EP2977572A1 - Assembly for supplying lubrication to the bearings of a combustion engine of a motor vehicle - Google Patents

Abstract

The invention relates to an arrangement for supplying bearings of an internal combustion engine of a motor vehicle with lubricant. The arrangement comprises a lubricant pump (2) and a lubricant pressure accumulator (4) via which the bearings of the internal combustion engine can be supplied with lubricant independently of the lubricant pump (2) in an engine start phase and / or an engine shutdown phase.

Description

The invention relates to an arrangement for supplying bearings of an internal combustion engine of a motor vehicle with lubricant.

The internal combustion engine of a motor vehicle requires lubrication for the bearings of the internal combustion engine, in particular for highly loaded plain bearings of the crankshaft, the connecting rods and the camshafts. For this purpose, lubricant pumps are used, which are mechanically driven by the internal combustion engine to provide lubricant under pressure for lubrication.

The lubricant is commonly referred to as oil, although today it is often no longer oil. Accordingly, the lubricant pumps required for this purpose are commonly referred to as oil pumps or oil pressure pumps.

To generate an oil pressure for a low-wear lubrication of bearing and shaft, the lubricant pump needs a certain minimum speed. This is not given when starting and running up the engine.

Such unfavorable Betriebsbedigungen for the internal combustion engine occur in frequent start and stop operations of the internal combustion engine in hybrid drives. In particular, in commercial vehicles with hybrid drive is frequently changed in city operation between internal combustion engine and electric motor drive. When switching from electric drive to internal combustion engine operation, the engine bearings are therefore subject to increased wear, because at engine start sufficient oil pressure in the engine mounts is not given.

On a calculated period of operation, this leads to expensive and time-consuming repair work of engine mounts with unscheduled vehicle life.

From the prior art, it is also known to prevent emptying of the engine lubricating oil holes during engine standstill by means of introduced into the oil delivery circuit check valves. This can be achieved at engine start an accelerated oil pressure build-up. Especially with highly loaded engines with high ignition pressures and difficult Hybrid operating conditions can not be avoided with such check valves a high bearing load or reduced life of the bearings.

It is therefore an object of the invention to provide an improved drive device for a motor vehicle or arrangement for driving a lubricant pump, with which disadvantages of conventional techniques can be avoided. The object of the invention is in particular to provide a drive device for a motor vehicle or arrangement for driving a lubricant pump, which ensures an adequate supply of lubricant even in an engine start phase.

These objects are achieved by an arrangement for supplying bearings of an internal combustion engine of a motor vehicle with lubricant according to the features of the main claim. Advantageous embodiments and applications of the invention are the subject matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

According to general aspects of the invention, the arrangement for supplying bearings of an internal combustion engine of a motor vehicle with lubricant comprises a lubricant pump, which is driven by the internal combustion engine, and a lubricant pressure accumulator. About the lubricant pressure accumulator, the bearings of the internal combustion engine in an engine start phase and / or an engine shutdown phase are supplied independently of the lubricant pump with lubricant. The lubricant pressure accumulator is also referred to below as oil pressure accumulator.

A particular advantage of providing a lubricant pressure accumulator is that the internal combustion engine or the bearings of the internal combustion engine can be supplied with lubricant under pressure regardless of the engine speed state and thus also in particular or shortly before an engine start phase and / or an engine shutdown phase in which the internal combustion engine does not have the required minimum speed to supply the lubricant pump.

According to a preferred embodiment, the characteristic curve of the lubricant pressure accumulator is designed such that a pressure end value with a completely filled lubricant pressure accumulator is smaller than a minimum temperature-dependent lubricant pressure generated by the lubricant pump. This variant offers the advantage that a 100% filling of the Lubricant pressure accumulator is always guaranteed even under different operating conditions.

According to another possible, less preferred embodiment, the characteristic curve of the lubricant pressure accumulator can alternatively also be designed so that a pressure end value is completely greater than a minimum generated by the lubricant pump temperature-dependent lubricant pressure at completely filled lubricant pressure accumulator. According to this variant, operating situations may occur, for. As an operating condition of the vehicle with hot engine oil at engine idle, in which temporarily no filling of the lubricant reservoir is possible, so that the filling can take a whole longer, but on the other hand, the accumulator pressure corresponds to the pressure level generated by the lubricant pump.

The oil pressure constructively generated by the engine oil pump depends on the current engine speed and the current temperature of the oil. The minimum temperature-dependent lubricant pressure generated by the lubricant pump usually sets at idle speed and a warm engine. Adjusting the characteristic curve of the lubricant pressure accumulator such that the required pressure end value with completely filled lubricant pressure accumulator is smaller than the oil pressure constructively generated by the engine oil pump at idle speed and warm or hot operating engine thus allows complete filling of the lubricant accumulator also in this operating situation.

It is also advantageous to design the characteristic curve of the lubricant pressure accumulator so that a pressure for a start of a volume intake of the lubricant accumulator and a pressure at completely filled lubricant accumulator not more than 1.0 bar, more preferably not differ more than 0.5 bar. This offers the advantage that the oil pressure discharged through the oil pressure accumulator does not decrease sharply until emptying of the accumulator and remains as high as possible, and thus the engine bearings are subjected to the pressure of the lubricant accumulator as uniformly as possible.

Likewise, it is advantageous to dimension a storage volume of the lubricant pressure accumulator so that the lubricant pressure accumulator does not completely empty when the bearings are being supplied. For example, the storage volume of the lubricant pressure accumulator be dimensioned so that there is always at least a 10% degree of filling remains. This ensures that a residual safety margin remains in the oil pressure accumulator in the event of an error.

The lubricant pressure accumulator can be fluidly connected to the bearings via a switchable valve arrangement. One possibility of the realization according to the invention in this case provides that the valve arrangement comprises a parallel connection of a switchable first control valve and a switchable second control valve. Here, the first control valve is used to remove the pressurized lubricant from the lubricant pressure accumulator and therefore hereinafter also referred to as a withdrawal control valve. The second control valve is used to supply lubricant from the lubricant pressure circuit to the lubricant pressure accumulator to replenish it, and hence hereafter referred to as a supply control valve. Both control valves are preferably designed as solenoid valves, which are normally closed.

To supply the bearings, the extraction control valve may be switched to an open position while the supply control valve remains closed. Further, for filling the lubricant pressure accumulator, the supply control valve may be switched to an open position while the extraction control valve is closed. For this purpose, a control device may further be provided, which controls the valve arrangement accordingly, in order to empty the lubricant pressure accumulator for supplying the bearings or to refill the lubricant pressure accumulator.

In order to prevent unwanted backflow of the oil during filling of the lubricant pressure accumulator, the supply control valve in the open position may have a non-return function.

Furthermore, the volume flow of the lubricant delivery can be calibrated via a set throttling. A corresponding calibration throttle may for example be integrated into the extraction control valve.

The supply and removal control valves can each be designed as 2/2-way valves. Preferably, the two 2/2-way valves are designed as 2/2-solenoid valves with spring return.

In the context of the invention, however, it is also possible to provide an alternative valve arrangement which allows a corresponding emptying and refilling of the lubricant pressure accumulator, for example by means of only a 3/3-way valve.

In a structurally simple, at the same time very reliable variant of the lubricant pressure accumulator can be designed as a spring piston accumulator. In the context of the invention, however, it is also possible instead of a spring piston accumulator to generate the pressure in the lubricant reservoir, for example by means of a gas filling separated by membrane.

In order to realize a flatter course of the memory characteristic, a further development of the variant with spring piston accumulator provides that means are provided on the spring piston accumulator for generating a switchable, electromagnetically generated additional force. As a result, the accumulator pressure in the relaxing or almost relaxing spring state region of the spring piston accumulator can be increased by a switchable, electromagnetically generated additional force in order to compensate for or at least reduce the pressure drop in this region. For example, may be provided in the end region of the spring piston accumulator on the side of the outlet opening of the lubricant, an electromagnetic winding surrounding the spring piston accumulator, and which is energized at the time of removal of lubricant to produce an additional electromagnetic force to support the piston.

Preferably, at the lubricant pressure accumulator sensor means are provided for level measurement, for example in the form of an optical or inductive displacement sensor on the piston, so that the progress of the filling of the lubricant pressure accumulator can be monitored and in particular the complete filling of the lubricant accumulator can be detected.

Further, a control unit is provided, which is designed to perform a pulsed filling of the lubricant pressure accumulator by actuation of the valve assembly, wherein a filling process takes place when at least the following conditions are met: An engine load is less than a predetermined engine load threshold and a lubricant pressure generated by the lubricant pump greater than a predetermined lubricant pressure threshold. In a commercial vehicle, the engine load threshold may be approximately 30% of the maximum total engine power that can be requested by a driver. The lubricant pressure threshold may be, for example, 3 bar.

In other words, the removal of lubricant from the lubricant circuit for refilling the lubricant pressure accumulator is only performed when, for example, the lubricant pressure tends to the maximum value, ie at higher speeds of the internal combustion engine. If the lubricant pressure falls below the minimum lubricant pressure which the internal combustion engine generates or falls below a defined limit value, the removal is ended, for example by closing the supply control valve. The lubricant pressure accumulator is thus advantageously refilled only in operating situations in which the removal of the lubricant for filling the lubricant pressure accumulator does not affect the supply of the bearings.

Furthermore, further variable, engine speed and load-dependent switching or filling conditions can be realized, as well as refined engine map and / or engine sensor-based filling conditions possible to further reduce the impairment of engine operation by refilling the lubricant pressure accumulator.

The invention further relates to a motor vehicle, preferably commercial vehicle, with an arrangement for supplying bearings of an internal combustion engine with lubricant, as disclosed herein.

Figur 1A

eine Anordnung zur Versorgung von Lagern eines Verbrennungsmotors mit Schmiermittel gemäß einer Ausführungsform der Erfindung;

Figur 1B

eine Anordnung zur Versorgung von Lagern eines Verbrennungsmotors mit Schmiermittel gemäß einer weiteren Ausführungsform der Erfindung;

Figur 2

illustriert die Auslegung des Öldruckspeichers;

Figur 3

illustriert die getaktete Befüllung des Öldruckspeichers; und

Figur 4

illustriert die Umschaltung von elektromotorischem auf verbrennungsmotorischem Betrieb.

The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention will be described below with reference to the accompanying drawings. Show it:

Figure 1A

an arrangement for supplying bearings of an internal combustion engine with lubricant according to an embodiment of the invention;

FIG. 1B

an arrangement for supplying bearings of an internal combustion engine with lubricant according to another embodiment of the invention;

FIG. 2

illustrates the design of the oil pressure accumulator;

FIG. 3

illustrates the pulsed filling of the oil pressure accumulator; and

FIG. 4

illustrates the switchover from electromotive to internal combustion engine operation.

Figure 1A shows a highly schematic arrangement 1 for supplying bearings of an internal combustion engine of a motor vehicle with lubricant. In FIG. 1 For simplicity of illustration, only the oil holes 3 to the bearings of the internal combustion engine are shown, but not the internal combustion engine or the various bearings that are lubricated.

The bearings can be supplied via the oil holes 3 after starting the engine with the engine running in a conventional manner known per se by an oil pressure pump 2 with oil under pressure.

The oil pressure pump 2 is for this purpose driven by a driven by the engine drive shaft (not shown). The oil pump 2 sucks the oil from an oil sump 12. The sucked by the oil pump 2 oil is then supplied to the lubrication of the internal combustion engine or the bearings via the oil holes 3. Further, a check valve 11 is provided at the outlet of the oil pressure pump 2. The oil pressure lines are in FIG. 1 represented by the reference numeral 9.

To the oil pressure circuit, an oil pressure accumulator 4 is further connected, which is fluidically coupled via a valve assembly 10 with the oil circuit. The oil pressure accumulator 4 is arranged in the engine oil circuit behind the oil pump 2 and before the oil holes 3 to the camps. The oil pressure accumulator is designed as a spring piston accumulator 4 in the present embodiment.

The valve assembly 10 is formed of two parallel-connected 2/2-way valves 6, 7, which are designed as solenoid valves with spring return. The first 2/2-way solenoid valve 6 serves as a take-off valve to empty the pressure accumulator 4. The second 2/2-way solenoid valve 7 serves as a supply valve to refill the oil pressure accumulator 4 by the oil pump 9 with oil under pressure.

The electrically actuated control valves 6, 7 are connected via signal lines to a control device (not shown), which can switch the control valves by energizing each in an open position.

The control device is set up to switch the first control valve 6 to an open position shortly before or at the beginning of an engine start phase for supplying the bearings, whereupon the bearings are supplied with oil via the lubricant pressure accumulator 4 under pressure. The second control valve 7 remains normally closed.

During normal operation of the internal combustion engine and when filled oil pressure accumulator 4 both valves 6, 7 are normally closed, so that the supply of the bearings via the driven by the engine via a drive shaft lubricant pump 2.

For filling the lubricant pressure accumulator 4, the control device controls the valve 7 so that it is in the open position.

The supply valve 7 is provided with a non-return function 8 to prevent unwanted backflow of the oil during the filling process. At the oil pressure accumulator 4, a level sensor 5 is further provided, by means of which the complete filling of the oil pressure accumulator 4 can be signaled. Advantageously, the sensor 5 may also be designed so that partial filling levels are detected with which the filling strategy can be improved. When fully filled, the pulsed filling process is terminated.

The storage characteristic of the spring piston accumulator 4 is designed so that it is oriented at the given oil pressure in different operating situations. This is in FIG. 2 shown.

FIG. 2 illustrates the temperature- and speed-dependent course of the oil pressure of the internal combustion engine. Here, the abscissa indicates the rotational speed of the internal combustion engine for a utility vehicle, while the ordinate represents the corresponding oil pressure of the internal combustion engine or the accumulator pressure of the lubricant accumulator 4.

The curve 21 indicates an exemplary speed-dependent curve of the oil pressure when the engine is cold, while the curve 22 shows an exemplary speed-dependent curve of the oil pressure in the engine with warm or hot engine, which is smaller than the comparable oil pressure with a cold engine. Point 22_m indicates the minimum oil pressure generated by the oil pump that may occur during operation.

The storage curve 23 of the oil pressure accumulator 4 is now designed so that it always runs below the curves 21, 22. That is, the storage line takes into account temperature-dependent changes in viscosity in order to always allow a 100% filling of the oil pressure accumulator 4, in which the piston is in the end position. This can ensure that a filling of the oil pressure accumulator 4 even at minimum oil pressure 22_m of the internal combustion engine is possible.

In FIG. 2 It can also be seen that the pressure for the beginning of the volume intake of the oil pressure accumulator (see point 23_b), ie the minimum pressure to overcome an initial resistance of the spring piston and start the filling process, and the pressure at full filling of the oil pressure accumulator 3 (see point 23_e) lie as close as possible to each other, so that the output by the oil pressure accumulator 4 oil pressure remains as high as possible until the complete or almost complete emptying of the oil pressure accumulator. In the present example, the pressure 23_b for the beginning of the volume absorption of the accumulator and the pressure for a complete filling 23_e of the oil pressure accumulator 4 differ by approximately 0.5 bar.

The interpretation of the spring characteristic can be done for example by appropriate adjustment of the spring strength and spring length of the spring piston accumulator 4.

FIG. 1B shows a further embodiment 1 b of an arrangement 1 for supplying bearings of an internal combustion engine of a motor vehicle with lubricant. Here, components with the same reference numerals correspond to the components of Figure 1A and will not be described separately.

The peculiarity of this embodiment 1 b is that in the end of the spring piston accumulator 4b on the side of the outlet of the lubricant, an electromagnetic coil 12 is provided which surrounds the spring piston accumulator 4b and which is energized at the time of removal of lubricant to an additional electromagnetic force to support the To produce piston. Due to the low working pressure level of the lubricant pressure accumulator 4b, it is sufficient if an additional electromagnetic force of about 0.5 bar can be generated during a short withdrawal period, which temporarily adds to the counterforce generated by the mechanical spring of the spring piston accumulator 4b.

As a result, the accumulator pressure decrease during the emptying of the accumulator 4b can be compensated or at least reduced, as a result of which the course of the curve 23 in FIG FIG. 2 flattens.

FIG. 3 illustrated exemplified a clocked filling of the emptied oil pressure accumulator 4. Here, to illustrate the operating principle only a filling of the oil pressure accumulator from 0% storage filling to 15% of the filling volume shown (the further filling is carried out in an analogous manner and is no longer shown).

In FIG. 3 are shown to illustrate the pulsed filling during suitable operating conditions of the oil pressure 31, the load profile 34 and the speed curve 35 of the engine. The curve 33 indicates the storage pressure 33 of the oil pressure accumulator 4, which increases slightly with increasing storage charge.

The refilling of the oil pressure accumulator 4 takes place in particular when the oil pressure tends to the maximum value, ie at higher rotational speeds of the internal combustion engine. in this connection For example, an oil pressure threshold value of 3 bar was specified, so that the refilling of the oil pressure accumulator 4 takes place only at oil operating pressures of greater than 3 bar. The oil pressure threshold is shown by the line 31 a left of the oil pressure axis.

Further, the refilling of the oil pressure accumulator 4 is performed only when the engine load (simplified accelerator pedal position) is small, e.g. at an engine load of less than or equal to 30% with respect to a maximum engine torque demanded by the driver or at an accelerator pedal position that is less than or equal to 30% of the maximum actuatable accelerator pedal position. The load threshold is represented by the line 34a to the right of the axle indicating the load of the engine.

If the oil pressure thus drops below the oil pressure threshold value 31a or the engine load rises above the defined load threshold value 34a, the removal of oil for filling the oil pressure accumulator 4 by the associated with FIG. 1 mentioned control device which drives the valve assembly 10 ends.

To fill the oil pressure accumulator 4, the removal valve 6 remains closed and the supply valve 7 is opened. In FIG. 3 For example, the closed position 32b of the supply valve 7 is indicated schematically by the ordinate value 1, while the open position 32a of the supply valve 7 is indicated by the ordinate value 2. The curve 32 indicates the valve states 7 between the two maximum states 32a, 32b (valve open, valve closed) for the period t1 to t10.

At time t1, the oil pressure of the internal combustion engine has a value of 3.3 bar and is therefore above the threshold value 31a. The engine load is 30% and thus does not exceed the threshold value 34a. Consequently, between the times t1 and t2, the supply valve 7 is brought into an open position. As a result, the filling of the oil pressure accumulator 4 increases by 3% and the accumulator pressure 33 increases slightly.

At time t2, the oil pressure 31 has fallen again slightly, but is still above the threshold 31 a, further, the engine load 34 has dropped further, so that the supply valve 7 remains in the open position. Up to the time t3, the storage charge increases to 6%, at the same time the accumulator pressure in the oil pressure accumulator 4 continues to increase from the original 2.3 bar at time t1 to a value of 2.33 bar.

At a time shortly before t3, the oil pressure in the internal combustion engine has dropped to a value of 3 bar and has thus reached the oil pressure threshold value 31 a.

Consequently, a closure of the supply valve 7 is initiated by the control device at this time, so that the supply valve 7 is closed again at time t3. The memory filling remains at 6%.

In the period between t3 and the drawn point just before t5, although the oil pressure is above the threshold value 31a, the load 34 is also above the load threshold value 34a, so that the valve 7 remains in the closed position 32b. The load threshold is only reached again in the marked point shortly before t5, so that the opening of the valve 7 is initiated.

The further filling takes place in an analogous manner and can also be understood from the figure.

The timed filling of the oil pressure accumulator 4 has the advantage that oil is always taken to fill the oil pressure accumulator 4 from the oil circuit only when all stored opening conditions are met and so the load-specific supply of the engine with lubricating oil is not affected. In this case, a complete filling of the oil pressure accumulator 4 can be completed in a short hybrid drive cycle with internal combustion engine drive, for example, results in a 500 ccm storage volume at a total filling time of 600 s, a degree of filling of 0.83 ccm / s.

The diagram of FIG. 4 illustrates the switching from an electric motor to an internal combustion engine operation as well as the supply according to the invention of the bearings via the oil pressure accumulator 4 during the start of the internal combustion engine in a commercial vehicle with hybrid drive.

The commercial vehicle is equipped with a hybrid drive and can be operated by internal combustion engine or electric motor. For the electromotive operation, an electric machine is provided, which is supplied by a traction energy storage.

At time t1, the state of charge of traction energy storage reaches a predefined threshold of 15% of the total charge (point P1). A state of charge of ≤15% indicates a limit state of charge, at which a change from the electric motor to the internal combustion engine drive of the vehicle is initiated in order to avoid an excessive discharge of the traction energy storage.

The start of the internal combustion engine takes place at the time t4, characterized by the point P2.

According to the extraction solenoid valve 6 is the starting of the internal combustion engine P2 and after reaching the limit battery charge point P1 FIG. 1 brought from the closed position 39b in the open position 39a. As a result, the oil pressure accumulator 4 emptied via the sampling valve 6 via the oil holes 3 in the engine mounts. Consequently, the oil pressure 31 in the engine increases by the supply of the oil pressure accumulator 4. As a result, a sufficient oil pressure of 2.35 bar in the engine mounts can already be ensured at time t4 of the engine start.

Shortly before starting the internal combustion engine, the removal valve 6 is brought from the open position 39a back to the closed position 39b. From the start of the engine, the engine speed increases slowly and the now rotating oil pressure pump 2 increases the pressure in accordance with the dependent on the speed of the engine, structurally generated oil pressure.

Although the invention has been described with reference to particular embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted for without departing from the scope of the invention. In addition, many modifications can be made without leaving the associated area. Accordingly, the invention should not be limited to the disclosed embodiments, but the invention is intended to embrace all embodiments which fall within the scope of the appended claims.

LIST OF REFERENCE NUMBERS

1, 1b

Arrangement for supplying bearings of an internal combustion engine

2

Oil pressure pump

3

Oil wells to the bearings

4, 4b

Oil pressure accumulator

5

level sensor

6

Magnetic 2/2-way valve with spring return

7

Magnetic 2/2-way valve with spring return

8th

check function

9

Oil pressure lines

10

valve assembly

11

check valve

12

electromagnetic winding

21

Oil pressure curve (cold)

22

Oil pressure curve (warm)

22_m

Minimum oil pressure value

23

Memory pressure curve

23_b

Storage pressure for the start of volume intake

23_e

Memory pressure with completely filled memory

31

Oil pressure of the internal combustion engine

31a

Oil pressure threshold

32

Course of the opening or closing position of the supply valve

32a

Open position of the supply solenoid valve

32b

Closed position of the supply solenoid valve

33

Memory pressure curve

34

Load curve of the internal combustion engine

34a

Load threshold

35

Speed curve of the internal combustion engine

38

Course of the state of charge of the traction energy storage

39

Course of the opening or closing position of the sampling valve

39a

Open position of the extraction valve

39b

Closed position of the extraction valve

P1

Reaching the limit charge of traction energy storage

P2

Time of the start of the internal combustion engine

Claims (14)

Arrangement (1, 1 b) for supplying bearings of an internal combustion engine of a motor vehicle with lubricant, comprising
a lubricant pump (2); and
a lubricant pressure accumulator (4, 4b), by means of which the bearings of the internal combustion engine can be supplied with lubricant independently of the lubricant pump (2) in an engine start phase and / or an engine shutdown phase. Arrangement (1, 1b) according to claim 1, characterized in that a characteristic curve (23) of the lubricant pressure accumulator (4, 4b) is designed so that a pressure end value (23e) with completely filled lubricant pressure accumulator (4) is smaller than a minimum (22_m ) produced by the lubricant pump temperature-dependent lubricant pressure. Arrangement (1, 1 b) according to claim 1 or 2, characterized in that a characteristic curve (23) of the lubricant pressure accumulator (4, 4b) is designed so that a pressure (23_b) for a start of a volume absorption of the lubricant pressure accumulator (4) and a pressure (23_e) with completely filled lubricant pressure accumulator (4) does not differ more than 1 bar. Arrangement (1, 1b) according to one of the preceding claims, characterized in that a storage volume of the lubricant pressure accumulator (4, 4b) is dimensioned so that the lubricant pressure accumulator (4) is not completely emptied when supplying the bearings. Arrangement (1, 1 b) according to any one of the preceding claims, characterized in that the lubricant pressure accumulator (4, 4b) via a switchable valve assembly (10) is fluidly connected to the bearings. Arrangement (1, 1b) according to claim 5, characterized in that the valve arrangement (10) comprises a parallel connection of a switchable first control valve (6) and a switchable second control valve (7). Arrangement (1, 1b) according to claim 6, characterized (A) that for supplying the bearings, the first control valve (6) is switched to an open position, while the second control valve is closed; and (B) that for filling the lubricant pressure accumulator (4, 4b), the second control valve (7) is switched to an open position while the first control valve (6) is closed. Arrangement (1, 1b) according to claim 7, characterized in that the second control valve (7) in the open position has a non-return function (8). Arrangement (1, 1b) according to one of claims 5 to 8, characterized in that the valve arrangement (10) is designed to perform the lubricant delivery from the lubricant pressure accumulator (4, 4b) throttled. Arrangement (1, 1b) according to one of the preceding claims, characterized (A) that the first (6) and the second (7) control valve are designed as 2/2-way valves; and or (B) that at the lubricant pressure accumulator (4, 4b) sensor means (5) are provided for level measurement; and or (c) that the lubricant pressure accumulator (4, 4b) is located downstream of the lubricant pump (2) and upstream of the lubricant bores. Arrangement (1, 1b) according to one of the preceding claims, characterized in that the lubricant pressure accumulator (4, 4b) is designed as a spring piston accumulator. Arrangement (1, 1b) according to one of claims 5 to 11, characterized by a control unit which is designed to perform a pulsed filling of the lubricant pressure accumulator (4, 4b) by actuation of the valve arrangement (10), wherein a filling process takes place when at least an engine load is less than a predetermined engine load threshold, and a lubricant pressure generated by the lubricant pump is greater than a predetermined lubricant pressure threshold. Arrangement (1 b) according to any one of claims 11 or 12, characterized in that for reducing and / or compensation of a lubricant pressure drop in the lubricant removal at the spring piston accumulator (4b) means (12) are provided for generating a switchable, electromagnetically generated additional force. Motor vehicle, preferably utility vehicle, with an arrangement for supplying bearings of an internal combustion engine with lubricant according to one of claims 1 to 13.

Images