crankshaft

Abstract

The invention relates to a crankshaft (1) with a base journal (GZ) and crankpin (HZ. 1, HZ. 1) and a pivot axis (DA), wherein a first connecting channel (VB.1) and a second connecting channel (VB.2) are provided. The essential aspect of the invention is... - that a vertical longitudinal section plane (VLE) with the axis of rotation (DA) and a vertical cross-sectional plane (VQE) with a vertical axis (VA) are provided, - that the first connecting channel (VB.1) is inclined by an angle α1 ≠ 0 and the second connecting channel (VB.2) by an angle α2 ≠ 0 in the vertical longitudinal section plane (VLE) with respect to the axis of rotation (DA), and - that the first connecting channel (VB.1) is inclined by an angle β1 ≠ 0 and the second connecting channel (VB.2) by an angle β2 ≠ 0 in the vertical cross-sectional plane (VQE) with respect to the vertical axis (VA).

Description

[0001] The present invention relates to a crankshaft for an internal combustion engine having a number of main journals, crankpins and a pivot axis, according to the preamble of claim 1. The invention further relates to an internal combustion engine with such a crankshaft and to a motor vehicle with such an internal combustion engine.

[0002] From DE 10 2013 113 430 A1, a generic crankshaft for an internal combustion engine is known, comprising a number of main journals, crankpins, and a pivot axis. A first connecting channel is provided, leading from a first crankpin to a main journal, and a second connecting channel is communicatively connected to the first connecting channel at a connection point in the main journal and leads to a second crankpin. Furthermore, a connecting rod bearing element, arranged at a connecting rod foot, can be attached to each crankpin. The connecting rod bearing element is associated with the crankpin. The crankshaft has an oil supply bore arrangement designed to supply at least the connecting rod bearing element attached to the connecting rod foot of each connecting rod with lubricating oil.

[0003] Due to the offset crankshaft geometry of conventional crankshafts with central oil supply, the oil is conveyed from one crankpin against centrifugal force to the next main journal before being conveyed again with the aid of centrifugal force to the next crankpin. This generally leads to two effects: pressure fluctuations within / along the oil passage system and separation of the oil and air (analogous to a centrifuge). Currently, the oil is conveyed from one main journal to its adjacent crankpin(s), so that in this area the oil is always conveyed from main journal to crankpin by centrifugal force. However, supplying the main journals, also called bearing journals, results in an increased oil flow rate.

[0004] The air separates near one of the crankshaft's rotational axes, forming a kind of restrictor (reducing the cross-section for oil transport). Simultaneously, the oil pressure near the rotational axe is minimal because there is no centrifugal force acting there. This reduces the flow rate along the bore system at each of these restrictors, causing the supply pressure to drop from crankpin to crankpin along the central oil bore system, thus impairing the oil supply to the rear bearings. Currently known measures to ensure sufficient oil supply to the rear bearings include: increasing the supply pressure so that adequate oil pressure remains at the rear bearings even after the pressure drop; and providing multiple injection points along the crankshaft, e.g.,At both ends of the crankshaft and / or additional annular gap injection to increase the pressure at the corresponding points, vent holes in the oil channels to expel air dislodged from the oil by centrifugal force from the crankshaft. This prevents an accumulation of air mass (near the axis of rotation), which would act as a throttle (=pressure loss).

[0005] The disadvantages of known measures include increased supply pressure, which necessitates higher oil pump pressure and results in greater power loss. Multiple oil feed points or a central oil feed to both shaft ends entail increased costs (multiple complex parts) and increased packaging requirements, which are usually not feasible. Radial oil supply via an annular gap increases the required engine oil volume, which should generally be avoided as it leads to increased oil pump power and increased power loss. Furthermore, it prevents the use of identical bearing shells, and annular gap supply is not as effective as axial oil supply because it again requires pumping against centrifugal force.

[0006] Providing breather holes leads to an undesirable and increased oil flow, greater churning losses, and a tendency towards a higher air content in the oil (outside the crankshaft), which should be avoided. For this reason, minimal breather holes are desirable, but these are expensive and complex to manufacture, as they are usually produced by electrical discharge machining (EDM).

[0007] The present invention therefore deals with the problem of providing an improved or at least an alternative embodiment for a crankshaft of the generic type, which in particular enables reliable oil delivery within a crankshaft with simultaneously low cavitation and low throttling effect and is furthermore in particular less sensitive to pressure pulsations.

[0008] This problem is solved according to the invention by the subject matter of independent claim 1. Advantageous embodiments are the subject matter of the dependent claims.

[0009] The present invention is based on the general concept of combining an oil supply with off-center connecting channels in a crankshaft known per se, thereby enabling a reliable oil supply to both the main journal and the crankpin without having to apply high pressures or accept cavitation or throttling effects. The crankshaft according to the invention for an internal combustion engine has, in a known manner, a number of main journals, crankpins, and a pivot axis, wherein a first connecting channel is provided that leads from a first crankpin to a main journal, and a second connecting channel, which is communicatively connected to the first connecting channel at a junction in the main journal, leads to a second crankpin.

[0010] All embodiments have in common that a vertical longitudinal section plane with the axis of rotation running therein and a vertical cross-sectional plane with a vertical axis running therein and aligned orthogonally to the axis of rotation are provided.

[0011] According to a first alternative according to the invention, the first connecting channel is inclined by an angle α1 ≠ 0 and the second connecting channel by an angle α2 ≠ 0 and with respect to or in the vertical longitudinal section plane with respect to the axis of rotation, and at the same time the first connecting channel is inclined by an angle β1 ≠ 0 and the second connecting channel by an angle β2 ≠ 0 in the vertical cross-sectional plane with respect to the vertical axis.

[0012] According to a second alternative embodiment of the invention, the first connecting channel is inclined at an angle α1 ≠ 0 and the second connecting channel at an angle α2 ≠ 0 in the vertical longitudinal section plane with respect to the axis of rotation, and at the same time neither the first nor the second connecting channel is inclined in the vertical cross-sectional plane with respect to the vertical axis. Furthermore, the first and the second connecting channel are spaced apart in the vertical cross-sectional plane with respect to the vertical axis by a distance b ≠ 0. In this case, the first and the second connecting channel can be replaced by a single continuous connecting channel, which is significantly simpler from a manufacturing perspective, since only one bore, and not two, needs to be made.

[0013] With the crankshaft according to the invention, regardless of the chosen alternative, air separates from the oil, but the air collects as close as possible to the axis of rotation, i.e., on lines of action with the lowest centrifugal force. Thus, the throttling effect of the air within the connecting channels is significantly reduced. Furthermore, the double eccentric position of the connecting channels means that the oil, or lubricant in general, does not have to be forced against centrifugal force the entire way to the axis of rotation of the crankshaft. As a result, the minimum pressure within the connecting channel is higher by precisely this proportion of the centrifugal force (corresponding to the distance from the axis of rotation). For this reason, the oil, or lubricant in general, is also less prone to cavitation, which further reduces the throttling effect and increases the volume flow through the throttling point.The crankshaft according to the invention also offers the advantage that the oil flow rate, which may be caused, for example, by further external leakage points such as a radial oil supply at an annular gap or vent holes, does not need to be increased. Furthermore, no additional components or complex additional work is required, nor is any additional installation space necessary.

[0014] Another advantage of the crankshaft according to the invention compared to a conventional crankshaft with central oil supply lies in a lower pressure gradient within the crankshaft.

[0015] If one considers the resulting oil pressure from supply pressure and centrifugal force along the channel system, the resulting oil pressure starts at the same pressure level for both the conventional crankshaft with central oil supply and the crankshaft according to the invention (provided both have the same supply pressure).

[0016] In the crankshaft according to the invention, however, the minimum pressure is higher and the pressure gradient is lower than in a conventional crankshaft.

[0017] During operation, significant pressure fluctuations occur at oil outlet openings due to shaft displacement (at the bearing journals and crankpins) and deformation of the bearing surfaces (crankcase, but especially the connecting rods), introducing pulsations into the oil. The influence of this effect is generally greater in oil supply systems where multiple crankpins or connecting rod bearings are interconnected. Therefore, conventional crankshafts with a central oil supply are usually most affected.

[0018] These pressure fluctuations induced by the bearing points can lead to an insufficient supply of individual bearing points and, depending on the severity, also to cavitation damage in the crankshaft and / or the bearings.

[0019] The lower pressure gradient (at the same start and end pressure) results in a higher average oil pressure due to the eccentricity, making the oil system more stable and, in particular, less susceptible to pressure pulsations. Specifically, pulsations dissipate more quickly, and a stronger pressure pulse is required to excite the system; that is, the system is more stable against external influences, such as changes.

[0020] In an advantageous further development of the crankshaft according to the invention, corresponding to the first alternative, α1 = α2. The first connecting channel thus runs above the axis of rotation when viewed in the vertical longitudinal section plane, while the second connecting channel is arranged coaxially to the first connecting channel below the axis of rotation with respect to the vertical longitudinal section plane.

[0021] This allows the same eccentricities with respect to the vertical longitudinal section plane to be achieved in both the first and second crankpins. In this case, the first and second connecting channels can be replaced by a single, continuous connecting channel, which is significantly simpler from a manufacturing perspective, as only one bore needs to be drilled instead of two.

[0022] Alternatively, in the first alternative, it is also conceivable that α1 ≠ α2. In this case, the first connecting channel also runs above the axis of rotation in the vertical longitudinal section plane, while the second connecting channel is not coaxial with the first connecting channel with respect to the vertical longitudinal section plane, but nevertheless also located below the axis of rotation with respect to the vertical longitudinal section plane. This allows for different eccentricities with respect to the vertical longitudinal section plane in the first and second crankpins, which, for example, allows for different external dimensions at the transitions between the base and crankpins.

[0023] In an advantageous embodiment of the crankshaft according to the invention, corresponding to the first alternative, β1 = - β2. The first connecting channel thus runs to the left and above the axis of rotation with respect to the vertical cross-sectional plane, while the second connecting channel is arranged to the left and below the axis of rotation with respect to the vertical cross-sectional plane. At the connection point, there is a kink between the first and second connecting channels.

[0024] In an advantageous further development of the crankshaft according to the invention, corresponding to the first alternative, β1 ≠ - β2. The first connecting channel thus runs to the left and above the axis of rotation with respect to the vertical cross-sectional plane, while the second connecting channel is arranged to the left and below the axis of rotation with respect to the vertical cross-sectional plane. At the connection point, there is a kink between the first and second connecting channels. This allows, for example, the consideration of specific design features of the crankshaft.

[0025] In an advantageous further development of the crankshaft according to the invention, corresponding to the second alternative, α1 = α2. The first connecting channel thus runs in the vertical longitudinal section plane above the axis of rotation, while the second connecting channel is arranged coaxially to the first connecting channel below the axis of rotation with respect to the vertical longitudinal section plane. This allows the same eccentricities with respect to the vertical longitudinal section plane to be achieved in both the first and second crankpins, provided the connecting channels are of the same length. In this case, the first and second connecting channels can also be replaced by a single, continuous connecting channel, which is significantly simpler from a manufacturing perspective, as only one bore, and not two, needs to be machined.

[0026] Alternatively, according to the second alternative, it is also conceivable that α1 ≠ α2. In this case, the first connecting channel also runs above the axis of rotation in the vertical longitudinal section plane, while the second connecting channel is not coaxial with the first connecting channel with respect to the vertical longitudinal section plane, but is nevertheless also arranged below the axis of rotation with respect to the vertical longitudinal section plane. This allows for different eccentricities with respect to the vertical longitudinal section plane in the first crankpin and the second crankpin, even if the connecting channels have the same length.

[0027] In an advantageous embodiment of the crankshaft according to the invention, no connecting channel passes through the crankshaft's axis of rotation. All connecting channels are thus arranged eccentrically to the axis of rotation. In this case, an oil supply channel, through which oil is introduced into the crankshaft via corresponding oil inlet openings at the end face, would also be arranged parallel to the axis of rotation. Alternatively, it is of course also conceivable that the oil supply channel is arranged coaxially to the axis of rotation and that at least two connecting channels communicate with the oil supply channel along the axis of rotation.

[0028] Through both an eccentricity in the vertical direction (vertical axis VA) and an eccentricity in the transverse direction, a greater eccentricity of the connection channels can be achieved in all the aforementioned embodiments, making such a system less sensitive to pressure pulsations and enabling a more stable oil supply to bearing points.

[0029] The present invention is further based on the general concept of equipping an internal combustion engine with a crankshaft described in the preceding paragraphs and thereby transferring the advantages described with respect to the crankshaft to the internal combustion engine. Specifically, the advantages lie in a reduced throttling effect due to separated air, as well as an overall higher minimum pressure within the channel system and thus a reduced tendency to cavitate. Furthermore, such a system is less sensitive to pressure pulsations and enables a more stable oil supply to the bearings.

[0030] The present invention enables sufficient lubrication even with a higher air content in the oil, compared to a conventional central oil supply. Consequently, various degassing measures for the oil, such as centrifuges, baffles, or increased oil volume, can be dispensed with.

[0031] The present invention is further based on the general idea of ​​equipping a motor vehicle with an internal combustion engine described in the previous paragraph, which allows, for example, the use of a lower-powered lubricant pump, since the oil pressure can be significantly reduced due to the off-center arrangement of the connecting channels compared to previously used connecting channels running along the axis of rotation of the crankshaft or radial oil supply channels. This also reduces the fuel consumption of the internal combustion engine.

[0032] Further important features and advantages of the invention will become apparent from the dependent claims, the drawings and the associated description of the figures based on the drawings.

[0033] It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention as defined by the claims. Components of a higher-level unit, such as a device, apparatus, or arrangement, mentioned above and those to be mentioned below, which are designated separately, can form separate parts or components of this unit or be integral areas or sections of this unit, even if this is depicted differently in the drawing.

[0034] Preferred embodiments of the invention are shown in the drawing and are explained in more detail in the following description, wherein identical reference numerals refer to identical or similar or functionally identical components.

[0035] Each schematically illustrates Fig. 1 a cross-section through a crankshaft according to a first alternative embodiment in a vertical cross-sectional plane, Fig. 2 a longitudinal section through the crankshaft according to the invention in accordance with the Fig. 1 in a vertical longitudinal section plane, Fig. 3 a representation as in Fig. 1, however, in a different embodiment of the crankshaft according to the first alternative, Fig. 4 a longitudinal section through the crankshaft according to the invention in accordance with the Fig. 3 in a vertical longitudinal section plane, Fig. 5 a representation as in Fig. 1, however, in an embodiment of the crankshaft according to the second alternative, Fig. 6 a longitudinal section through the crankshaft according to the invention in accordance with the Fig. 5 in a vertical longitudinal section plane.

[0036] According to the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. Figure 6 comprises a crankshaft 1 according to the invention for an internal combustion engine 2 for a motor vehicle 3, comprising a number of base journals GZ and crankpins HZ.1, HZ.2, and a pivot axis DA. A first connecting channel VB.1 is provided, leading from a first crankpin HZ.1 to a base journal GZ, and a second connecting channel VB.2, which is connected to the first connecting channel VB.1 at a connection point VS in the base journal GZ and leads to the second crankpin HZ.2.

[0037] In the Fig. 2, Fig. 4 and Fig. Figure 6 shows a vertical longitudinal section plane VLE with the axis of rotation DA running therein, i.e., a vertical longitudinal section, while in the Fig. 1, Fig. 3 and Fig. Figure 5 shows a vertical cross-sectional plane VQE with a vertical axis VA running therein and aligned orthogonally to the axis of rotation DA.

[0038] The section planes shown in the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. It is self-evident that the individual connection channels VB.1 and VB.2 are shown continuously in the plane of the sheet for the sake of clarity. Due to the double eccentricity of the connection channels VB.1 and VB.2 in the vertical longitudinal section plane VLE and the vertical cross-sectional plane VQE, the connection channels VB.1 and VB.2 would only be visible as points in both the vertical longitudinal section plane VLE and the vertical cross-sectional plane VQE, which would make understanding more difficult.

[0039] According to the Fig. 2 and Fig. Figure 4 shows a first alternative embodiment of the crankshaft 1 according to the invention, in which the first connecting channel VB.1 is inclined by an angle α1 ≠ 0 and the second connecting channel VB.2 is inclined by an angle α2 ≠ 0 in the vertical longitudinal section plane VLE with respect to the axis of rotation DA.

[0040] If one considers the Fig. 1 and Fig. 3, it can be seen that the first connecting channel VB.1 is inclined by an angle β1 ≠ 0 and the second connecting channel VB.2 is inclined by an angle β2 ≠ 0 in the vertical cross-sectional plane VQE with respect to the vertical axis VA.

[0041] The first connection channel, VB.1, starts according to the Fig. 1 centrally in the first hub pin HZ. 1, while the first connecting channel VB.1 according to the Fig. 3 decentralized in the first hub pin HZ. 1 starts. The connection channel VB.1 starts according to the Fig. 3. Spaced a distance a from the center of the first crankpin HZ.1. This distance a allows for a larger angle β1 or β2, and thus a greater eccentricity with the same external dimensions. Particularly at the transition from a crankpin HZ to a base pin GZ, there is only limited space available for arranging the connecting channels VB. Here, the distance a allows the connecting channels VB to be shifted further inwards while maintaining the same eccentricity.

[0042] In the case of the crankshaft 1 according to the invention, the following relationship can apply to the angles α1, α2 according to the first alternative: α1 = α2. The first connecting channel VB.1 thus runs above the axis of rotation DA in the vertical longitudinal section plane VLE, ​​while the second connecting channel VB.2 runs below the vertical longitudinal section plane VLE (cf. Fig. 2 and Fig. 4) is arranged coaxially to the first connecting channel VB.1 below the axis of rotation DA. This allows the same eccentricities with respect to the axis of rotation DA to be achieved in both the first crankpin HZ.1 and the second crankpin HZ.2. This offers the advantage that the first connecting channel VB.1 and the second connecting channel VB.2 can be replaced by a single, continuous connecting channel, which is significantly simpler from a manufacturing perspective, as only one bore, and not two, needs to be drilled.

[0043] The phrase "with respect to or running in the vertical longitudinal plane VLE" in the entire application should not mean that the respective connection channel VB.1, VB.2 runs completely in the vertical longitudinal plane VLE, ​​but only that it does so in the representations in the Fig. 2, Fig. 4 and Fig. 6 is presented in this way for the sake of clarity. Similarly, "with respect to or running in the vertical cross-sectional plane VQE" does not mean that the respective connecting channel VB.1, VB.2 runs completely in the vertical cross-sectional plane VQE, but only that in the representations in the Fig. 1, Fig. 3 and Fig. 5 is presented this way for the sake of clarity.

[0044] Alternatively, according to the first alternative of the crankshaft 1 according to the invention, it is also conceivable that the following relationship applies to the angles α1, α2: α1 ≠ α2. In this case, the first connecting channel VB.1 also runs above the axis of rotation DA, while the second connecting channel VB.2, with respect to or in the vertical longitudinal section plane VLE, ​​is not coaxial with the first connecting channel VB.1, but nevertheless also runs below the axis of rotation DA with respect to the vertical longitudinal section plane VLE. This allows different eccentricities with respect to the axis of rotation DA to be achieved in the first crankpin HZ.1 and in the second crankpin HZ.2.By incorporating both vertical eccentricity (vertical axis VA) and transverse eccentricity, a greater overall eccentricity of the connecting channels can be achieved, making such a system less sensitive to pressure pulsations and enabling a more stable oil supply to bearing points.

[0045] It is also conceivable that, in an advantageous further development of the crankshaft 1 according to the invention, the following relationship applies to the angles β1, β2: β1 = - β2. The first connecting channel VB.1 thus runs with respect to the vertical axis VA and with respect to or in the vertical cross-sectional plane VQE (cf. the Fig. 1 and Fig. 3) The first connecting channel, VB.2, is located to the left and above the axis of rotation DA, while the second connecting channel, VB.2, is located to the left and below the axis of rotation DA with respect to the vertical axis VA and with respect to or in the vertical cross-sectional plane VQE. At the connection point VS, there is a kink between the first and second connecting channels, VB.1 and VB.2. The connection point VS can be located at the level of the axis of rotation DA.

[0046] Furthermore, in the crankshaft 1 according to the invention, it is conceivable, according to the first alternative, that the following relationship applies to the angles β1, β2: β1 ≠ - β2. The first connecting channel VB.1 thus runs with respect to the vertical axis VA and with respect to or in the vertical cross-sectional plane VQE (cf. the Fig. 1 and Fig. 3) The first connecting channel, VB.2, is located to the left and above the axis of rotation DA, while the second connecting channel, VB.2, is located to the left and below the axis of rotation DA with respect to the vertical axis VA and with respect to or in the vertical cross-sectional plane VQE. At the connection point VS, there is also a kink between the first and second connecting channels, VB.1 and VB.2.

[0047] If one considers the Fig. 5 and Fig.Figure 6 shows a crankshaft 1 according to the second alternative embodiment, in which the first connecting channel VB.1 is inclined by an angle α1 ≠ 0 and the second connecting channel VB.2 by an angle α2 ≠ 0 with respect to the vertical axis VA with respect to or in the vertical longitudinal section plane VLE. Neither the first connecting channel VB.1 nor the second connecting channel VB.2 is inclined with respect to the vertical axis VA with respect to or in the vertical cross-sectional plane VQE, but rather runs parallel to the vertical axis VA. The connection point VS is spaced a distance b ≠ 0 with respect to the vertical axis VA in the vertical cross-sectional plane VQE from the axis of rotation DA.

[0048] Here too, the following relationship applies to the angles α1, α2: α1 = α2. The first connecting channel VB.1 thus runs above the axis of rotation DA, while the second connecting channel VB.2 runs below the axis of rotation DA, coaxial with respect to the axis of rotation DA and with respect to, or in the vertical longitudinal section plane VLE. This allows the same eccentricities with respect to the vertical longitudinal section plane VLE to be achieved in both the first crankpin HZ.1 and the second crankpin HZ.2. In this case, the first connecting channel VB.1 and the second connecting channel VB.2 can be replaced by a single continuous connecting channel, which is significantly simpler from a manufacturing perspective, as only one bore needs to be drilled instead of two.

[0049] Alternatively, according to the second alternative of the crankshaft 1 according to the invention, it is also conceivable that the following relationship applies to the angles α1, α2: α1 ≠ α2. The first connecting channel VB.1 thus also runs above the axis of rotation DA, while the second connecting channel VB.2 is not coaxial with respect to the axis of rotation DA and with respect to or in the vertical longitudinal section plane VLE to the first connecting channel VB.1, but nevertheless is also arranged below the axis of rotation DA in the vertical longitudinal section plane VLE. This allows different eccentricities with respect to the vertical longitudinal section plane VLE to be achieved in the first crankpin HZ.1 and in the second crankpin HZ.2.

[0050] In an advantageous further development of the crankshaft 1 according to the second alternative, no connecting channel VB.1, VB.2 passes through the axis of rotation DA of the crankshaft 1. The connecting channels VB.1, VB.2 are thus arranged eccentrically to the axis of rotation DA.

[0051] For all figures shown, for the sake of clarity only two connecting channels VB.1 and VB.2, two lifting pins HZ.1 and HZ.2 and only one base pin GZ are shown, although of course further lifting pins, base pins and connecting channels not shown may be provided.

[0052] With the crankshaft 1 according to the invention, it is possible for air to separate from the oil, but for the air to collect as close as possible to the axis of rotation DA, i.e., on lines of action with the lowest effective centrifugal force. Thus, the throttling effect of the air within the connecting channels VB.1, VB.2 is significantly reduced.

[0053] The eccentric or off-center position of the connecting channels VB.1 and VB.2 means that the oil, or lubricant in general, does not have to be forced against the centrifugal force encountered during operation for the entire distance to the axis of rotation DA of the crankshaft 1. This results in a minimum pressure within the connecting channel VB.1 and VB.2 that is precisely this proportion of the centrifugal force higher (corresponding to the distance to the axis of rotation DA). For this reason, the oil, or lubricant in general, is also less prone to cavitation, which further reduces the throttling effect and increases the flow rate through the throttling point.

[0054] The crankshaft 1 according to the invention also offers the advantage that the oil flow rate, caused, for example, by further external leakage points such as a radial oil supply at an annular gap or vent holes, does not need to be increased. Furthermore, no additional components or complex additional work is required, nor is any additional installation space.

[0055] With the internal combustion engine 2 according to the invention with the crankshaft 1 according to the invention, a lower throttling effect due to separated air as well as an overall higher minimum pressure within the channel system and thus a reduced tendency to cavitation can be achieved.

[0056] When used in a motor vehicle 3 according to the invention, a lower-powered lubricant pump can be used because the oil pressure can be significantly reduced due to the off-center connecting channels VB.1, VB.2 compared to connecting channels running through the axis of rotation DA of the crankshaft 1 or radial oil supply channels. This also reduces the fuel consumption of the motor vehicle 3. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2013 113 430 A1

[0002]

Claims

[1] Crankshaft (1) for an internal combustion engine (2) with a number of main journals (GZ), crankpins (HZ.1, HZ.1) and a pivot axis (DA), - wherein a first connecting channel (VB.1) is provided, which leads from a first lifting journal (HZ.1) to a base journal (GZ), - wherein a second connection channel (VB.2) is provided, which is connected to the first connection channel (VB.1) at a connection point (VS) in the base pin (GZ) and leads to a second hub pin (HZ.2), characterized by , - that a vertical longitudinal section plane (VLE) with the axis of rotation (DA) running therein and a vertical cross-sectional plane (VQE) with a vertical axis (VA) running therein and aligned orthogonally to the axis of rotation (DA) are provided, - that the first connecting channel (VB.1) is inclined by an angle α1 ≠ 0 and the second connecting channel (VB.2) by an angle α2 ≠ 0 in the vertical longitudinal section plane (VLE) with respect to the axis of rotation (DA), and - that the first connecting channel (VB.1) is inclined by an angle β1 ≠ 0 and the second connecting channel (VB.2) by an angle β2 ≠ 0 in the vertical cross-sectional plane (VQE) with respect to the vertical axis (VA), or - that a vertical longitudinal section plane (VLE) with the axis of rotation (DA) running therein and a vertical cross-sectional plane (VQE) with a vertical axis (VA) running therein and aligned orthogonally to the axis of rotation (DA) are provided, - that the first connecting channel (VB.1) is inclined by an angle α1 ≠ 0 and the second connecting channel (VB.2) by an angle α2 ≠ 0 in the vertical longitudinal section plane (VLE) with respect to the axis of rotation (DA), and - that neither the first connecting channel (VB.1) nor the second connecting channel (VB.2) are inclined in the vertical cross-sectional plane (VQE) with respect to the vertical axis (VA), - that the first connecting channel (VB.1) and the second connecting channel (VB.2) are spaced apart in the vertical cross-sectional plane (VQE) with respect to the vertical axis (VA) by a distance b ≠ 0. [2] Crankshaft (1) according to claim 1, first alternative, characterized by , that α1 = α2. [3] Crankshaft (1) according to claim 1, first alternative, characterized by , that α1 ≠ α2 is. [4] Crankshaft (1) according to claim 1, first alternative, or according to claim 2 or 3, characterized by , that β1 = - β2. [5] Crankshaft (1) according to claim 1, second alternative, characterized by , that α1 = - α2. [6] Crankshaft (1) according to claim 1, second alternative, characterized by , that α1 ≠ - α2 is. [7] Crankshaft (1) according to any of the preceding claims, characterized by , that no connecting channel (VB.1, VB.2) passes through the axis of rotation (DA) of the crankshaft (1). [8] Internal combustion engine (2) with a crankshaft (1) according to one of the preceding claims. [9] Motor vehicle (3) with an internal combustion engine (2) according to claim 8.

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