MOTOR

Abstract

An engine (1) includes: a cylinder assembly (2); a rocker arm housing (3) provided in an upper section of the cylinder assembly, which has an interior that serves as a valve train component receiving chamber (3A); and an oil pan (4) provided in a lower section of the cylinder assembly, which has an interior that serves as an oil storage chamber (4A). An oil drain channel (31) and an exhaust channel (32) are formed within the cylinder assembly. The oil drain channel runs through the cylinder assembly from an upper end to a lower end and communicates with the valve train component receiving chamber and the oil storage chamber. The exhaust channel runs upwards from the lower end of the cylinder assembly, opens at the lower end of the cylinder assembly, and communicates with the oil storage chamber. One upper end of the exhaust channel is closed.An outwardly opening gas outlet port (320) is provided at a position of the outlet channel, the position being spaced upwards from the lower end of the cylinder assembly.

Description

TECHNICAL AREA

[0001] This invention relates to an engine. STATE OF THE ART

[0002] Patent document 1 discloses an engine that releases blow-by gas into the atmosphere. Blow-by gas is exhaust gas that escapes from a combustion chamber into other internal spaces of the engine (for example, spaces within a crankcase and a rocker arm housing). The blow-by gas escaping into these other internal spaces transforms the surrounding lubricating oil into a mist and mixes with the misty oil (mist oil). LIST OF COUNTER-POINTS PATENT LITERATURE

[0003] Patent Document 1: JP 11-107737 A BRIEF DESCRIPTION OF THE INVENTIONAL PROBLEM

[0004] To comply with emissions regulations, a further reduction in the oil mist contained in the blow-by gas released into the atmosphere is expected.

[0005] The present invention was developed with regard to such a problem and one objective of it is to provide an engine that makes it possible to effectively reduce the oil mist contained in blow-by gas released into the atmosphere. SOLUTION TO THE PROBLEM

[0006] An engine according to one aspect of the present invention includes: a cylinder unit in which a cylinder extending in an up-down direction is formed; a rocker arm housing provided in an upper section of the cylinder unit and having an interior that serves as a receiving space for valve train components; and an oil pan provided in a lower section of the cylinder unit and having an interior that serves as an oil storage space.Within the cylinder unit, an oil drain channel and an exhaust channel are formed, each separated from the cylinder. The oil drain channel runs through the cylinder unit from an upper end to a lower end and is connected to the valve train component receiving chamber and the oil storage chamber. The exhaust channel extends upwards from the lower end of the cylinder unit at a position horizontally spaced from the oil drain channel, opens at the lower end of the cylinder unit, and is connected to the oil storage chamber. An upper end of the exhaust channel is closed, and an outwardly opening gas outlet is provided at a position of the exhaust channel spaced upwards from the lower end of the cylinder unit. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0007] The present invention makes it possible to further and effectively reduce oil mist contained in blow-by gas released into the atmosphere. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a side view illustrating a motor unit including a motor according to one embodiment. Fig. Figure 2 is a side cross-sectional view of the engine. Fig. 1. Fig. 3 is a cross-sectional view along III-III in Fig. 1. Fig. 4 is a cross-sectional view along IV-IV in Fig. 1. Fig. 5 is a cross-sectional view along VV in Fig. 1. Fig. 6 is a schematic view of the motor unit in Fig. 1 corresponds to. Fig. 7 is a schematic view of the cylinder unit in Fig. 5 corresponds to. DESCRIPTION OF EXECUTION FORMS

[0008] The following describes an engine according to one embodiment with reference to the Fig. 1 to 7 are described in detail. Fig. In positions 1 to 7, the up-down direction of motor 1 is specified as the Z-axis direction. A first straight direction perpendicular to the Z-axis direction is defined as the X-axis direction. A second straight direction perpendicular to both the Z-axis and the X-axis directions is defined as the Y-axis direction. It should be noted that in the following description, any given direction in an XY plane that includes the X-axis and Y-axis directions can be referred to as the "horizontal direction".

[0009] As in Fig. As illustrated in Figure 1, the engine 1 according to the present embodiment includes a cylinder unit 2, a rocker arm housing 3 and an oil pan 4. Cylinder unit

[0010] As in Fig. As illustrated in Figure 2, a cylinder 11 is formed within the cylinder unit 2. The cylinder 11 is located in an upper section of the cylinder unit 2. The cylinder 11 is a chamber in which a piston 5 is arranged and extends in an up-down direction (Z-axis direction). The piston 5 is subjected to the pressure of a combustion gas burned in the cylinder 11 and moves back and forth in an up-down direction. A chamber of the cylinder 11, located at the top of the piston 5, functions as a combustion chamber 11A.

[0011] A large number of the cylinders 11 are arranged with a distance in the first straight direction (X-axis direction). In the example illustrated in the drawing, the number of cylinders 11 is six. However, their number is not limited to this. As in Fig. As illustrated in Figure 5, each of the cylinders 11, viewed from top to bottom, has a round shape. Therefore, the distance between the cylinders 11 in the first straight direction is large at both side sections in the second straight direction (Y-axis direction) of the cylinder 11 compared to the central section in the second straight direction (Y-axis direction) of the cylinder 11.

[0012] As in Fig. As illustrated in Figure 2, the lower section of the cylinder unit 2 is designed as a crankcase 12, in which a crankshaft (not illustrated) is housed. An interior 12A of the crankcase 12, in which the crankshaft is housed, is coupled to a lower end of each of the cylinders 11. The lower end of the crankcase 12 is open and is covered by an oil pan 4, which will be described later.

[0013] As in the Fig. As illustrated in Figures 1 and 3 to 5, an oil drain channel 31, an exhaust channel 32 and a horizontal channel 33 are formed within the cylinder unit 2.

[0014] As in the Fig. As illustrated in Figures 3 to 5, the oil drain channel 31 is separated from the cylinder 11 and runs from the upper end of the cylinder unit 2 all the way through to the lower end. The oil drain channel 31 is connected to a valve train component receiving chamber 3A of the rocker arm housing 3, which will be described later, and to an oil storage chamber 4A of the oil pan 4.

[0015] In the present embodiment, a plurality of oil drain channels 31 are formed within the cylinder unit 2. The plurality of oil drain channels 31 are arranged spaced apart in the horizontal direction. As in the Fig. 5 and Fig. As illustrated in Figure 7, the oil drain channel 31 is arranged on both sides of the cylinder 11 in the second straight direction. In the following description, the oil drain channel 31 located on one side (the side of the positive Y-axis direction) of the cylinder 11 in the second straight direction can be referred to as the first oil drain channel 31A. The oil drain channel 31 located on the other side (the side of the negative Y-axis direction) of the cylinder 11 in the second straight direction can be referred to as the second oil drain channel 31B.

[0016] As in the Fig. As illustrated in Figures 1 and 5 to 7, a multitude of oil drain channels 31 are arranged with a spacing in the first straight direction.

[0017] In particular, the plurality of first oil drain channels 31A are arranged on one side of the cylinder 11 in the second straight direction with a spacing in the first straight direction. The plurality of first oil drain channels 31A are arranged between cylinders 11 that are adjacent in the first straight direction. The number of first oil drain channels 31A is two fewer than the number of cylinders 11. Thus, in the first straight direction, there is a gap between the cylinders 11 in which no first oil drain channel 31A is arranged.

[0018] The plurality of second oil drain channels 31B are arranged on the opposite side of cylinder 11 in the second straight direction at intervals in the first straight direction. The plurality of second oil drain channels 31B are arranged between cylinders 11 adjacent in the first straight direction. The number of second oil drain channels 31B is one less than the number of cylinders 11. Thus, the plurality of second oil drain channels 31B are arranged at all of the plurality of intervals between the cylinders 11 arranged in the first straight direction.

[0019] In Fig. 5. The shape of the second oil drain channel 31B, viewed from above in the up-down direction, differs from that of the first oil drain channel 31A. However, the second oil drain channel can, for example, have the same shape as the first oil drain channel 31A. In Fig. 5. One section of the second oil drain channels 31B has a top-view shape that differs from the other second oil drain channels 31B. However, the top-view shapes of the plurality of second oil drain channels 31B may, for example, be identical to each other.

[0020] As in the Fig. 4 and Fig. As illustrated in Figure 5, the exhaust port 32 is separated from cylinder 11 and extends upwards from the lower end of cylinder unit 2 (towards the positive Z-axis direction). The exhaust port 32 opens at the lower end of cylinder unit 2 and communicates with the oil reservoir 4A of the oil pan 4. The exhaust port 32 does not open at the upper end of cylinder unit 2 and does not communicate with the valve train component receiving chamber 3A of the rocker arm housing 3. That is, the upper end of the exhaust port 32 is closed.

[0021] As in Fig. As illustrated in Figure 4, a gas outlet opening 32O is provided at a position of the outlet channel 32, opening towards the outside of the engine 1, the position being spaced upwards from the lower end of the cylinder unit 2.

[0022] As in the Fig. As illustrated in Figures 1 and 5 to 7, the exhaust port 32 is arranged such that it is horizontally spaced from the oil drain port 31. Specifically, the exhaust port 32 is located on only one side (either one or the other) of the cylinder 11 in the second straight direction. The exhaust port 32 is located on one side of the cylinder 11 and in a space between the cylinders 11 where no first oil drain port 31A is located. Thus, the exhaust port 32 is arranged such that it is horizontally spaced from the first oil drain port 31A, which is located on one side of the cylinder 11. The exhaust port 32 is arranged such that it is horizontally spaced from the second oil drain port 31B in the second straight direction.

[0023] The horizontal channel 33 is separated from the cylinder 11, runs in a horizontal direction and is connected to the multiple oil drain channels 31 and the exhaust channel 32. As shown in the Fig. 1, Fig. 4 and Fig. As illustrated in Figure 6, the horizontal channel 33 is arranged such that it is spaced in the up-down direction from the upper and lower ends of the outlet channel 32. The gas outlet opening 32O described above is located above the junction of the outlet channel 32 with the horizontal channel 33.

[0024] As in Fig. 5 and Fig. As illustrated in Figure 7, the horizontal channel 33 includes a first horizontal channel 33A and a second horizontal channel 33B.

[0025] The first horizontal channel 33A is arranged on both sides of the cylinder 11 in the second straight direction and runs in the first straight direction. The first horizontal channel 33A, located on one side of the cylinder 11, communicates with the plurality of first oil drain channels 31A and the exhaust channel 32, which are arranged in the first straight direction. The first horizontal channel 33A, located on the other side of the cylinder 11, communicates with the plurality of second oil drain channels 31B, which are arranged in the first straight direction. Fig. 5 have two first horizontal channels 33A, which are arranged on both sides of the cylinder 11, and have different shapes. However, these shapes can also be the same, for example.

[0026] The second horizontal channel 33B connects the first horizontal channels 33A, which are arranged on both sides of the cylinder 11 in the second straight direction. The second horizontal channel 33B runs from one side of the cylinder 11 in the second straight direction to the other side. The second horizontal channel 33B is located between the cylinders 11 that are adjacent to each other in the first straight direction and also on both sides of the plurality of cylinders 11 that are arranged in the first straight direction.

[0027] In Fig. 5 and Fig. 7 The second horizontal channel 33B runs in a curved manner along the outer circumference of the cylinder 11 from one side to the other of the cylinder 11 in the second straight direction. It should be noted that the second horizontal channel 33B can run in a straight line along the second straight direction or, for example, can be formed in any other given shape.

[0028] As in Fig. As illustrated in Figure 2, the cylinder unit 2 according to the present embodiment includes a cylinder block 21 and a cylinder head 22.

[0029] The cylinder block 21 encloses the plurality of cylinders 11 and the crankcase 12. The plurality of cylinders 11 each open at the upper surface 21a of the cylinder block 21.

[0030] The cylinder head 22 is located on the upper surface 21a of the cylinder block 21 and covers the upper ends of the plurality of cylinders 11. Although not illustrated, the cylinder head 22 has an inlet port and an exhaust port that communicate with the combustion chamber 11A of the cylinder 11. An inlet valve and an exhaust valve are attached to the cylinder head 22. The inlet valve opens and closes the port on the cylinder 11 side of the inlet port. The exhaust valve opens and closes the port on the cylinder 11 side of the exhaust port.

[0031] As in the Fig. 3 and Fig. As illustrated in Figure 4, the plurality of oil drain channels 31 described above each include a lower oil drain channel 311, which is formed in the cylinder block 21, and an upper oil drain channel 312, which is formed in the cylinder head 22. The lower oil drain channel 311 is configured to run through the cylinder block 21 from its upper end to its lower end. The upper oil drain channel 312 is configured to run through the cylinder head 22 from its upper end to its lower end. The upper oil drain channel 312 communicates with the lower oil drain channel 311 when the cylinder head 22 is positioned on the upper surface 21a of the cylinder block 21. In this configuration, the oil drain channel 31 is formed, which runs through the cylinder unit 2 from its upper end to its lower end.

[0032] As in Fig. As illustrated in Figure 4, the exhaust port 32 described above is designed such that it runs through the cylinder block 21 from its upper end to its lower end, just like the lower oil drain port 311. The upper end of the exhaust port 32 is closed by the cylinder head 22, which is located on the upper surface 21a of the cylinder block 21.

[0033] As in the Fig. As illustrated in Figures 3 to 5, the horizontal channel 33 described above (the first horizontal channel 33A and the second horizontal channel 33B) is only formed in cylinder block 21.

[0034] As in the Fig. 1 and Fig. As illustrated in Figure 5, a rib 15 is formed on each of the two side surfaces 21b and 21c of the cylinder block 21, which are opposite each other in the second straight direction. The rib 15 is a band-shaped section of the cylinder block 21 that projects from or extends from the side surfaces 21b and 21c of the cylinder block 21. The lower oil drain channel 311, the exhaust channel 32, and the first horizontal channel 33A are formed within the rib 15.

[0035] Rib 15 includes a first rib 15A and a second rib 15B, each running in the up-down direction, and also includes a third rib 15C, which runs in the first straight direction.

[0036] The first rib 15A and the second rib 15B each extend from the lower end of the cylinder block 21 to the upper end. The first rib 15A and the second rib 15B are each arranged between cylinders 11 that are adjacent to each other in the first straight direction.

[0037] The first rib 15A is positioned corresponding to the lower oil drain channel 311. Thus, the first rib 15A is provided on both of the two side surfaces 21b and 21c of the cylinder block 21, and multiple first ribs 15A are arranged on each of the side surfaces 21b and 21c at intervals in the first straight direction. In this configuration, the lower oil drain channel 311 is formed within each of the first ribs 15A.

[0038] The second rib 15B is positioned at a location corresponding to the exhaust port 32. Thus, the second rib 15B is provided on the side surface 21b of the cylinder block 21, which is located in the second straight direction on one side of the cylinder 11. In this configuration, the exhaust port 32 is formed within the second rib 15B.

[0039] The third rib 15C is positioned at a location corresponding to the first horizontal channel 33A. Thus, the third rib 15C is present on both of the two side surfaces 21b and 21c of the cylinder block 21. In this configuration, the first horizontal channel 33A is formed within each of the third ribs 15C. rocker arm housing

[0040] As in the Fig. As illustrated in Figures 2 to 4 and 6, the rocker arm housing 3 is provided on an upper section of the cylinder assembly 2. The interior of the rocker arm housing 3 serves as the valve train component receiving space 3A. Valve train components (not illustrated), such as a camshaft or a rocker arm, are primarily located within the valve train component receiving space 3A. sump

[0041] The oil pan 4 is located in a lower section of the cylinder unit 2. The interior of the oil pan 4 serves as the oil storage chamber 4A. Lubricating oil is stored in the oil storage chamber 4A.

[0042] In engine 1, the oil stored in the oil storage chamber 4A described above is supplied to the valve train component receiving chamber 3A or the like by an oil pump (not illustrated). gearbox housing

[0043] As in Fig. 2 and Fig. As illustrated in Figure 6, a gearbox housing 13 is provided at an end section on one side (the side of the positive X-axis direction) of the cylinder block 21 in the first straight direction. The interior of the gearbox housing 13 serves as a gearbox receiving chamber 13A in which various types of gears are arranged, which are used to transmit the rotation of the crankshaft to the camshaft or oil pump or the like.

[0044] The upper end of the transmission mounting chamber 13A is connected to the valve train component mounting chamber 3A via a through-hole 221 formed in the cylinder head 22. The oil reservoir chamber 4A is connected to the lower end of the transmission mounting chamber 13A. Oil mist separator

[0045] As in Fig. 1 and Fig. As illustrated in Figure 6, an oil mist separator 112 is coupled to the gas outlet 32O via an outlet pipe 111. The oil mist separator 112 is a device configured to separate oil mist contained in blow-by gas discharged from the gas outlet 32O to the outside of the engine 1. A release pipe 113 and an oil return pipe 114 are coupled to the oil mist separator 112. The release pipe 113 is a pipe configured to release the blow-by gas discharged from the oil mist separator 112 into the atmosphere. The oil return pipe 114 is a pipe configured to return the oil mist (or oil) separated from the blow-by gas in the oil mist separator 112 to the oil storage chamber 4A. Fig. 1 The oil return pipe 114 is covered by the oil mist separator 112. ventilator

[0046] As in Fig. As illustrated in Figure 1, a vent 115 is provided between the gas outlet opening 32O and the outlet pipe 111. The vent 115 separates oil mist from the blow-by gas discharged from the gas outlet opening 32O. However, compared to the oil mist separator 112, the vent has a simplified design and lower accuracy in oil mist separation. Nevertheless, the provision of the vent 115 makes it possible to reduce the load caused by oil mist separation in the oil mist separator 112.

[0047] The oil mist separator 112 and the vent 115, which are provided outside the motor 1, together with the motor 1 form the motor unit 100 according to the embodiment described above. Oil flow

[0048] In the Fig. In Figure 6, lubricating oil is pumped by the oil pump into the valve train component receiving chamber 3A for engine 1 and engine unit 100. A portion of the oil remaining in the valve train component receiving chamber 3A flows through the transmission receiving chamber 13A to the oil storage chamber 4A and then returns. In this configuration, a portion of the oil is also supplied to various types of gears located in the transmission receiving chamber 13A. A portion of the oil remaining in the valve train component receiving chamber 3A flows through the oil drain channel 31 to the oil storage chamber 4A and then returns. The arrows in Fig. The 6 indicate directions in which the oil described above flows. Release of blow-by gas

[0049] Motor 1 enables the blow-by gas, which comes from combustion chamber 11A of the in Fig. The gas from cylinder 11, as illustrated in section 2, exits into the valve train component receiving chamber 3A and the oil storage chamber 4A, and is released into the atmosphere through the gas outlet opening 32O. This is described below.

[0050] As in Fig. As illustrated in Figure 6, it is possible to cause the blow-by gas exiting into the valve train component receiving chamber 3A or the oil storage chamber 4A to flow through the oil drain channel 31 or the horizontal channel 33 and reach the exhaust channel 32. The blow-by gas exiting into the oil storage chamber 4A is able to enter the exhaust channel 32 directly. As the blow-by gas rises in the exhaust channel 32, it can be caused to be released from the gas outlet opening 32O to the outside of the engine 1 (i.e., into the atmosphere).

[0051] Even though the blow-by gas described above contains misty oil (oil mist), the density of the oil mist is greater than the density of the blow-by gas, and therefore the oil mist is more strongly affected by gravity than the blow-by gas. Thus, the oil mist is less likely to rise in the exhaust channel 32, meaning it is less likely to be discharged from the gas outlet 32O to the outside of the engine 1 compared to the blow-by gas.

[0052] The blow-by gas released from the gas outlet opening 32O passes through the vent 115 (see Fig. 1) and the oil mist separator 112 in this order and is then released into the atmosphere. Even if oil mist is contained in the blow-by gas released from the gas outlet opening 32O, it is thus possible to separate the oil mist from the blow-by gas in the vent 115 and in the oil mist separator 112 and to suppress or prevent the release of the oil mist into the atmosphere. Operation and impacts

[0053] As described above, in the present embodiment of engine 1, it is possible to direct the blow-by gas exiting the combustion chamber 11A of cylinder 11 into the valve train component receiving chamber 3A and the oil storage chamber 4A to flow through the oil drain channel 31 or the horizontal channel 33 and reach the exhaust channel 32. The blow-by gas exiting the oil storage chamber 4A can enter the exhaust channel 32 directly. By causing this blow-by gas to rise in the exhaust channel 32, it can be released into the atmosphere from the gas outlet opening 32O. Conversely, the oil mist contained in the blow-by gas is less likely to rise in the exhaust channel 32, and thus less likely to be released to the outside from the gas outlet opening 32O. This makes it possible to effectively reduce the oil mist contained in the blow-by gas released into the atmosphere by engine 1.

[0054] In the engine 1 according to the present embodiment, the oil drain channel 31 and the exhaust channel 32 are connected to each other via the horizontal channel 33. Thus, the blow-by gas exiting into the valve train component receiving chamber 3A passes successively through the oil drain channel 31 and the horizontal channel 33 and then rises in the exhaust channel 32, making it possible to discharge the gas from the gas outlet opening 32O to the outside of the engine 1. This allows the blow-by gas exiting into the valve train component receiving chamber 3A to reach the gas outlet opening 32O even if the gas does not flow through the oil storage chamber 4A. This means that it is possible to direct the blow-by gas exiting into the valve train component receiving chamber 3A to reach the gas outlet opening 32O via a shorter path and to release the gas into the atmosphere, compared to a case where no horizontal channel 33 is provided.

[0055] In the engine 1 according to the present embodiment, the horizontal channel 33 is provided. This allows the blow-by gas remaining in the oil storage chamber 4A to reach the gas outlet opening 32O via openings at the lower ends of both the oil drain channel 31 and the exhaust channel 32. In this configuration, it is possible to efficiently discharge the blow-by gas from the oil storage chamber 4A to the outside of the engine 1 even if each of the opening areas of the oil drain channel 31 and the exhaust channel 32 at the lower end of the cylinder unit 2 is small.

[0056] In the engine 1 according to the present embodiment, a plurality of oil drain channels 31 are provided. The horizontal channel 33 causes the plurality of oil drain channels 31 to be interconnected. Thus, the blow-by gas exiting into the valve train component receiving chamber 3A can be directed from the openings at the upper ends of the plurality of oil drain channels 31, through the horizontal channel 33 and the outlet channel 32, to the gas outlet opening 32O. Similarly, the blow-by gas remaining in the oil storage chamber 4A can be directed from the openings at the lower ends of the plurality of oil drain channels 31 and the outlet channel 32 to the gas outlet opening 32O.Thus, even if the opening area of ​​each of the oil drain channels 31 at the top and bottom of the cylinder unit 2 is small, it is possible to ensure that the blow-by gas is efficiently discharged from the valve train component receiving chamber 3A and the oil storage chamber 4A to the outside of the engine 1.

[0057] In the engine 1 according to the present embodiment, since the plurality of oil drain channels 31 are formed which run through the cylinder unit 2 from its upper end to its lower end, it can be caused that the oil flows through the plurality of oil drain channels 31 from the valve train component receiving chamber 3A, and the oil is efficiently returned to the oil storage chamber 4A.

[0058] In the engine 1 according to the present embodiment, the oil drain channel 31 is arranged on both sides of the cylinder 11 in the second straight direction. This makes it possible to increase the number of oil drain channels 31 compared to a case where the oil drain channel 31 is arranged only on one side of the cylinder 11 in the second straight direction. This allows the blow-by gas to be efficiently discharged from the valve train component receiving chamber 3A and the oil storage chamber 4A to the outside of the engine 1.

[0059] In the engine 1 according to the present embodiment, the oil drain channels 31, which are arranged on both sides of the cylinder 11 in the second straight direction, are connected by the horizontal channel 33 (first and second horizontal channels 33A and 33B). Thus, even if the exhaust channel 32 and the gas outlet 32O are arranged only on one side of the cylinder 11, it is possible to ensure that all oil drain channels 31 are connected to the same exhaust channel 32. That is, it is possible to discharge the blow-by gas that exits into the valve train component receiving chamber 3A and the oil storage chamber 4A from the gas outlet 32O, which is provided in the same exhaust channel 32.In this configuration it is possible to simplify the pipe structure (structure including the outlet pipe 111, the oil mist separator 112 and the like) which is configured to process the blow-by gas in the subsequent stage to the gas outlet opening 32O, compared to a case in which the outlet channel 32 and the gas outlet opening 32O are located on both sides of the cylinder 11.

[0060] All oil drain channels 31 are connected to an exhaust channel 32 located on one side of cylinder 11. This allows for an increase in the number of oil drain channels 31 compared to a scenario where the exhaust channel 32 and the gas outlet 32O are located on both sides of cylinder 11. Consequently, the increased number of oil drain channels 31 enables efficient return of oil from the valve train component receiving chamber 3A to the oil storage chamber 4A.

[0061] In the engine 1 according to the present embodiment, the rib 15 is formed on the side surfaces 21b and 21c of the cylinder block 21, which makes it possible to increase the strength of the engine 1 (in particular of the cylinder block 21).

[0062] Since the lower oil drain channel 311, the exhaust channel 32, and the first horizontal channel 33A are located within the rib 15, it is possible to easily form the lower oil drain channel 311, the exhaust channel 32, and the first horizontal channel 33A on the cylinder block 21 while simultaneously reducing the impact on the internal shape of the cylinder block 21. In other words, it is possible to easily construct the cylinder block 21, including the lower oil drain channel 311, the exhaust channel 32, and the first horizontal channel 33A.

[0063] In the engine 1 according to the present embodiment, the rib 15 (first and second ribs 15A and 15B) including the lower oil drain channel 311 and exhaust channel 32 located therein is arranged in a space between the cylinders 11 lying next to each other in the first straight direction. This makes it possible to suppress an increase in the volume of the cylinder unit 2 due to the design of the rib 15 including the lower oil drain channel 311 and exhaust channel 32 located therein.

[0064] In the engine 1 according to the present embodiment, the exhaust port 32 is designed to run through the cylinder block 21 from its upper end to its lower end. The upper end of the exhaust port 32 is closed by the cylinder head 22, which is located on the upper surface 21a of the cylinder block 21. In this configuration, it is possible to form the exhaust port 32, whose upper end is closed, in a simple manner without complicating the shape of the cylinder unit 2. Other embodiments

[0065] These are descriptions of one embodiment of the present invention. However, the present invention is not limited to this, and various modifications are possible within the scope of the technical ideas of the present invention if necessary.

[0066] In one embodiment of the present invention, the number of oil drain channels formed inside the cylinder unit can, for example, be one.

[0067] In one embodiment of the present invention, it is only necessary that at least the oil drain channel and the exhaust channel are formed inside the cylinder unit, and the horizontal channel, for example, need not be formed. Such a configuration allows the blow-by gas exiting into the valve train component receiving chamber to pass through the oil drain channel into the oil storage chamber. This blow-by gas can also pass through the transmission receiving chamber, which acts as the oil drain channel, into the oil storage chamber. The blow-by gas in the oil storage chamber rises in the exhaust channel, from where it can be released through the gas outlet opening to the outside of the engine.

[0068] In one embodiment of the present invention, the number of exhaust ports formed inside the cylinder unit can, for example, be two or more. In this case, the plurality of exhaust ports can be arranged on only one side of the cylinder in the second straight direction, or they can be arranged on both sides of the cylinder.

[0069] The present invention is not limited to application to an engine in which the camshaft is arranged in the valve train component receiving chamber. For example, the present invention can be applied to an engine in which the camshaft is arranged in an interior (or an adjoining space) of a crankcase. In the engine in which the camshaft is arranged in the interior of the crankcase, a pushrod, which moves up and down in conjunction with the rotation of the camshaft, is inserted into a through-hole that extends through the cylinder assembly from its lower end to its upper end. In this case, the through-hole of the cylinder assembly into which the pushrod is inserted can be used as the oil drain channel of the present invention.

[0070] The number of cylinders in the engine according to the present invention can, for example, be one.

[0071] The engine according to the present invention can be used in any given working vehicle, such as a dump truck, a hydraulic excavator, a bulldozer or a forklift with an engine. Reference symbol list

[0072] 1 Engine, 2 Cylinder unit, 3 Rocker arm housing, 3A Valve train component mounting chamber, 4 Oil pan, 4A Oil reservoir chamber, 11 Cylinder, 15 Rib, 15A First rib, 15B Second rib, 15C Third rib, 21 Cylinder block, 21a Top surface, 21b, 21c Side surface, 22 Cylinder head, 31 Oil drain channel, 32 Exhaust channel, 32O Gas outlet port, 33 Horizontal channel, 33A First horizontal channel, 33B Second horizontal channel QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] JP 11-107737 A

[0003]

Claims

[1] Motor, comprising: a cylinder unit in which a cylinder extending in an up-down direction is formed; a rocker arm housing provided in an upper section of the cylinder unit, comprising an interior that serves as a receiving space for valve train components; and an oil pan provided in a lower section of the cylinder unit and having an interior that serves as an oil storage space, wherein an oil drain channel and an outlet channel, each separated from the cylinder, are formed within the cylinder unit, the oil drain channel runs through the cylinder unit from an upper end to a lower end of the same and is connected to the valve train component receiving chamber and the oil storage chamber, the exhaust channel runs upwards from the lower end of the cylinder unit at a position that is horizontally spaced from the oil drain channel, opens at the lower end of the cylinder unit and is connected to the oil storage chamber, an upper end of the outlet channel is closed and an outwardly opening gas outlet opening is provided at a position of the outlet channel, the position being spaced upwards from the lower end of the cylinder unit. [2] Motor according to claim 1, wherein A horizontal channel, separated from the cylinder, runs in a horizontal direction and causes the oil drain channel and the exhaust channel to be connected, is formed within the cylinder unit and the gas outlet opening is arranged above a connection position of the exhaust channel with the horizontal channel. [3] Motor according to claim 2, wherein a large number of oil drain channels are formed within the cylinder unit and The horizontal channel ensures that the numerous oil drain channels are interconnected. [4] Motor according to claim 2 or 3, wherein a large number of cylinders are arranged with a distance in a first straight direction perpendicular to the up-down direction, the oil drain channel is arranged on each side of the cylinders in a second straight direction perpendicular to the up-down direction and to the first straight direction, the exhaust port is arranged at least on one side of the cylinder in the second straight direction and the horizontal channel includes first horizontal channels, each arranged on both sides of the cylinders in the second straight direction and running in the first straight direction, and second horizontal channels that cause the first horizontal channels, each arranged on both sides of the cylinders in the second straight direction, to be connected to each other. [5] Motor according to claim 2 or 3, wherein the cylinder unit a cylinder block that encloses the cylinder, and a cylinder head that is located on an upper surface of the cylinder block and covers an upper end of the cylinder and The oil drain channel, the exhaust channel and the horizontal channel are formed within a rib provided on a side surface of the cylinder block. [6] Motor according to claim 5, wherein a large number of cylinders are arranged with a distance in a first straight direction perpendicular to the up-down direction and the rib, which runs in an up-down direction and includes the oil drain channel and the exhaust channel, is arranged between the cylinders that lie next to each other in the first straight direction. [7] Motor according to any one of claims 1 to 3, wherein the cylinder unit a cylinder block that encloses the cylinder opening on an upper surface, and a cylinder head which is located on an upper surface of the cylinder block and covers an upper end of the cylinder, the exhaust port is designed in such a way that it runs through the cylinder block from an upper end to a lower end of the same, and the upper end of the exhaust port is closed by the cylinder head.

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