Oil-gas separation labyrinth structure of motorcycle engine

Abstract

The utility model discloses an oil-gas separation labyrinth structure of a motorcycle engine, and aims to solve the problems that in the prior art, oil-gas separation of a trailer engine is realized only through one oil-gas separation structure, the separation effect of engine oil and air is limited, the engine oil is easy to spray out, the amount of the engine oil in the engine is reduced, and lubrication of a mechanical structure is poor. The technical problem is solved through the following technical scheme that the engine comprises a crankcase, a front air cylinder and a rear air cylinder are arranged on the crankcase, a main labyrinth is arranged between the front air cylinder and the rear air cylinder, and the main labyrinth comprises a main air inlet and a main air outlet communicated with the crankcase; a right side cover matched with the crankcase is arranged on the crankcase, an inlet labyrinth is formed between the right side cover and the crankcase in a matched mode, and an air outlet of the inlet labyrinth is communicated with the main air inlet.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and more specifically, to a motorcycle engine oil-gas separation labyrinth structure. Background Technology

[0002] When a motorcycle engine runs at high speed, the splashed oil easily mixes with the exhaust gas and is sprayed out from the crankcase breather, causing oil spraying. This spraying problem worsens with increasing engine displacement. While motorcycle engine displacement continues to increase, the labyrinth design of the engine housing has remained largely unchanged. This increases the negative pressure generated during engine operation, resulting in a larger airflow from the breather. Current technology only uses a single sealing structure for oil-gas separation, making it easy for oil to be sprayed out with the exhaust gas as displacement increases. Over time, this leads to oil buildup inside the engine, causing poor lubrication of related mechanical structures and increasing the likelihood of malfunctions.

[0003] Chinese Patent Publication No. CN221957666U, published on November 5, 2024, discloses an invention entitled "A Labyrinth Structure for Oil-Gas Separation in a Motorcycle Engine." This application discloses a labyrinth structure for a motorcycle engine that achieves oil-gas separation and reduces oil loss by incorporating a sealing structure on the engine. However, the aforementioned application only uses a single labyrinth structure, resulting in limited oil-gas separation effectiveness and making it unsuitable for large-displacement motorcycle engines. Utility Model Content

[0004] This invention overcomes the shortcomings of existing motorcycle engines that rely solely on a single oil-gas separation structure for oil-gas separation. This limited separation results in oil leakage, reduced oil levels, poor lubrication of mechanical components, and susceptibility to mechanical failures. The invention provides a motorcycle engine oil-gas separation labyrinth structure. This structure includes a main labyrinth structure and an inlet labyrinth structure at the inlet of each main labyrinth. Before entering the main labyrinth, oil and gas undergo initial separation in the inlet labyrinth, thereby improving separation efficiency, reducing oil accumulation in the main labyrinth, minimizing oil leakage, and preventing a decrease in engine oil levels.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: a motorcycle engine oil-gas separation labyrinth structure, comprising: a crankcase, a front cylinder and a rear cylinder arranged on the crankcase, and a main labyrinth arranged between the front cylinder and the rear cylinder, the main labyrinth including a main air inlet and a main air outlet communicating with the crankcase;

[0006] A right-side cover is provided on the crankcase to cooperate with it. The right-side cover and the crankcase cooperate to form an inlet labyrinth. The outlet of the inlet labyrinth is connected to the main intake port.

[0007] In this application, an inlet labyrinth structure is provided at the main air intake of the main labyrinth. Before entering the main labyrinth, the oil and gas in the crankcase undergo a first separation under the action of the inlet labyrinth structure. After the first separation, the oil and gas enter the main labyrinth from the main air intake, where they undergo a second separation. The oil separated in the main labyrinth then flows back to the crankcase from the main air outlet of the main labyrinth. This application achieves secondary oil and gas separation through the inlet labyrinth and main labyrinth structures, improving the efficiency of oil and gas separation, reducing the amount of oil accumulated in the main labyrinth, reducing oil spraying, and preventing problems such as insufficient lubrication of mechanical structures and mechanical failures due to reduced oil levels in the engine.

[0008] As a preferred embodiment, the imported labyrinth includes a first cavity located at the right cover position and a second cavity located on the crankcase.

[0009] The first cavity and the second cavity are separated by a sealing gasket, and the sealing gasket is provided with a sealing perforation that connects the first cavity and the second cavity;

[0010] The first chamber has a first inlet, and the second chamber has a second inlet and a second outlet. The second outlet is connected to the main air inlet. The top of the second chamber has a second baffle, and a second flow channel is formed between the second baffle and the bottom of the second chamber.

[0011] Oil and gas enter the first chamber through the second inlet, then pass through the sealing perforation into the second chamber. Upon entering the second chamber, the oil and gas encounter the second baffle, where they separate, thus achieving the first oil-gas separation within the second chamber. Because the second baffle is located at the top of the second chamber and is angled, the oil and gas flow back towards the top of the second chamber, near the baffle, thus slowing down the rate at which they enter the second chamber and increasing their residence time, thereby improving the separation efficiency. Furthermore, due to the angled design of the second chamber, the separated oil flows downwards from the inner wall of the second chamber, sequentially passing through the second inlet, the sealing perforation, and the first inlet before exiting from the first chamber.

[0012] Preferably, a first baffle is provided at the top of the first cavity, and a first flow channel is formed between the first baffle and the bottom of the first cavity.

[0013] Setting up the first flow channel can prevent oil from splashing, and setting up the first cavity can reduce the overall weight of the right rear cover and the overall weight of the vehicle.

[0014] Preferably, the second partition is inclined.

[0015] The second baffle is inclined, and the oil and gas form a backflow at the top of the second chamber and on the side close to the second baffle, thereby slowing down the rate at which the oil and gas enter the second chamber and increasing the residence time of the oil and gas in the second chamber, thus improving the oil and gas separation efficiency.

[0016] Preferably, it includes a main labyrinth shell mounted on the crankcase, several parallel transverse partitions, and several vertical partitions.

[0017] Several horizontal partitions and several vertical partitions work together to form a maze structure. As oil and gas flow within the maze structure, oil and gas separation is achieved.

[0018] Preferably, the horizontal partition includes a first horizontal partition, a second horizontal partition, and a third horizontal partition; the vertical partition includes a first vertical partition and a second vertical partition; the two sides of the first vertical partition are respectively connected to the first horizontal partition and the second horizontal partition.

[0019] The first, second, and third transverse partitions, along with the first and second vertical partitions, work together within the main labyrinth shell to form a labyrinth structure. This structure allows oil and gas to flow erratically within the main labyrinth shell, improving the separation efficiency of oil and gas within the main labyrinth and enabling more oil to flow back into the crankcase, thus reducing oil loss within the crankcase.

[0020] Preferably, the first vertical partition plate is provided with a first flow channel and a second flow channel at positions close to the first horizontal partition plate and the second transverse partition plate, respectively.

[0021] The first and second flow channels allow the oil to flow smoothly from one side of the first vertical partition plate to the other, enabling the oil to flow back into the crankcase more quickly.

[0022] Preferably, the second vertical partition plate is connected to the main labyrinth shell, and a third flow channel is formed between the second vertical partition plate and the third horizontal partition plate.

[0023] The second vertical partition plate acts as a barrier to block oil and gas, further improving the oil-gas separation efficiency. At the same time, the third flow channel allows the oil to flow smoothly into the main gas outlet, facilitating the return of the oil.

[0024] As a preferred design, the bottom of the main maze gradually slopes down towards the main air vent.

[0025] The above structure allows the oil to flow along the bottom of the main labyrinth towards the main exhaust port, and finally flow back from the main exhaust port into the crankcase.

[0026] Preferably, the main labyrinth is filled between the front and rear cylinders.

[0027] The main labyrinth fills the V-shaped opening formed by the front and rear cylinders, allowing rainwater to accumulate within the V-shaped opening, reducing the corrosive effect of rainwater on the crankcase and improving the engine's service life.

[0028] Compared with the prior art, the beneficial effects of this utility model are as follows: This application provides an inlet labyrinth structure at the main air intake position of the main labyrinth. Before entering the main labyrinth, the oil and gas in the crankcase undergo a first separation under the action of the inlet labyrinth structure. After this first separation, the oil and gas enter the main labyrinth from the main air intake, where they undergo a second separation. The separated oil in the main labyrinth then flows back to the crankcase from the main air outlet. This application achieves secondary oil and gas separation through the inlet labyrinth and main labyrinth structures, improving the efficiency of oil and gas separation, reducing the amount of oil accumulated in the main labyrinth, reducing oil spraying, and preventing insufficient lubrication of mechanical structures and mechanical failures due to reduced oil levels in the engine. Attached Figure Description

[0029] Figure 1 This is an overall structural diagram of the right side cover of this utility model after it is fitted with the crankcase.

[0030] Figure 2 This is a front view of the crankcase of this utility model.

[0031] Figure 3 This is a three-dimensional structural diagram of the crankcase of this utility model.

[0032] Figure 4 This is a three-dimensional structural diagram of the right side cover and sealing gasket of this utility model.

[0033] Figure 5 This is a three-dimensional structural diagram of the right side cover of this utility model.

[0034] Figure 6 This is a three-dimensional structural diagram of the sealing gasket of this utility model.

[0035] Figure 7 This is a three-dimensional structural diagram of the crankcase of this utility model from another angle.

[0036] In the diagram: crankcase-1, front cylinder-2, rear cylinder-3;

[0037] Main labyrinth -4, main air inlet -41, main air outlet -42, first horizontal partition -421, second horizontal partition -422, third horizontal partition -423, first vertical partition -431, second vertical partition -432, first flow channel -44, second flow channel -45, third flow channel -46

[0038] Right side cover -5;

[0039] Imported maze-6, first cavity-61, first inlet-611, first partition-612, first flow channel-613, second cavity-62, second inlet-621, second outlet-622, second partition-623, second flow channel-624, sealing gasket-63, sealing perforation-631. Detailed Implementation

[0040] The technical solution of this utility model will be further described in detail below through specific embodiments and with reference to the accompanying drawings:

[0041] Example 1: Refer to Figures 1 to 7 As shown, a motorcycle engine oil-gas separation labyrinth structure includes: a crankcase 1, a front cylinder 2 and a rear cylinder 3 disposed on the crankcase 1, and a main labyrinth 4 disposed between the front cylinder 2 and the rear cylinder 3. The main labyrinth 4 includes a main air intake 41 and a main air outlet 42 communicating with the crankcase 1.

[0042] A right-side cover 5 is provided on the crankcase 1 to cooperate with it. The right-side cover 5 and the crankcase 1 cooperate to form an inlet labyrinth 6. The outlet of the inlet labyrinth 6 is connected to the main air intake 41.

[0043] In this invention, an inlet labyrinth 6 structure is provided at the main air intake 41 of the main labyrinth 4. Before entering the main labyrinth 4, the oil and gas in the crankcase 1 undergo a first separation under the action of the inlet labyrinth 6 structure. After the first separation, the oil and gas enter the main labyrinth 4 from the main air intake 41, where they undergo a second separation. The oil separated in the main labyrinth 4 then flows back to the crankcase 1 from the main air outlet 42 of the main labyrinth 4. This application achieves secondary oil and gas separation through the inlet labyrinth 6 and the main labyrinth 4 structure, improving the efficiency of oil and gas separation, reducing the amount of oil accumulated in the main labyrinth 4, reducing oil spraying, and preventing problems such as insufficient lubrication of mechanical structures and mechanical failures due to reduced oil in the engine.

[0044] Example 2: Refer to Figures 1 to 7 As shown, a motorcycle engine oil-gas separation labyrinth structure includes: a crankcase 1, a front cylinder 2 and a rear cylinder 3 disposed on the crankcase 1, the front cylinder 2 and the rear cylinder 3 cooperating to form a V-shaped opening, and a main labyrinth 4 disposed between the front cylinder 2 and the rear cylinder 3, the main labyrinth 4 being disposed within the V-shaped opening. The main labyrinth 4 fills the V-shaped opening formed by the front cylinder 2 and the rear cylinder 3, which can prevent rainwater from accumulating in the V-shaped opening, reduce the corrosive effect of rainwater on the crankcase 1, and improve the service life of the engine.

[0045] The main labyrinth 4 includes a main air intake 41 and a main air outlet 42 connected to the crankcase 1. Oil and gas flow into the main labyrinth 4 from the main air intake 41. Oil and gas are separated in the main labyrinth 4. The separated oil then flows into the crankcase 1 from the main air outlet 42.

[0046] A right-side cover 5 is provided on the crankcase 1 to cooperate with it. The right-side cover 5 and the crankcase 1 cooperate to form an inlet labyrinth 6. The outlet of the inlet labyrinth 6 is connected to the main air intake 41.

[0047] In one embodiment, the inlet labyrinth 6 includes a first cavity 61 located at the right cover 5 and a second cavity 62 located on the crankcase 1. Both the first cavity 61 and the second cavity 62 are inclined arc cavities with unequal heights at their two ends, i.e., one end of the arc cavity is higher and the other end is lower.

[0048] The first cavity 61 and the second cavity 62 are separated by a sealing gasket 63, which has a sealing perforation 631 that connects the first cavity 61 and the second cavity 62. The sealing gasket 63 serves to enhance the sealing performance between the right side cover 5 and the crankcase 1, and also to separate the first cavity 61 and the second cavity 62. The sealing perforation 631 on the sealing gasket 63 allows the first cavity 61 and the second cavity 62 to be connected.

[0049] The first cavity 61 is provided with a first inlet 611, and an angle is formed between the first inlet 611 and the sealing perforation 631, wherein the angle between the two is 80 to 100 degrees. In this embodiment, the angle between the first inlet 611 and the sealing perforation 631 is 90 degrees. This can prevent oil from splashing into the second cavity 62.

[0050] The second cavity 62 is provided with a second inlet 621 and a second outlet 622. The second outlet 622 is connected to the main air inlet 41. A second baffle 623 is provided at the top of the second cavity 62. A second flow channel 624 is formed between the second baffle 623 and the bottom of the second cavity 62.

[0051] Oil and gas enter the first chamber 61 through the second inlet 621, and then enter the second chamber 62 through the sealing perforation 631. Upon entering the second chamber 62, the oil and gas encounter the second partition 623, during which they separate, thus achieving the first oil-gas separation within the second chamber 62. Furthermore, because the second partition 623 is located at the top of the second chamber 62 and is inclined, the oil and gas form a backflow on the top side of the second chamber 62, near the second partition 623, thereby slowing down the rate at which the oil and gas enter the second chamber 62 and increasing the residence time within the second chamber 62, thus improving the oil-gas separation efficiency. Additionally, due to the inclined arrangement of the second chamber 62, the separated oil flows downwards from the inner wall of the second chamber 62, sequentially passing through the second inlet 621, the sealing perforation 631, and the first inlet 611, before exiting from the first chamber 61.

[0052] In this invention, an inlet labyrinth 6 structure is provided at the main air intake 41 of the main labyrinth 4. Before entering the main labyrinth 4, the oil and gas in the crankcase 1 undergo a first separation under the action of the inlet labyrinth 6 structure. After the first separation, the oil and gas enter the main labyrinth 4 from the main air intake 41, where they undergo a second separation. The oil separated in the main labyrinth 4 then flows back to the crankcase 1 from the main air outlet 42 of the main labyrinth 4. This application achieves secondary oil and gas separation through the inlet labyrinth 6 and the main labyrinth 4 structure, improving the efficiency of oil and gas separation, reducing the amount of oil accumulated in the main labyrinth 4, reducing oil spraying, and preventing problems such as insufficient lubrication of mechanical structures and mechanical failures due to reduced oil in the engine.

[0053] Example 3: Reference Figures 1 to 7 As shown, a motorcycle engine oil-gas separation labyrinth structure includes: a crankcase 1, a front cylinder 2 and a rear cylinder 3 disposed on the crankcase 1, the front cylinder 2 and the rear cylinder 3 cooperating to form a V-shaped opening, and a main labyrinth 4 disposed between the front cylinder 2 and the rear cylinder 3, the main labyrinth 4 being disposed within the V-shaped opening. The main labyrinth 4 fills the V-shaped opening formed by the front cylinder 2 and the rear cylinder 3, which can prevent rainwater from accumulating in the V-shaped opening, reduce the corrosive effect of rainwater on the crankcase 1, and improve the service life of the engine.

[0054] The main labyrinth 4 includes a main air intake 41 and a main air outlet 42 connected to the crankcase 1. Oil and gas flow into the main labyrinth 4 from the main air intake 41. Oil and gas are separated in the main labyrinth 4. The separated oil then flows into the crankcase 1 from the main air outlet 42.

[0055] A right-side cover 5 is provided on the crankcase 1 to cooperate with it. The right-side cover 5 and the crankcase 1 cooperate to form an inlet labyrinth 6. The outlet of the inlet labyrinth 6 is connected to the main air intake 41.

[0056] In one embodiment, the inlet labyrinth 6 includes a first cavity 61 located at the right cover 5 and a second cavity 62 located on the crankcase 1. Both the first cavity 61 and the second cavity 62 are inclined arc cavities with unequal heights at their two ends, i.e., one end of the arc cavity is higher and the other end is lower.

[0057] The first cavity 61 and the second cavity 62 are separated by a sealing gasket 63, which has a sealing perforation 631 that connects the first cavity 61 and the second cavity 62. The sealing gasket 63 serves to enhance the sealing performance between the right side cover 5 and the crankcase 1, and also to separate the first cavity 61 and the second cavity 62. The sealing perforation 631 on the sealing gasket 63 allows the first cavity 61 and the second cavity 62 to be connected.

[0058] The first cavity 61 is provided with a first inlet 611, and an angle is formed between the first inlet 611 and the sealing perforation 631, wherein the angle between the two is 80 to 100 degrees. In this embodiment, the angle between the first inlet 611 and the sealing perforation 631 is 90 degrees. This can prevent oil from splashing into the second cavity 62.

[0059] The second cavity 62 is provided with a second inlet 621 and a second outlet 622. The second outlet 622 is connected to the main air inlet 41. A second baffle 623 is provided at the top of the second cavity 62. A second flow channel 624 is formed between the second baffle 623 and the bottom of the second cavity 62.

[0060] Oil and gas enter the first chamber 61 through the second inlet 621, and then enter the second chamber 62 through the sealing perforation 631. Upon entering the second chamber 62, the oil and gas encounter the second partition 623, during which they separate, thus achieving the first oil-gas separation within the second chamber 62. Furthermore, because the second partition 623 is located at the top of the second chamber 62 and is inclined, the oil and gas form a backflow on the top side of the second chamber 62, near the second partition 623, thereby slowing down the rate at which the oil and gas enter the second chamber 62 and increasing the residence time within the second chamber 62, thus improving the oil-gas separation efficiency. Additionally, due to the inclined arrangement of the second chamber 62, the separated oil flows downwards from the inner wall of the second chamber 62, sequentially passing through the second inlet 621, the sealing perforation 631, and the first inlet 611, before exiting from the first chamber 61.

[0061] This embodiment is similar in structure to Embodiment 2, except that it includes a main labyrinth shell 41 disposed on the crankcase 1, several parallel transverse partition plates 42, and several vertical partition plates 43. The transverse partition plates 42 and the vertical partition plates 43 cooperate to form a labyrinth structure, and the separation of oil and gas is achieved during the flow of oil and gas within the labyrinth structure.

[0062] In this embodiment, the transverse partition 42 includes a first transverse partition 421, a second transverse partition 422, and a third transverse partition 423; the vertical partition 43 includes a first vertical partition 431 and a second vertical partition 432; the first vertical partition 431 is vertically disposed between the first transverse partition 421 and the second transverse partition 422. The first transverse partition 421, the second transverse partition 422, and the third transverse partition 423, the first vertical partition 431, and the second vertical partition 432 cooperate to form a labyrinth structure within the main labyrinth shell 41, which allows oil and gas to flow erratically within the main labyrinth shell 41, improving the separation efficiency of oil and gas within the main labyrinth 4, and allowing more oil to flow back into the crankcase 1, reducing the loss of oil within the crankcase 1.

[0063] The first vertical partition plate 431 is provided with a first flow groove 44 and a second flow groove 45 at positions close to the first horizontal partition plate 421 and the second horizontal partition plate 422, respectively. The first flow groove 44 and the second flow groove 45 allow the oil to flow smoothly from one side of the first vertical partition plate 431 to the other side, so that the oil can flow back into the crankcase 1 more quickly.

[0064] The second vertical partition plate 432 is connected to the main labyrinth shell 41, and a third flow channel 46 is formed between the second vertical partition plate 432 and the third horizontal partition plate 423. The second vertical partition plate 432 serves to block oil and gas, further improving the oil and gas separation efficiency. At the same time, the third flow channel 46 allows the oil to flow smoothly into the main gas outlet 42, facilitating the return of the oil.

[0065] In one embodiment, the bottom surface of the main labyrinth 4 gradually decreases towards the main exhaust port 42, allowing the oil to flow along the bottom surface of the main labyrinth 4 towards the main exhaust port 42, and finally flow back from the main exhaust port 42 into the crankcase 1. The main intake port 41, on the other hand, is located at the highest position to prevent oil from flowing back from the main intake port 41, thereby hindering the efficiency of oil and gas entering the main labyrinth 4 and the inlet labyrinth 6.

[0066] In this invention, an inlet labyrinth 6 structure is provided at the main air intake 41 of the main labyrinth 4. Before entering the main labyrinth 4, the oil and gas in the crankcase 1 undergo a first separation under the action of the inlet labyrinth 6 structure. After the first separation, the oil and gas enter the main labyrinth 4 from the main air intake 41, where they undergo a second separation. The oil separated in the main labyrinth 4 then flows back to the crankcase 1 from the main air outlet 42 of the main labyrinth 4. This application achieves secondary oil and gas separation through the inlet labyrinth 6 and the main labyrinth 4 structure, improving the efficiency of oil and gas separation, reducing the amount of oil accumulated in the main labyrinth 4, reducing oil spraying, and preventing problems such as insufficient lubrication of mechanical structures and mechanical failures due to reduced oil in the engine.

[0067] Example 4: This example is similar in structure to Example 3 or Example 2, except that a first partition 612 is provided at the top of the first cavity 61, and a first flow channel 613 is formed between the first partition 612 and the bottom of the first cavity 61.

[0068] The first flow channel 613 can prevent oil from splashing, and the first cavity 61 can reduce the overall weight of the right rear cover 5 and the overall weight of the vehicle body.

[0069] The embodiments described above are merely preferred solutions of this utility model and are not intended to limit this utility model in any way. Other variations and modifications are possible without departing from the technical solutions described in the claims.

Claims

1. A motorcycle engine oil-gas separation labyrinth structure, characterized in that, include: The crankcase has a front cylinder and a rear cylinder, and a main labyrinth is provided between the front cylinder and the rear cylinder. The main labyrinth includes a main intake port and a main exhaust port that communicates with the crankcase. A right-side cover is provided on the crankcase to cooperate with it. The right-side cover and the crankcase cooperate to form an inlet labyrinth. The outlet of the inlet labyrinth is connected to the main intake port.

2. The motorcycle engine oil-gas separation labyrinth structure according to claim 1, characterized in that, The imported labyrinth includes a first cavity located at the right cover position and a second cavity located on the crankcase. The first cavity and the second cavity are separated by a sealing gasket, and the sealing gasket is provided with a sealing perforation that connects the first cavity and the second cavity; The first chamber has a first inlet, and the second chamber has a second inlet and a second outlet. The second outlet is connected to the main air inlet. The top of the second chamber has a second baffle, and a second flow channel is formed between the second baffle and the bottom of the second chamber.

3. The motorcycle engine oil-gas separation labyrinth structure according to claim 2, characterized in that, A first baffle is provided at the top of the first cavity, and a first flow channel is formed between the first baffle and the bottom of the first cavity.

4. The motorcycle engine oil-gas separation labyrinth structure according to claim 2, characterized in that, The second partition is set at an angle.

5. The motorcycle engine oil-gas separation labyrinth structure according to any one of claims 1 to 4, characterized in that, It includes a main labyrinth shell mounted on the crankcase, several parallel transverse partitions, and several vertical partitions.

6. The motorcycle engine oil-gas separation labyrinth structure according to claim 5, characterized in that, The horizontal partition includes a first horizontal partition, a second horizontal partition, and a third horizontal partition; the vertical partition includes a first vertical partition and a second vertical partition; the two sides of the first vertical partition are respectively connected to the first horizontal partition and the second horizontal partition.

7. The motorcycle engine oil-gas separation labyrinth structure according to claim 6, characterized in that, The first vertical partition plate is provided with a first flow channel and a second flow channel at positions close to the first horizontal partition plate and the second horizontal partition plate, respectively.

8. The motorcycle engine oil-gas separation labyrinth structure according to claim 6, characterized in that, The second vertical partition plate is connected to the main labyrinth shell, and a third flow channel is formed between the second vertical partition plate and the third horizontal partition plate.

9. The motorcycle engine oil-gas separation labyrinth structure according to claim 5, characterized in that, The bottom of the main maze gradually slopes down towards the main vent.

10. The motorcycle engine oil-gas separation labyrinth structure according to any one of claims 1 to 4, characterized in that, The main labyrinth is filled between the front and rear cylinders.

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