CZ2019234A3 - Crankshaft arm, crankshaft and crankshaft production method - Google Patents

Abstract

Crankshaft arm (3), crankshaft and method of manufacturing a crankshaft for reciprocating engines. The crankshaft arm (3) is hollow and comprises two parts, a first arm part (7) and a second arm part (7). The crankshaft with this hollow crankshaft arm is realized as adjoining connected bearing elements, which comprise connecting rod pins (2) and crankshaft main pins (1), the crankshaft arms (3) connecting the connecting rod pins (2) of the individual bearing elements. The method of manufacturing this crankshaft is realized by welding the individual parts (7) of the arm so that they form the arm (3) of the crankshaft. The bearing elements are made of fittings and are relieved before connection. Subsequently, these crankshaft arms (3) are welded to the bearing elements so as to connect the connecting rod pins (2) of the bearing elements.

Description

Crankshaft arm, crankshaft and method of crankshaft production

Field of technology

The invention relates to the field of crankshafts for reciprocating engines. Especially for internal combustion engines with reciprocating piston movement. Especially welded crankshafts. The invention further relates to the construction of a welded crankshaft and a method of manufacturing a welded crankshaft.

Prior art

In the current state of the art, there are a large number of crankshaft solutions. A common solution is crankshafts made as one piece, forging or casting, which are then machined. An example of such a solution is, for example, a crankshaft manufactured as a single casting, as described in patent application US20170009801. These shafts can be manufactured with an internal cavity or with a system of channels. The disadvantages of this process are the subsequent machining, and thus the large material waste, the large shaft weight due to the limited relief possibilities due to casting in one piece and since it is a large casting, also more complicated handling, poorer engagement of the cast metal and thus more internal defects of the casting. . It is also necessary to anneal the large casting for a longer time during the subsequent heat treatment to achieve the desired structure.

The major disadvantages of one-piece crankshaft solutions in general are, among other things, problematic machining and the resulting reduced crankshaft relief, the need for additional drilling of oil distribution channels from main pins to connecting rod pins, high material consumption as the individual components are filled with material inside. Another disadvantage is the friction losses which arise due to the need to use the main pins between each pair of connecting rod pins. In addition to the higher weight of the crankshaft itself, there is also a higher weight of the engine block, as bearing caps, bolts, bearing shells and material in the bearing bridges in the cylinder block must be provided for each main pin.

Furthermore, multi-part crankshafts are known in the prior art, as disclosed, for example, in Czechoslovak patent CS122732. The disadvantages of screwed shafts are in particular their lower rigidity, complicated assembly due to the larger number of parts and defined tightening forces of the screws and their higher price. Also disadvantageous is the need to machine matched screw holes, which further increases the cost, production time and scrap rate.

Furthermore, welded crankshafts are known in the prior art, an example being WO1983001283. The disadvantage of current welded crankshafts is that the welds are realized in the locations of the pins. However, this has disadvantages in particular in the great construction complexity and high production costs. Furthermore, with this solution it is not possible to lubricate the connecting rod pins other than from the adjacent main pins. Compared to the previous one, this solution brings small savings in material and therefore in weight. However, the problem of high weight caused by the use of large pieces of material still persists. This solution can also be used only for crankshafts, where each connecting rod pin is adjacent to the main pin.

An alternative solution of the welded crankshaft is the crankshaft described in patent DE1000644, where a welded crankshaft is described, where a pipe (forming a crankshaft arm) with connecting rod pins is welded to the main pin via a steel piece, which is further welded to another main pin. . Although this solution allows the use of a smaller number of main pins, it is structurally quite complex, in addition, it is necessary to apply material to the pipe to create a connecting rod. This design solution does not allow meaningful lubrication of the pins with oil from the main

- 1 CZ 2019 - 234 A3 pins and also cannot reach the required service life when applied in modern combustion engines.

A major disadvantage of the solutions used today is also the use of the main pins between each connecting rod pin, this results in high friction losses due to the higher number of contact surfaces. At the same time, crankshafts produced today without the use of connecting rod pins are not sufficiently rigid between each connecting rod pin.

Due to the above facts, it is desirable to develop a crankshaft with lower weight, sufficient rigidity and optimal price. The solutions known from the prior art also have a complicated oil supply, since it is necessary to lead the oil from each main pin to the secondary connecting rod pin.

The essence of the invention

The above-mentioned drawbacks are eliminated by the crankshaft arm of the internal combustion engine, which is hollow and comprises two parts, a first arm part and a second arm part. This crankshaft arm makes it possible to replace parts of the crankshaft which are solid inside, while ensuring sufficient strength. It also makes it possible to use the inner hollow space, for example, to make oil. Preferably, the first arm part and the second arm part are welded, whereby a closed shape of the crankshaft arm is achieved and at the same time the production costs are considerably reduced and the possible insertion of further functional elements into the interior of the crankshaft arm is simplified. Alternatively, more arm parts can be used, from which the crankshaft arm is subsequently welded, however, the use of two arm parts is most advantageous.

Preferably, the first arm part and the second arm part are identical in shape. This achieves a reduction in production storage costs as well as an even load on both parts when applied in a crankshaft. It is advantageous to use that the first arm part and the second arm part are sheet metal stampings. Preferably, the crankshaft bearing members of the first crankshaft bearing end member, the second crankshaft bearing end member and the inner crankshaft bearing member are made of freely air-cooled microalloyed steel, without the need for further heat treatment after forging. The crankshaft arms are made of high-strength sheet metal.

The above drawbacks are further overcome by an internal combustion engine crankshaft comprising two connecting rod pins, a first connecting rod pin and a second connecting rod pin, two main crankshaft pins and a crankshaft arm, the crankshaft arm being hollow and comprising two parts, a first arm part and a second arm part. wherein the crankshaft arm connects the first connecting rod pin and the second connecting rod pin, the first arm part and the second arm part being connected to the first connecting rod pin on one side and the first arm part and the second arm part being connected to the second connecting rod pin on their other side. . The crankshaft arm allows you to replace parts of the crankshaft that are solid inside, while ensuring sufficient strength. It also makes it possible to use the inner hollow space, for example, to make oil. This solution also allows machining operations to be performed in places where this is not possible after connection. Advantageously, it is used that the first arm part and the second arm part are welded, thus achieving a closed shape of the crankshaft arm and at the same time significantly reducing production costs and simplifying the possible insertion of other functional elements into the interior of the crankshaft arm. Alternatively, more arm parts can be used, from which the crankshaft arm is subsequently welded, however, the use of two arm parts is most advantageous. Preferably, each connecting rod pin adjacent to the crankshaft main pin is connected to this adjacent crankshaft main pin and is part of a crankshaft bearing member, wherein the crankshaft bearing member is made in one piece. This provides a suitable solution for the strength properties of the crankshaft, since the crankshaft arm is directly connected to the connecting rod pin, which is part of the bearing element, so there is no excessive stress on the crankshaft arm.

-2EN 2019 - 234 A3

Preferably, the connection of the crankshaft arms and the connecting rod pins is realized by a weld, the weld being located outside the bearing surface of the connecting rod pin. Preferably, the first arm part and the second arm part are identical in shape. Preferably, the first arm part and the second arm part are shape-identical parts. Preferably, it is further used that the first arm part and the second arm part are sheet metal stampings of weldable material. Preferably, the crankshaft of the internal combustion engine comprises an oil supply tube, the oil supply tube being located inside the crankshaft arm.

The above drawbacks are further overcome by a crankshaft of an internal combustion engine comprising a plurality of crankshaft bearing members, comprising at least a first crankshaft end bearing member, the crankshaft main pin and a connecting rod pin, the connecting rod pin being connected to the first crankshaft arm. a second crankshaft end bearing member comprising a crankshaft main pin and a connecting rod pin, the connecting rod pin being connected to the second crankshaft arm and a crankshaft inner bearing member comprising a crankshaft main pin and two connecting rod pins, the connecting rod pins being connected with crankshaft arms and the main crankshaft inner bearing member main pin is located between the connecting rod pins of the crankshaft inner bearing member, the first crankshaft arm being hollow and comprising two parts, a first arm part and a second arm part, the first arm part and the second part arm of the first crankshaft arm on the one hand it is connected to the connecting rod pin of the first crankshaft end bearing element and the first arm part and the second arm part of the first crankshaft arm are connected on the other hand to the connecting rod pin of the crankshaft inner bearing element, the second crankshaft arm being hollow. and comprises two parts, a first arm part and a second arm part, the first arm part and the second arm part of the second crankshaft arm being connected on one side to the connecting rod pin of the second crankshaft end bearing element and the first arm part and the second arm part connected to the connecting rod of the crankshaft inner bearing member, the connecting pin of the crankshaft inner bearing member to which the first crankshaft arm is connected being a connecting rod of the crankshaft inner bearing member other than the connecting rod of the crankshaft inner bearing member to which the second crank arm is connected longer. Advantageously, it is used that the first arm part and the second arm part are welded, thus achieving a closed shape of the crankshaft arm and at the same time significantly reducing production costs and simplifying the possible insertion of other functional elements into the interior of the crankshaft arm. Alternatively, more arm parts can be used, from which the crankshaft arm is subsequently welded, however, the use of two arm parts is most advantageous.

Preferably, the first end crankshaft bearing member, the second end crankshaft bearing member and the inner crankshaft bearing member are forgings.

Alternatively, the crankshaft further comprises a plurality of crankshaft inner bearing members between the first crankshaft end bearing member and the crankshaft inner bearing member and / or between the crankshaft inner bearing member and the second crankshaft end bearing member, the crankshaft further comprising a plurality of crankshaft arms. a shaft which is one crankshaft arm smaller than the total number of crankshaft inner bearing members, the crankshaft arms connecting exclusively the inner crankshaft bearing members, the crankshaft arms being hollow and comprising two parts, a first arm part and a second arm part, wherein the first arm part and the second arm part of these crankshaft arms are connected on one side to the connecting rod of the crankshaft inner bearing element and the first arm part and the second arm part are connected on the other side to the connecting rod pin of another crankshaft.crankshaft element. This solution makes it possible to implement a crankshaft of an internal combustion engine for any engine with an even number of cylinders.

Preferably, the connection of the crankshaft arms and the connecting rod pins is realized by welding,

-3 CZ 2019 - 234 A3 where the weld is located outside the bearing surface of the connecting rod. Preferably, the first arm part and the second arm part are identical in shape. Preferably, the first arm part and the second arm part are shape-identical parts. Preferably, it is further used that the first arm part and the second arm part are sheet metal stampings of weldable material.

Preferably, any of the crankshaft bearing member of the plurality of first crankshaft end bearing member, the second crankshaft end bearing member, and the inner crankshaft bearing member includes a balance, wherein the balance includes relief. Preferably, any of the crankshaft bearing members of the plurality of first crankshaft bearing end member, the second crankshaft bearing bearing member and the inner crankshaft bearing member includes relief in the connecting rod region from the direction away from the crankshaft main journal of the crankshaft bearing member.

Preferably, the crankshaft bearing members of the first crankshaft bearing end member, the second crankshaft bearing end member and the inner crankshaft bearing member are made of freely air-cooled microalloyed steel, without the need for further heat treatment after forging. The crankshaft arms are made of high-strength sheet metal. The crankshaft arms are made of a weldable strength plate which has the same strength limit as the material of the crankshaft bearing elements, or a strength limit which differs from the material strength limit of the crankshaft bearing element material by at most 10%.

Preferably, the inner crankshaft bearing member includes an oil line passage leading from the surface of the main crankshaft journal, which is part of the inner crankshaft bearing member, to the surface of the connecting rod pins that are part of the inner crankshaft bearing member, and the first end bearing. the crankshaft element comprises an oil guide channel from the inner side of the relief in the connecting rod pin region from the direction of the crankshaft main pin of the first crankshaft end bearing element to the surface of the same connecting rod pin and the second end bearing element of the crankshaft comprises an oil guide channel from the inner side in the relief region. connecting rod pin from the direction of the crankshaft main pin distal to the second crankshaft end bearing member to the surface of the same connecting rod pin.

Preferably, the oil guide through the inner bearing element is provided such that the oil guide channel in the inner bearing element leads from the surface of the crankshaft main pin of the inner bearing element to the inner side of the relief in the inner part of the connecting rod pin from the crankshaft inner bearing crank. furthermore, each of the connecting rod pins of the inner bearing element of the crankshaft comprises an oil guide channel which opens on its one hand in relief in the inner part of the connecting rod pin and on its other side opens on the surface of this connecting rod pin.

Preferably, the crankshaft of the internal combustion engine comprises an oil supply tube, the oil supply tube being located inside the crankshaft arm.

The above drawbacks are further overcome by an internal combustion engine comprising a cylinder block, a crankcase, a connecting rod, pistons and a crankshaft of an internal combustion engine using the crankshaft described above, wherein the crankshaft is mounted in a crankcase, the crankshaft end main pins being mounted in roller bearings.

The above-mentioned drawbacks are further eliminated by the process of manufacturing the crankshaft of the internal combustion engine mentioned above, which comprises the steps of:

-4GB 2019 - 234 A3 the step of manufacturing the first crankshaft end bearing member, the crankshaft inner bearing member, the second crankshaft end bearing member from the blank by forging;

the step of manufacturing the arm parts by pressing a sheet from a weldable bearing sheet;

the step of welding the arm parts by laser welding so as to form one piece of the hollow arm of the crankshaft;

a step wherein the first end bearing element of the crankshaft, the inner bearing element of the crankshaft, the second end bearing element of the crankshaft are further machined the inner parts of the connecting rod pins of each bearing element, machining to create reliefs in this area from the crankshaft main pin of this bearing. a crankshaft element;

wherein it further comprises the step of positioning the individual parts such that the connecting rod pin of the first crankshaft end bearing element is connected to the first crankshaft arm, the first crankshaft arm is connected to the connecting rod pin of the crankshaft inner bearing element, to the connecting rod pin of the crankshaft inner bearing element. which is different from the connecting rod pin of the inner crankshaft bearing element to which the first crankshaft arm is connected, the second crankshaft arm adjoins, the second crankshaft arm adjoins the connecting rod pin of the second crankshaft bearing element;

it then includes a welding step in the connection areas of the connecting rod pins and the crankshaft arms. Advantageously, laser welding is used in the welding step in the areas of connection of the connecting rod pins and the crankshaft arms.

Preferably, in the welding step in the connection areas of the connecting rod pins and the crankshaft arms, the welding is performed outside the bearing area of the connecting rod pins. Preferably, the welding step in the connecting areas of the connecting rod pins and crankshaft arms is followed by a step of machining the connecting rod pins and crankshaft main pins and a hardening step of the connecting rod pins and crankshaft main pins, followed by a step of grinding and lapping the crankshaft main pins and connecting rod pins.

Explanation of drawings

The essence of the invention is further elucidated on the basis of examples of its embodiment, which are described with the aid of the accompanying drawings, where:

Fig. 1 shows a crankshaft according to the invention, Fig. 2 shows a crankshaft according to the invention disassembled into parts of hollow crankshaft arms and bearing elements, Fig. 3a shows a crankshaft arm with an oil guide channel. Fig. 3b shows an arm Fig. 4a shows a crankshaft arm without an oil guide channel. Fig. 4b shows a crankshaft arm without an oil guide channel in a section. Fig. 5a shows one part of a crankshaft arm. Fig. 5b shows one part. Fig. 5c shows a crankshaft arm part after welding two parts of the crankshaft arm. Fig. 5d shows a crankshaft arm after welding two parts of the crankshaft arm.

Fig. 6 shows a cross-section of a crankshaft with crankshaft arms that allow oil to be guided. Fig. 7 shows a crankshaft in cross-section with crankshaft arms that do not allow oil to be guided.

Examples of embodiments of the invention

These embodiments illustrate exemplary embodiments of the invention, which, however, have no limiting effect on the scope of protection.

The invention is applicable to the crankshaft of an internal combustion engine with rectilinear reciprocating motion of pistons. Reciprocating internal combustion engines include the main mechanical components: cylinder block, crankcase, connecting rods, pistons, cylinder head, timing mechanism, bearings and crankshaft of the internal combustion engine. The crankshaft using the invention is shown in Fig. 1. The crankshaft according to this solution is intended for an in-line internal combustion engine with four pistons and comprises a first end bearing element 4 crankshaft, an inner bearing element 5 crankshaft, a second bearing element 6 crankshaft, arm 3 of the crankshaft connecting the first crankshaft bearing member 4 and the crankshaft inner bearing member 5 and the crankshaft arm 3, connecting the crankshaft inner bearing member 5 and the second crankshaft end bearing member 6. The free end 11 of the crankshaft is located at one end and the flywheel flange 10 is located at the other end. Preferably, the free end 11 and the flywheel flange 10 are part of the bearing elements. Thus, in this exemplary embodiment, the crankshaft includes three crankshaft bearing members and two crankshaft arms 3 connecting them, it will be appreciated that the crankshafts for an in-line six-cylinder engine will include four crankshaft bearing members (two of which will be internal) and three the arms that will connect them and the crankshaft for the in-line eight-cylinder engine will include five crankshaft bearing elements (three of which will be internal) and four crankshaft arms that will connect the crankshaft bearing elements.

The individual parts of the crankshaft used in the exemplary embodiments of the invention are shown in Fig. 2, where the adjoining parts are shown separately. In this exemplary embodiment of the first end bearing element 4 of the crankshaft, the first end bearing element 4 of the crankshaft comprises, the main crankshaft journal 1, the body of the crankshaft bearing member with balance 12 and the connecting rod pin 2. This crankshaft end bearing member thus comprises in in the direction from the end of the crankshaft, the crankshaft main pin 1, which is connected to the crankshaft bearing element body with the balancer 12, to which the connecting rod pin 2, which crankshaft bearing element further comprises reliefs made in the crankshaft bearing element body, in the balance 12 and in the inner part of the connecting rod pin 2. Preferably, the first end bearing element 4 also includes a free end 11 of the crankshaft, which adjoins the main pin 1 of the crankshaft from the side opposite to the body of the crankshaft bearing element. Depending on the crankshaft variant, the first end bearing element 4 of the crankshaft also comprises a drilled oil supply channel. In a variant where the oil is guided by the main pin 1 of the crankshaft end bearing elements, the drilled oil supply channel comprises a first oil supply channel where the first channel outlet is on the surface of the main pin 1, the channel passes through the crankshaft bearing element body and has a second outlet on the connecting rod pin surface. the channel has a second outlet to the relief 14 in the inner part of the connecting rod 2 and further comprises a second channel opening on the surface of the relief 14 in the inner part of the connecting rod 2 and a second outlet on the surface of the connecting rod 2. In the variant where the connecting rod 2 of this bearing element is not supplied The oil supply channel is guided by the main pin 1 of this crankshaft bearing element only through the connecting rod pin 2, the first outlet of this channel being on the relief surface 14 in the inner part of the connecting rod pin 2 and the second outlet on the surface of the connecting rod pin 2. The first end bearing element 4 The crankshaft is preferably made of a steel forging, preferably microalloyed is used cells freely cooling in air, without the need for further heat treatment after forging. Alternatively, the first end bearing element 4 can be cranked

-6GB 2019 - 234 A3 shafts to be produced as a workpiece, casting or 3D printing. The first end bearing element 4 of the crankshaft can be further machined by machining, polishing, hardening and the like.

In an exemplary embodiment of the crankshaft inner bearing element 5, the crankshaft inner bearing element 5 comprises a crankshaft main pin 1, two crankshaft bearing element bodies with balances 12 and two connecting rod pins 2. This part is made in one piece. This inner bearing element 5 of the crankshaft thus comprises, in the direction from one of its ends, a connecting rod pin 2, to which the body of the crankshaft bearing element with balance 12 connects, to which the main pin 1 adjoins the body of the crankshaft bearing element with balance. 12 to which the connecting rod pin 2. This inner crankshaft bearing element 5 further comprises reliefs made in the crankshaft bearing element bodies, in the balances 12 and in the inner parts of the connecting rod pins 1. The relief 13 near the main pin 1 of the crankshaft inner bearing element 5 The shaft recess is embodied as a cylindrical recess in the body of the inner bearing element 5. The cylindrical recess 13 of the relief 13 in the vicinity of the main crankshaft journal 1, when its theoretical extension, extends into one of the crankshaft arms 3 when connected to the crankshaft arm 3. The inner bearing element 5 of the crankshaft also comprises two drilled oil supply channels. The oil guide channel is guided by the main pin 1, further by the crankshaft bearing element body, where the first channel outlet is on the surface of the main pin 1, the channel passes through the crankshaft bearing element body and has a second crankshaft bearing surface 2. to the relief 14 in the inner part of the connecting rod pin 2 and further comprises a second channel opening on the surface of the relief 14 in the inner part of the connecting rod pin 2 and a second opening on the surface of the connecting rod pin 2. This solves the oil guide channel leading to the connecting rod pin 2 of this crankshaft bearing element. , to the proximal free end 11 of the crankshaft, and also to the channel leading to the connecting rod pin 2 of this crankshaft bearing element furthest from the free end 11 of the crankshaft. Preferably, a common outlet of the two channels is used on the surface of the main pin 1. The inner bearing element 5 of the crankshaft is preferably made as a forging from steel, preferably microalloyed steel is used which is freely cooling in air, without the need for further heat treatment after forging. Alternatively, the inner bearing element 5 of the crankshaft can be manufactured as a workpiece, casting, or 3D printing. The inner bearing element 5 of the crankshaft can be further machined, machined, hardened by polishing and the like.

In an exemplary embodiment of the second end bearing element 6 of the crankshaft, the second end bearing element 6 of the crankshaft comprises a main crankshaft pin 1, a body of the second end bearing element 6 of the crankshaft with a balance 12 and a connecting rod pin. comprises, in the direction from the free end 11 of the crankshaft, a connecting rod pin 2, ^to which a crankshaft bearing element body with a balance 12 adjoins, to which a crankshaft main pin 11 adjoins. This crankshaft bearing element further comprises reliefs made in the crankshaft bearing element body, in the balance 12 and in the inner part of the connecting rod pin 1. Preferably, the second end bearing element 6 also includes a crankshaft flywheel flange 10 which adjoins the crankshaft main pin 1. on the side opposite to the body of the crankshaft bearing element. Depending on the crankshaft variant, the second end bearing element 6 of the crankshaft also comprises a drilled oil supply channel. In a variant where the oil is guided by the main pin 1 of the crankshaft end bearing elements, the drilled oil supply channel comprises an oil supply channel, where the first channel outlet is on the surface of the main pin 1, the channel passes through the crankshaft bearing element body and has a second outlet on the connecting rod pin surface. the channel has a second outlet to the relief 14 in the inner part of the connecting rod 2 and further comprises a second channel opening on the surface of the relief 14 in the inner part of the connecting rod 2 and a second outlet on the surface of the connecting rod 2. In the variant where the connecting rod 2 of this bearing element is not supplied crankshaft through the main pin of this crankshaft bearing element, the oil supply channel is guided only by the connecting rod pin 2, where the first outlet of this channel is on the relief surface 14 in the inner part of the connecting rod pin 2 and the second outlet on the surface of the connecting rod pin 2. the crankshaft element 6 is preferably made of a steel forging, preferably microalloyed steel freely cooling in air, without the need for additional

-7EN 2019 - 234 A3 heat treatment after forging Preferably, microalloyed steel freely cooling in air is used, without the need for further heat treatment after forging. Alternatively, the second end bearing element 6 of the crankshaft can be manufactured as a workpiece, casting, or 3D printing. The second end bearing element 6 of the crankshaft can be further machined, machined, hardened by polishing and the like.

The crankshaft arms 3 are made in two variants. The first variant is the crankshaft arms 3, which allow the oil to be guided by the arm 3, for the crankshaft variant, where all connecting rod pins 2 are supplied with oil from the main pins 1 of the inner bearing elements. The second variant is a variant where the connecting rod pins 2 are supplied only with oil from the main pins 1, which are part of the same crankshaft bearing element and where the crankshaft arms 3 do not allow oil to pass through the arm 3. The first arm part 7 and the second arm part 7 are preferably pressed made of a strength plate, preferably of a hot-rolled strength plate. An example of such a material is 1.0998 according to DIN EN 10338: 2015-10 from October 2015. The material used for the bearing elements and the material of the crankshaft arms 3 are approximately the same yield strength.

The crankshaft arms 3, which allow the oil to be guided by the crankshaft arm 3, are shown in Fig. 2, and in particular in Fig. 3a as a whole and in Fig. 3b in section. The crankshaft arms 3 comprise two arm parts 7, these arm parts 7 being sheet metal stampings which are welded together so as to form a crankshaft arm 3 with a hollow inner part. Alternatively, more than two arm parts 7 can be used for the production of the crankshaft arm 3, but just two arm parts 7 allow the most efficient production. Preferably, both of these arm parts 7 are identical. Preferably, the welded connection is realized by laser welding. The crankshaft arm 3 according to this embodiment of the crankshaft arm 3 further comprises an oil supply tube 9 which passes through the inner hollow portion of the crankshaft arm 3. The oil supply tube 9 is attached to the crankshaft arm 3 by an arm baffle 8 having an outer contour equal to the inner contour of the crankshaft arm cavity 3 at the point where it is connected to the crankshaft arm 3 and the arm baffle 8 includes an opening for locating the oil guide tube 9. through which the oil line tube 9 passes. The arm baffle 8 is welded to the crankshaft arm 3 and also the oil guide tube 9 is welded to the arm baffle 8. Preferably, the welded connection is realized by laser welding. The arm baffle 8 is connected behind the edge of the crankshaft arm 3 to provide space for the connection of the crankshaft arm 3 and the connecting rod pin 2. The arm baffle 8 serves to separate the relief 14 in the inner part when connected to the bearing element at the connecting rod pin 2. part of the connecting rod pin 2 and the cavity in the crankshaft arm 3, thus preventing oil from entering the crankshaft arm 3 cavity (outside the oil guide tube 9). Preferably, the arm baffle 8 is made as a sheet metal stamping from a weldable material, for example from the same material as the crankshaft arm part 7.

The crankshaft arms 3, which do not allow the oil to pass through the crankshaft arm 3, are shown in Fig. 4a as a whole and in Fig. 4b in section. The crankshaft arms 3 comprise two arm parts 7, these arm parts 7 being sheet metal stampings which are welded together so as to form a crankshaft arm 3 with a hollow inner part. Alternatively, more than two arm parts 7 can be used for the production of the crankshaft arm 3, but just two arm parts 7 allow the most efficient production. Preferably, both of these arm parts 7 are identical. Preferably, the welded connection is realized by laser welding. The crankshaft arm 3 according to this embodiment further comprises an arm baffle 8 having an outer contour equal to the inner contour of the crankshaft arm cavity 3 at the point where it is connected to the crankshaft arm 3, where the arm baffle 8 has no holes in its volume. The arm blanking partition 8 is welded to the crankshaft arm 3. The arm partition 8 is connected at a location behind the edge of the end of the crankshaft arm 3 in order to provide space for the connection of the crankshaft arm 3 and the connecting rod pin 2. Preferably, the welded connection is realized by laser welding. The partition 8 of the arm, when connected to the bearing element in the place of the connecting rod 2, serves to separate the relief 14 in the inner part.

- 8 EN 2019 - 234 A3 of the connecting rod pin 2 and the cavity in the crankshaft arm 3, thus preventing oil from entering the crankshaft arm 3 cavity.

An exemplary embodiment of the invention the connection of the crankshaft components consists in the connection of two connecting rod pins 2 by means of one of the crankshaft arms 3 mentioned above, this connection being realized on the side of the connecting rod pin 2, where this connection does not extend into the bearing surface of the connecting rod pin. part of the surface of the connecting rod pin 2, where after installation of the crankshaft into the engine the connecting rod is attached, ie the place where the head and the connecting rod cover (or the bearing shells inserted into them) come into contact with the connecting rod pin 2. This connection is made by welding, ie welding on on one side of the crankshaft arm 3 with one connecting rod pin 2 and on the other side of the arm with the other connecting rod pin 2. Preferably, this weld connection is realized by means of laser welding. In contrast to conventional crankshafts, these crankshaft arms 3 are thus used to connect connecting rod pins 2, which in the conventional variant would be connected via a main pin (for crankshafts for a four-cylinder in-line engine with five main pins, the second and fourth main pins can be omitted) . For in-line internal combustion engines with an even number of cylinders, in the direction from the free end 11 of the shaft, pairs of first and second connecting rod pin 2, third and fourth connecting rod pin 2, fifth and sixth connecting rod pin 2, etc. are connected by a crankshaft arm 3.

The crankshaft according to the first exemplary embodiment of the crankshaft is a crankshaft for a four-cylinder in-line internal combustion engine, where the above-described crankshaft parts and the above-described crankshaft arms 3 are used. The first end bearing element 4 of the crankshaft is welded to the crankshaft arm 3 at the location of the connecting rod pin 2 outside its bearing surface (i.e. on its side furthest from the free end 11 of the crankshaft). However, the first end bearing element 4 of the crankshaft comprises an oil guide channel between its main pin j and its connecting rod pin 2 and the crankshaft arm 3 does not allow oil to be guided. This crankshaft arm 3 is further welded to the connecting rod pin 2 of the inner bearing element 5 of the crankshaft outside its bearing surface (i.e. on its side closer to the free end 11 of the crankshaft). The second connecting rod pin 2 of the inner bearing element 5 of the crankshaft is welded to another crankshaft arm 3 outside its bearing surface (i.e. on its side furthest from the free end 11 of the crankshaft). This arm 3 of the crankshaft does not allow the oil to be guided by the arm. This crankshaft arm 3 is welded to the connecting rod pin 2 of the second crankshaft end bearing element 6 outside its bearing surface (i.e. on its side closer to the free end 11 of the crankshaft). The second end bearing element 6 of the crankshaft comprises an oil guide channel between its main pin j and its connecting rod pin 2.

The crankshaft according to the second exemplary embodiment of the crankshaft is a crankshaft for a four-cylinder in-line internal combustion engine, where the above-described crankshaft bearing elements and the above-described crankshaft arms are used. The first end bearing element 4 of the crankshaft is welded to the crankshaft arm 3 at the location of the connecting rod pin 2 outside its bearing surface (i.e. on its side furthest from the free end 11 of the crankshaft). The first end bearing element 4 of the crankshaft comprises from the channels only the oil supply channel through the connecting rod pin 2, the first outlet of this channel being on the relief surface 14 in the inner part of the connecting rod pin 2 and the second outlet on the surface of the connecting rod pin 2 and the crankshaft arm 3 allowing guidance oil (i.e. the crankshaft arm 3 comprises an oil guide tube 9). This crankshaft arm 3 is further welded to the connecting rod pin 2 of the crankshaft inner bearing element 5 outside its bearing surface (i.e. on its side closer to the free end 11 of the crankshaft). The second connecting rod pin 2 of the inner bearing element 5 of the crankshaft is welded to its other arm 3 of the crankshaft outside its bearing surface (i.e. on its side furthest from the free end 11 of the crankshaft). This arm 3 of the crankshaft allows the oil to be guided by the arm (i.e. the arm 3 comprises an oil guide tube 9). This crankshaft arm 3 is welded to the connecting rod pin 2 of the second crankshaft end bearing element 6 outside its bearing surface (i.e. on its side closer to the free end 11 of the crankshaft).

-9EN 2019 - 234 A3

The second end bearing element 6 of the crankshaft comprises an oil supply channel only by a connecting rod pin 2, the first outlet of this channel being on the surface of the relief 14 in the inner part of the connecting rod pin and the second outlet on the surface of the connecting rod pin 2. The lubrication of the connecting rod pins 2 is in this exemplary the crankshaft is realized by supplying oil from the main pin 1 of the inner bearing element 5 of the crankshaft, from where the oil is led through channels to the recesses of both connecting rods 2 of this crankshaft bearing element, where oil is led through a channel passing through the connecting rods 2 to the surface of these connecting rods 2. is thus guided by an oil guide tube 9 located in the crankshaft arm 3 to the relief 14 in the inner part of the connecting rod pin 2 of the first crankshaft end bearing element 4 and to the relief 14 in the inner part of the connecting rod pin 2 of the second crankshaft end bearing element 6. both of these connecting rod pins is subsequently guided by a channel passing through the connecting rod It is obvious that in the case of a crankshaft of an in-line six-cylinder and multi-cylinder engine, variants can also be used in which the crankshaft arms 3 connecting the inner bearing elements 5 of the crankshaft are crankshaft arms 3 which do not allow oil guidance. and the crankshaft arms 3 connecting the inner bearing elements 5 of the crankshaft to the end bearing elements of the crankshaft are crankshaft arms 3 allowing oil to be guided.

The crankshaft according to the third exemplary embodiment of the crankshaft is a crankshaft for an eight-cylinder fork internal combustion engine, where the above-described crankshaft bearing elements and the above-described crankshaft arms are used. The crankshaft according to the third exemplary embodiment can be realized both as a crankshaft which allows oil to be guided by the crankshaft arm and as a crankshaft which does not allow oil to be guided by the crankshaft arm. For both cases, the oil line is implemented analogously. The difference in this crankshaft is, in a specific embodiment, the first end bearing element 4 of the crankshaft, the second end bearing element 6 of the crankshaft and the inner bearing element 5 of the crankshaft. The first end bearing element 4 of the crankshaft comprises a crankshaft main pin 1, a crankshaft bearing element body with a balance 12 and a connecting rod pin 2, wherein in contrast to the first crankshaft bearing end element 4 described above, the connecting rod pin 2 is realized as a connecting rod pin 2 allowing location of two connecting rod bearings which adjoins the crankshaft bearing element body with balance 12. Preferably, the first end bearing element 4 also includes a free crankshaft end 11 which adjoins the crankshaft main pin 1 on the side opposite to the crankshaft bearing element body. The inner crankshaft bearing element 5 comprises a crankshaft main pin 1, two crankshaft bearing element bodies with balances 12 and two connecting rod pins 2. This part is made in one piece. This crankshaft inner bearing element 5 thus comprises, in the direction from one of its ends, a first connecting rod pin 2 of the crankshaft inner bearing element 5, which is adapted in length to accommodate two connecting rod bearings to which the crankshaft bearing element body with balance 12 adjoins. , which is connected to the main pin 1, to which is connected the body of the crankshaft bearing element with a balance 12, to which is connected the second connecting rod pin 2 of the inner crankshaft bearing element 5 by its length of location of the two connecting rod bearings. The second end bearing element 6 of the crankshaft comprises, the main pin 1 of the crankshaft, the body of the crankshaft bearing element with balance 12 and a connecting rod pin 2, where unlike the second end bearing element 6 of the crankshaft described above, the connecting rod pin 2 is realized as a connecting rod pin 2 allowing only The length of the second end bearing element 6 also includes a crankshaft flywheel flange 10 which connects to the main crankshaft journal 1 from the side opposite to the crankshaft bearing element body. shafts.

A fourth exemplary embodiment of the crankshaft is a crankshaft for an eight-cylinder fork internal combustion engine, where the above-described crankshaft bearing elements and the above-described crankshaft arms are used. The crankshaft according to the fourth exemplary embodiment can be realized both as a crankshaft which allows oil to be guided by the crankshaft arm and as a crankshaft which does not allow oil to be guided by the crankshaft arm. For both cases, the oil line is implemented analogously. The difference in this crankshaft is in the concrete

- 10 EN 2019 - 234 A3 realization of a first end bearing element of a crankshaft, a second end bearing element of a crankshaft and an inner bearing element of a crankshaft. The first crankshaft end bearing member includes a crankshaft main pin, a balanced crankshaft bearing member body, and a connecting rod pin, wherein, unlike the first crankshaft end bearing member described above, the first crankshaft end bearing member is provided at its end with a first connecting rod pin of the first end bearing. an element that connects to the body of the crankshaft bearing member with the balance and the second connecting rod pin of the first crankshaft end bearing member, which adjoins the first connecting rod pin of the first crankshaft end bearing member and is located off-axis of the first connecting rod pin of the first crankshaft end bearing member. Preferably, the first end bearing element also includes the free end of the crankshaft, which connects to the main crankshaft journal on the side opposite to the body of the crankshaft bearing element. The inner crankshaft bearing member includes a crankshaft main journal, two balanced crankshaft bearing member bodies, and four connecting rod pins. This bearing element is made as one piece. This inner crankshaft bearing element thus comprises, in the direction from one of its ends, a first connecting rod pin of the crankshaft inner bearing element, a third connecting rod pin of the crankshaft inner bearing element, which is located outside the axis of the first connecting rod pin of the crankshaft inner bearing element, where the third connecting rod pin of the crankshaft inner bearing element is connected to the body of the crankshaft bearing element with balance, followed by the main pin, to which the crankshaft bearing element body with balance is connected, followed by the second connecting rod pin of the crankshaft inner bearing element followed by the fourth connecting rod a crankshaft inner bearing member pin that is located off-axis of the second crankshaft inner bearing member connecting rod pin. The second crankshaft end bearing member includes a crankshaft main pin, a balanced crankshaft bearing member body and a first connecting rod pin of the second crankshaft bearing end member connecting to the balanced crankshaft bearing member body and a second connecting rod pin of the second crankshaft bearing end member. a shaft connecting to the first connecting rod of the second crankshaft end bearing member and located off-axis with the first connecting rod of the second crankshaft end bearing member. Preferably, the second end bearing element also includes a crankshaft flywheel flange which adjoins the crankshaft main pin on the side opposite to the crankshaft bearing element body.

A first exemplary embodiment of an internal combustion engine according to the present invention is a reciprocating internal combustion engine comprising the main mechanical components: a cylinder block, a crankcase, a connecting rod, pistons, a cylinder head, a timing mechanism, bearings and a crankshaft of an internal combustion engine. Since the person skilled in the art is fully able to realize the conventionally known parts of an internal combustion engine, only the solution relating to the crankshaft and the crankcase is described below. According to this first exemplary embodiment of the internal combustion engine, a four-cylinder in-line internal combustion engine and a first exemplary embodiment of the crankshaft are used. The crankshaft is mounted in a crankcase, the crankcase comprising three bearing bodies in which the main pins 1 of the crankshaft are housed. However, all bearing connections are realized by a plain bearing.

A second exemplary embodiment of an internal combustion engine according to the present invention is a reciprocating internal combustion engine comprising the main mechanical components: a cylinder block, a crankcase, a connecting rod, pistons, a cylinder head, a timing mechanism, bearings and a crankshaft of an internal combustion engine. Since the person skilled in the art is fully able to realize the conventionally known parts of an internal combustion engine, only the solution relating to the crankshaft and the crankcase is described below. According to this exemplary embodiment of the internal combustion engine, a four-cylinder in-line internal combustion engine and a second exemplary embodiment of the crankshaft are used. The crankshaft is mounted in a crankcase, the crankcase comprising three bearing bodies in which the main pins 1 of the crankshaft are housed. The central (second) main pin 1 is mounted in the center body of the crankcase bearing by means of a plain bearing and the end main pins 1 (first and third main pin 1) are mounted in the bearing body by means of a roller bearing. Conventionally it is

- 11 CZ 2019 - 234 A3 crankcase divided, and one of its parts is made in the cylinder block and the other is a separate part, this solution can also be used in the present invention. It is obvious that in in-line multi-cylinder engines, the first and last main pins 1 are similarly mounted in the bearing housing by means of a roller bearing and all the inner main pins 1 are mounted by means of a plain bearing.

An exemplary embodiment of a method of manufacturing a crankshaft according to the present invention is the following procedure. First, the individual parts of the crankshaft are produced, i.e. the crankshaft arms 3 and the crankshaft bearing elements. The production of the crankshaft arms 3 is realized by sheet metal pressing, where two identical parts 7 of the crankshaft arm are produced by pressing. These parts 7 of the crankshaft arm are subsequently welded by laser welding so as to form one part which is hollow inside and thus forms the crankshaft arm 3. An arm baffle 8 is inserted and welded into the inner space of the crankshaft arm 3, which has an outer contour equal to the inner contour of the cavity of the crankshaft arm 3 at the point where it is connected to the crankshaft arm 3. The arm blanking partition 8 is connected at a location behind the edge of the end of the crankshaft arm 3 in order to provide space for the connection of the crankshaft arm 3 and the connecting rod pin 2. Preferably, the welded connection is realized by laser welding. Alternatively, the connection of the arm blind partition 8 to the crankshaft arm 3 can be realized by pressing or overlapping seating. The arm baffle 8 may further comprise an oil guide tube 9 passing therethrough, which is welded to the arm baffle 8 by laser welding. The arm baffle 8 is connected at both ends of the crankshaft arm 3. Alternatively, the oil guide tube 9 with the arm blanking partition 8 can be connected by pressing or by means of an overlap.

The crankshaft bearing elements are made by forging a blank. Subsequently, the material is removed by machining at the required locations of the balances 12 and the bodies of the bearing elements of the crankshaft, and reliefs are created. Furthermore, the material is removed from the inner part of the connecting rod pins 2 by machining, which not only relieves the bearing element of the crankshaft, but also creates a place which allows the oil to be guided by the crankshaft arm 3. This operation creates a relief 14 in the inner part of the connecting rod pin 2. The oil guide channels are further drilled, in variants as described in the exemplary embodiments of the individual bearing elements of the crankshaft above. Machining also creates reliefs 13 in the vicinity of the main pin 1 of the inner bearing element 5. Advantageously, a drilling operation is used for the reliefs and channels. Further, the crankshaft is assembled similarly to the exemplary embodiments of the crankshafts above. The individual connection of the crankshaft arms 3 and the connecting rod pins of the bearing elements is realized by means of laser welding. Subsequently, the crankshaft journals are machined, hardened, ground, polished or lapped. The edges of the outlets of these channels are preferably rounded, polished or reinforced by balling.

Industrial applicability

The above-described device and method of production is usable mainly in internal combustion engines of passenger cars with rectilinear reciprocating movement of pistons, the invention is intended mainly for in-line four-stroke internal combustion engines with even number of cylinders and fork engines with even number of cylinders with 8 or more pistons. The invention can furthermore be used in internal combustion engines for all means of transport. The invention can also be used in four-stroke internal combustion engines of the boxer type (with an even number of cylinders), four-stroke internal combustion engines with counter-rotating pistons, four-stroke internal combustion engines with a fork arrangement of pistons or two-stroke engines.

Claims (5)

PATENT CLAIMS An internal combustion engine crankshaft arm, characterized in that the crankshaft arm (3) is hollow and comprises two parts, a first arm part (7) and a second arm part (7). Internal combustion engine crankshaft arm according to claim 1, characterized in that the first arm part (7) and the second arm part (7) are welded. Internal combustion engine crankshaft arm according to any one of the preceding claims, characterized in that the first arm part (7) and the second arm part (7) are identical in shape. Internal combustion engine crankshaft arm according to any one of the preceding claims, characterized in that the first arm part (7) and the second arm part (7) are sheet metal stampings. A crankshaft of an internal combustion engine comprising two connecting rod pins (2), a first connecting rod pin (2), a second connecting rod pin (2), two main crankshaft pins (1) and a crankshaft arm (3), characterized in that the arm (3) the crankshaft is hollow and comprises two parts, a first arm part (7) and a second arm part (7), the crankshaft arm (3) connecting the first connecting rod pin (2) and the second connecting rod pin (2), the first the arm part (7) and the second arm part (7) are connected on one side to the first connecting rod pin (2) and the first arm part (7) and the second arm part (7) are connected on their other side to the second connecting rod pin ( 2). Internal combustion engine crankshaft according to claim 5, characterized in that each connecting rod pin (2) adjacent to the crankshaft main pin (1) is connected to this adjacent crankshaft main pin (1) and is part of a crankshaft bearing element, wherein the crankshaft bearing element is made in one piece. An internal combustion engine crankshaft, comprising a plurality of crankshaft bearing members, comprising at least a first crankshaft end bearing member (4) comprising a crankshaft main pin (1) and a connecting rod pin (2), the connecting rod pin (2) is connected to a first crankshaft arm (3), a second crankshaft end bearing member (6) comprising a crankshaft main pin (1) and a connecting rod pin (2), the connecting rod pin (2) being connected to the second the crankshaft arm (3) and the crankshaft further comprises an inner crankshaft bearing member (5) comprising a crankshaft main pin (1) and two connecting rod pins (2), the connecting rod pins (2) being connected to the arms (3) The crankshaft main pin (1) of the crankshaft inner bearing member (5) is located between the connecting rod pins (2) of the crankshaft inner bearing member (5), the first crankshaft arm (3) being hollow and comprising two parts, the first part ( 7) shoulders and dr an angled arm part (7), the first arm part (7) and the second arm part (7) of the first crankshaft arm (3) being connected on one side to the connecting rod pin (2) of the first crankshaft end bearing element (4), and the first arm part (7) and the second arm part (7) of the first crankshaft arm (3) are connected on their other side to the connecting rod pin (2) of the inner crankshaft bearing element (5), the second crankshaft arm (3) being hollow and comprises two parts, a first arm part (7) and a second arm part (7), the first arm part (7) and the second arm part (7) of the second crankshaft arm (3) being connected on one side to the connecting rod pin (2) the second end bearing element (6) of the crankshaft and the first arm part (7) and the second arm part (7) are connected on their other side to the connecting rod pin (2) of the inner crankshaft bearing element (5), the connecting rod pin (2) an inner bearing element (5) of the crankshaft to which the first crank arm (3) is connected shaft, the connecting rod pin (2) of the crankshaft inner bearing member (5) is different from the connecting rod pin (2) of the crankshaft inner bearing member (5) to which the second crankshaft arm (3) is connected. Internal combustion engine crankshaft according to any one of claims 5 to 7, characterized in that the first arm part (7) and the second arm part (7) are welded. - 13 CZ 2019 - 234 A3 Internal combustion engine crankshaft according to any one of claims 7 to 8, characterized in that the first crankshaft end bearing element (4), the second crankshaft end bearing element (6) and the crankshaft inner bearing element (5) are forgings. An internal combustion engine crankshaft according to any one of claims 7 to 9, characterized in that the crankshaft further comprises a plurality of crankshaft inner bearing members (5) between the first crankshaft end bearing member (4) and the crankshaft inner bearing member (5). and / or between the inner crankshaft bearing member (5) and the second end crankshaft bearing member (6), the crankshaft further comprising a plurality of crankshaft arms (3) that is one crankshaft arm (3) smaller than the total number of crankshaft inner bearing elements (5), the crankshaft arms (3) connecting exclusively the crankshaft inner bearing elements (5), the crankshaft arms (3) being hollow and comprising two parts, the first part (7) arm and a second arm part (7), the first arm part (7) and the second arm part (7) of these crankshaft arms (3) being connected on one side to the connecting rod pin (2) of the inner bearing of the crankshaft element (5) and the first arm part (7) and the second arm part (7) are connected on their other side to the connecting rod pin (2) of another inner crankshaft bearing element (5). Crankshaft of an internal combustion engine according to any one of claims 5 to 10, characterized in that the connection of the crankshaft arms (3) and the connecting rod pins (2) is made by welding, the weld being located outside the bearing surface of the connecting rod pin (2). Internal combustion engine crankshaft according to any one of claims 5 to 11, characterized in that the first arm part (7) and the second arm part (7) are identical in shape. Internal combustion engine crankshaft according to any one of claims 5 to 12, characterized in that the first arm part (7) and the second arm part (7) are sheet metal stampings of weldable material. Internal combustion engine crankshaft according to any one of claims 5 to 13, characterized in that any crankshaft bearing element of the plurality of first crankshaft end bearing element (4), the second crankshaft end bearing element (6) and the inner bearing element (5). ) of the crankshaft comprises a balancer (12), the balancer (12) comprising a relief. Internal combustion engine crankshaft according to any one of claims 5 to 14, characterized in that any crankshaft bearing element of the plurality of first crankshaft end bearing element (4), a second crankshaft end bearing element (6) and an inner bearing element (5). ) of the crankshaft comprises a relief (14) in the inner part of the connecting rod pin (2) from the direction of the crankshaft main pin (1) distal to this crankshaft bearing element. An internal combustion engine crankshaft according to any one of claims 5 to 15, characterized in that it comprises an oil supply tube (9), said oil supply tube (9) being located inside the crankshaft arm (3). Internal combustion engine crankshaft according to any one of claims 5 to 16, characterized in that the crankshaft bearing element comprises a plurality of first crankshaft end bearing element (4), a second crankshaft end bearing element (6) and an inner bearing element (5). The crankshafts are made of free-cooling microalloyed steel, without the need for further heat treatment after forging, and the crankshaft arms (3) are made of high-strength sheet metal. Internal combustion engine crankshaft according to any one of claims 5 to 17, characterized in that the inner crankshaft bearing element (5) comprises an oil line channel leading from the surface of the crankshaft main pin (1) which is part of the inner bearing element (5) crankshaft, to the surface of the connecting rod pins (2) that are part of the inner crankshaft bearing member (4), and the first end crankshaft bearing member (4) includes a channel - 14 EN 2019 - 234 A3 oil line from the inside of the relief in the area of the connecting rod pin (2) from the direction away from the crankshaft main pin (1) of the first crankshaft end bearing element (4) to the surface of the same connecting rod pin (2) and the second end the crankshaft bearing element (6) comprises an oil line channel from the inside of the relief in the region of the connecting rod pin (2) from the direction away from the crankshaft main pin (1) of the second crankshaft end bearing element (6) to the surface of the same connecting rod pin (2). Crankshaft of an internal combustion engine according to claim 18, characterized in that the oil line channel in the inner bearing element (5) leads from the surface of the crankshaft main pin (1) of the inner bearing element (5) to the inner side of the relief (14) in the inner part of the connecting rod pin (2) away from the crankshaft main pin (1) of the crankshaft inner bearing member (4) and further comprising each of the connecting rod pins (2) of the crankshaft inner bearing member (5) an oil guide channel that opens at its one on the other hand in the relief (14) in the inner part of the connecting rod pin (2) and on its other side it opens on the surface of this connecting rod pin (2). An internal combustion engine comprising a cylinder block, a crankcase, a connecting rod, pistons and a crankshaft of an internal combustion engine according to any one of claims 5 to 19, characterized in that the crankshaft is housed in a crankcase, the crankshaft end main pins (1) being mounted in roller bearings. A method of manufacturing an internal combustion engine crankshaft according to any one of claims 5 to 19, comprising the steps of: the step of manufacturing the first crankshaft end bearing element (4), the crankshaft inner bearing element (5), the second crankshaft end bearing element (6) from the blank by forging; the step of manufacturing the arm parts (7) by pressing a sheet from a weldable strength sheet; the step of welding the arm parts (7) by laser welding so as to form one piece of the hollow arm (3) of the crankshaft; a step wherein the first end bearing element (4) of the crankshaft, the inner bearing element (5) of the crankshaft, the second end bearing element (6) of the crankshaft are further machined the inner portions of the connecting rod pins (2) of each bearing element, forming reliefs by machining. in this region from the direction of the crankshaft main pin (1) remote from this crankshaft bearing element; subsequently comprising the step of positioning the individual parts such that the connecting rod pin (2) of the first crankshaft end bearing element (4) is followed by a first crankshaft arm (3), the first crankshaft arm (3) is connected by a connecting rod pin (2). ) of the crankshaft inner bearing element (5), to the connecting rod pin (2) of the crankshaft inner bearing element (5), which is different from the connecting rod pin (2) of the crankshaft inner bearing element (5) to which the first arm is connected ( 3) a crankshaft, a second crankshaft arm (3) adjoins, the connecting rod pin (2) of the second crankshaft bearing element (6) adjoins the second crankshaft arm (3); it subsequently comprises a welding step in the connection areas of the connecting rod pins (2) and the crankshaft arms (3). Method for manufacturing a crankshaft of an internal combustion engine according to claim 21, characterized in that laser welding is used in the welding step in the areas of connection of the connecting rod pins (2) and the crankshaft arms (3). - 15 CZ 2019 - 234 A3 Process for producing a crankshaft of an internal combustion engine according to any one of claims 21 to 22, characterized in that in the welding step in the connection areas of the connecting rod pins (2) and the crankshaft arms (3), welding is performed outside the bearing area of the connecting rod pins (2). Process for producing a crankshaft of an internal combustion engine according to any one of claims 21 to 23, characterized in that the welding step in the connection areas of the connecting rod pins (2) and the crankshaft arms (3) is followed by the step of machining the connecting rod pins (2) and main pins. (1) a crankshaft and a step of hardening the connecting rod pins (2) and the main crankshaft pins (1) followed by a grinding and lapping step.