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Патент USA US3043101

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July 1o, 1962
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Nm .Bd DCDM V.EGuw..B .,„EAmmw
A
O AND PROTECTIVE CONTROLS
LUBRICATION SYSTEMS
F o .Ti
„ms
RF
A
3,043,092
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agissez
Patented July 10, 1962
2
3,043,092
LUBRICA'HON SYSTEMS AND PROTECTIVE CON
TRGLS FÜR TURBUCHARGED ENGlNES
Albert N. Addie, La Grange Park, and .lames l. Kotlin,
Downers Grove, Hl., assignors to General Motors
Corporation, Detroit, Mich., a corporation of Deiaware
FiledMay 18, 1961, Ser. No. 110,969
8 Claims. (El. 60-13)
distal from the pressure supply .pump 10._ vThis timing and
`accessory drive gallery extends vertically of the engine
and is connected through branch passages indicated at
46 tothe various timing gear and accessory drive bearings.
The gallery 44 is suitably connected at its upper end at
48 to the adjacent end of an oil distribution gallery 50
which extends longitudinally of a camshaft 52 and sup
plies oil for lubrication of the several camshaft bearings
and overhead valve mechanisms. The upper end of the
This invention relates generally to an internal combus 10 timing and accessory drive gallery 44 is also connected
tion engine, and more particularly to a lubrication and
through a conduit 58 for oil supply to an engine mounted
protective control system for a turbocharged engine.
The invention has particular application to the turbo
charging of a compression ignition engine of -a size to
provide continuous locomotive, marine and industrial
power requirements. Relatively high mechanical and
thermal loads are imposed on the various load carrying
and combustion chamber deiining components of such a
turhocharged engine. To provide requisite operational
durability, such load `factors often dictate the redesign of
various components of the previously non-turbocharged
engine and require the maintenanceof `adequate pres
surized oil supply for both lubrication and cooling pur
poses.
'
>
,
turbocharger 60.
The turbocharger is preferably of the type shown and
described in copending United States patent yapplication
Serial No. 776,099 entitled, “Compressor Mechanism Vfor
internal Combustion Engines and the Like,” nled No
vember 24, 1958, in the names of AlbertN. Addie and
Brian M. Gallagher. In such a turbocharger, an alternate
mechanical drive is adapted to augment the compressor
driving torque of the exhaust gas driven turbine to insure
an `adequate supply of charging and scavenging air under
low speed and power and engine accelerating operating
conditions. This mechanical drive is `drivingly discon
nectable ffrom the turbochainger under higher engine speed
The invention contemplates ’an improved lubrication 25 and `load conditions, being overdriven by the turbine
system for a turbocharged engine of the type indicated
through >an overrunning clutch or coupling. Oil distribu
including several pumps separately supplying oil for en
tion branch passages 62 and 64 within the turbocharger
gine and turbocharger lubrication and tot' piston cooling
purposes and related engine shutdown eiîecting protective
controls operable in response to diiîerential pressures in
' the several oil supply systems to insure the maintenance
of adequate oil supplies for both engine and turbocharger
lubrication and cooling under all engine operating con
are connected to the filtered oil supply conduit 58. The
brauch passage 62 is connectable as indicated at 66 to
the several beatings of the mechanical drive. 'I'lle branch
passage 64 is connected to the inlet port of a second-stage
high pressure pump 67 which is driven oit the engine
accessory drive gear train. The pump 67 supplies high
ditions.
pressure Voil through a two-Way check valve 68, a high
The foregoing and other objects, advantages and fea 35 pressure “line” oil iilter 69 and branch connections indi-'
tures of the invention will be more thoroughly understood
cated at 70 to the critical turbine heat exposed bearings
from the Vfollowing description of a preferred illustrative
of the turbocharger proper. The high oil pressure sup
embodiment thereof, having reference to the accompany
plied by the pump 67 is regulated by a suitable pressure
ing drawing, in which:
relieving valve indicated at 71.4 A check valve 63 inter
»FIGURE 1 is a diagrammatic view of an engine lubri 40 connects the engine oil supply conduit 5S vw'th the dis
cating and engine protective control system constructed
charge of the high pressure pump 67 and is'operable to
in accordance with the invention; and
bypass this pump to insure some oil supply to the turbo#
FIGURE 2 is a sectional view of a differential pressure
charger `bearings if and whenever the turbocharger oil
modulated valve operable to effect an eng'ne shutdown
supply drops below the pressure in the conduit 58 for
1etiîecting controlcondition in response to a low oil pressure 45 any reason. The ñlter y69 and the branch connections
signal in any of the several oil supply systems.
70 of the turbocharger are ‘alternatively connectable
As shown diagranmiatically in FIGURE 1, the engine
through the check valve 74 to an auxiliary high pressure
and turbocharger lubrication system includes two gear
oil supply system 72.
pumps 10 and -12 having a common engine drivenl im
The auxiliary oil supply system for the turbocharger'
peller shaft 14. These pumps respectively supply pres 50 is controllable by engine starting and shutdown effecting
surized oil to separate engine lubrication and piston cool
controls associated with the engine governorïand is selec
ing supply systems. vThe pumps 10 and 12 have suction
tively operable thereby to provide high pressure oil to
or intake ports 16 and 1S connected through conduits 20
prelubricate the`turbocharger bearings prior to engine
and 22 with a high capacity oil filter device 24 mounted
starting and for `bearing cooling purposes for a limited
55
within the engine oil sump 26. The discharge port 30
period of time after engine shutdown. The auxiliary sup
of the engine oil pump 10 is connected through a pres
ply system 72 comprises a pump 76 having an inlet port'
sure regulating relief valve 32 to the main oil distribution
78 connected by a conduit l80 to the engine oil sump 26
and a discharge port 82 connected through the check
'valve 74 and interconnecting conduits 90 and 92 to the
60
at 36 to the crankshaft main bearings and oil supply
high pressure connection intermediate the iilter 69 and
passages.
the check valve l68. The pump 76 is drivingly connected
gallery of the engine which is indicated at 34. This main
gallery is connectable through branch passages indicated
The discharge port 3S of the piston cooling oil supply
as indicated at 94 to an electrical motor 96. The motor
pump 12 is directly connected to a distribution gallery
96 is in turn electrically connected Iat 98 to a time control
or conduit 40 having a plurality of nozzles 42 associated
switch mechanism 100. 'Ihis switch mechanism is con-v
65
therewith. `These noz'zles are yadapted to continuously
nected atV 102 to the engine starting control 104 and at
direct a stream -or spray of cooling oil into the combus
106 to the engine shutdown control 108 of the engine
tion chamber deñning portions of the several engine'pis
tons. Since the pump `12 is directly driven by the engine,
governor and is selectively operable thereby to energizev
the auxiliary pump driving motor `for a limited period of
the piston cooling effect provided thereby varies' substan
70 time >suiiicient to prelubricate the critical high speed and
tially in `accordance with engine speed.
heat exposed bearings of the turbocharger prior lto engine
A timing and accessory drive oil supply gallery 44 inter
sects the main lubrication supply gallery 34 at its end
st-arting and for a second period of time sufficient to pre~v
vent destructive soak-back heating of the turbocharger
3,043,092 t
3
.
bearings »after engine shutdown eñecting operation otthe governor control. Such'prestarting and postshutdown
high pressure oil supply is isolated from the main engine
oil supply system by the check valve 68 and the high
`
pressure pump 67.
f
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Y
The engine governor and its related shutdown control
isV preferably ofV a type similar to that shown and described
in cop'ending United States Patent Application Serial No.
112,887 entitled, “Governor Mechanism,” filed May 26,
1961, in the name of Lauren L. Johnson.
Such a gov-'
ernor mechanism is provided with remote speed setting
and engine speed and lload regulating servo mechanisms
'which cooperate to provide constant output load charac
shutdown control line 112 through a connection including
a radial port 144 in the sleeve member 128, an annular
chamber 146 deiined between the valve sleeve and the
cylindrical housing member, and «a -shutdown outlet port
148 provided in the cylindrical housing member. The
engine supply pressure in the annular chamber 142 is also
supplied through a passage >150 extending longitudinally
of the valve sleeve member to an eXpansible chamber 152
defined between the housing members 122 and 1‘26, the
sleeve 127 and the adjacent end of the valve sleeve mem
ber. The engine oil pressure thus applied to the sleeve
member 122 is opposed by 'a spring 154 compressively
interposed between the opposite end of the valve sleeve
`member' and the end housing member 124. -A drain or
teristics corresponding to each of the engine speedrsettings.
port 156 extends radially through the valve sleeve
'Iîhe engine protective control associated with such a gov 15 vent
128
in
longitudinally spaced relation to the Vport 144 and
ernor is operable to eiîect engine shutdown in response to
communicates
outwardly with a second annular chamber
either an excessive suction or a low engine oil pressure `
158 defined between the valve sleeve and the cylindrical
f signal applied thereto.v
,
housing member. The-annular chambers 146 and 158
In the illustrative embodiment of the invention, the>
are separated by a seal «land or boss 160 «andare alter~
suction of the engine oil pump 10 is applied to the engine
natively connectable to a vent or drain port 162 in the
shutdown effecting control 108 through a conduit 1110
valve housing member in accordance with the pressure
connected to the pump intake 20. The remote engine oil
responsive positioning ofthe port sleeve 1'28. The drain t
pressure supplied to the turbocharger mechanical drive
port 162'is connected throughthe conduit 121 to engine
is normally applied to the Álow oil pressure shutdown con
trol of the governor through Va connection 112, a ditieren- '
tial pressure modulated valve mechanism 114, and a con
duit V116 connected to a turbocharger oil'supply conduit
58. The valve mechanism 114 is subjected to the turbo
oil sump 26..
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`
With the instant control valve 1,14, the governor shut
down control 108 is preferably set to effect engine shut
down when the engine oil pressure applied thereto drops
belows the
level Vnecessary for adequate engine
charger oil pressures before and after the high pressure
lubrication
`and
under
idle speed and lload conditions.
30
pump 67 as indicatedgdiagrammatically at 118 and 120
As engine oil pressure approaches this minimum level,
and is operable thereby tosimulate an engine oil pressure
the spring 154 shifts the valversleeve to the right inter
failure by venting _the shutdown control connection
connecting the annular chamber 146r and the drain port
through a drain connection 121 to thek engine sump when
162 thus venting the shutdown control line 1i12 to effect
ever the engine or turbocharger oil pressures applied
engine shutdown.
thereto are below a pressure modulated differential char 35
acteristic insuring adequate lubrication and cooling of the
several turbocharger bearings. The valve 114 thus pro
vides a variable shutdown eiiîecting characteristic which
Normal idle speed oil supply condi
tions shift the sleeve and valve member to the positions
shown in FIGURE 2. .Under such oil supply pressure
' conditions, the seal land 134 of the valve member closes
the sleeve drain port 156V and the seal land 160 of the
sleeve closes the vent orV drain port 162 with respect to the
40
and in the speed and Iload of the engine and turbocharger.
chamber 146 and opens this drain port with respect to the
As shown in greater detail in FIGURE 2, the housing
chamber 158. The selected deñectionrates of the springs
of the valve mechanism 114 _includes a cylindrical housing ì
member 122 which is closed at its opposite ends by end ’ 137, 139 and 154 are such that the shuttle valve member
andV valve sleeve tend to maintain this’relationship, or to
. is modulated in accordance with variations in oil viscosity
>plate members 124 and 126. The end members 124 and
1276 support tworsleeve members 125 and 127 extending
ylongitudinally therefrom in spaced concentric're‘lation to
the inner bore 123 of the cylindrical housing member 122.
The-housing member 122' cooperates with the inner sleeves
advance the valve member slightly ahead of the Valve
sleeve, with normal increases in the oil supply pressures
applied thereto with increasing engine speed up to the
‘limits provi-ded by the pressure regulating relief valves 3f2
andî71: "The positional relationship thus obtained be
' 125 and 12'77to reciprocably mount a ported valve sleeve
Y128. ’Ihe valve sleeve l128 in turn cooperates with the 50 tween the valve and sleeve members for anyV instantaneous
pressure supply condition is indicative of an effective pres
sleeves 125 and 127 to reciprocably support `a shuttle
sure differential acting therebetween. For any given
valve member 130. This shuttle valve member is pro
pressure supply condition, this eiîective pressure diüeren
vided with two spaced annular control lands at 132 and
134 which slidably and sealingly engage the inner bore 129 - tial is substantially equal to the differential pressures bias
Y of the valve sleeve 128.
The end member 126, the sleeve 55 ing the valve member 130`agaìnst`the springs 137 and 139
127Y andïthe adjacent end of the shuttle valve member 130
define an expansibfle chamber 136. A similar expansible
chamber 138 is defined between the end plate 124, the
minus the lower pressure biasing' the sleeve member 128
against the spring 154. .
,y
Y
'
The sleeve ports 144- and 156 and the seal lands 132
and 134 of the valve member are so spaced that a low
sleeve 125 andthe adjacent end of shuttle valve member.
These chambers are connected to the high and low pres 60 pressure supply failure is simulated by operation of the
shutdown control valve whenever the differential pressurev
sure turboeharger oil supply connections '120 and 118,
applied to the valve member 130 drops below a scheduled
respectively. The high pressure oil thus supplied biases
' Y the shuttle valve member to the ’left as viewed in FIG
relationship established by the low pressure responsive
movement of the valve sleeve 128. In simulating a low
pressure supply failure in response to an excessive drop in
65
Y the low pressure oil Ysupplied to an expansible chamber
URE 2. This high pressure ‘biasing action is opposed by
138 and by. springs 137 >and, 139 which are compressively
interposed between the opposite end of the valve member
and the cover member 1'25.
high pressure supply, the valve member 130 is shifted to
the right until the sleeve ports 144 and 156 are intercon
nectedl through the valve chamber 142. Since oil ñow
v from the engine supply to the chamber 142 is‘restricted
The ylow pressure expansible chamber 138 is connected
through a longitudinal passage 140 inthe valve member 70 by the orilice '141, the relatively unrestricted vconnection
and an oriiice or restriction at 141 extendingrradially
_ provided by the chamber 142 between the shutdown and
therefrom to an annular chamber 142 deiined between
the valve and sleeve members and the valve seal lands
i pressure below the minimum shutdown eiïecting level.
drain connections 112` and 164 rapidly vents the control
This rapid reduction of pressure in thecontrol line also
132 and `134. The engine oil‘pressure thus supplied to
permits the spring 154 to shift the sleeve 128 rapidly to
75
the chamber 142 is normally Vsupplied to the/governor
3,043,09a
the right until the seal land 160 opens the housing drain
port 162 thereby directly connecting the shutdown control
cooling subsequent to engine shutdown, and diiîere'ntial
pressure actuated valve means subjected to said engine
line through the chamber 146 to the drain line.
and turbocharger supply pressures and normally operable
' The valve- 114 is similarly' operable to simulate a low
to connect said first supply means to said shutdown con
trol means whenever the diiferential «between said supply
pressures is in excess _of that required for adequate en
pressure supply failure should there be an excessive drop
or failure in the low pressure supply or an excessive in
crease in either supply pressure. Such an excessive pres
sure increase might occur due to blocking or restriction
gine and turbocharger lubrication and alternately operable
to vent said shutdown control means thereby effecting
engine shutdown whenever said pressure diiierential is
of the turbocharger oil supply lines or passages. If the
engine supply pressure increases beyond that indicated
below that required for adequate engine and turbocharger
by the high pressure supply, the resultant relative move
lubrication.
ment between the valve «and sleeve members serves to
rapidly vent the shutdown control pressure as the seal
land 134 opens the `sleeve port 156. Should an excessive
'
2. A lubrication and protective control system for an
internal combustion engine power plant including an ex
haust gas driven turbocharger, said »system comprising an
drop or failure occur in the low pressure oil supply, the 15 engine control means operable to initiate and maintain
valve sleeve 128 is shifted to the right by the spring
1’54 against the reduced pressure in the chamber 152
and the remaining high pressure oil supply in the chamber
156 shifts the shuttle valve carrying the seal land 132.
toward end abutment with the stop sleeve 125. Such 20
engine operation and including pressure responsive means
operable to effect engine shutdown in response to an oil
pressure signal supplied thereto below a predetermined
minimum pressure, a iirst means/operable to supply pres
surized oil for engine lubrication, -a second means con
nectcd in series with said ñrst pressure supply means and
relative movement between the valve and sleeve members
carries the «seal land 134 -beyond the sleeve port 144 thus
operable to pressurize further the oil supplied thereto for
venting the shutdown control pressure to the drain line
lubrication and cooling of the turbine and compressor
through a chamber 164 defined between the stop sleeve
mounting bearings of the turbocharger, a Íìrst check valve
~127 and the seal land 134. A similar low oil pressure 25 means operable to prevent reverse fluid flow from said
simulating connection may be effected by an excessive
turbocharger bearings toward said ñrst and second pres
increase in the high pressure supply.
sure supply means, a third pressure supply means con
ì From the foregoing description, it will be seen that
nectable to said turbocharger bearings through a second
the lubrication and protective control system of the i11
check valve means 'and energizaibleto supply pressurized
vention insures adequate prelubrication of the critical 30 oil to the turbocharger bearings independently of engine
turbocharger bearings prior to engine starting; insures ade
operation, time control means operable by said engine
quate oil supply pressures for'proper engine lubrication,
for turbocharger lubrication and cooling, and for piston
cooling purposes under all, engine speed and load operat
ing conditions; and automatically provides adequate cool
control means to energize said third pressure supply means _
for limited periods of time >for prelubrication of the turbo
35
charger bearings prior to engine starting and for ’bearing
cooling purposes subsequent to engine shutdown, and
ing oil to prevent soak-back heating of the critical turbo
valve means subjected to the pressures of said ñrst and
charger bearings for a timed period subsequent and in
second pressure supply means and normally operable to
response to operation of the engine shutdown eiiecting
connect said first means to said shutdown control means
control.
whenever the diiîerentiall between said lirst and second
While the invention has been shown )and described with 40 supply pressures is in excess of that required for adequate
reference to a single illustrative embodiment, it will be
engine and turbocharger lubricationfand alternately op
apparent that various changes and departures might be
erable to vent said shutdown control means thereby elîect
made therefrom without departing from -the spirit and
ing engine shutdown whenever said pressure differential
scope of the invention as defined in the yfollowing claims.
is below 'that required for adequate engine and turbo
i , We claim:
1. In an internal combustion engine having an exhaust
gas driven turbocharger, engine control means operable
to eiîect engine shutdown in response to oil pressure be
low a predetermined minimum, a iirst means operable
45 charger lubrication.
'
’ 3. In an internal combustion engine having an exhaust
gas driven turbocharger, an engine control means operable
to initiate and maintain engine operation, a pressure re-y
sponsive means operable to elîect engine shutdown in
to supply pressurized oil for engine lubrication. including 50 response to- an oil pressure signal below a minimum pres
a lìrst engine driven pump means iand passage means for
distributing pressurized oil to the several engine and ac
cessory bearings, a second means connected in series
with said iirst pressure supply passage means and operable
sure, a ñrst means operable to supply pressurized oil for
engine lubrication, a second means operable to supply
pressurized oil for lubrication Iand cooling of the turbo
charger, la iirst check valve means operable to prevent
4to pressurize yfurther the oil supplied thereto for lubrica 55 reverse fluid flow“ «from said turbocharger toward said sec
tion and cooling of the turbocharger, said second pressure
ond pressure supply means, a third pressure supply means
supply means including «a second engine driven pump
connectable to said turbocharger through a second check
means and passage means for distributing the high pres#
valve means yand energizable to supply pressurized oil to
sure oil from said second pump means to the several turbo
the turbocharger bearings independently of engine opera
charger bearings, a ñrst valve means operable to prevent 60 tion, time control means operably associated vwith said
reverse iluid ñow from said turbocharger bearings toward
engine control means and adapted to energize said third
said second pressure supply means, a second valve means
means for limited prelubrication of the turbocharger prior
intermediate said iirst and second passage means and
to engine starting yand for turbocharger cooling subsequent
operable to bypass said second pump means when the oil
to engine shutdown, and valve means subjected to the
pressure of said turbocharger supply is below that of said 65 differential pressures of said first and second pressure sup
engine oil supply and to prevent reverse flow therethrough
ply means and normally operable to connect said first
when said turbocharger supply pressure is above that of
means to said shutdown control means Whenever the
engine supply, a third pressure supply `pump means con
differential between said supply pressures is in excess of
nectable to said turbocharger 'bearing supply passage
that required for adequate engine and turbocharger lubri
means and energizable to supply pressurized oil to the 70 cation and alternately operable to Vent said shutdown con
turbocharger bearings independently of engine operation,
trol means thereby eiîecting engine shutdown whenever
time control means operably connected to said engine
said pressure differential is below that required for ade
control means and adapted to energize said third pump
means for limited preluibrication of the turbocharger bear
quate engine and turbocharger lubrication.
4. In an internal combustion Iengine having an exhaust
ings prior to engine starting and for turbocharger bearing 75 gas driven turbocharger, an engine control means oper
3,043,092
Y
Y
7
Y
3
in series with said ñrst passage means and operable to
able to initiate and maintain engine operation and to
eiîect engine shutdown, a ñrst means operable to'supply
pressurized oil for engine lubrication _including a first
engine driven pumpmeans and passage means for dis
tributing the pressurized oil to the, several engine and
supply further pressurized oil for lubrication and cooling
of the'ïturbocharger, second passage means `for distribut
inghighpressure oil from said second pump means to
the several turbocharger bearings, av first valve means
Voperable to prevent reverse fluid tlow` from said turbo
accessory bearings, a second means intseries with said
' charger'Y bearings toward said 'second pressure Ysupply
' means,fan engine control means' operable to effect en
><first pressure supply passage means and operable to pres
surize further `the oil supplied thereto >for lubrication
and cooling of thefturbocharger, said second pressure
gine shutdown in response to oil pressure/below a prede
termined minimum, and a second valve ’means subjected
to said’engine and turbocharger supply pressures and
normallyoper-able thereby to connect said first supply
supply means including a second engine driven pump
means and passage means Áfor distributing the highpres- ,
sureroil from said second pump means to the several
turbocharger bearings, >a first valve means operable to
means to said shutdown control means whenever the dif
Vprevent reverse ñuid ñow from. said turbocharger bear
ferential between said supplyY pressures is sutlicient for
adequate engine and turbocharger lubrication and alter
îvalve means intermediate said ñrst and second passage
means and Voperable to bypass said second pump means
thereby effecting engine shutdownV whenever said pressure
- ings toward said second pressure supply means, a second 15
when the oil pressurey of said turbocharger supply is4 be
`low that of said engine oil supply. and to prevent reverse
iîow therethrough between said turbocharger supply pres
nately operable to vent said-shutdown control means
„ differential is below that Vrequired for adequate engine
and turbocharger lubrication.k
u
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7. In an 'internalY combustion engine power plant in
cluding an exhaust gas driven'turbocharger, a lubrica
'20
sure is above that of the engine supply, a'ithird pressure
tion and protectivecontrol Ä system comprising pressure
supply pump means connectable to saidY turbocharger
responsive means operable to eÍÍectVv engine shutdown in
vbearing supply passage means »and energizable to supply . response
to an oil pressure signal belowra predetermined
pressurized oil to the turbocharger bearings independently
minimum
pressure, a iirst means operable to supply
25
of engine operation, and time control means operably
pressurized Yoil for engine lubrication, a second means
connected to said engine control means andadapted to
` in serieswith said ñrst pressure supply means and oper
' energize said third pump means for limited v«lubrication
of the turbocharger bearings prior to engine starting and 'Y
for coolingjsubsequent to engine shutdown.
Y
v
p Y 5. Inan internal combustion engine having'an exhaust
gasY driven` turbocharger, engine control means operable
to eiîect engine shutdown-in'response to oil pressure be
low- a predetermined minimum,- a first means operable
to supply pressurized oil for engine lubrication includ
ing a iirstV engine driven pump means and passage means
for distributing pressurized oil from said iirst pump means
able Vto further Vpressurize the roil supplied thereto for
Y lubricationand cooling of the turbocharger, and differen
tial pressure actua'ted'valve means intermediate'said _Siirst
pressure supply means and said pressure responsive s’hut
down control means, said valve means being subjected to
the diiîerential pressures of saidt?ìrfst, and second pressure
supply means and (normally operable to connect said
35 ñrst pressure supplyk means to said pressure responsive
shutdown control means whenever'` the pressure'dilîeren
tial between said ’engine and turbooharger lubrication
to the several-engine and accessory bearings, a second
supply pressures is in excess of that required for adequate
means in series with said ~iirst pressure supply passage
means and operable to ysupply further pressurized oil 40
' engine and turbocharger lubrication, said` valve means
for lubrication-and gcooling ofthe turbocharger, said
second pressure supply means including a second engine
being. alternately operable to vent said pressure responsive
driven >pump means and passagemeans for distributing
required for adequate engine and turboçirarger- lubrica
shutdown control means therebyeii’ecting engine shut
down whenever said pressure differentialv is below that
the high pressure oil lfrom -said second pump means to
the several turbocharger bearings, añrst valve means 45
operable to prevent reverse ñuid ilow'irom said turbo-v
charger bearings toward said _second pressureV supply
tion.
~
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8. In an internal combustion engine `power plantin
Vcluding an exhaust gas driven turb'ochargen'pressure re
sponsive means'operable to eiîect Aengine shutdown in
Y means, a second valve means intermediate said ñrst and
response toV an oil pressure signal below Va-pr'ede’termined
second passage means and operable to bypass said second
pump when the oil pressure of said turbocharger supply 50 minimum pressure, a ñrst means lfor supplying pressurized
oilv for >engine¿lubricationA a second means for supply
is below thatv of said engine oil supply and to prevent re
ing
pressurized o_il for lubrication and cooling of the tur
verse iiow therethrough-between said turbocharger snp
bocharger,
and diiîerential pressure actuated valve means
ply pressure Visfabove that of the engine supply, and a
intermediate said first pressure supply'V means and said
thirdvalverme'ans subjected tok said engine and turbo-
. charger supply pressures and normally operable thereby 55 pressure responsive' shutdown control( means, said valve
means being subjected to Vthe differential "pressures of
toconuect said iirst supply> means to 'said'shutdown con
SaidV Íirst and- second pressure supply means and'normally
' troll means whenever the diiÍerentialbetween said supply
pressures is suiiìcient to insure adequate engine and turbo
charger Alubrication and alternately operable to vent said
shutdown control means thereby effecting engine Vshut
down whenever said pressure differential is: below that
required for Vadequate'engine and turbocharger lubrica
tion.
'
Y
operable _to connect saidV first pressuretsupply means to
said pressure reS'Ponsive-Vshutdown control means when
60
ever the pressure differential between 'said engine and
turbocharger lubrication supply pressures isin excess of
that required for adequateengine and turbocharger lub
rication, said- valve means being alternatelyoperable vto
'
vent said pressure responsive'shutdown'. control means '
6. vIn an internal combustion engine having an exhaust
gas driven turbocharger, a first engine driven pump means es thereby eñecting engine shutdownrwhenever said pressure
diiîerential is >below that required for-adequate engine
operable to supply-pressurized oil for engine lubrication,
and turbocharger lubrication. »
" ` r‘
’
a iirst passage means for'distributing pressurized oil from
said tìrst pump meansto the several engine and accessory
bearings, a second engine driven’pump means connected
l No »references cited.
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