rod bearing. The combination main and thrust bearing journal No. 9 is not connected by drilled holes to a crankpin. There is a 1/4-in. diameter radial oil hole in the surface of this journal into which a capscrew, with the head ground off enough to clear the bearing seat, may be inserted for rolling out the upper shell. c. Elastic coupling. The power from the engine crankshaft is transmitted through spring packs from the inner spring holder of the elastic coupling, or flywheel, to the outer spring holder, and from there through the driving disk to the generator armature shaft flange. A pilot on the end of the crankshaft fits into a ball bearing in the armature shaft. The turning gear pinion engages a ring gear shrunk on the together. The forged transverse members in the bottom of the cylinder block form the main crankshaft upper bearing seats. Again the bearing caps and bearing supports are match-marked and must be kept together. Fifteen removable handhole covers permit rim of the outer spring holder. The inner cover of the elastic coupling, through which the camshaft gear train is driven, is fastened to the outer spring holder. A helical 230 Figure 12-1. Blower end control side of GM 8-268 auxiliary engine. Figure 12-2. Blower end exhaust header side of GM 8-268 auxiliary engine. 231 Figure 12-3. Longitudinal cross section of GM 8-268 auxiliary engine. 232 Fi gure 12-4. Transverse cross section of GM 8-268 auxiliary engine. 233 Figure 12-5. Cutaway of frame, GM 8- Figure 12-6. Lubrication of main bearings, GM 8-268 268. internal gear, cut in the inner bore of the elastic coupling cover, meshes with the crankshaft gear, forming a splined drive connection to the crankshaft gear which has a loose mounting on the crankshaft. The bearing bore of the crankshaft gear. hub receives oil that flows from the adjacent main bearing through passages in the crankshaft. The parts of the elastic coupling are lubricated with the oil that flows from the bearing bore of the crankshaft gear hub. d. Main bearings. Each main bearing consists of an upper and a lower double-flanged, bronze-backed, precision bearing shell. The centrifugally cast lining is a high lead bearing metal called Satco which contains a special hardener. The lower shell is mounted in the bearing cap and the upper shell in its seat in the cylinder block crossframe. The joint faces of the upper and lower bearing shells project a very small amount above the seat and cap. That is to insure that the backs of the shells will be forced into full contact when the cap is fully tightened. A drilled hole in the lower shell fits on a dowel pin in the cap. The dowel pin locates the lower shell in the bearing cap and prevents both the upper and lower shells from rotating. Each bearing shell is marked on the edge of one flange. For example, 2-L-B.E. indicates that the shell so marked is for the No. 2 main bearing, the lower bearing shell, and the flange so marked must be toward the blower end of the engine. The main bearing nearest the blower end of the engine is the No. 1 main bearing. Upper and lower bearing shells are not interchangeable. Crankshaft thrust loads are taken by the rear main bearing. The thrust bearing shells are the same as the other main bearing shells except that the bearing metal is extended to cover the flanges. Each main bearing cap is marked with its bearing number and is marked Blower End on the side that should face the blower end of the engine. Lubricating oil enters the oil groove in the upper shell through a hole in the top and then 234 flows to the lower shell. The bearing surface of the lower shell has an oil groove starting from the joint face at each side and extending partially around the inner surface of the shell. e. Pistons. The pistons are made of an alloy cast iron. The bored holes in the piston pin hubs are fitted with bronze bushings. The outer ends of the bore for the full-floating alloy steel piston pin are sealed with cast iron caps. A cooling-oil chamber is formed by an integral baffle, and the piston crown lubricating oil under pressure flows from the top of the connecting rod, through a sealing member, into the cooling chamber. The oil seal is a of upper and lower bearing shells. The bearing shells are lined with Satco metal and are of the precision type. Each connecting rod bearing shell is marked on the edge of one flange. For instance, 1-L-B.E. indicates the shell is marked for the No. 1 connecting rod, and lower bearing shell, and the bearing flange so marked must be toward the blower end o f the engine. No shims are used between the connecting rod and the bearing cap. The upper and lower bearing shells are not interchangeable. The lower shell is mounted in the bearing cap and the upper shell in its seat in the connecting rod. The joint faces of the upper and lower bearing shells project a very small amount above the seat and spring-loaded shoe which rides on the cylindrical top of the connecting rod. The heated oil overflows through two drain passages. Each piston is fitted with six cast iron rings, four compression rings above the piston pin and two oil control rings below. These rings are of the conventional one-piece, cut-joint type. f. Connecting rods. The connecting rod is an alloy steel forging. The connecting rod bearing in the lower end of the connecting rod consists cap. This is to insure that the backs of the shells will be forced into full contact when the cap is fully tightened. A drilled hole in the lower shell fits on a dowel pin in the cap. The dowel pin locates the lower shell in the bearing cap and prevents both the upper and lower shells from rotating. The piston pin is of the full floating type. The piston pin bronze bushing is a shrink fit in Figure 12-7. Cross section of piston, GM 8-268. 235 the upper hub of the connecting rod. The ends of the pin oscillate in the bronze piston pin bushing hubs of the piston. g. Cylinder liner. The cylinder liner is a cylindrical alloy iron casting with cored annular spaces between the inner and outer surfaces between the inner and outer surfaces through which cooling water is circulated. The liner is accurately bored to a smooth finish. The cylinder liner is held in the engine block by the lower deckplate and a recess in the upper deckplate. The cylinder head forces the liner against the cylinder block. The lower deckplate has a groove that serves as the water inlet into the passages in the cylinder liner. It is made watertight by two synthetic rubber ring gaskets, called seal rings. The cooling water flows up Figure 12-8. GM 8-268 cylinder liner cross section showing cooling water passages. Cooling water flows from the cylinder liner into the head and then flows into the water jacket of the exhaust manifold. through the cylinder liner and into the cylinder head through ferrules made watertight by synthetic rubber gaskets. The air intake ports, through which scavenging air from the blower enters to supply the cylinder with fresh clean air, are located around the circumference of the liner. When the piston reaches the bottom of its stroke, these ports are completely open and the air space above the piston is charged with fresh air. The joint between the cylinder liner and the cylinder head is made gastight by an inner bronze gasket while an outer copper gasket which has notches in it serves to seat the head squarely against the cylinder liner. The drain plug in the lower part of the jacket of the cylinder liner should be removed for draining water when freezing temperatures are expected and an anti-freeze solution is not in use. h. Cylinder heads. The engine cylinders are fitted with individual cylinder heads which are made of alloy cast iron. Studs in the cylinder block hold each head against the cylinder liner flange. The joint between the head and the liner is made gastight with an inner bronze and an outer copper gasket. The outer gasket serves to seat the head squarely on the liner. The shallow milled grooves show leakage of exhaust gas or water. The head is also fastened to the vertical wall of the cam pocket with tap-bolts. The joint is made oiltight with a synthetic rubber gasket. Each cylinder head is fitted with four exhaust valves, the unit injector, rocker lever assemblies, air starter distributor valve, an over speed injector lock, the air starter check valve, and the cylinder test and safety valves. i. Rocker lever assembly. Each cylinder head is equipped with three rocker levers, two of which operate the two pairs of exhaust valves, and the third operates the injector. The rocker levers are made of alloy steel forgings. Bushings are pressed into the lever hubs and are reamed for a bearing fit on the rocker lever shaft. The three rocker levers rock on a fixed shaft which is clamped in a bearing support. They are fitted with cam rollers, which operate in contact with the exhaust and injector cams. Each of the three cam rollers turns on a bushing and the bushing turns on a sleeve that has a loose mounting on the roller pin. Each of the exhaust valve rocker levers operates two valves 236 through a bridge. Each of the valve rocker levers is fitted at the valve end with a nutlocked adjusting screw, which has a hardened ball end that fits into the ball socket in the valve bridge. The injector rocker lever is fitted at the injector end with a nut-locked adjusting screw, which has a hardened ball at the lower end. This ball is fitted with a hardened steel flexibly mounted shoe. the sequence of events essential to the operation of the engine will be in the proper order. The forged steel crankshaft gear, which is driven by, the crankshaft through the elastic coupling, is keyed on a split collar and drives the camshaft gear through the crankshaft and camshaft idler gears. A spacer ring is doweled to the crankshaft gear. The shoe bears on the injector plunger follower and transmits the rocker lever motion to the injector plunger. The rocker lever shaft is made of alloy steel and is ground to size. The shaft is clamped in the bearing support by two bearing caps and is held in its correct location by a dowel pin in one of the bearings. A rocker shaft thrust plate is bolted to each end of the shaft, and a plant fiber gasket is placed in the joint between the thrust plate and the rocker lever shaft. The bearing support is fastened to the cylinder head with two studs and positioned by two dowels, and is also held against the head by two of the cylinder head hold-down studs. The rocker lever assembly is lubricated with oil received from one of the camshaft bearings. The oil flows from the top of the camshaft bearing through a tube to the plate connection that is fastened to one end of the rocker lever shaft. From this connection, the oil flows through drilled passages in the rocker lever shaft to the three bearings in the rocker lever hubs. A drilled passage in each of the rocker lever forgings conducts the lubricating oil from a hole in the hub bushing to the camshaft end of the lever. The rocker lever motion permits oil to flow intermittently under pressure from the hole in the shaft, through one hole in the bushing and rocker lever to the cam roller. The bearing in each of the cam rollers receives oil through drilled holes in the roller pin and in the bearing bushings. j. Camshaft drive. In 2-cycle engine operation the camshaft rotates at the same speed as the crankshaft. The camshaft drive gears are located at the power takeoff end of the engine. They transmit the rotation of the crankshaft to the camshaft. It is necessary to maintain a fixed relationship between the rotation of the crankshaft and the rotation of the camshaft so that Steel-backed babbitt-lined bearing shells support the inner and outer hubs of the forged steel helical idler gears. The inner and outer supports are bolted and doweled together before being mounted in the camshaft drive housing. The fuel oil pump and governor are driven from a gear that meshes with the lower idler gear. A pair of bevel gears drives the vertical governor shaft which is mounted in ball bearings. The lower idler gear also drives the quill shaft gear, which is splined for the quill shaft that drives the blower and accessory gear trains. A splined coupling, which rotates in the babbitt-lined center bearing, joins the two sections of the quill shaft. The overspeed trip weight assembly and the camshaft gear are bolted and doweled to a hub that also serves as a bearing journal for this assembly. The hub is splined to fit on the end of the camshaft. Lubricating oil for the camshaft drive gear train and bearings is piped from the end of the lubricating oil manifold in the cylinder block. Oil is supplied under pressure to the hollow camshaft through the camshaft gear bearing. Open jets spray oil on the gear teeth. Complete dynamic balance of the engine is obtained by balance weights mounted in a certain relation to each other on the gears in the front and rear gear trains. k. Accessory drive. The accessory drive, located between the end of the crankcase and the blower, consists of a train of helical gears driven from the camshaft drive gear train through the quill shaft. The gears in the accessory drive are match-marked with a definite relationship to the match-marks on the gears in the camshaft drive gear train, to maintain the 237 Figure 12-9. Cross section of camshaft, GM 8-268. relationship between the balance weights in both trains. The accessory drive gear drives the upper idler gear. This upper idler gear drives the lower idler gear. A plate with a splined hub for driving the lubricating oil pump is bolted to the hub of the lower idler gear. The fresh water and sea water pump drive gears are driven from the lower idler gear. The hubs of the water pump drive gears have a spline cut in the bore for the fresh water and sea water pump shafts. The hubs which project from each side of the lower idler and water pump gears run in steel-backed babbitt-lined bearings mounted in the inner and outer bearing supports. These bearing supports are bolted together and the assembly is fastened in place on the inside of the accessory drive housing. Lubricating oil is piped to the accessory drive from the main lubricating oil manifold in the cylinder block. Oil lines and connecting pass ages in the bearing supports supply oil to the bearings in the drive. The accessory drive cover should be removed periodically and the gear train inspected for excessive wear of any parts. Lubricating oil lines and passages should be checked periodically to insure that they are not broken or clogged. All nuts and capscrews should be tight. 1. Camshaft. The camshaft is of the one-piece type with integral case- hardened cams and bearings. The bearing bushings, which are steel backed and babbitt lined, are held on their seats in the cam pocket with bearing caps. There are four cams for each cylinder. The two outer cams operate the exhaust valves, and the center cam operates the injector. The fourth cam, which is narrower than the other three, operates the air timing valve. The camshaft drive end of the camshaft is splined for a driving connection in the hub of the camshaft gear which is driven from the crankshaft gear through a train of idler gears. Lubricating oil under pressure is supplied to the camshaft bore through the splined drive connection. The oil is then delivered to the camshaft bearings through radial holes in the camshaft. Oil for lubricating the rocker lever mechanisms flows through tubes from the camshaft bearing caps. m. Engine control. The governor, which is located at the generator end of the engine, controls the engine speed for any setting. The movement of the governor power mechanism is transmitted through lever and link connections to the injector control shaft in the cam pocket. Each fuel injector rack is connected to a control shaft lever through a slipjoint link. A micrometer adjusting screw on this link increases or decreases the amount of fuel injected into the combustion chamber. A slip joint is connected to each injector rack so that in case the control rack in one injector binds, the compression of the spring in 238 the slip-joint link allows normal operation of the other injectors. Each spring is preloaded to limit the force that can be applied by the governor to move the injector control racks. When the link is either shortened or lengthened by a load greater than its assembly load, the spring is compressed. The start and stop lever is used for manual control when starting or stopping the engine, and its movements are transmitted through a connection that provides for unrestricted governor control when the start and stop lever is latched in the RUN position. The governor connections to the injector control shaft include an extensible spring-loaded link which permits the injector control shaft to be turned manually without moving the governor power piston. When the governor or any part of the injector control system is renewed, the governor power piston should be linked in the correct relation to the injector rack. n. Overspeed trip. The overspeed trip mechanism stops the injection of fuel oil to the combustion chambers when the engine speed exceeds 112 percent of rated speed. The overspeed trip weight assembly, mounted on the camshaft gear, is fitted with a spring-loaded flyweight. The spring tension is adjusted so that, at a predetermined engine overspeed, the centrifugal force moves the flyweight radially until it strikes a roller latch, releasing the spring-actuated injector lock shaft in the cam pocket at each engine cylinder. The injector lock carries a lever on the shaft that moves a pawl engaging a notch on the injector rocker lever. The injection of fuel stops when the locked rocker lever holds the injector plunger at the lower end of its filter on the cylinder head to a jumper tube that supplies the injector. The injector inlet contains another filter to further prevent solid matter from reaching the spray valve. The surplus fuel is bypassed in the injector and flows through another filter in the injector outlet passage so that any reverse flow of fuel cannot carry dirt into the injector. The surplus fuel passes from the injector through a tube to a fuel bleed manifold, which is the bottom pipe in the multiple oil pipe assembly. The fuel from this bleed manifold flows to the metering block, through the metering valve which sets up enough resistance to maintain the required pressure in the fuel supply manifold, and then flows back to the clean fuel oil tank. Fuel oil leakage from the injector plunger and bushing is drained through an injector body ferrule, through a cylinder head passage into a manifold connection clamped between the cylinder block and cylinder head. The injector drainage is conducted through this connection to the second manifold from the top in the multiple oil pipe assembly and then it flows through the drain to the fuel oil tank or bilge. b. The unit injector. On this engine, the fuel pump and spray valve are combined into a single and compact unit called a unit injector, which meters the fuel and also atomizes and sprays it into the cylinder. This injector is similar to that used in the GM 16-278A and its operating principle is identical. The unit injector is held in position in a water- cooled jacket in the center of the cylinder head: At the lower end, the injector forms a gastight seal with the tapered seat in the cylinder head. All the injectors in this engine are alike and interchangeable. Fuel is supplied through jumper tubes with spherical type gasketless connections.