Air cylinder assembly with crankshaft cavity exhaust channel and engine

Abstract

The utility model discloses an air cylinder assembly with a crankshaft cavity exhaust channel and an engine, and relates to the technical field of engines. Comprising a cylinder block body, and a plurality of crankshaft cavities communicating side by side are formed in the cylinder block body; a main blow-by channel is formed in the front end of the cylinder block body, and an auxiliary blow-by channel is formed in the rear end of the cylinder block body. A front-end air communicating hole is formed in the position, close to the front end of the air cylinder body, of the first crankshaft cavity and can communicate with the main air communicating channel. A rear-end blow-by hole is formed in the tail crankshaft cavity close to the rear end of the cylinder block body and can be communicated with the auxiliary blow-by channel; one path of oil gas in the crankshaft cavity is discharged to the oil-gas separator gas taking hole through the main blow-by channel via the front-end blow-by hole, and the other path of oil gas is discharged to the oil-gas separator gas taking hole through the auxiliary blow-by channel via the rear-end blow-by hole; and an oil-gas conveying path is prolonged, so that oil-gas separation is more thorough, and the oil-gas separation effect is further improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of engines, and in particular relates to a cylinder component with a crankshaft cavity exhaust passage and an engine. Background Art

[0002] Normally, oil and gas flow into the cavity between the piston and the intake and exhaust valves. However, during the power stroke, high-temperature, high-pressure gases from combustion in the cylinder can also leak into the crankcase through the gap between the piston assembly and the cylinder wall. This exhaust gas, which enters the crankcase, contains water vapor and sulfur dioxide. The water vapor condenses and emulsifies the engine oil, while the sulfur dioxide deteriorates the oil, further contaminating the crankcase and affecting engine efficiency. Therefore, timely removal of the oil and gas from the crankcase is necessary. Conventional engines require an oil-gas separator to separate the oil and gas in the engine crankcase. Therefore, various structures are required to transport the oil and gas from the engine crankcase to the oil-gas separator. For engines with side-mounted camshafts, this can be accomplished through the tappet cavity. However, overhead camshaft engines lack a tappet cavity. Overhead camshaft engines typically utilize an external truss structure or the engine skirt to directly connect the oil-gas separator to achieve this. The addition of a truss structure occupies the layout space on the left and right sides of the engine, and also increases the difficulty of production and casting; and the method of directly connecting the body skirt to the oil-gas separator to achieve air intake has some problems, because it is directly connected to the oil-gas separator at a position on the body skirt near the crankcase, resulting in the air intake path being too short, so the oil and gas cannot be well pre-separated, resulting in excessively high oil content in the outlet gas, increasing the separation load of the oil-gas separator, and thus reducing the oil-gas separation effect.

[0003] For example, an existing patent has application number CN202410531228.7, and the patent name is "A method for balancing crankcase pressure through oil and gas channels." It discloses that an intake side oil and gas channel and an exhaust side oil and gas channel are respectively set on the intake side and exhaust side of the cylinder body, and a truss structure is used to achieve oil and gas transportation. This not only increases the manufacturing difficulty of the device, but also increases the structural complexity of the entire device; it causes the device to be larger in size and increases the weight of the entire device, thereby placing higher requirements on the installation space, and is not suitable for small-volume fields with limited space; and it is easily affected by external vibration and wear, further affecting the efficiency of oil and gas transportation. Utility Model Content

[0004] The utility model provides a cylinder assembly and an engine with a crankshaft chamber exhaust channel to solve the problem that the oil and gas in the existing crankshaft chamber are usually discharged through two methods: through an external truss or directly taking air from the skirt of the engine body. However, the setting of the truss will increase the weight of the entire engine body, make the casting complex, and the volume too large. Directly taking air from the skirt of the engine body will cause the oil and gas flow path to be too short, resulting in poor oil and gas separation effect.

[0005] The technical solution adopted by this utility model is:

[0006] A cylinder assembly with a crankshaft chamber exhaust channel includes a cylinder body, wherein a plurality of crankshaft chambers connected in parallel are arranged in the cylinder body; a main cross-flow gas channel is opened inside the front end of the cylinder body, and a secondary cross-flow gas channel is opened inside the rear end of the cylinder body; a front cross-flow gas hole is opened in the first crankshaft chamber near the front end of the cylinder body, and the front end cross-flow gas hole can be connected to the main cross-flow gas channel; a rear end cross-flow gas hole is opened in the crankshaft chamber near the rear end of the cylinder body, and the rear end cross-flow gas hole can be connected to the secondary cross-flow gas channel; the oil and gas in the crankshaft chamber are discharged to the oil-gas separator intake hole through the front end cross-flow gas hole through the main cross-flow gas channel in one way, and are discharged to the oil-gas separator intake hole in the other way through the rear end cross-flow gas hole through the secondary cross-flow gas channel in the other way.

[0007] The cylinder assembly with a crankshaft cavity exhaust passage of the utility model also has the following additional technical features:

[0008] The cylinder body includes a cylinder head, a cylinder gasket and a cylinder body; the cylinder head is connected to the top of the cylinder body and the cylinder gasket is connected to the cylinder body; a plurality of interconnected crankshaft chambers are arranged side by side in the cylinder body; the main cross-flow passage includes a first channel, a second channel and a third channel that are connected to each other; the first channel is opened in the cylinder body and can be connected to the front cross-flow hole; the second channel is opened in the cylinder gasket, and the third channel is opened in the cylinder head.

[0009] At least one flow-guiding structure is connected to the inner wall of the first channel; the flow-guiding structure extends along the axial direction of the first channel; the flow-guiding structure on the inner wall of the first channel has a flow-guiding end toward the top of the cylinder body and a diverter end toward the bottom of the cylinder body, and the oil and gas can be diverted along both sides of the diverter end when passing through the diverter end.

[0010] The width of the flow-guiding structure increases gradually from the diversion end to the guide end; arc-shaped chamfers are formed on both sides of the flow-guiding end along the radial direction of the first channel.

[0011] The inner wall of the first channel is also connected to at least one flow-blocking structure component, and the flow-blocking structure component includes a first flow-blocking structure component and a second flow-blocking structure component; the first flow-blocking structure component and the second flow-blocking structure component are symmetrically arranged on both sides of the guide structure component, so that a preset gap is provided between the first flow-blocking structure component and the second flow-blocking structure component to form a flow channel for oil and gas to pass through.

[0012] The first flow-blocking structural member is an arc-shaped structure, and the first flow-blocking structural member has an arc-shaped concave first guiding surface on the side facing the flow-guiding structural member; the second flow-blocking structural member is an arc-shaped structure, and the second flow-blocking structural member has an arc-shaped concave second guiding surface on the side facing the flow-guiding structural member; the first guiding surface and the second guiding surface can block part of the oil in the oil and gas passing through both sides of the diversion end.

[0013] The first flow-blocking structure and the second flow-blocking structure are at a preset distance from the flow-guiding end, and a width of the flow passage between the first flow-blocking structure and the second flow-blocking structure is not greater than a width of the flow-guiding end of the flow-guiding structure.

[0014] The secondary flow channel includes a first flow channel, a second flow channel and a third flow channel that are connected to each other; the first flow channel is arranged in the cylinder body and can be connected to the rear end flow hole; the second flow channel is arranged in the cylinder gasket, and the third flow channel is arranged in the cylinder head.

[0015] A gear assembly is provided in the first flow channel, and the gear assembly is connected to the crankshaft in the crankshaft chamber for driving the crankshaft to rotate. A flow space for oil and gas flow is provided between the gear assembly and the first flow channel.

[0016] The present application also relates to an engine, comprising an engine block assembly, wherein the engine block assembly comprises a cylinder assembly having a crank chamber exhaust passage as described in any one of the above.

[0017] Due to the adoption of the above technical solution, the beneficial effects achieved by the utility model are as follows:

[0018] 1. The cylinder assembly of the present application has a crank chamber exhaust channel, which can divert the oil and gas in the crank chamber and converge them into the air intake hole of the oil-gas separator, thereby increasing the oil and gas flow path and avoiding external structures. Specifically, the cylinder assembly of the present application includes a cylinder body, and a plurality of crankshaft chambers connected in parallel are arranged in the cylinder body; the crankshaft chamber is used to accommodate a crankshaft, and the crankshaft is connected to a piston assembly. The present application opens a main cross-flow gas channel and a sub-cross-flow gas channel inside the cylinder body. The oil and gas in the crankshaft chamber are discharged to the oil-gas separator air intake hole through the front end cross-flow hole through the main cross-flow gas channel, and are discharged to the oil-gas separator air intake hole through the other end through the rear end cross-flow hole through the sub-cross-flow gas channel; therefore, the present application does not require an external truss or body skirt to directly take air, which can avoid the increase in volume and weight, reduce the manufacturing difficulty, and is more suitable for small-volume occasions. It can also make the oil and gas transmission path along the main cross-flow gas channel at the front end of the cylinder body and the sub-cross-flow gas channel at the rear end of the cylinder body respectively output to the oil-gas separator, extending the oil and gas transmission path, making the oil and gas separation more thorough, thereby further improving the oil and gas separation effect.

[0019] 2. As a preferred embodiment of the present invention, the cylinder body includes a cylinder head, a cylinder gasket and a cylinder body; the cylinder head is connected to the top of the cylinder body and a cylinder gasket is connected to the cylinder body; a plurality of intersecting crankshaft chambers are arranged side by side in the cylinder body; the main series air channel includes a first channel, a second channel and a third channel that are connected to each other; the first channel is opened in the cylinder body and can be connected to the front series air hole; the second channel is opened in the cylinder gasket, and the third channel is opened in the cylinder head.

[0020] By setting the first channel, the second channel and the third channel, a main series air channel is formed inside the cylinder body, and multiple crankshaft chambers are connected to each other. In addition, a front air intake hole is opened in the first crankshaft chamber. When the front air intake hole is connected to the first channel, the oil and gas in the crankshaft chamber can enter the first channel through the front air intake hole, and then be output along the second channel through the third channel to the oil-gas separator air intake hole to further realize oil and gas separation.

[0021] 3. As a preferred embodiment of the present invention, at least one flow-guiding structure is connected to the inner wall of the first channel; the flow-guiding structure extends along the axial direction of the first channel; the flow-guiding structure on the inner wall of the first channel has a flow-guiding end toward the top of the cylinder body and a diverter end toward the bottom of the cylinder body, and the oil and gas can be diverted along both sides of the diverter end when passing through the diverter end.

[0022] The purpose of setting up the guide structure on the inner wall of the first channel is to divert the oil and gas entering the first channel, further reduce the gas resistance of the oil and gas during operation, enhance the oil and gas flow performance, interfere with the oil and gas, and avoid turbulence or swirl of the oil and gas in the first channel. Moreover, the airflow diversion allows the friction and collision between the diverted airflows to further reduce the flow rate, which can reduce the noise generated during the airflow circulation.

[0023] 4. As a preferred embodiment of the present invention, the width of the guide structure gradually increases from the diversion end to the guide end; arc chamfers are formed on both sides of the guide end along the radial direction of the first channel.

[0024] The purpose of gradually increasing the width of the guide structure from one side of the diversion end to the other side of the guide end is to guide the oil and gas on both sides of the diversion end so that the diverted oil and gas can gradually move to both sides, further enhancing the diversion effect of the oil and gas; the purpose of forming arc chamfers on both sides of the guide end along the radial direction of the first channel is to avoid the formation of turbulence or eddy current of the oil and gas at the end of the guide end, avoid excessive impact on the guide end, thereby improving the service life of the guide structure, and the use of arc chamfers can make the end of the guide end transition smoothly, so that the oil and gas passing through the end of the guide end avoid stagnation, enhance the flow performance of the oil and gas, further improve the exhaust efficiency of the oil and gas in the crankshaft chamber, and thus improve the separation efficiency of the oil and gas separator.

[0025] 5. As a preferred embodiment of the present invention, at least one flow-blocking structure assembly is further connected to the inner wall of the first channel, and the flow-blocking structure assembly includes a first flow-blocking structure member and a second flow-blocking structure member; the first flow-blocking structure member and the second flow-blocking structure member are symmetrically arranged on both sides of the flow-guiding structure member, so that a preset gap is provided between the first flow-blocking structure member and the second flow-blocking structure member to form a flow channel for oil and gas to pass through.

[0026] The first flow-blocking structure is arranged on one side of the guide structure, corresponding to the oil and gas diverted on one side of the diversion end, and the second flow-blocking structure is arranged on the other side of the guide structure, corresponding to the oil and gas diverted on the other side of the diversion end, which can form a blocking effect on the oil and gas, so that the oil and gas are preliminarily separated. A part of the oil in the oil and gas will be effectively blocked by the blocking effect of the first flow-blocking structure and the second flow-blocking structure and flow back to the crankshaft chamber for recycling and reuse, while the remaining oil and gas will flow to the second channel through the flow channel formed by the gap between the first flow-blocking structure and the second flow-blocking structure, and then be output to the oil-gas separator through the third channel, thereby further extending the oil and gas transportation path, improving the efficiency of oil and gas separation, and realizing effective separation of oil and gas. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0028] Figure 1 This is a diagram of the oil and gas flow path inside a cylinder assembly having a crankshaft cavity exhaust passage according to one embodiment of the present invention;

[0029] Figure 2 This is a top view of a cylinder assembly having a crank chamber exhaust passage according to one embodiment of the present invention;

[0030] Figure 3 This is an internal structural diagram of a main series air passage of a cylinder assembly having a crankshaft chamber exhaust passage according to one embodiment of the present invention;

[0031] Figure 4 This is a schematic structural diagram of a flow-guiding structure and a flow-blocking structure assembly in a first channel of a cylinder assembly having a crank chamber exhaust channel according to an embodiment of the present invention;

[0032] Figure 5 This is a side structural diagram of a cylinder assembly having a crank chamber exhaust passage according to one embodiment of the present invention;

[0033] In the figure,

[0034] 1. Cylinder body; 2. Crankshaft chamber; 3. Front-end air hole; 4. Rear-end air hole; 5. Main air channel; 6. Auxiliary air channel; 7. Flow-guiding structure; 8. Diverter end; 9. Flow-guiding end; 10. Flow-blocking structure assembly; 101. First flow-blocking structure; 102. Second flow-blocking structure; 11. First flow-guiding surface; 12. Second flow-guiding surface; 13. Flow passage; 14. Diverter channel; 15. Main air hole; 16. Auxiliary air hole; 17. Front-end air inlet; a1 - Width of the flow passage between the first flow-blocking structure and the second flow-blocking structure; a2 - Width of the flow-guiding end of the flow-guiding structure. DETAILED DESCRIPTION

[0035] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0036] In addition, in the description of the present invention, it should be understood that the terms "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0037] In this utility model, unless otherwise expressly specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. For those skilled in the art, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0038] In the present invention, unless otherwise clearly specified and limited, the first feature "above" or "below" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "implementation method", "embodiment", "one embodiment", "example" or "specific example" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0039] In order to more clearly illustrate the overall concept of the present invention, a detailed description is given below in combination with the accompanying drawings by way of examples.

[0040] The utility model relates to a cylinder assembly with a crankshaft cavity exhaust passage, such as Figure 1-5As shown, it includes a cylinder body 1, in which a plurality of crankshaft chambers 2 connected in parallel are arranged; a main cross-flow gas channel 5 is opened inside the front end of the cylinder body 1, and a secondary cross-flow gas channel 6 is opened inside the rear end of the cylinder body 1; a front-end cross-flow gas hole 3 is opened in the first crankshaft chamber 2 near the front end of the cylinder body 1, and the front-end cross-flow gas hole 3 can be connected with the main cross-flow gas channel 5; a rear-end cross-flow gas hole 4 is opened in the rear-end crankshaft chamber 2 near the rear end of the cylinder body 1, and the rear-end cross-flow gas hole 4 can be connected with the secondary cross-flow gas channel 6; the oil and gas in the crankshaft chamber 2 are discharged to the oil-gas separator air intake hole through the front-end cross-flow gas hole 3 and the main cross-flow gas channel 5 in one way, and are discharged to the oil-gas separator air intake hole in the other way through the rear-end cross-flow gas hole 4 and the secondary cross-flow gas channel 6 in the other way.

[0041] The cylinder assembly of the present application having a crank chamber exhaust channel can divert the oil and gas in the crank chamber 2 and converge them into the air intake hole of the oil-gas separator, thereby increasing the oil and gas flow path and avoiding external structures. The present invention also provides a plurality of crankshaft chambers 2 for connecting the oil and gas separator to the main air passage 5 and the auxiliary air passage 6 for connecting the oil and gas separator to the main air passage 5. The oil and gas in the crankshaft chamber 2 are discharged to the oil and gas separator air intake hole through the front air passage 3 and the auxiliary air passage 6 through the rear air passage 4. Therefore, the present invention does not need an external truss or body skirt to directly take air, which can avoid the increase in volume and weight, reduce the manufacturing difficulty, and be more suitable for small-volume occasions. It can also make the oil and gas transmission path along the main air passage 5 at the front end of the cylinder body 1 and the auxiliary air passage 6 at the rear end of the cylinder body 1 to be output to the oil and gas separator respectively, thereby extending the oil and gas transmission path, making the oil and gas separation more thorough, and further improving the oil and gas separation effect.

[0042] As a preferred embodiment, the cylinder body 1 includes a cylinder head, a cylinder gasket and a cylinder body; the cylinder head is connected to the top of the cylinder body and a cylinder gasket is connected to the cylinder body; a plurality of interlocking crankshaft chambers 2 are arranged side by side in the cylinder body; the main cross-flow channel 5 includes a first channel, a second channel and a third channel that are connected to each other; the first channel is opened in the cylinder body and can be connected to the front cross-flow hole 3; the second channel is opened in the cylinder gasket, and the third channel is opened in the cylinder head.

[0043] like Figure 1-3As shown, by setting the first channel, the second channel and the third channel, a main series air channel 5 that is connected is formed inside the cylinder body 1, and multiple crankshaft chambers 2 are connected to each other, and a front air intake hole is opened in the first crankshaft chamber 2. When the front air intake hole is connected to the first channel, the oil and gas in the crankshaft chamber 2 can enter the first channel through the front air intake hole, and then be output along the second channel through the third channel to the oil-gas separator air intake hole to further realize oil-gas separation.

[0044] As a preferred embodiment, at least one flow-guiding structure 7 is connected to the inner wall of the first channel; the flow-guiding structure 7 extends along the axial direction of the first channel; the flow-guiding structure 7 on the inner wall of the first channel has a flow-guiding end 9 toward the top of the cylinder body and a diverter end 8 toward the bottom of the cylinder body, and the oil and gas can be diverted along both sides of the diverter end 8 when passing through the diverter end 8.

[0045] The purpose of setting the guide structure 7 on the inner wall of the first channel is to divert the oil and gas entering the first channel, further reduce the gas resistance of the oil and gas during operation, enhance the oil and gas flow performance, interfere with the oil and gas, and avoid turbulence or swirl of the oil and gas in the first channel. Moreover, the diversion of the airflow causes the friction and collision between the diverted airflows to further reduce the flow rate, which can reduce the noise generated during the airflow circulation process.

[0046] Furthermore, the width of the flow-guiding structure 7 gradually increases from the diversion end 8 to the flow-guiding end 9 ; arc-shaped chamfers are formed on both sides of the flow-guiding end 9 along the radial direction of the first channel.

[0047] The purpose of gradually increasing the width of the guide structure 7 from the side of the diverter end 8 to the side of the guide end 9 is to guide the oil and gas on both sides of the diverter end 8 so that the diverted oil and gas can gradually move to both sides, further enhancing the diversion effect of the oil and gas; the purpose of forming arc chamfers on both sides of the guide end 9 along the radial direction of the first channel is to avoid the formation of turbulence or eddy currents of oil and gas at the end of the guide end 9, avoid causing excessive impact on the guide end 9, thereby improving the service life of the guide structure 7, and the use of arc chamfers can make the end of the guide end 9 transition smoothly, so that the oil and gas passing through the end of the guide end 9 avoid stagnation, enhance the flow performance of the oil and gas, further improve the exhaust efficiency of the oil and gas in the crankshaft chamber 2, thereby improving the separation efficiency of the oil and gas separator.

[0048] As a preferred embodiment, the inner wall of the first channel is also connected to at least one flow-blocking structure component 10, which includes a first flow-blocking structure component 101 and a second flow-blocking structure component 102; the first flow-blocking structure component 101 and the second flow-blocking structure component 102 are symmetrically arranged on both sides of the guide structure component 7, so that a preset gap is provided between the first flow-blocking structure component 101 and the second flow-blocking structure component 102 to form a flow channel 13 for oil and gas to pass through.

[0049] like Figure 4 As shown, the first channel has a front air inlet 17, which corresponds to the front air string hole 3 of the first crankshaft chamber 2, so that the oil and gas in the crankshaft chamber 2 enter the first channel through the front air string hole 3 and the front air inlet 17 of the first channel.

[0050] The first baffle structure 101 is arranged on one side of the guide structure 7, corresponding to the oil and gas diverted on one side of the diversion end 8, and the second baffle structure 102 is arranged on the other side of the guide structure 7, corresponding to the oil and gas diverted on the other side of the diversion end 8, which can form a blocking effect on the oil and gas, so that the oil and gas are preliminarily separated. A part of the oil in the oil and gas will be effectively blocked by the blocking effect of the first baffle structure 101 and the second baffle structure 102 and flow back to the crankshaft chamber 2 for recycling, while the remaining oil and gas will flow to the second channel through the flow channel 13 formed by the gap between the first baffle structure 101 and the second baffle structure 102, and then output to the oil and gas separator through the third channel, thereby further extending the oil and gas transportation path, improving the efficiency of oil and gas separation, and realizing effective separation of oil and gas.

[0051] Furthermore, the first flow-blocking structure 101 is an arc-shaped structure, and the first flow-blocking structure 101 has an arc-shaped concave first guiding surface on the side facing the flow guide structure 7; the second flow-blocking structure 102 is an arc-shaped structure, and the second flow-blocking structure 102 has an arc-shaped concave second guiding surface on the side facing the flow guide structure 7; the first guiding surface and the second guiding surface can block part of the oil and gas passing through the two sides of the diversion end 8, and the oil and gas can be discharged through the flow channel 13.

[0052] like Figure 4 In the orientation shown, the first flow-blocking structure 101 and the second flow-blocking structure 102 are located above the flow-guiding structure 7 and are separated from the flow-guiding structure 7 by a preset distance, forming an oil-gas conveying space, so that the oil and gas can be diverted through the two sides of the flow-guiding structure 7 and then output through the oil-gas conveying space through the flow channel 13 between the first flow-blocking structure 101 and the second flow-blocking structure 102, and then enter the second channel and the third channel before being discharged to the air intake hole of the oil-gas separator to realize oil-gas separation.

[0053] like Figure 4As shown, the first obstruction structure 101 and the second obstruction structure 102 have the same structure and are both arc-shaped. The first obstruction structure 101 is located on the left side of the guide structure 7, and the second obstruction structure 102 is located on the right side of the guide structure 7. The first obstruction structure 101 and the second obstruction structure 102 are symmetrically distributed on both sides of the guide structure 7 with the guide structure 7 as the center, forming an "eight" structure. The left end of the first obstruction structure 101 is lower than the right end, and the right end of the second obstruction structure 102 is lower than the left end. In addition, the maximum length from the left end of the first obstruction structure 101 to the right end of the second obstruction structure 102 is greater than the maximum width of the guide structure 7, which can fully block the guide structure 7, thereby further achieving a certain degree of isolation of oil and gas on both sides of the guide structure 7. Specifically:

[0054] Diversion channels 14 for diverting oil and gas are formed on both sides of the flow-guiding structure 7. Therefore, when the oil and gas begin to divert through the diversion end 8 of the flow-guiding structure 7, the oil and gas are divided into two paths, flowing from the diversion channels 14 on both sides of the flow-guiding structure 7 respectively. The first flow-guiding surface 11 at the bottom of the first flow-blocking structure 101 corresponds to the diversion channel 14 on the left side of the flow-guiding structure 7, and the second flow-blocking surface 12 at the bottom of the second flow-blocking structure 102 corresponds to the diversion channel 14 on the right side of the flow-guiding structure 7, thereby being able to fully and effectively block the oil and gas passing through the diversion channels 14 on both sides of the flow-guiding structure 7, so that the oil in the oil and gas can be blocked by the first flow-blocking structure 101 and the second flow-blocking structure 102 and returned to the crankshaft chamber 2 for recycling, so that the gas in the oil and gas can pass through the diversion channel 14 through the oil and gas conveying space, and then be output to the second channel and the third channel through the flow-through channel 13, and then enter the oil-gas separator air intake hole for further oil-gas separation, thereby improving the oil-gas separation efficiency.

[0055] Furthermore, if Figure 4 As shown, the first flow-blocking structure 101 and the second flow-blocking structure 102 are at a preset distance from the flow-guiding end 9 , and the width a1 of the flow passage 13 between the first flow-blocking structure 101 and the second flow-blocking structure 102 is not greater than the width a2 of the flow-guiding end 9 of the flow-guiding structure 7 .

[0056] like Figure 4As shown, the first flow-blocking structure 101 and the second flow-blocking structure 102 are at a preset distance from the guide end 9 of the guide structure 7, with the purpose of forming an oil-gas conveying space for oil-gas conveying, so that the oil and gas that start to be diverted through the diversion end 8 of the guide structure 7 can enter the oil-gas conveying space from the diversion channels 14 on both sides of the guide structure 7 to form a convergence state, and then be output through the flow passage 13 between the first flow-blocking structure 101 and the second flow-blocking structure 102; and in order to effectively block the oil and gas in the flow passage 13 on both sides of the guide structure 7, so that most of the oil and gas can first and fully contact with the first flow-blocking structure 101 and the second flow-blocking structure 102, undergo preliminary oil-gas separation, and then be output through the flow passage 13, the width of the flow passage 13 between the first flow-blocking structure 101 and the second flow-blocking structure 102 is not greater than the width of the guide end 9.

[0057] As a preferred embodiment, the secondary flow channel 6 includes a first flow channel, a second flow channel and a third flow channel that are connected to each other; the first flow channel is arranged in the cylinder body and can be connected to the rear end flow hole 4; the second flow channel is arranged in the cylinder gasket, and the third flow channel is arranged in the cylinder head.

[0058] In order to further realize that the oil and gas in the crankshaft chamber 2 can be fully output, since there are more crankshaft chambers 2, a part of the oil and gas can be output to the oil-gas separator air intake hole through the front end air-flow hole 3 of the first crankshaft chamber 2 through the main air-flow channel 5 opened from the front end of the cylinder body 1, and a part of the oil and gas can also be output to the oil-gas separator air intake hole through the rear end air-flow hole 4 in the tail crankshaft chamber 2 through the auxiliary air-flow channel 6. Since the cylinder body 1 includes a cylinder head, a cylinder gasket and a cylinder block, the crankshaft chamber 2 is located in the cylinder block. If the oil and gas in the crankshaft chamber 2 are output to the external oil-gas separator, it is necessary to open up the cylinder block, the cylinder gasket and the cylinder head respectively. A first flow channel is set in the cylinder block, a second flow channel is set in the cylinder gasket, and a third flow channel is set in the cylinder head. The first flow channel, the second flow channel and the third flow channel are connected to form a complete secondary cross-flow channel 6; by setting the main cross-flow channel 5 and the secondary cross-flow channel 6, the oil and gas in the crankshaft chamber 2 can be divided into multiple paths and respectively transported to the oil-gas separator air intake holes, so as to achieve full multi-directional discharge of oil and gas, avoid the accumulation of oil and gas in the crankshaft chamber 2 and cause damage to the crankshaft chamber 2, resulting in reduced engine operation stability, thereby further improving the exhaust efficiency and oil-gas separation efficiency, and ensuring the service life of the cylinder body 1 and even the engine.

[0059] Preferably, if Figure 2As shown, a main air hole 15 communicating with the first channel is opened at the top of the cylinder block near the front end of the cylinder block, and a secondary air hole 16 communicating with the first flow channel is opened at the top of the cylinder block near the rear end of the cylinder block. By setting the main air hole at the front end of the cylinder block, the crankshaft cavity is connected to the top surface of the cylinder block, ensuring the maximum air flow area within the limited space, and achieving an effective air flow area of ​​>1500mm 2 A secondary air hole is provided at the rear end of the cylinder block as an auxiliary air hole, enabling oil and gas to be transferred through the gap between the gear and the cylinder block. By providing a primary air channel connected to the primary air hole 15 and a secondary air channel connected to the secondary air hole 16, the oil and gas transfer speed within the entire cylinder block is achieved at less than 1m / s. Irregular shapes are achieved through casting, including one end being circular and the other rectangular, or both ends being circular and of varying sizes. Further details are omitted here.

[0060] Furthermore, a gear assembly is provided in the first flow channel, and the gear assembly is connected to the crankshaft in the crank chamber 2 for driving the crankshaft to rotate. There is a flow space for oil and gas to flow between the gear assembly and the first flow channel.

[0061] When passing through the secondary air flow channel 6, since the secondary air flow channel 6 has a gear assembly connected to the crankshaft extending out of the crankshaft chamber 2 for driving the crankshaft to rotate, the oil and gas can flow through the gears of the gear assembly and the flow space between the gear assembly and the inner wall of the first flow channel when flowing in the secondary air flow channel 6, and then be output from the second flow channel and the third flow channel to the air intake hole of the oil and gas separator.

[0062] The present application also relates to an engine, comprising an engine block assembly, wherein the engine block assembly comprises the above-mentioned cylinder assembly having a crank chamber exhaust passage.

[0063] Anything not described in this utility model can be achieved by adopting or drawing on existing technologies.

[0064] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0065] The above description is merely an embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of the claims of the present invention.

Claims

1. A cylinder assembly having a crank chamber exhaust passage, characterized in that: The invention comprises a cylinder body (1), wherein a plurality of crankshaft chambers (2) connected in parallel are arranged in the cylinder body (1); a main cross-flow passage (5) is provided in the front end of the cylinder body (1), and a secondary cross-flow passage (6) is provided in the rear end of the cylinder body (1); a front cross-flow hole (3) is provided in the first crankshaft chamber (2) near the front end of the cylinder body (1), and the front cross-flow hole (3) can be connected to the main cross-flow passage (5); a rear cross-flow hole (4) is provided in the last crankshaft chamber (2) near the rear end of the cylinder body (1), and the rear cross-flow hole (4) can be connected to the secondary cross-flow passage (6); oil and gas in the crankshaft chamber (2) are discharged to the oil-gas separator air intake hole through the front cross-flow hole (3) through the main cross-flow passage (5), and are discharged to the oil-gas separator air intake hole through the other cross-flow hole (4) through the secondary cross-flow passage (6).

2. A cylinder assembly having a crank chamber exhaust passage according to claim 1, characterized in that: The cylinder body (1) comprises a cylinder head, a cylinder gasket and a cylinder body; the cylinder head is connected to the upper part of the cylinder body and the cylinder gasket is connected to the cylinder body; a plurality of intersecting crankshaft chambers (2) are arranged side by side in the cylinder body; the main cross-flow passage (5) comprises a first channel, a second channel and a third channel which are connected to each other; the first channel is opened in the cylinder body and can be connected to the front cross-flow hole (3); the second channel is opened in the cylinder gasket, and the third channel is opened in the cylinder head.

3. A cylinder assembly having a crank chamber exhaust passage according to claim 2, characterized in that: At least one flow-guiding structure (7) is connected to the inner wall of the first channel; the flow-guiding structure (7) extends along the axial direction of the first channel; the flow-guiding structure (7) on the inner wall of the first channel has a flow-guiding end (9) facing the top of the cylinder body and a flow-dividing end (8) facing the bottom of the cylinder body, and oil and gas can be diverted along both sides of the flow-dividing end (8) when passing through the flow-dividing end (8).

4. A cylinder assembly having a crank chamber exhaust passage according to claim 3, characterized in that: The width of the flow-guiding structural member (7) gradually increases from the diversion end (8) to the flow-guiding end (9); arc-shaped chamfers are formed on both sides of the flow-guiding end (9) along the radial direction of the first channel.

5. The cylinder assembly having a crank chamber exhaust passage according to claim 3, characterized in that: The inner wall of the first channel is also connected to at least one flow-blocking structural component (10), and the flow-blocking structural component (10) includes a first flow-blocking structural component (101) and a second flow-blocking structural component (102); the first flow-blocking structural component (101) and the second flow-blocking structural component (102) are symmetrically arranged on both sides of the flow-guiding structural component (7), so that a preset gap is provided between the first flow-blocking structural component (101) and the second flow-blocking structural component (102) to form a flow passage (13) for oil and gas to pass through.

6. The cylinder assembly having a crank chamber exhaust passage according to claim 5, characterized in that: The first flow-blocking structural member (101) is an arc-shaped structure, and the first flow-blocking structural member (101) has an arc-shaped concave first guiding surface on a side facing the flow-guiding structural member (7); The second flow-blocking structure (102) is an arc-shaped structure, and the second flow-blocking structure (102) has an arc-shaped concave second guiding surface on a side facing the flow-guiding structure (7); The first guiding action surface and the second guiding action surface can block part of the oil liquid in the oil gas passing through both sides of the diversion end (8).

7. The cylinder assembly having a crank chamber exhaust passage according to claim 6, characterized in that: The first flow-blocking structure (101) and the second flow-blocking structure (102) are at a preset distance from the flow-guiding end (9), and the width of the flow passage (13) between the first flow-blocking structure (101) and the second flow-blocking structure (102) is not greater than the width of the flow-guiding end (9) of the flow-guiding structure (7).

8. The cylinder assembly having a crank chamber exhaust passage according to claim 2, characterized in that: The secondary flow channel (6) comprises a first flow channel, a second flow channel and a third flow channel which are connected to each other; the first flow channel is arranged in the cylinder body and can be connected to the rear end flow hole (4); the second flow channel is arranged in the cylinder gasket, and the third flow channel is arranged in the cylinder head.

9. The cylinder assembly having a crank chamber exhaust passage according to claim 8, characterized in that: A gear assembly is provided in the first flow channel, the gear assembly is connected to the crankshaft in the crankshaft chamber (2) for driving the crankshaft to rotate, and a flow space for oil and gas to flow is provided between the gear assembly and the first flow channel.

10. An engine, characterized in that: It comprises an engine block group, wherein the engine block group comprises a cylinder assembly having a crank chamber exhaust passage as described in any one of claims 1 to 9.

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