Патент USA US3043101код для вставки
July 1o, 1962 L Nm .Bd DCDM V.EGuw..B .,„EAmmw A O AND PROTECTIVE CONTROLS LUBRICATION SYSTEMS F o .Ti „ms RF A 3,043,092 y 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 ~ » 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.. ' . l ' . ` 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 - 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. ~ l ' » . Y ’ ` 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.