The Fleet Type Submarine Hydraulics

8/13/2019 The Fleet Type Submarine Hydraulics

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This is one of a senes oTraining Manuals The se

1 Elements of Submarines______________ __2. The Fleet Type Submarine ___ ___________


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PREF CEThis manual prepared at the Submarine Sch

is designed for use in both instruction and serviscriptions of m9st submarine hydraulic systems oBoat Company design as well as discussions of t


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ONTENCHAPTER 1 PRINCIPLES OF HYDRAU

A. Introduct ionB. Theory of Hydraulics____

CHAPTER 2. SOURCES OF HYDRAULICA. IntroductionB IMO PumpsC. The Waterbury Speed Gea


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ILLUSTR TI1-1. l iquid s of different densities __________________1-2. W eigh t of an isolated co lumn of water_ _________1 3 . W eight == Total Force________________________1 4. Equal leve ls produce equal pressu res ___________1 5. Unequal leve ls produce unequal pressures_______1 6. Pressure on submerged body increases with incr1 7. Pressure increases with depth __________________1 -8. Equal total forces from unequal pressures_______1 9. Appli ed pressure is exerted equally in all directi


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2-16. Cutavvay of piston ass emblY2-1 7. Cutavvay of valve plate _____________2-18. Cutavvay of control shaf t_ ____________________2-1 9. Tilt-box at neutraL _____ ________ 2-20. Tilt-bo x at s li ght til t_ ________________________2-21. Tilt-bo x at maximum ti l t_ __________2-22. Tilt-box at reverse ti l t_ ______________________2-23. R emoving repleni shin g va lve block co ver_ _____2-24. T a kin g out repleni shin g valve_________________2-25. T ak ing off end co ver ____________2-26. Lift in g ca se -


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3-25 . Cutaway of safety and negative flood engine aiventilation control manifold three-valve ma

3-26. Safety and negative flood engine air inductioncontrol manifold three-valve manifold)

3-27. Vent valve operating gear and hydraulic unit cyl3-28. Cutaway of vent valve hydraulic unit cylinder an3-29. Diagram of vent control valve and cylinder OPE3-30. Flood valve operating gear and hydraulic cylinde3-31. Diagram of flood valve operatin g gear and hyOPEN and CLOSED po s itions _____________3-32. Diag ram of vent control valve and cylinder, CL3-33 . Diagram of vent control valve


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4-16.4-17.4-18 .4-19.4-20.

4-22.4-23.4-24.4-25.4-26.

Flow diagram of emergency control val ve in thD iagram of clutch and emergency steerin g wheeCutaway of main ram assembly________________Packing used in main ram_____________________Exploded view of chevron packing for stee r in gDiagram of rudder assembly and guid es ______\Tent and replenishing manifold _______________Cutaway of quick-throw plug-type hand cut-oO perat ion diagram of steer ing system by normaOperation diagram of steering system by HANOperation diagram of steering system, by EME


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1PRIN IPLES OF H

A INTRODUCT1A1 Increasing use of hydraulic power nmodern submarines .In the development ofthe submarine from pre -war classes, manychanges and improvements have occurred .One of the outs tanding differences is the largeva riety of submarine devices which are nowoperated by hydraulic power. In early classes ,

tricalwhenme chhavemakinfurthtrical


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RestrictedTherefore , in spite of the presence of

the two power sources just described , hydraulic power makes its appearance on the submarine because o the fact that its operationalad vantag es , when weighed against the disadvantag e:; enumerated for electricity and airi: the preceding parag raphs , fully justify the

F CTOR IR

additavail

a tabpowesupeof auELE

ReliabilityWei ght

PoorLi1 ht

GoodHeavy


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Principles of Hydraulicsdensities of all other liquids are referred , isthat of pure water at zero degrees centigrade(32 degrees Fahrenheit) , and at sea-level atmospheric pressure.

Let us fill a container with a cubic footof pure water (see Figure 1-1) . W e weigh

1 CUBIC FOOT OFWATER

tional gravitawater.specifiof anyto tha

f 50o 62dens itywhy oihand ,al:outas gre


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Restrictedall sides of the co n ta i ner, and t hi s f o rce cante measu red.

L et us measu r e t hi s force in a given conta iner of water see Figure 1-2). Theoreti-2 LBS/ SO IN

presspressar eaeachexer tcontais c:1the fo

T


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Principles of Hydraulics2 pounds per square inch while the pressurein B is only half of that, or 1 pound persquare inch .

THAN AT THIS

otherper sqsquarpoundsure daf, effa lar glaw thydrasure sworkivanta


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RestrictedFigure 1-9 shows a simple experiment

w},i ch illustrates both these principles. A thinbottle is filled to the top with a liquid andtightly corked. A lever is pressed against the

~

the ptheinch.e quafinedsqualargea t oforceActuforceeach


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Principles of Hydraulicslarger pis ton is th e same as the ratio betwee nthe area of the smaller pis ton and the area o fth e larger pis ton Expressed as a proportiont hen we have :F orce on la rge r piston Area of la rge r piston

F orc e on smaller piston Area of smaller pistonThi s means that the mechanical advan tageobta inable by su : h an arrang em ent is equal toth e ratio be t w een t h e areas of the t w o piston s

attainathe hy

Figur


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Restricteda distance of 1 inch will move the larger pistonupward on ly 1/ 10 of an inch . The ratio be tween the displacement of liquid in the sm allercy linder and the displacement of liquid in thelarger cylinder is once again equal to the ratiobetween their areas.

h e r e ~ o r e we may say that what th elarger piston gains in force i t lo ses in distance traveled so that the amount of work

force X distance) done by the larger pistonis exactly the same as the amount done by thesmaller piston .

elemew.)1ereare rgreattinuoa sys

Ineed


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Principles of Hydraulicsforcibly moves, or displaces, fluids. V ariouspumping principles are employed in the different types of hydraulic pumps, but one fundamental principle applies to all: a volume offluid entering the intake openi ng, or port , ismoved by mechanical action and forced outthe discharge port.

The basic principle underlying the actionof a hydraulic pump is illustrated by thesimp li fied device shown in Figure 1-14. Thelarger chamber , or reservoir , is connected bya pipe to the sm a ller chamber, or cylinder. A

leakagdestroinlet ava lvesdirec t


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Restridedd. he theory of suction . In a discu s

sion of reciprocating pumps, the word suctionmay be frequently used . Some writers use itas though it referred to an independent forcecreated in the pump itself. t must be emphas ized that suction is merely an expression ofthe difference between two unequal pressure s.In this case, the atmospheric pressure,amounting to 14.7 pounds per square inch atsea level , acts as a downward fo ; ce on the li quid in the re servoir.

Raising the piston , that is, pulling it

operaform ,actionthe ttrapparounbody .left-hit atthe fithe opump


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Principles of Hydraulic-3The hydraulic fluid used in submarine

hydraulic t m s is a li ght, fast-flowin g lu bricating oil, which does not freeze or evenlose its fluidity to any marked degree even atlow temperatures, and which possesses the additional advantage of lubricating the internalmoving parts of the hydraulic units throughwhich it circulates.

Since this oi l , a petroleum derivative ,causes rapid deterioration of natural rubber ,synthetic rubber is specified for use in thesesystems as packing and oil seals.

work3inder

oped4

pressmain

5line ttion.


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RestrictedThe surface of the pump piston in contactwith the hydrauli c fluid has an area of 1square inch.

Th e hydraulic cylinder (see Figure 1-18 ,which is the simpl est type of hydraulic motorco ntain s a sprin g -loaded piston , with a pi s tonrod that extends through one end of the cyl-

is fosurethen,the pactua

prestw i

pumthepounthe


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rinciples of HydraulicsThe door will remain shut as long as the

cut-out valve is in the 'closed position . Assoon as the valve is turned to OPEN , the pisto n in the actuating cylinder is returned toits original position by the sprin g. The doorop en s . Fluid that was locked in the cylinderwill be forced out throug h the return lineback to the reservoir. I t cannot returnthrough the pump because of the check valve.Back-flow of the fluid from th e tank into there turn line is also prevented by a check valve.187 A pow riven hydraulic syst m Th e

Apressuwhene

Inactuatk ept isimpleand poby a dIn suceither The p


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Restrictedside the valve body directs the flow of fluidby opening and closing the desired combination of ports. The grooves permit flow between two of the ports, while the lands at

RETURN PRESSURE

in ththeof tTo gplac

conswhictensatinthetens


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Principles of Hydraulicsfriction cause a loss of power through heat .The rise in temperature of the oil is causedby this friction-heat. The heat also causes athermal expansion of the oil. Therefore , bothheating and expansion inevitably occurwhenever hydraulic fluid is pumped continuously through the system , even though i t isnot in use .

c. Power losses When we compute thepower necessary to operate our system, allowance must be made for power losses which

in faithe flincreaally rof tha 200tem , wbecauanceeitherpistoncrease


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Restrictedor unloading valve, and the relief valve willrelieve any pressure great ly in excess of this .

To close the door , the co ntrol valvehandl e is turned so that fluid under pressureis directed to the s id e of the actua tin g cylinder which is marked d the movement of thepiston closes th e door . t also pushes outthe fluid which ha:; been t rapped on the sideof the cy linder m arKed o The expelled fluidreenters the sys tem through the return lineof the control vabe and flow s back to t he r es

in pdesig

Abut f

the r2

the s3

t il ts 4


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2SOUR ES OF HYDRA

A. INTRODU TI2A 1 Hydraulic motors The pressures re quired to operate the hydraulic equipmentare developed by electric motor-driven pumps .

Hydraulic motors, s uch as actuating cylinders, are generally regarded as the powerunits. l ik other motors , they do not actuallycreate their own power. They merely con


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Restrictedsquare flexible metallic packing 8) whichis held in place by a packing gland 7) . Anyoil which does leak throu gh the packing fallsinto the drip cup 13).

b. The sleeve t should be emphasizedthat the rotors are not housed directly w ithinthe casing itself 1), but within a removabletwo-piece sleeve 4) which fits snugly insidethe casing proper and can be quickly removedand replaced as soon as it shows signs of wear.The two pieces of which the sleeve consistsare bolted together near the center of the cas

Ttion psupplpoundportsystem

c.ancinthat tplacementthroug


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Sources of Hydraulic Powerpounds per square inch. I t is prevented fromexceeding this value by relief valves and anautomatic bypass, or unloading , valve (seeChapter 1, page 15). But it will not reachthis working pressure, or in fact any pressureabove the 10- to 25-pound back-pressure atwhich the oil enters the suction side of thepump from the supply tank , the oil being driven out of the discharge side of thepump encounters a corresponding resistancesomewhere else in the system. In short , whenthe hand bypass valve is open , the oil circu

valvedequali

Tforce ,nectiooil frflow i2-3) inpumpnectio

T


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Restricted284 Maintenance Once the pump is in servic e, it requires no attention other than anoccasional in ; p ec tion for lea ka g e at the packin g g land . however, excessive leaka geoccurs, the packin g must be replaced.

To replace packing, remove the two packin g-g land nuts as shown in Figure 2-5. Pullout packin g gland and remove the packing.

After new packing has been assembled,the nuts should t ti g htened enough to seatthe metallic packin g rin gs, and then backedoff and set up a ga in without using a wrench .

th e irpun corig i

btwoinne r

ct he st oltetogetwithassem


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Sources of Hydraulic PowerC THE W TERBURY SP

2C1 Introduction The actuation of thevar ious hydrau l ically operated units on boarda submarine often requires great precision ofcontrol, and transmission of power at variablespeeds and press ures, without any sharp stepsor gradations . The hydraulic machine usedfo r many of these ope rations is the Waterbury speed gear, a quiet, efficient mechanismwhich furnishe s instant, posit ive, an d accuratehydraulic power transmission .

a fluidwherewith awhichele ctri

Thgear, uprimarThe snated


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Restrictedand desi gnated as a t elemotor or telemotorpump tran smits oi l to a control cylinder toprovide fine control of the output of themotor-driven unit . The hand-driven unitis al so u sed, alternatively, to operate thesys tem by hand whenever it is desired not t ouse the motor-driven pump .

b. Operating principle. Although theWaterbury A- end s peed gear is actuated byrotary motion , in principle it is actually areciprocating multiple-piston type of pump .

Tmounto g eit cathe cnectetendconttermbo x.

T


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Sources of Hydraulic Powerlowest point, Figure 2-12, the piston occupiesalmost the entire cylinder. The expulsion ofthe fluid through the discharge port is no wcomp lete . The piston again rises from thisposition for the suction stroke.

The repetition of the s e movements insequence by all of the piston results in asm ooth , nonpulsating flow of hydraulic flu id .

Now that the pumping prin::iple of theWaterbury A-end speed gear has been illustrated diagrammatically, we are ready toconsider in detail the parts of which it is

of thetwo tyexplan


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RestrictedO nce this structural differen ce between

A-end and B -end is clearly und erstood , thecutaway view , Figure 2-13, which shows theB-end with th e ang le-box can then be usedto illustrate our discuss ions of the A-endpump with which it is identical in all otherdetails .2C4 Detailed description of parts a. Thecase The case, or casing 15 , Fi g ure 2-13),is a light metal casting te s ted to a pressureof 80 pounds per square inch and formed

r ougopen2-13 ,s iderTmach

Tthe vby focaseway


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Sources of ydraulic owershoulder near the smaller end, where spotfaced surfaces are provided to serve as seatsfo r the stud-ends.

The smaller end is finish-machined totake the end-plate 20) which is screwed tothe case by six small Allen-head screws thatfit down into countersunk holes in the endplate so that , when secured, they come downflush with the plate. This end also contains afini shed surface to receive the main shaftroller bearing.

end ovalve

Athe sowhichheld btenedfor thbarrelceiveswhich


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Restrictedher of degrees through which they turn in ag iven length of time) are not equal throughout all phases of a cycle.

In other word s, if one of these parts isd riven at a constant speed of rotation , th epart which it drives through the univers alJOint will alternately la g behind , and thencatch up with , the part which is drivi n g it .

The mathematical or geometrical proof ofthis fact is too complex to be g iven here . Thefact remains that this is exactly what happens

betweinequtilt .the sticulacuratefromusedis 10neutr


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Sources of Hydraulic Powerthe action of the universal joint , but also forthe surges, or slightly unequal pumping, ofthe A-end pump when this is its source ofhyd rau lic power. Therefore , in the calibra-

barreldescrare sppensathe sfroma fu lltion 2

Tit andby twplay


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Restrictedthe piston interrupt the streams of oil leakage, thereby tending to trap small particlesof dirt or grit which otherwise mi ght scorethe pi s ton and cylinder surfaces.

Each piston 6, Fi g ure 2-13) is connectedto the soc ke t ring 2) by a connectin g rod 7).The rods have ball-ends , one large r than theother. The large end is secured into the socketrin g, the small end into the piston.

1 A ss embly of connecting rods to socketring . The connecting rods are secured in the

end-psockereplahandneed

2Thethe cis sosecursee T


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Sources of Hydraulic PowerThus l::oth sockets are provided with continuous hi gh pressure lubrication wheneverthe pump is running . The oil , thus pumpedfrom the external, or hi gh pressure, s ide ofthe piston, le aks into the case, or ina ctivesy stem and is a part of the oil lo ss whichmust be constantly fed back into the activesys tem through th e replenishing valves .

f. The valve plate. The valve plate (16 ,Figure 2-13) serves as an end-plate, or coverplate , for one end of the speed gear. Into ita re cast the oil pa ssages which empty into the

nelsplate.passavalveare dicalled

AindersFor acylind

Tishing


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Restricted(2). External oil leakage is prevented by thepacking 8) , held in place by the packingg land cap 9) .

The control trunnion pin (5 ) is securedt o the control shaft , inside the pump case, bya dowe l pin 1 2) which is peened over at bothend s. T he control trunnion pin is fitted witha pair of small square blocks, the outer guideblo ck 6) and the inner guide block (7); oneof these pairs can be seen in the illus tration .

The vertical chamber in which the con

pendothetheup a

pairinnet ighintoa lsopin.


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Sources of yd raul ic Powerwithin the limits of its angular rotation 20degrees from vertical in each direction).

h. Minor parts. Any oil which has beenlost from the active , or pressure , side of thesys tem by leakag e, is replenished in theactive, or pre ssure , s id e fr om the case throughtwo check valves , called replenishing valves4 Fi g ure 2-17) which are located in the

va lve plate. There is one for each port. Therepl en ishing valves allow replenishment ofo il from the case to the active , or pressure ,side of the system on the suction s ide of the

Tto theit cloof theof rotin dethe pipumpetilt-bo

Ainstallmines


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Restrictedment. Note the position of the control shaftand inner guide block .

In Fig ure 2-20, the control shaft has beenpushed down a short distance, tilting the tiltbox sl ightly away from vertical , inclining theupper part away from the cylinder barrel.

s li ghtthe dsmall.

Ipushethe tiin thin Fisockewithbarrecylin


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Sources of Hydraulic Powerbe noted betwee n th e operat ion of t he mo tor d riven A- end pump an d of th e hand-d rivente lemotor A -end p ump :

1. In the motor-drive n A-end pump , th edir ection of rotation of th e ma in shaf t isfix ed , w hil e in the t elemoto r pump, the shaftm ay be ro t a t ed in e ith er d ir ec tion by th e attached h andwheel.

2. In th e motor-driven A- end pump , t h edi re ct ion of tilt , as we ll as the an g le of tiltof the tilt-box , are variable ; in other w ord s, itmay be tilted up to 20 de g rees in eith er direc-

sock etsockettric , ws paced2C7.speedspeedThe Ap umphydraspe edtor , c


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Restrictedsure, here the fluid pressure is admitted tothe cylinders in order to force them to re ciprocate and rotate the shaft, developing inthe shaft a torque which is then used to actuate some mechanism.

This will be made clearer by referringagain to the diagram, Figure 2-14. The oilunder pressure enters the channel in the valveplate. From the channel it flows into all thecylinders on that side whose ports are open tothat channel. This oil will tend to push th epistons on this side of the cylinder barrel out

portpositits pistrok

oil ithe mthethrouchanndi sc hscend


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Sources of ydraulic Powertiona force proportional to the load must beexerted against the pistons on the pressureside of the motor. Since the piston area remains constant, this increase of force can bemade available only by an increase in the pressure of the oil delivered to the motor. Therefore, it is obvious that the amount of torqueavailable at the shaft will depend exclusivelyon the amount of pressure, in pounds persquare inch, of the oil bein g delivered to themotor.

The operational principles of a B-end

few mvalvesagainmovedventemoved

Nhydraoperaend, e

b


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Restricted


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Sources of Hydraulic Powerthe two wood blocks mentioned earlier. Liftup the shaft , so cket rin g assembly , and pi stonsas in Figure 2-15, being careful not to mar thesurfaces of the pistons.

7. eparating socke t rin g from shaft Remove the screws which hold the bronze trun nion shaft bearing blocks in the socket ringas in Fi gure 2-27 . W ith the socket ring ca re fully held , dri ve the bearin g blocks out bytapping gently with a wooden drift . Figure2-28 shows this op eration . Pu sh the shaf tthrough the socket rin g as in Figure 2-29.


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RestrictedUse a wooden clamp to prevent injury to apiston when separating it from a rod. Makethe clamp by boring a hole of the same diameter as the piston. Split the wood at the centerof the hole. Place t he piston between the twojaws just formed , in a vise. The piston shouldbe clamped at its solid end only , to avoidcrushing the hollow part. Unscrew the pistoncap nut 3) . Pull the connecting rod 2) outwith the two halves of the split bushing 4).Keep the two together for reinstallation inthe same piston 1) .

boxeas anavail

Tsockeby drdrivireverworn

Tthe tiThis


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Sources of ydraulic owerTo complete the installation of the replacement rod , ' mark the lock hole location in thelock groove of the socket ring with a prickpunch . Carefully align the marks so that theresulting hole will line up with a notch in thecap nut . Drill a hole which will come throughthe center of the notch. The nut must be keptfrom turning durin g the drilling operation.Remove burrs.

After all the repla cement rods have beenfitted into the sockets , disconnect them forfurther reassembly later. Each rod must be

througsocketnion bkeywa

4.ring .2-13) aThe bwith ththe shKeep ivise.


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Restricted9, Figure 2-18 . Prepare the tilt-box for in

sta llation by pressing down the radial race.Insert the thrust race and put the rollers inplace. Press the retaining trunnion bushin gsinto their sockets in the tilt-box. For the in stallation, set _the case open-end up . Place thecase trunnion . bushin gs , which are half segments, in the openings in the si des of the caseso that the tilt-box fork s engage the outercontrol guide blocks. Replace the washers andscrews in the tilt-box retaining trunnion.

7 Assembling A end revolving group to

arespee


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3THE M IN HYDRAUL

A INTRODUCTION3A 1. Function s. The ma m hydraulic systemperforms the bulk of the hydraulic workaboard a submarine. Line s from the centralpower source radiate throughout the ship toconvey fluid unde:- pressure for the operationof a large variety of services . The vent va lve sof the main ballast , fuel oil ballast, bow buoy

boats . (Inmain engi

p n e u m a t i cIn an emeis also calstee ring san d stern


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Restrictedactuating cylinders, t anks, and manifold s isrequired , as we ll as the pumps for buildin g upthe required power. T he units of the m a inhydraulic system fall conveniently into fivegroup s :

a. Power g enerating sys te m .b. Floods an d vents.

cdeA

sys teFi g u

B POW R GENER TI381 General arrangement The power generating system cons ists of a g roup of unitswhose coord inated action provides the hy dra ulic power necessary for the operation of

cpliescreat


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The Main Hydraulic Systemrequired volume of oil. However, when operation of the hydraulic units creates a heavyenough demand, the driving motor of the second IM O pump is sw itched on. The sw itchcan be set on either manual or automatic con trol.

b. The main supply tank Fluid is supplied to the pumps from the main supply tanksee Figure 3-2 . The shape of this tank varies

in different installations. Its total capacity is5 gallons, but th e normal supply maintained

accumstoragretainThenbatter

2three inder ,cutawstruct

T


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RestrictedA ir pressure 1s exerted against the inner

surface of the plunger 2) while oil pressureacts on its outer surface . Therefore , its posi-tion in the accumulator varies in relation tothe differences ~ t w n the air pressure onthe in ner surface and the vol ume and pressureof t h e oi l acting on the outer surface.

Leakage past the inner and outer surfacesof the plunger is prevented by chevron, or C-t y pe, ri n g packing 4 and 6). These packin grings nest together an d are he ld in place byt h e packing g lands 5 and 7). N ote that both

equipis shpack

Ato thon th


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The Main Hydraulic Systemequipped with a gage for indicating the airpressure in the air side of the accumulator.In order to prevent l eakage from the air sideof the accumulator , an oil seal is provided .The oil filler connec tion 10, Figure 3-5) at tached to the plung er supplies oi l to a narrowspace between the air cylinder and plunger,above the packing. Since the packing will notretain hi gh pressure air , the oil seal is placedon top of the packing . Therefore the highpressure air acts against the oil seal instead

ever ,inderIMOflaskcompper spressopenshowdiagrfrom


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The Main Hydraulic SystemThe force of 600 to 700 pounds exerted by

this oil upon the outer surface of the plunger1 , Figure 3-8) will force it to travel down

ward until it has reached the limit of itsdownward stroke , tripping the pilot valveoperating arm , as shown in Figure 3-8.

The pilot valve 3) which hydraulicallyoperates the automatic bypass valve will causethe automatic bypass valve to open when acolumn of oil is sent from the pressure sideof the system to the underside of the automatic bypass valve piston 2). The oil coming

4ers.the poperaintervers wplungoff ag

Fcontaing a3-10)


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Restrictedbetween 600 and 700 pounds per square inch,while the air pressure underneath it is maintained at 17 50 pounds per square inch. Sin cethe air pressure is so much greater than theoil pressure, the oil, to be able to exert a forcesufficient to overcome that of the air beneathi t , allowing the plunger to travel downward ,must be acting over a greater area than the air.

This is in fact true. The area on the oilside of the plunger is much la rger than thearea on the air side, the ratio between the twoareas being approximately 3 to 1. Since the

6In Fiis seeThisone eondarflask.with inder

Tof theis ap


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The Main Hydraulic Systemand oil pressure is restored. For example, ifthe air pressure, cecause of leakage, fell off to1500 pounds, th e oil pressure to maintain thecorrect ratio would be about 500 pound s . fne>w the oil pr essure were to exceed 550 poundsper square inch (on e-third of the air press ureplus 10 percent) , the valve would lift , allowin g the oil to escape from the accumulatorback to the return side of the system .

The valve will function correctly regardless of variations in the value of the air press ure.

(7 ) . Tthe foemergtil tin g

Aand vunderchannvalve.pass vconn eand v


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Restrictedtapered plug-type valve . Its method of operation is somewhat different from that of thedisk valves. The plug valve has an ellipticalhole cut through its center. t can be turnedby the lever 9) through the stem 10) so thatthe hole is in line with the fluid passage inthe manifo ld, or turned in the oppos ite direction, thereby cutting off the flow of oil tosupply valves and manifolds. The valve isspring-loaded and must be lifted off its seatby the handle before it can be turned. Thep lu g valve is provided as a means for rapidly

6instasivesure700 phowesurepressinch valve14)

sion


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The Ma in Hydraulic Systemjusting nut 19) . The r etainin g cap 13) prevents leakag e of oil from th e valve .

7. The main return manifold , illus tratedin Fi g ure 3-1 3 ha s fo u r va lves which are co n nec t ed to the followin g li nes:

a) A fter service line.b) Forward service line .c) Emergency bow and stern planes system .d) Emer gency steerin g system .Each valve is identical with the di sk-type

valvesquired

TmainsupplTheyisolatt em .

Amanifin stan


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Restrictedpo rt 8) l ead in g to th e au tom ati c bypassva lve.

Thi s wi ll open th e au t omati c bypassva lve, bypass ing th e pressur e oil from th edi sc har g e s ide of t he IMO pump back to th esuc tion s id e of th e pump an d allowin g th enon r etur n v al ve to close . No m ore oil w ill bedeli ve r ed to th e ac cumulato r as lon g as th ep ilo t va lve r emain s in t his pos ition .

When the o il cha rge in th e accumulatoris depl eted ei ther by th e use of oil r equired

po rtin thpistoa ventank .

Tvalvemittiautomby p as

I


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The Main Hydraulic System2. As seen in Figure 3-17 , the valve body

1) contains two valve parts. On e is the bypass valve 2) which is held on its seat by thevalve spri n g 3). The other valve is of thedisk-type 4) which is a lso seated by a spring5) .

1.returnpumpshull ocreaseteningmountwouldpipelinof thecarrythence


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Rest rictedprov1s10ns were made for shutting off thelines between the accumulator and the automatic bypass and nonreturn valves , oil storedin the accumulator would instantly be discharged into the pump room with accompanying hazard and inconvenience. To preventbacking up of oi l from the accumulator in thiseventuality, an additional nonreturn valve isplaced in each of these lines . The schematicpiping diagram shows the location of thesevalves 11 , Figure 3-1) .

valvthe pto pits sraisebe rseatevalvthe

type


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The Main Hydraulic SystemThe top of this disk forms a co llar , which

fits into a groove cut in the interior of themale threaded piece. As this piece sc rew s

s ists econtaican bevalve loweridisk isstemand thtop ofnut 1into awithin


65/155

Restrictedseating the valve disk and blocking off theupper and lower chambers from each other ,th e reby sh utting off the lin e through thevalve. Turnin g th e turn-nut t o the left willraise the disk , opening the valve.

Oil leakage is prevented by packing (3),held in plac e by the packing g land .

I t shou ld be noted that though it is theturn-nut to which the wrench is app lied , theturn-nut itself does not travel up or down,it merely turn s left or right, whi le the stem

occuit rethisdowposiTheso ththe aoil(7 ) ,oil wnonr


66/155

The Main Hydraulic Systemthe pilot valve vents off throu gh the pilotvalve vent line bac k to the main supply tank .The spring will then reseat the automaticbypass valve. Oil from the pressure side ofthe pump unseats the nonreturn valve 11)and once more charges the accumulator.

e. Durin g the periods when pressure isbeing built up in the accumulator , the twoIMO pumps can be operated jointly , if re quired . In more r ~ n t classes of boats, thisis accomplished automatically. Figure 3-22

showmaketheythe pthe uvalvemakeon atposittactprope


67/155

Restrictedports of the main ba ll ast tanks are always below the waterline, the sea exerts a constantupward pressure , but is prevented from entering because the imprisoned air cannot escape.To su bmerge the vessel, therefore , it is n ecessary only to open the vents , allowing the im prisoned air to escape , and the sea water willenter the tanks .

To surface again, the vents are closed ,and air is forced into the tanks from the to p ,blowing the water out through the flood portsin the bottom .

1Portsthe mcalledboatscontaone ovidua

Rthesevalve

1


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The Ma in Hydraulic Systembui l t by the Electric Boat Company housesseven control valves instead of the six foundm the Portsmouth installati on.

Readin g from right to left , these sevenva lves operate the fo ll owing vent valves:1) Bow buoyancy tank2) Main ballast tank s N o. 1 and No. 23) Fuel ballast tanks N o. 3 and No . 54) M ain ba ll ast tank N o. 45) Safety tan k

t h rouging me

Fiti o n ofrom ttrat ionthe intwith ta spoospoo lleverlink (

Restr icted


69/155

Reading from ri ght to left Fig ure 3-26 ,its three hand levers operate the followin gunits:

a) Main engine Eng ine a1r inductionand hull ventilation supply and exhaust .Ball-shaped hand le; name plate V.

b) N egative tank flood valve T-shapedhandle ; name plate N .

c) Safety tank flood valve Straighthandle; name plate S.)

As on the six-valve manifold , each valve

has fnext

acally

bcd

linesa breonly


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The Main Hydraulic SystemThe units operated by this manifold are

extremely important to the safety of the vessel and the followin g precautions have beentaken to prevent errors in its operation :

a) A s already shown, its handles are soshaped as to be instant ly ide n tifiabl e, even inthe dark .

b) The safety and ne gat ive tank floodvalve levers throw in opposite directions fromeach other for CL O SE or O PE N see nameplates in Figure 3-25).

T3-27.unitit toandby thward


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RestrictedA cutaway view of the same mechanism

is shown in Figure 3-28. Fluid under pressure is admitted from t he control valve intothe hydraulic unit cylinder 1) through theports 4). A s the piston head 2) moves, itac tuates the crankshaft 6). Thi s moves thecam , which , b earing against the g roove in theslotted link 8) , causes that link to push upor pull down on the flat link 9), therebymoving the cross h ead 10) up or dow n. Into

t he toend ogoessuremechis locas it

Tin g pchain


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The Main Hydraul ic System


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RestrictedFigure 3-31 is a diagram of this mechan

ISm. t is essent ial to understand that themain piston rod 3) and the tie rods 6) areyoked rigidly together through the crosshead4). Impelled by the hydraulic pressureagainst the piston head 2) all three rodsmove inward or outward as a unit.

Two positions, OPEN and CLOSE areshown in the dia g ram. Oil under pressure

fromret uca ted

the c13)

in ththroscre


74/155

The Main Hydraulic Systempushed outward; the outboard connectingrods 9) , thro ugh the crank 10), push theoperating shaft 11) out , openi ng the floodvalve not shown). Return oil meanwhileflows out through the other port and back tothe control valve .

2 To close the valve , the flow of hydraulic fluid is reversed , pushing the piston inward down in the diagram).

3 To operate t he mecha n ism by hand,the hand grips 15) are pu lled ou tward to

4The gpackin

e.3-29, 3tion omaniffromsystemin blution o


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Restricted13). The pressure lowers the piston head14) turning the crank 16) , which actuates

the cam 17). The cam rides down in the slotof the s lotted link 18) , pulling the flat link

19) downward . This in turn pulls down theoperating shaft 20), opening the vent. Return oil , forced from the lower port 12) inthe unit cylinder, flows through the port 7)to the return chan:1el 5) in the control manifold body . Note that for power operation ,the hand-operatin g lever 24) is in the stowedposition , locked into the bracket 25) by the

the sin g sforcecylinthe rthatthe sis plbrackclosethe lthe l

The ain Hydraulic System


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lower ides of the unit cyli n der (13) permitt ing hand operation. At the same time, thelands on the control valve (2) have cut off thepressure port. A specia l feature of the H AN Dposition is the small extra channel , 3/ 16-inchin diameter, ca ll ed the equalizing bypass (10).This permits a very sma ll flow of oil from thebypass channel (8) back into the return linewhen the valve is operated at CL O SE. I t alsopermits replenishment of oil when the va lveis in the O PE N position to compensate forthe unequal areas of the two sides of the pis

pistopistoing phole lever

FE M Elands(4) a6 a n

cylin


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o00

1

The Main Hydraulic System


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D PERISCOPE ND VERTIC L301 General arrangement On some laterclasses of submarines, the periscope and thevertical antenna are hydraulically operated ,as units of the main hydraulic system. Theirlocation is shown schematically in Figure3-23.

Each is raised and lowered by a hydrauli choist This consists essentially of a pair oflong , vertically mounted hydraulic cylindersof sm a ll diameter, bracketed in the fairwater

the cooil tha

Toportsare opperiscoby thecylind

2.7) is

Rest ricted


79/155

height of the spindle and the ang le of the tripare so adjusted that as the periscope approaches the fully raised position the spindlepushes up the trip automatically moving thetapered spool 8) toward the intermediate, orNEUT RAL position. This gradually cuts offthe flow of oi l to the cylinders bringing theperiscope to an easy stop.

T he trip and the hand lever are solid lyconnected to the same shaft 18) so that if theoperator shou ld try to ho ld the lever at theRA ISE position after the spind le has reached

ra isehandTRAthe fthatshowin liby a

anten

e Main Hydraulic System


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E FORWARD AND AFTER 3E1 General arrangement There are twosets of hydraulic lines extending from themain supply manifold and the main returnmanifold to both ends of the submarine . Theselines known as the forward and after servicelines furnish power to a miscellaneous groupof hydraulically operated submarine equip-ment ; specifically these hydraulic lines supply

necessa.

for th1.

2.

Restricted


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b. The forward service line supply pow-er for the operation of:

1. Bow rigging.2. Forward windlass-and-capstan .3 Two echo-ranging and sound detection

devices, known as the sound heads4. Outer doors of the six forward torpedo

tubes.Each of the above items of equipment 1s

operated by a hydraulic cylinder to which oil

up oexhaand

Ithe hdrivepinit is

Tby thshow



82/155

the piston 1) to the left , rotating the crank3) so that it pulls down the cam lever 4).

This action moves the power shaft 5) andshaft linkage 6) downward, and forces theexhaust valve 8) u pward by means of theconnecti ng li n kage 7).

Moving the control valve handle toO PE N admits fluid into the hydrau lic cyl-inder to move the piston to the right as shownin Figure 3-40, the O PE N position. Thisrotates the crank 3) so that the cam lever 4)

shaftvalvelinkag

Twill bm ou thCompex haumaticpendewhich

Restricted


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To operate the valve the a1r IS admittedon top of an oil reservoir, which in turn isconnected to the hydraulic cylinder .

The air acting upon the oil, forces it intothe cylinder where it moves the piston toopen or close the exhaust valve.3E3 Torpedo tube out r door mechanisma General The torpedo tube outer doorsare hydraulically operated as separate unitsfrom the fore and aft service lines . There are

the fFigu

sistspistooperoperpedobreec

is a



84/155

the handle is pushed in or out . This in turnmoves the s lotted link 6), rotatin g the shaft

5) and the arm 4) . The arm moves the con nectin g l ink 3) which moves the valve 2)in s ide the valve bo dy 1) , openin g and closingthe required combination of port s. The ports9) lead to oppos ite ends of the hydraulic

cylinder; the return port 10) leads to thefore and aft servi ce lines. The supply portis not shown in th i s view.

2ably smechanThe hy2) whis con

shaftouter dto onecylindlo ws flide 2


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o

12 17

16 7 8



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and feeds it back to the return side 21). Thecontrol valve is operated by the operatin ghandle 14), a push-pull arrang ement whichslides in and out len g thwise through theready-to-fire interlock tube , a section of which17) is shown. The operating handle is connected to the control valve by the inner slide1 2) which is attached to the control valve

linkage 19) by the operating lug 13) .3. The interlocks. Safe operation of a

torpedo tube is a delicate and complicated

b)awayoperat

c)tion) ,inder 3E . a . Genand dmetala cyli

Restricted


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88/155

2 Distribution of oil pr essur e Thepiston rod assembly itself actually consistsof two hollow tubes one inside the other. Bothof these tubes are rigidly connected to thep iston head (2) . The inner piston tube (5)runs from the top of the pi ston rod assemblydown through a hole in the center of thepiston head itself to a port (6) which opensto the underside of the piston head. Theouter piston tube (3) runs down from the topof the piston rod assetnbly only as far as the

metaltube hull acableequiptrical

c.sure fthe cthe lothe o


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4THE STEERING

A INTRODUC4A 1 General de scription The rudder ofth e s ubmarine is moved by hydrauli c po w er .Unde r no r mal co nd ition s of opera tion th esteerin g system has its own source of power a motor-driven No . 5 Waterbury A-end pump and is therefore except in emergencies com plete ly independent of the main hydra ul ic

isdire

powsys

16 22 23 ) { ?l {19r y


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00

=r- ll L~ ~ ~ 4;

~ ~ _ _ _ @33

Restricted


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steersman turns it left or right, into a corresponding upward or downward motion ofthe control shaft, thereby changing the position of the tilt-box in the motor-driven W aterbury pump. This in turn varies the strokeof the pistons inside the motor-driven pump.I t also determines the quantity and directionof flow of the oil which is pumped to themain rams . In th is manner it controls theoutput of the motor-driven Waterbury pumpin response to the adjustments made by thestee rsman when steering by normal POWER.

a sinthrouconn

FThe pcylinmidwslidin5) b

pin sother

The Steering System


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by th e p lunger, back t hrou gh t he chan geva lve, and into th e r etu rn s ide of th e te l emotor pump . A s t he plunger moves bac k andfo rth betw een the cylinder s, it turn s the bellcrank , rotating th e shaft a f ew de gr ee s ineach direction . At th e other end of the shaft ,a d ouble crank 7) is fi x ed and , as the sha fttu r ns left o r ri ght , thi s crank moves the pumpcontrol shaft (8 ) . Thi s shaft alters the an g leand direction of t he til t -box in the Waterbury pump . Fi g ure 2-1 shows how the pumpcont rol shaft is linked t o the tilt-bo x in the

s tee rstinu eto net erin gan y md ea d

Fwhe epumps ide obeing

Restricted


93/155

steersman to hunt for the zero , or neutral ,position.

Fi g ure 4-2 shows one type of centeringspring, found on some older classes of vessels .The spring 9) goes throu gh a hole in thebrackets 10) and is seated in the yokes ateach end . The brackets a re bolted ri g idlyto the plun g er cro ss head 3) : A s thi s move seither way from t he center, the bracket onthis side will pull the pull -rod 11) alongwith it . Thi s rod , sliding freely in the op

thecenteagainshafthouspowe

The Steering System


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val ve. They are sp ring-loaded, and set to liftat a press ure of 1,200 pounds per square inch .The va lve at th e other end 11) 1s a hand

doub10)waythelocklargea smthestemthe buppe

Restricted


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be seen in Figure 4-7, are structurally identica l with the hand bypass valve described . Thenearest valve is shown partially cut away. Ineach of these valves, the upper chamber 15)leads into the port nearest it 17), while thelower chamber 6 ) leads into one of the twointernal chann els runn in g le ngthwise throu gh

the 18)19)

out ,normstr u

The Steering System


96/155

the disk 21) , instead of being seated by turning the nut with a wrench , is held seated bythe loading spring 22). The spring tensionis adjusted by the adjusting nut 23), whichcan be reached by removing the cap 24) .The two internal chambers of this valve , likethose in the hand bypass valve, open into thechannels leading to the power-driven Waterbury A-end ports. In practice , therefore, itwill be seen that the relief valves are simplysafety valves, kept closed by loading springsand opened only by excessive oil pressure ,

supplyruddername p

Mat eachis a smmay bwhich

b.powerthe st

Restricted


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1 The telemotor pump Since , in operation by normal power , it is the direction ofthe motor-driven Waterbury A-end pump tiltbox that determines which way the ruddermoves (see Section 4B2al) , and since theposition of thi s tilt-box is contro lledby the movement of oil in the controlcylinder , it is clear that , to steer the submarine , some device is needed to fu-iye thatoil in the direction required. The mechanismmust be one which will respond readily to

flowshaffittedmototrolwillthe cti lt-bpumTherof th

The Steering System


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A sprin g- lo ad ed lo ckin g p in 4 ) is buil tinto th e hub , which wh en pull ed out a llow sthe main steering wh ee l to be di sen gagedfrom its shaft . Thi s keep s the main wheelf rom spinnin g useless ly when the submarin eis being s teered f rom th e connin g tow er.Attached to the stee rin g stand under the mainwh eel is a locking a rm (5) with a forked endwhich can be swun g out to keep the whe elstationary when i t has been di sengag ed . Themain steerin g whe el is connected to the tele motor pump through the gear box 6 , Figure

cha n ga lar gexacttrolpumpminimma involum

Hsur et urnin

Restricted


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shaft extension 6) , notched for a positivegr ip , in the desired position.

4. The change valve Since there arethree methods of operating the steeri ngsystem, POW R , H A N D , and R GE NCY , a change valve (11 , Figure 4-8) isprovided to open t he lines being used , andclose, or blank off, the others. This valve ismounted at the forward end of the steeri ngstand, by a pair of flan ge d ports connectingdirectly to the p ressure ports of the tele

I t istheop enit isThiswhofemaand( 5)eachland

The Steering System


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not the handwheel shaft, which merely turnsleft or right. The thread used on the shaftis a steeply pitched quadruple thread with arapid travel , which raises or lowers the s leeveto the extreme limit of travel in three-qua rters of a turn of the wheel.

The three possible positions of the wheela re shown by a circular indicator platesc rewed to the spokes near the hub . A black-enameled trip of iron formed into an indi-cator and attached to the valve body shows

s teer inFiguredevelopump,

Aintermoff, prthe mafrom rizing

W

Restricted


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5. The emergency control valve Theemergency control valve is mounted to theleft of the main steering wheel (looking forward from the wheel). I t is shown at 13 inFigure 4-8. Its function is to allow the flow ofoil from the main hydraulic system, in caseof failure of the steering system s own power,and direct it to either side of the steeringsy s tem manifold (using the same lines asthose for HAND operation) , from which itgoes to the rams. Like the change valve, theemergency control valve is a piston-type , or

(8) cmounthe emzontaaboutRIGHan arturnetionsis beit ionFigur

The Steering System


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and the pressure rom the supply port 1)cannot reach them .

At RIGHT RUDDER , the piston hasmoved to the bottom of its travel , the supplyport 1) is opened to the port 3) leading tothe after starboard and forward port rams; re turn oil from the after port and forward star-board rams comes in through the port 4) andout thro ugh the return port 2) .

At LEFT RUDDER , the piston is at thetop of its travel. Pressure from the supply

ning temergehandleholdsfirm lyloadedlock

Restricted


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NEUTRAL RIGHT RUDDER


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.; )l

Restricted


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angle indicator on the instrument board in thecontrol room. Figure 4-19 shows the packingused in the main ram .

rudderitselfpushedlic preing th

e.partsalso coand recut-oupipe li

The Steering System


106/155

Restricted


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exceventto ths op

mandiag

pluginsta


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oo

Restricted


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4C2 POWER steering a. Explanation ofthe diagram Figure 4-24 shows the coordinated action of the system during POWE Rsteering. Direction of oil flow for right rudderis shown by arrows . The power pump or highpressure oil circuit is shown in heavy lines ,red for the supply side of the line , blue forthe return side. The telemotor pump or lowpressure circuit is shown in thinner lines , redfor the supply side , blue for the return side .Areas and lines inactive during POWE Rsteering are shown in black. All colors and

g eardrivevalv elin e.of th(7) f

Ttiltinburyoil amani


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0

15

Restricted


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starboard ram has moved forward, driving oilout of the opposite end of their main cylin ders , back through the manifold (9) into thereturn port of the motor-driven WaterburyA-end pump , completing its cycle .4C3 H ND steering a. Explanation of thediagram Figure 4-25 shows the coordinatedaction of the system during HAND steering.Direction of oil flow for right rudder is shownby arrows . In HAND steering, the entiresteering action is accomplished by oil pres

muchrudd

Igeardrivevalvethe mportboardstarbnecti


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0w

Restricted


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tion , a ll arrows would point m t h e oppos itedire ction , and colo 1 s would be reve rs ed. Referto each index number on the dia g ram as itoc c urs in the text .

b 0 p ration of th e sy st m on EMER GEN Y pow r The s teerin g wheel (1) is di sco nnected from its shaft by pullin g ou t thelo ckin g pin in th e hub , and th en pulling th ewheel aft , di sen gag in g it from th e clutch jawon the drive shaft . The lo ckin g arm under neath the whe el is pulled up to a horizontal

thenva lveend othe staft , tco nner udde

Bmentit s cythe o

5


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BOW AND STERN PLA INTRODUCTI

SA 1 General Hydraulic power is used totilt the bow and stern p lanes. Each systembow and stern pla nes) has its own power

supply system. Except in emergencies thepower facilities of each system are adequatefor its own individual operation independentof power from the main hydraulic system.

a.indepethe molong in

b.in the


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0o

TO STEERING PUMPI

Bow and Stern Plane Systems


116/155

of bow plane rigging and forward wind lassand-capstan operation. Although they derive

their hydrau lic power from the main hydraulic system , they are very closely associated with bow plane tiltin g and are , therefore ,described in the bow plane system instead of

in conA

planeis i ll ubook.

B ST RN PLANE S581 General arrangement The units of thestern plane system fall conveniently intothree groups:

and tmoreis ma

Restricted


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ply sistern

Nthe penterposit ifromemergmotoquent

4he c


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00

Restricted


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wh en turn ed , mo ves the quadrant gear 9) ,and thi s in turn moves th e emergen cy controlval ve pis ton in or out.

Fi g ure 5-6 shows the emer gency controlva lv e success ivel y m its three po s ition s. Theonly diff erence in interna l s tructure is thather e the p iston is moved in and out directlyby the action of a lev er, while on the steerin gstand unit it is a movable sleeve threaded intoa rotatin g stem . The ports 1 and 2) go to themain hydrau l ic sys tem ; the ports 3 and 4)

gen cyas itsby thT h esh ow

bburyhydraA-entric mrevo l



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Restricted


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pi s toend opriatso thother

Ta g uiA kedriftto ketwopisto

Bow and Stern Plan e SystemsWhen the capstan is to be used , a couplin g te l em


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arrangement provides the means for connecting the chain drive to the motor shaft . Thi sconsists of a pair of spring-loaded pins attached to W oodruff keys which have twopositions . In the ON position, the keys areenga g ed in keyways in both the motor-shaftcollar and the chain -drive sprocket . In theO FF position, the keys are s li d over to oneside so that they engag e only the motor-shaftkeyway, but not t h e chain-drive keyway . T hi stype of coupl in g does not disconnect t h e elec

su rechan gcontrocyli ndthe rechan greturning thin thecontrodriven


123/155

.

ow and Stern Plane Systemsis set at NEUTRAL -EMERGENCY . Thi s th e c


124/155

blanks off the li n es from th e telemotor pump1) so that hi gh pressure oil cannot reach and

motorize it . At the same t ime it also placesthe change valve hand lever in the horizontallot of the quadrant g ear (7). The emergencycontrol handwheel 8) can now turn the

q uadrant g ear left or ri g ht , movin g the spoolof the emer gency control valve 6). Thisadmits hi g h pressure oil from the main hydraulic system directly to one side or theother of the ram 5) , tiltin g the stern planes

opensdirectleversettinincreatilt-bothrouW h enor Ddirect5) , i

Restricted


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Bow and Stern Plane Systemsplane system just described see Section 5B2). from th


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The bow plane tilting controls occupy theforward half of the co nt rol board see Figure5- 1) .

b. Cylind er and planes a embly In thestern plane sy s tem , the cylinder is fixed, orsta tionary , and the piston moves. In the caseof the bow planes see Figure 5-12), the pistonrod 1) is fixed to the overhead frame 2) andthe cylinder 3) s lides up and down on it. Aheavy double crank, connected through linkage 7) to the body of the cylinder, serves as

just abports, just abexactlyof thefrom tports, pistongo to tat eithhole a

Restrictedup or down. The l inkage 4) moves the t iller nectin


127/155

5) , into the hub of which are fastened the bowplane stocks 7). The cam 8) serves to actuate the ti lting interlock which is describedin the next se ction. The holes 10) are fortaper pins not shown) to hold the tiller shaftfirmly in place inside the hub .

The hub indicator dial 1 7), graduated inde :; rees , shows th e ang le of rise or dive of thebow planes . A quadrant gear 19) is bolted tothe bow plane stock. This engages with a sector gear 18), suspended from an angle frame.

up anmainportthroulock , amotorburyused motormentsforwa

Bow an? Stern Plane Systemscontrol valve (1) receives the power from the inter


128/155

after service line (2) and directs this powert hroug h the interlocks and chan ge valve (3)to one side or the other of the WaterburyB -e nd motor (4) , ca usin g the shaft _( S) to turnin the required direction. The two bevel gearboxes (6) transmit its motion to the upperhorizontal shaft ( 7) where , through a spurgear (8 ) , it is transmitted to the lar ge sectorgea rs (9 ) . These gears pull in or push out theconnecting rod s (10) which ri g the divingplanes (11) in or out . Leakage is prevented at

whicwayTheyin ter

Tton vg in gplaneinterretarmoto

Restrictedthrou g h the tilting in t erlock see Fi g ure in g p


129/155

5-17) . When the planes ar e mo ving to zerode g ree s tilt , the cam 10) on the tiller willra ise th e roller lever 3) , turnin g the cranksha ft (4 ) to the le f t which , throu g h the bellcrank (5) and link (6 ) moves the spool valve

2) to the OPEN po s ition , allowing the oilwhich operates the rig g in g gear to pa ss throught he valve. However, when the shaft turns ineither direction- RISE or D I V E the hi ghpoint of the cam moves away from the roller onthe roller lever, and a return spring 7) pushes

contrsuchintori gg is poolout d

2ryin gthrou5-18)eccen

Bow and Stern Plane SystemsThe rigging interlock has an additional I S sho


130/155

function. To eliminate the shock of the ri gg ing gear hitting the hard stop at each endwhile rotating at full power , the ri g ging linesthemselves pass through the rigging interlockin such a way that when the rigging gear isapproaching either the fully rig g ed-in orfully rigged-out position , the rigging powerline will be partially closed off by the actionof the rigging interlock spool valve , bringingthe gear to an easy stop.

The check valves (7 , Figure 5-18) allow

li ghteT

tweencam ohighezero tinterlhandlplacespoolsuppl

Restricted


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Bow and Stern Plane Systemsdrive shaft 10) whose motion, through the the sm


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clutch 11) , worm g ear , and bevel gears 12) ,is transmitted to the rigging gear shaft 13) ,thereby rigging out the planes.

Meanwhile, oil from the return port ofthe B-end motor passes back through thechange valve, thence through the rigging interlock whose spool valve still permits it topass) , to the return side of the rigging controlvalve, and through its return port 20) to theafter return service line. This completes itscycle from the supply manifold to the return

ro d , ining itplaneout ofthe pothe upline. Finterloside oportbury p

RestrictedB-end motor 9) is transmitted through the lines


133/155

worm and gear 15) to the horizontal driveshaft 13) which operates the ri g ging gear.

2. Clutch in WINDLASS AND CAP-STAN position. When the clutch (11 , Figure5-19) is placed in the WINDLASS-ANDCAPSTAN position , the rotary motion of theshaft of the B-en d motor 9) is transmittedthrough the gear box to the horizontal stubshaft 19) which drives the windlass-andcapstan gear.

gin gcapstimeand -sinceonly

chancapsof ththe



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N

IN/NEUTRAL/ R IG OUT

Restricted


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Restricted3. Solenoid lo cking device. The Electric th e


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Boat Company bow plane system doe s nothave the hydrauli c intedock valves betweenthe ri g ging and tiltin g syste m s which , in thePortsmouth system, prevent ri gging while theplanes are tilted , or tiltin g while they are ri gg ed in .

Instead , there is a spring-loaded plunger,actuated by an electrical solenoid or mag neticcoil (10 ), which locks the ri gg in g controlvalve in NEUTRAL whenever the planes aretilted to any de g ree of ri se or more than 15

a utomto ththe Pri gg ipairwhicis apri gg i

5in s t aactio


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N..0

RestrictedActive pressure oil is shown in red , active for w


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return oil in blue ; oil in the inactive partsof the system is shown in l ighter red. Direction of flow is indicated by arrows.

The bow plane change valve 2) is set atHAND .

The handle 9) of the power riggingvalve 7) is at NEUTRAL , locked there bythe solenoid plunger 10).

The handle 11) of the hand rigging and

onlyis lowindthe WerateengaWheclutcmakevalvewhic

6


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SERVICE TROUA INTRODUCTI

6A 1 General The submarine hydraulicsystem , like any other complex mechanism ,will not function at maximum efficiency unless it is kept in perfect condition. Thischapter lists some common service troubles,with their probable causes and suggested

valve pgood o

f.must bbarreltained

Restrictedy early contract , should be use d t emp ora rily . val ve


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How ever , oil s with a pour p oint as low aszero de g rees Fahr enhei t or lower have beentested in speed g ea r s at t emperatur es caus in gcomplete solidification and found to work satis factorily , as they liquefy almost immedi a te ly wh en the g ear is ope r a t ed . Manu f act u r er s in s t ruction books should al so be co ns ulted forrecommended g rade s o f oil.

t is not nec essary that all oil used inany installation be of the same brand or tr ad em a rk , provided it is all of the same grade .

in g areplecontrmanith e td er ,POW

Tthe rfromthe o

Service Trou blesin g power sys tem . Beg in ventin g the air outof the lines , cylinders , manifold , and pum p

c.trol sy


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throu gh the air ble eder valves . Thi s proceduremus t be repeated as often as is necess ary toeliminate all the a ir from th e sy s tem .

To eliminate a i r from the ram cylinder s ,the followin g pro cedure should be followed.When the boat is divin g, the s teersman shouldshift the rudder s lowly from left to ri ght afew deg rees , with the steering in normalP OW E R or EMERGENCY ; as he doe s so ,vent the two after cylinders . A s the ang le of

samecept ttoward

dsy s tempower

Rdivepowert hroug

Restricted TROUBLE PROB BLE C US


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A c c um u I a t o r pI u n g e r 1. Lost oil seal.squeaks or jumps when dis-charging. 2 Packing g land un

Accumulator plunger travelsdown against positive stopscausing oil relief valves tolift.

1 Valves 1n pilot vau tomat i c bypasslines closed .2 Automatic by passtem bent.

Service TroublesTROUBLE PROB BLE C US


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Valve on mam supply orreturn manifold cannot beop ened.

Hydraulically operated unitcannot be started .

1. Valve jammed on s

1 Foreign matter in oing mechanism.2 Lack of lubrication

Res t rictedTROUBLE PROBABLE CAU


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Safety or negative flood 1 Ball joint s) on flvalve does not indicate of adjustment.CLOSED and operator isunable to close it by hand

2 Frozen operatingoperation. ISm.Safety or negative flood 1 Ball joint s) on flva lve indic tes CLO SED ou t of adjus tment.but tanks continue to flood.

2 Gaskets blown ou

Service Tro ublesTROUBLE PROB BLE C USE


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Rudder operates with je rky 1. Packing on steer in gmotion. dry.

Rudder operates at normal 1. Control cylinder plrate of speed in one direc- stops incorrectly set.tion , but operates at a re- 2 Control cylinder paduced rate in opposite direc-tion. is not allowing plungtravel freely in oppos

INDEXA end pump Waterbury 21-33 Fig. 2-6; overhaul of 39-40 131 ; in planes system 110 CapstCase


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Fig . 5-22 ; service instructions for 35 ; insteering system, 80 Fig. 4-3 ; as a telemotorpump hand-operated 32-33.Accumulator in power generating sy stem, 42

43-49 Figs . 3-4 to 3-9.Acid undesirability of as a hydraulic fluid 10.Actuating units for bow planes Electric BoatCompany submarines, 128.Advantages of hydraulic power 1-2.After and forward serv:ce lines 71-79 Fig.3-37.Air loaded relief valve 48-49.

blysemto

CauselicCente

Chan123Chan

inCharaCheck

IndexDefinition of hydraulics, 2.Density of a fluid , 2-3, Fig . 1-1. Forwa3-3 7.


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Depth and pressure, relation of , 4-5, Figs. 1-6,1 7.Description of stee ring system , 80-98 .Detecting and echo-ranging apparatus, 77-79 ,Fig. 3-44.

Differences : between Waterbury A-end andB- end , 23-24, 26-27, 33; between bow planesys tem on Electric Boat Company submarines and others, 126-130, Fig s. 5-23 , 5-24.

Disass embly: of IM O pump, 20; of Waterburyspeed gear , 35-38, Figs. 2-23 to 2-30.Dis tribution of oil press ure in echo-ranging apparatus, 79.

Frictio14.Fuel bFunctiearGuide

Hand WatHand-1-15.HANDsyste

RestrictedLocking dev ice, solenoid , 128.Losses in power , causes and amounts of , and Oil se131


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methods of compensating for , 15.L O W E R , po sition of periscope , 69.ain ballast tanks , 57 ; valves for, 58, .59.Main cylinder ass emblies, for steering, 80, 94-96, Fig. 4-18 . .Main engine drowned-type exhaust v,alve , 72-74, Figs. 3-38 to 3-40. ,.Main hydraulic system, 1 6, 41-79; table oftroubl es, causes , and remedies for, 133-136 ;venting of , 132 ; s also Figs. 7-1, 7-2 .Main manifold , steering system, 84-87, Figs .4-4 to 4-7.

Open OPEN40 ;conOpera3-273-31OperaOpera3-9;of p1-20sim

ndexPump control lever, 89-90, F ig. 4-10.Quick throw cut-ou t valve : main hydraulic

SleeveSoc ke


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sys tem, 54, Fig. 3- 19; steering system, 98,F ig. 4-23.Races care of, 131.Radial and axial thrust roller bearings : careof, 131 ; removal of, 38, F ig. 2-30.RAISE , position of periscope, 69-70, F igs. 3-35,3-36.Ram: s te erin g sys tem , 94-96, F ig. 4-18; sternplane, 111-112, Figs . 5-8, 5-9.Ready-to-fi re interlocks , 77 .Reassem bly: of IMO pump, 20 ; of Waterbury

28, 3remmovSolenoSoundSoundSourcedrauSpecifSpeedseeSpool-Stand:

RestrictedTorpedo tube outer door mechanism 74-77,Fig. 3-43. VentVent


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Trip automatic, for periscope, 69-70.Troubles operational 131-137 .Trunnion block, removal of, from Waterburyspeed gear 38.

Turbulence , rise of oil temperature resultingfrom 14-15.Unconfined liquids , behavior of , 2-5.Units of hydrauli c system: main , 41-79, Fi gs .7-1, 7-2; power-driven 13-14, Fig. 1-20 ;

simple 11-12, Fig. 1-17 .p position of clutch , 93, 104, Fig. 4-15.

3-24VentivenV erticWater10 ;Water

seeWeighWheeeme88-8


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Documents

The Fleet Type Submarine Hydraulics