Crankcase structure and engine

Abstract

The crankcase structure comprises a crankcase, the crankcase comprises a left crankcase body, a right crankcase body and a gasket, a crankshaft cavity is formed between the left crankcase body and the right crankcase body, the face, back to the right crankcase body, of the left crankcase body is used for forming a left cavity, and the face, back to the left crankcase body, of the right crankcase body is used for forming a right cavity; the left box body is provided with a left labyrinth channel and an air inlet hole, a first oil drainage hole is formed in the bottom of the left labyrinth channel, and mixed oil gas in the crankcase enters the left labyrinth channel from the air inlet hole; the left box body is provided with a left labyrinth channel, the right box body is provided with a right labyrinth channel, the gasket is provided with a first channel, the first channel is communicated with the left labyrinth channel and the right labyrinth channel, and a waste gas port is formed in the top of the right labyrinth channel and used for discharging waste gas obtained after secondary oil-gas separation of the right labyrinth channel. According to the crankcase structure, the separation effect on mixed oil and gas can be improved, and engine oil consumption of a crankcase is reduced.

Description

A crankcase structure and engine Technical Field

[0001] This utility model relates to the technical field of engine structure, and in particular to a crankcase structure and engine. Background Technology

[0002] An engine crankcase is typically made up of a left and a right crankcase connected by a gasket.

[0003] Structurally, a crankshaft cavity is formed between the left and right housings. The side of the left housing facing away from the right housing is used to form the left chamber, and the side of the right housing facing away from the left housing is used to form the right chamber.

[0004] Specifically, the crankcase contains engine oil. When the engine is running at high speed, the engine oil is prone to splashing and mixing with the exhaust gas, causing the engine oil to spray out of the crankcase along with the exhaust gas through the exhaust pipe, resulting in oil spraying and reducing the amount of engine oil.

[0005] To reduce the amount of engine oil discharged from the exhaust pipe along with the exhaust gas, an oil-gas separator is usually installed in the crankcase. The mixture of engine oil and exhaust gas is separated by the oil-gas separator before being discharged from the exhaust pipe.

[0006] However, existing oil-gas separation structures are ineffective at separating mixed oil and gas, making it difficult to meet the requirements of current large-displacement engines. Summary of the Invention

[0007] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a crankcase structure that can improve the separation effect of mixed oil and gas and reduce crankcase oil consumption.

[0008] This utility model also proposes an engine having the above-mentioned crankcase structure.

[0009] A crankcase structure according to a first aspect of the present invention includes a crankcase.

[0010] The crankcase includes a left housing, a right housing, and a gasket connecting the left housing and the right housing. A crankshaft cavity is formed between the left housing and the right housing. The side of the left housing facing away from the right housing is used to form a left chamber, and the side of the right housing facing away from the left housing is used to form a right chamber.

[0011] The left housing is provided with a left labyrinth channel and an air inlet connecting the left chamber and the left labyrinth channel. The bottom of the left labyrinth channel is provided with a first oil drain hole connecting the crankshaft cavity. The mixed oil and gas in the crankcase enters the left labyrinth channel through the air inlet. The wall of the left labyrinth channel blocks and adheres the oil in the mixed oil and gas and guides it to the first oil drain hole to discharge it into the crankshaft cavity, so as to separate the oil from the mixed oil and gas.

[0012] The right housing is provided with a right maze channel, and the gasket has a first channel that connects the left maze channel and the right maze channel. The top of the right maze channel is provided with an exhaust port. The gas in the left maze channel that has undergone oil-gas separation flows through the first channel to the right maze channel for secondary oil-gas separation. The exhaust port is used to discharge the exhaust gas in the right maze channel after secondary oil-gas separation.

[0013] A crankcase structure according to an embodiment of the present utility model has at least the following beneficial effects:

[0014] 1. This utility model achieves secondary oil-gas separation through a dual-maze channel design consisting of a left maze channel and a right maze channel connected in series, which greatly improves the separation efficiency.

[0015] 2. This utility model utilizes the adhesive properties of engine oil to allow the engine oil to adhere to the wall of the left labyrinth channel during the process of the mixed oil and gas passing through the left labyrinth channel. At the same time, the first oil drain hole is set at the bottom of the left labyrinth channel, and the engine oil and gas are initially separated by gravity.

[0016] 3. This utility model allows the oil to enter the right labyrinth channel through the first channel of the gasket, and then utilizes the wall of the right labyrinth channel to achieve secondary collision with the gas to further separate the oil, which can effectively deal with the high oil-gas mixture of large displacement engines.

[0017] 4. This utility model has a compact structure and a scientific separation path by setting the exhaust port at the top of the right maze channel, and the separated exhaust gas is discharged through the top exhaust port.

[0018] According to some embodiments of the present invention, a second oil drain hole is provided at the bottom of the right labyrinth channel, which connects to the crankshaft cavity. The second oil drain hole is used to discharge the engine oil that has undergone secondary oil-gas separation in the right labyrinth channel to the crankshaft cavity.

[0019] The advantage of this invention is that a second oil drain hole connected to the crankshaft cavity is provided at the bottom of the right labyrinth channel. The second oil drain hole is used to discharge the oil that has undergone secondary oil-gas separation in the right labyrinth channel to the crankshaft cavity. It can be understood that the second oil drain hole at the bottom of the right labyrinth channel forms a closed-loop oil drain system at the bottom of the right labyrinth channel, ensuring that the oil after secondary separation flows back to the crankshaft cavity in a timely manner, avoiding the accumulation of oil in the right labyrinth channel and causing secondary carryover. Thus, the double oil drain hole design forms a complete oil return channel system.

[0020] According to some embodiments of the present invention, both the left labyrinth channel and the right labyrinth channel are disposed at the top of the crankshaft cavity, and the gasket is used to isolate the left labyrinth channel and the right labyrinth channel.

[0021] The advantages are: by setting both the left and right labyrinth channels at the top of the crankshaft cavity, and using gaskets to isolate the left and right labyrinth channels, it is understood that by concentrating the left and right labyrinth channels at the top of the crankshaft cavity, the space at the top of the crankcase is fully utilized, and the mixed oil and gas naturally enter the left labyrinth channel during the rising process. In addition, the gaskets, as a physical isolation layer, ensure the independence of the two-stage separation, while simplifying the assembly process.

[0022] According to some embodiments of the present invention, the left maze channel has a first oil-blocking wall that is inclined, the air inlet is located at the upward inclined end of the first oil-blocking wall, and the first oil drain hole is located below the downward inclined end of the first oil-blocking wall.

[0023] The advantages of this invention are: by having a first oil baffle wall inclined in the left labyrinth channel, with an air inlet located at the upward-inclined end of the first oil baffle wall and a first oil drain hole located below the downward-inclined end of the first oil baffle wall, it can be understood that the inclined first oil baffle wall creates an inclined guide surface, which enhances the inertial separation effect by changing the direction of oil and gas flow. At the same time, the structure of upper air intake and lower oil drain conforms to the law of gas-liquid motion, using gravity to accelerate the oil dripping and prevent the separated oil from being re-entrained by the airflow.

[0024] According to some embodiments of the present invention, a second channel is formed at the bottom of the first oil-blocking wall, and the second channel is provided with an oil-blocking rib. The oil-blocking rib is used to block the mixed oil and gas entering from the air inlet in the extending direction of the second channel.

[0025] The advantages are: This utility model forms a second channel at the bottom of the first oil baffle wall, and the second channel is provided with oil baffle ribs. The oil baffle ribs are used to block the mixed oil and gas entering from the air inlet in the extension direction of the second channel. It can be understood that the oil baffle ribs form a turbulent flow field and establish multi-level obstruction in the second channel. By making the oil baffle ribs collide with the mixed oil and gas in the direction of flow, the mixed oil and gas is forced to change its movement trajectory, increasing the probability of contact between the oil and the wall surface.

[0026] According to some embodiments of the present invention, the air inlet is located on the left side wall of the second channel, and the oil baffle rib protrudes to the right on the left side wall of the second channel.

[0027] The advantage of this invention is that by placing the air inlet on the left side wall of the second channel and making the oil baffle bulge to the right on the left side wall of the second channel, the right-bulging oil baffle and the left air inlet form a front-facing structure, allowing the oil baffle to collide head-on with the mixed oil and gas in the direction of gas flow.

[0028] According to some embodiments of the present invention, the left housing has a through-hole that runs from left to right, the through-hole connecting the crankshaft cavity and the left chamber, and the through-hole accommodating the mixed oil and gas of the crankshaft cavity entering the left chamber.

[0029] The advantage of this invention is that by providing a through-hole in the left housing, which connects the crankshaft cavity and the left chamber, the through-hole allows the mixed oil and gas from the crankshaft cavity to enter the left chamber. It can be understood that the through-hole establishes a dynamic balance channel between the crankshaft cavity and the left chamber, allowing the mixed oil and gas in the crankshaft cavity to enter the left chamber through the through-hole, and then enter the left labyrinth channel through the air inlet from the left chamber, thus realizing the exhaust gas discharge from the crankshaft cavity.

[0030] According to some embodiments of the present invention, the left housing has a through-hole for oil return, which connects the crankshaft cavity and the left chamber, and the oil return hole accommodates the passing of engine oil.

[0031] The advantage of this invention is that by providing a through-hole in the left housing, which connects the crankshaft cavity and the left chamber, and allowing oil to pass through, the oil return hole establishes a dynamic oil balance channel between the crankshaft cavity and the left chamber, ensuring that oil can be supplied to the crankshaft cavity and the right chamber in a timely manner.

[0032] According to some embodiments of this utility model, the left housing has a through-hole and an oil return hole that pass through from left to right. The through-hole connects the crankshaft cavity and the left chamber, and the oil return hole connects the crankshaft cavity and the left chamber. The through-hole and the oil return hole are arranged vertically. The through-hole allows the mixed oil and gas from the crankshaft cavity to enter the left chamber, and the oil return hole allows engine oil to enter the left chamber through and / or allows the mixed oil and gas from the crankshaft cavity to enter.

[0033] The advantages of this invention are: by providing the left housing with a through-hole and an oil return hole, the through-hole connects the crankshaft cavity and the left chamber, and the oil return hole connects the crankshaft cavity and the left chamber. The through-hole and the oil return hole are arranged vertically. The through-hole allows the mixed oil and gas from the crankshaft cavity to enter the left chamber, and the oil return hole allows engine oil to enter the left chamber through and / or through the mixed oil and gas from the crankshaft cavity. It can be understood that the through-hole establishes a dynamic balance channel between the crankshaft cavity and the left chamber, allowing the mixed oil and gas in the crankshaft cavity to enter the left chamber through the through-hole, and then enter the left labyrinth channel through the intake hole from the left chamber, thus realizing the exhaust gas discharge from the crankshaft cavity. The oil return hole establishes a dynamic balance channel for engine oil between the crankshaft cavity and the left chamber, ensuring that engine oil can be supplied to the crankshaft cavity and the right chamber in a timely manner. At the same time, the oil return hole can also take into account the discharge of the mixed oil and gas in the crankshaft cavity, which is conducive to accelerating the discharge efficiency of the mixed oil and gas in the crankshaft cavity.

[0034] An engine according to a second aspect of the present invention includes a crankcase structure according to a first aspect of the present invention.

[0035] An engine according to an embodiment of the present invention has at least the following beneficial effects:

[0036] 1. This utility model achieves secondary oil-gas separation through a dual-maze channel design consisting of a left maze channel and a right maze channel connected in series, which greatly improves the separation efficiency.

[0037] 2. This utility model utilizes the adhesive properties of engine oil to allow the engine oil to adhere to the wall of the left labyrinth channel during the process of the mixed oil and gas passing through the left labyrinth channel. At the same time, the first oil drain hole is set at the bottom of the left labyrinth channel, and the engine oil and gas are initially separated by gravity.

[0038] 3. This utility model allows the oil to enter the right labyrinth channel through the first channel of the gasket, and then utilizes the wall of the right labyrinth channel to achieve secondary collision with the gas to further separate the oil, which can effectively deal with the high oil-gas mixture of large displacement engines.

[0039] 4. This utility model has a compact structure and a scientific separation path by setting the exhaust port at the top of the right maze channel, and the separated exhaust gas is discharged through the top exhaust port.

[0040] 5. This utility model significantly reduces the overall engine oil consumption rate by integrating the optimized crankcase structure into the engine.

[0041] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 is an exploded view of a crankcase structure according to an embodiment of the present invention;

[0044] Figure 2 is a left side view of the left box shown in Figure 1;

[0045] Figure 3 is a right-side view of the left box shown in Figure 1;

[0046] Figure 4 is a left side view of the right box shown in Figure 1;

[0047] Figure 5 is a side view of the right box shown in Figure 1;

[0048] Figure 6 is a schematic diagram of the structure of the gasket shown in Figure 1;

[0049] Figure 7 is a schematic diagram of the structure of the left housing and gasket shown in Figure 1;

[0050] Figure 8 is a schematic diagram of the structure of the right housing and gasket shown in Figure 1.

[0051] Attached reference numerals: 100-Left housing, 110-Right housing, 120-Gasket, 130-Crankshaft cavity, 140-Left chamber, 150-Right chamber, 160-Left labyrinth passage, 170-Air inlet, 180-First oil drain hole, 190-Right labyrinth passage, 200-First channel, 210-Exhaust port, 220-Second oil drain hole, 230-First oil baffle wall, 240-Second channel, 250-Oil baffle rib, 260-Vent hole, 270-Oil return hole. Detailed Implementation

[0052] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0053] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0054] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" and "second" are mentioned, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0055] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation, connection, and linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0056] A crankcase structure and engine according to an embodiment of the present invention are described below with reference to Figures 1-8.

[0057] The present invention aims to provide an embodiment of a crankcase structure and an engine.

[0058] In this embodiment, an engine mainly includes a crankcase structure.

[0059] Referring to Figure 1, specifically, a crankcase structure according to an embodiment of the present invention includes a crankcase, which includes a left crankcase 100, a right crankcase 110, and a gasket 120 connected between the left crankcase 100 and the right crankcase 110. A crankshaft cavity 130 is formed between the left crankcase 100 and the right crankcase 110. The side of the left crankcase 100 facing away from the right crankcase 110 is used to form a left chamber 140, and the side of the right crankcase 110 facing away from the left crankcase 100 is used to form a right chamber 150.

[0060] Referring to Figures 2 and 3, in some specific embodiments, the left housing 100 is provided with a left labyrinth channel 160 and an air inlet 170 connecting the left chamber 140 and the left labyrinth channel 160. The bottom of the left labyrinth channel 160 is provided with a first oil drain hole 180 connecting the crankshaft cavity 130. The mixed oil and gas in the crankcase enters the left labyrinth channel 160 through the air inlet 170. The wall of the left labyrinth channel 160 blocks and adheres the oil in the mixed oil and gas and guides it to the first oil drain hole 180 to discharge it to the crankshaft cavity 130, so as to separate the oil from the mixed oil and gas.

[0061] This invention utilizes the adhesive properties of engine oil to allow the engine oil to adhere to the wall of the left labyrinth channel 160 during the process of the mixed oil and gas passing through the left labyrinth channel 160. At the same time, the first oil drain hole 180 is set at the bottom of the left labyrinth channel 160, and the engine oil and gas are initially separated by gravity.

[0062] In some specific embodiments, the left maze channel 160 has a first oil baffle wall 230 inclinedly arranged, an air inlet 170 is located at the upward inclined end of the first oil baffle wall 230, and a first oil drain hole 180 is located below the downward inclined end of the first oil baffle wall 230.

[0063] Understandably, the inclined first oil baffle 230 creates an inclined guide surface, which enhances the inertial separation effect by changing the direction of oil and gas flow. At the same time, the structure of upper air intake and lower oil discharge conforms to the law of gas-liquid motion, using gravity to accelerate the oil dripping and prevent the separated oil from being re-entrained by the airflow.

[0064] Furthermore, a second channel 240 is formed at the bottom of the first oil baffle wall 230. The second channel 240 is provided with an oil baffle 250, which is used to block the mixed oil and gas entering from the air inlet 170 in the extending direction of the second channel 240.

[0065] It is understandable that the oil baffle 250 forms a turbulent field and establishes multiple levels of obstruction in the second channel 240. By causing the oil baffle 250 to collide head-on with the mixed oil and gas in the direction of the mixed oil and gas flow, the mixed oil and gas is forced to change its trajectory, increasing the probability of contact between the oil and the wall.

[0066] Furthermore, the air inlet 170 is located on the left side wall of the second channel 240, and the oil baffle 250 protrudes to the right on the left side wall of the second channel 240. Thus, the right-protruding oil baffle 250 and the left air inlet 170 form a front-facing structure, allowing the oil baffle 250 to collide head-on with the mixed oil and gas in the direction of gas flow.

[0067] Referring to Figures 4, 5, 6, 7, and 8, in some specific embodiments, the right housing 110 is provided with a right maze channel 190, and the gasket 120 has a first channel 200. The first channel 200 connects the left maze channel 160 and the right maze channel 190. The top of the right maze channel 190 is provided with an exhaust port 210. The gas in the left maze channel 160 after oil-gas separation flows through the first channel 200 to the right maze channel 190 for secondary oil-gas separation. The exhaust port 210 is used to discharge the exhaust gas in the right maze channel 190 after secondary oil-gas separation.

[0068] This embodiment achieves secondary oil-gas separation through a dual-maze channel design consisting of a left maze channel 160 and a right maze channel 190, significantly improving separation efficiency.

[0069] In addition, in this embodiment, after entering the right maze channel 190 through the first channel 200 of the gasket 120, the oil is further separated by the secondary collision of the wall of the right maze channel 190 with the gasket, which can effectively deal with the high oil-air mixture of large displacement engines.

[0070] Furthermore, in this embodiment, the exhaust port 210 is located at the top of the right maze channel 190, and the separated exhaust gas is discharged through the top exhaust port 210, resulting in a compact structure and a scientific separation path.

[0071] In some specific embodiments, the bottom of the right labyrinth channel 190 is provided with a second oil drain hole 220 that connects to the crankshaft cavity 130. The second oil drain hole 220 is used to discharge the engine oil that has undergone secondary oil-gas separation in the right labyrinth channel 190 to the crankshaft cavity 130.

[0072] Understandably, the second oil drain hole 220 at the bottom of the right labyrinth channel 190 forms a closed-loop oil drain system at the bottom of the right labyrinth channel 190, ensuring that the oil after secondary separation flows back to the crankshaft cavity 130 in a timely manner, and avoiding the accumulation of oil in the right labyrinth channel 190 and causing secondary carryover. Thus, the dual oil drain hole design forms a complete oil return channel system.

[0073] In some specific embodiments, the left labyrinth channel 160 and the right labyrinth channel 190 are both located on top of the crankshaft cavity 130, and the gasket 120 is used to isolate the left labyrinth channel 160 and the right labyrinth channel 190.

[0074] It is understandable that the left labyrinth channel 160 and the right labyrinth channel 190 are arranged together at the top of the crankshaft cavity 130, which makes full use of the space at the top of the crankcase and allows the mixed oil and gas to naturally enter the left labyrinth channel 160 during the rising process. In addition, the gasket 120 serves as a physical isolation layer to ensure the independence of the two-stage separation and to simplify the assembly process.

[0075] In some specific embodiments, the left housing 100 has a through-hole 260 that connects the crankshaft cavity 130 and the left chamber 140. The through-hole 260 allows the mixed oil and gas from the crankshaft cavity 130 to enter the left chamber 140.

[0076] Understandably, the vent 260 establishes a dynamic balance channel between the crankshaft cavity 130 and the left chamber 140, allowing the mixed oil and gas in the crankshaft cavity 130 to enter the left chamber 140 through the vent 260, and then enter the left labyrinth channel 160 from the left chamber 140 through the intake port 170, thus achieving the exhaust gas discharge of the crankshaft cavity 130.

[0077] In some specific embodiments, the left housing 100 has a through oil return hole 270, which connects the crankshaft cavity 130 and the left chamber 140, and the oil return hole 270 accommodates the passing of engine oil.

[0078] Understandably, the oil return hole 270 establishes a dynamic oil balance channel between the crankshaft cavity 130 and the left chamber 140, ensuring that oil can be supplied to the crankshaft cavity 130 and the right chamber 150 in a timely manner.

[0079] In some specific embodiments, the left housing 100 has a through-hole 260 and an oil return hole 270 that pass through from left to right. The through-hole 260 connects the crankshaft cavity 130 and the left chamber 140, and the oil return hole 270 connects the crankshaft cavity 130 and the left chamber 140. The through-hole 260 and the oil return hole 270 are arranged vertically. The through-hole 260 contains the mixed oil and gas from the crankshaft cavity 130 and enters the left chamber 140. The oil return hole 270 contains engine oil and / or contains the mixed oil and gas from the crankshaft cavity 130 and enters the left chamber 140.

[0080] Understandably, the vent 260 establishes a dynamic balance channel between the crankshaft cavity 130 and the left chamber 140, allowing the mixed oil and gas in the crankshaft cavity 130 to enter the left chamber 140 through the vent 260, and then enter the left labyrinth channel 160 from the left chamber 140 through the intake port 170, thus achieving exhaust gas discharge from the crankshaft cavity 130. The oil return port 270 establishes a dynamic balance channel for engine oil between the crankshaft cavity 130 and the left chamber 140, ensuring that engine oil can be supplied to the crankshaft cavity 130 and the right chamber 150 in a timely manner. At the same time, the oil return port 270 can also take into account the discharge of the mixed oil and gas in the crankshaft cavity 130, which is conducive to accelerating the discharge efficiency of the mixed oil and gas in the crankshaft cavity 130.

[0081] This embodiment significantly reduces the overall engine oil consumption rate by integrating the optimized crankcase structure into the engine.

[0082] The working principle of the crankcase structure in this embodiment is as follows:

[0083] The reciprocating motion of the engine piston increases the air pressure inside the crankcase. The high-speed rotating parts cause oil to splash, creating a mixture of exhaust gas and oil in the crankcase cavity 130. This mixture enters the left chamber 140 from inside the crankcase through the vent 260 of the left housing 100. The high-speed rotating flywheel in the left chamber 140 drives the mixture to rotate, generating centrifugal force. This force propels the mixture through the intake vent 170 of the left housing 100 into the left labyrinth channel 160, where the mixture undergoes its first separation. Larger oil particles adhere to the inner wall of the left labyrinth channel 160, forming oil droplets, which flow back into the crankshaft cavity 130 through the first oil drain hole 180 below. The mixed oil and gas, after the first oil-gas separation, enters the right labyrinth channel 190 through the first channel 200 of the gasket 120 for secondary separation. The remaining oil particles in the mixed oil and gas adhere to the inner wall of the right labyrinth channel 190, forming oil droplets, which flow back into the crankshaft cavity 130 through the second oil drain hole 220 below. Finally, the separated exhaust gas flows out through the exhaust port 210.

[0084] In the description of this specification, references to terms such as "an embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0085] The terms "first," "second," "third," "fourth," etc. (if applicable) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein.

[0086] It should also be noted that, in the description of this specification, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0087] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may also include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products, or apparatus.

[0088] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0089] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A crankcase structure, comprising a crankcase, characterized in that: The crankcase includes a left housing (100), a right housing (110), and a gasket (120) connecting the left housing (100) and the right housing (110). A crankshaft cavity (130) is formed between the left housing (100) and the right housing (110). The side of the left housing (100) facing away from the right housing (110) forms a left chamber (140), and the side of the right housing (110) facing away from the left housing (100) forms a right chamber (150). The left housing (100) is provided with a left labyrinth channel (160) and an air inlet (170) connecting the left chamber (140) and the left labyrinth channel (160). The bottom of the left labyrinth channel (160) is provided with a first oil drain hole (180) connecting the crankshaft cavity (130). The mixed oil and gas in the crankcase enters through the air inlet (170). The oil is introduced into the left labyrinth channel (160), and the wall of the left labyrinth channel (160) blocks and adheres to the oil in the oil-gas mixture and guides it to the first oil drain hole (180) and discharges it into the crankshaft cavity (130) to separate the oil from the oil-gas mixture; the right housing (110) is provided with a right labyrinth channel (190), and the gasket (120) has a first channel (200), which connects the left labyrinth channel (160) and the right labyrinth channel (190). The top of the right labyrinth channel (190) is provided with an exhaust port (210). The gas in the left labyrinth channel (160) after oil-gas separation flows through the first channel (200) to the right labyrinth channel (190) for secondary oil-gas separation. The exhaust port (210) is used to discharge the exhaust gas in the right labyrinth channel (190) after secondary oil-gas separation.

2. The crankcase structure according to claim 1, characterized in that, The bottom of the right labyrinth channel (190) is provided with a second oil drain hole (220) that connects to the crankshaft cavity (130). The second oil drain hole (220) is used to discharge the engine oil that has undergone secondary oil-gas separation in the right labyrinth channel (190) to the crankshaft cavity (130).

3. The crankcase structure according to claim 1, characterized in that, The left labyrinth channel (160) and the right labyrinth channel (190) are both located on the top of the crankshaft cavity (130), and the gasket (120) is used to isolate the left labyrinth channel (160) and the right labyrinth channel (190).

4. The crankcase structure according to claim 1, characterized in that, The left maze passage (160) has a first oil baffle wall (230) inclinedly arranged, the air inlet (170) is arranged at the upward inclined end of the first oil baffle wall (230), and the first oil drain hole (180) is arranged below the downward inclined end of the first oil baffle wall (230).

5. A crankcase structure according to claim 4, characterized in that, The bottom of the first oil baffle (230) forms a second channel (240), and the second channel (240) is provided with an oil baffle rib (250). The oil baffle rib (250) is used to block the mixed oil and gas entering from the air inlet (170) in the extension direction of the second channel (240).

6. A crankcase structure according to claim 5, characterized in that, The air inlet (170) is located on the left side wall of the second channel (240), and the oil baffle (250) protrudes to the right on the left side wall of the second channel (240).

7. A crankcase structure according to claim 1, characterized in that, The left housing (100) has a through-hole (260) that runs from left to right. The through-hole (260) connects the crankshaft cavity (130) and the left chamber (140). The through-hole (260) allows the mixed oil and gas from the crankshaft cavity (130) to enter the left chamber (140).

8. A crankcase structure according to claim 1, characterized in that, The left housing (100) has a through oil return hole (270) that runs from left to right. The oil return hole (270) connects the crankshaft cavity (130) and the left chamber (140), and the oil return hole (270) contains engine oil.

9. A crankcase structure according to claim 1, characterized in that, The left housing (100) has a through-hole (260) and an oil return hole (270) that run from left to right. The through-hole (260) connects the crankshaft cavity (130) and the left chamber (140), and the oil return hole (270) connects the crankshaft cavity (130) and the left chamber (140). The through-hole (260) and the oil return hole (270) are arranged vertically. The through-hole (260) allows the mixed oil and gas from the crankshaft cavity (130) to enter the left chamber (140), and the oil return hole (270) allows engine oil to pass through and / or allows the mixed oil and gas from the crankshaft cavity (130) to enter the left chamber (140).

10. An engine, characterized in that, Includes a crankcase structure as described in any one of claims 1 to 9.

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