DESC:TECHNICAL FIELD
[0001] The present subject matter generally relates to an internal combustion engine, and more particularly, relates to an oil path structure in a naturally air-cooled internal combustion engine thereof.

BACKGROUND
[0002] During operation of an internal combustion (IC) engine, the burning of fuel and air occurs inside such IC engine generating mechanical energy which provides motive force for movement of a saddle type, for example a two wheeled vehicle. However, this combustion process generates a huge amount of thermal energy inside and around the IC engine which must be extracted out of the IC engine. Further, IC engine contains many reciprocating, rotating and moving parts and such movements cause friction between all surfaces in contact. At points of movement and extreme loading, serious damage can be caused without proper lubrication. Hence, it is essential to circulate the engine oil to all the parts of the IC engine through oil passages. This is achieved by using an oil pump which circulates the engine oil under a defined pressure which helps in cooling the various parts of the IC engine, thereby reducing wear in moving parts and absorbs shock loads.
BRIEF DESCRIPTION OF DRAWINGS
[0003] The detailed description is described with reference to the accompanying figures, which is related to a two-wheeled vehicle having an internal combustion engine being one embodiment of the present subject matter. However, the present subject matter is not limited to the depicted embodiment(s) and is applicable to all kinds of vehicle such as two-wheeled vehicle, three-wheeled vehicle, four-wheeled vehicle with any kind of engine and the like. In the figures, the same or similar numbers are used throughout to reference features and components.
[0004] Fig. 1 depicts a typical right-side view of an exemplary vehicle in accordance with an embodiment of the present subject matter.
[0005] Fig. 2 illustrates an enlarged general assembly view of an engine in the vehicle in accordance with an embodiment of the present subject matter.
[0006] Fig. 3 illustrates a front view of a crankcase depicting a first set of ribs in the engine in accordance with an embodiment of the present subject matter.
[0007] Fig. 4 illustrates a top-front view of the crankcase depicting the first set of ribs in the engine of the vehicle in accordance with an embodiment of the present subject matter.
[0008] Fig. 5 illustrates a back view of a crankcase cover depicting a second set of rubs in the engine of the vehicle in accordance with an embodiment of the present subject matter.
[0009] Fig. 6 illustrates a cut-section view of the crankcase cover mounted on a crankcase in accordance with an embodiment of the present subject matter.
[00010] Fig. 7 illustrates a cut-section view of the engine depicting a first opening and a second opening in accordance with an embodiment of the present subject matter.
[00011] Fig. 8 illustrates a bottom view of a cylinder block including the oil cooling jacket depicting the first opening in accordance with an embodiment of the present subject matter.
[00012] Fig. 9 illustrates a left-side view of a cylinder head depicting the second opening in accordance with an embodiment of the present subject matter.
[00013] Fig. 10 illustrates a back view of a gasket in accordance with an embodiment of the present subject matter.
[00014] Fig. 11 illustrates a cut-section view of the engine depicting the oil path from the oil sump in accordance with an embodiment of the present subject matter.
[00015] Fig. 12 illustrates a left-side cut-section view of the engine depicting the oil path in the inner portion of an end wall of engine and the atmospheric air directed towards an outer portion of the end wall of the engine in accordance with an embodiment of the present subject matter.
[00016] Fig. 13 illustrates a schematic view of the atmospheric air flow on the outer portion of end wall of the engine and the oil path on the inner portion of the end wall of the engine in accordance with an embodiment of the present subject matter.
[00017] Fig. 14 illustrates temperature vs time graph to depict the reduced oil temperature in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00018] Exemplary embodiments detailing features of an internal combustion engine in a two-wheeled vehicle, in accordance with the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the present subject matter. Further, it is to be noted that terms “upper”, “lower”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom” and like terms are used herein based on the illustrated state or in a standing state of the two-wheeled vehicle with a driver riding thereon. Furthermore, a vehicle longitudinal axis refers to a front to rear axis relative to the two-wheeled vehicle, while a vehicle lateral axis refers to a side to side, or left to right axis relative to the two-wheeled vehicle. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00019] According to a preferred embodiment, an internal combustion (IC) engine is described herein that operates in four cycles. However, the scope of the present subject matter is not limited to only IC engines but is applicable to all kinds of engine or any power generating unit. The IC engine is installed in a two-wheeled vehicle. It is pertinent to note that the IC engine may be mounted in two-wheeled vehicles in different arrangements such as in transverse and longitudinal fashion. However, in the ensuing description, such engine is transversely mounted at a predetermined angle at a lower portion of the two-wheeled vehicle. It is contemplated that the concepts of the present subject matter may be applied to other types of vehicles and other types of engines within the spirit and scope of this subject matter. Thus, it is also to be understood that the scope of the present invention is not limited to only IC engines in a two-wheeled vehicle; however, might be applicable to any power generating unit or engines in any type of vehicle such as two-wheeled vehicles, three-wheeled vehicles, four-wheeled vehicles and the like. The detailed explanation of the constitution of parts other than the present subject matter which constitutes an essential part has been omitted at suitable places.
[00020] Typically, an IC engine comprises a cylinder block having a cylinder bore, a piston reciprocating in the cylinder bore, a cylinder head located above the cylinder block and a combustion chamber formed between the cylinder head, a top surface of the piston, and walls of the cylinder bore. Air fuel mixture is ignited in the combustion chamber which expands imparting reciprocating motion to the piston which is converted to rotary motion of a crankshaft through a connecting rod. Further, the motion from the crankshaft is transmitted to wheels of the vehicle through a transmission system. Typically, IC engines have a lot of reciprocating and moving parts. It is essential that such moving parts remain well lubricated for its operation under all conditions of operation. Additionally, it is essential to perform cooling to critical parts of the IC engine. Hence, an effective lubrication and cooling system which is robust is essential in all IC engines. A good lubrication and cooling system of the overheated engine oil ensures long life of the IC engine, maximizes power output, increases efficiency, and improves reliability.
[00021] Generally, in modern IC engines, a force-feed oil supply system is used to lubricate and cool the IC engine parts. In a force-feed oil supply system, an oil pump pressurizes the oil from an oil reservoir, which is then directed to various IC engine components through fixed oil passageways. The various IC engine components include crankcase, crankshaft, inner walls of cylinder bores, bearings, such as the main bearings, connecting rod, cylinder block, cylinder head including camshaft, and other components such as cam lobes rocker arms etc. The oil reservoir is usually disposed in the lower part of the IC engine crankcase. An oil filter is also used in this lubrication circuit shown which filters the lubricating oil from foreign particles. The oil pump is usually a positive-displacement pump or a gear pump which is capable of delivering oil to the oil paths. The oil pump can be mounted at any suitable location of the crankcase and driven by the crankshaft, or independently mounted with an electric motor.
[00022] The cooling function of the force-feed oil supply system is to provide heat extraction from the surrounding parts of the cylinder head and cylinder block by the lubricating oil, may be by using an oil cooling jacket. Adequate cooling of the lubricating oil is necessary to maintain lubricating oil viscosity to flow easily to all parts of the IC engine and oil quality. Further, in such forced-feed oil supply system, the engine oil is circulated around the combustion chamber and then drained to the crankcase. The engine oil in the crankcase is then circulated in the crankcase before entering the oil sump from where the oil was initially pumped to the engine. Such systems have the drawback of circulating hot overheated engine oil around the crankcase for lubrication and cooling. As highlighted above, the engine oil should always have correct viscosity to flow easily to all parts of the IC engine, otherwise if temperature is high the fluid film becomes thinner and some of the undesired forces maybe transmitted between the surfaces of the moving parts. This impedes lubrication ability of the engine oil and also the ability to extract further heat from the engine crankcase. Further, the need for external oil cooler necessitates additional space to accommodate the oil cooler and associated inlet cooler passage, outlet cooler passage and also brackets required to mount and hold them in position. Furthermore, the circulation of hot oil from the combustion chamber can reduce the life of an oil filter element thus necessitating frequent replacement of oil filter.
[00023] Several attempts have been made to solve the afore-mentioned problem of overheated oil being circulated inside the engine. Conventionally, an oil cooler is disposed exterior and separated from the IC engine and connected by inlet cooler passage and outlet cooler passage. The oil cooler is generally located front of the two wheeled vehicle wherein flow of air is obtained when the two wheeled vehicle is moving by taking advantage of the impinging air flow from a front direction, however this results in employment of expensive oil cooler which ultimately leads to an increase in overall cost of the entire vehicle. In another known solution, a small cooling part can be disposed on the cylinder block and comprises a cooling oil passageway forming part of the upstream circuit when the engine oil is supplied from the crankcase to the cylinder head. But such a cooling part is primarily to improve the lubricating effectiveness of engine oil during lubrication of valve train mechanism in cylinder head and fails to cater to the oil being circulated starting from the oil sump and back to the oil sump again inside the entire engine. Further, implementing the cooling part proposed above would require very effective heat extraction, and the cooling part having small surface area cannot extract enough heat to meet the cooling requirements.
[00024] Moreover, in another known solution, an oil cooler is disposed exterior and separated from the IC engine and connected by inlet cooler passage and outlet cooler passage. The oil cooler is generally located front of the two wheeled vehicle wherein flow of air is obtained when the two wheeled vehicle is moving by taking advantage of the impinging air flow from a front direction, however this results in employment of expensive oil cooler which ultimately leads to an increase in overall cost of the entire vehicle.
[00025] Thus, there arises a need for providing a cost-effective natural cooling arrangement for efficient cooling of the overheated engine oil being recirculated from oil sump to various parts of the engine and then back to oil sump that allows fresh atmospheric air from the atmosphere without the need of any forced cooling mechanism for effective heat dissipation from the engine oil, that further addresses the aforementioned and other problems of the prior art.
[00026] Thus, the present subject matter aims to provide an efficient natural cooling arrangement for the engine that effectively increases the rate of heat dissipation of the overheated engine oil by creating a cost-effective oil path that results in an increased contact surface area of the overheated oil with the engine walls to achieve natural cooling, thereby eliminating the requirement of any forced cooling mechanism, ultimately leading to a cost-effective natural cooling solution with minimal design constructional changes in the existing engines.
[00027] It is further an aim of the present subject matter to improve the durability of the parts inside the engine by utilizing the atmospheric air to naturally cool the overheated engine oil, thereby elevating the viscosity of the engine oil to required parameter, thus resulting into increased durability and improved engine performance.
[00028] The present subject matter along with all the accompanying embodiments and their other advantages would be described in greater detail in conjunction with the figures in the following paragraphs.
[00029] According to a preferred embodiment of the present subject matter, an engine in a vehicle is disclosed wherein the engine comprises a crankcase having one or more first set of ribs on an inner portion of an end wall of said crankcase, a crankcase cover covering said crankcase from front and from one or more sides having one or more second set of ribs on an inner portion of an end wall of said crankcase cover, a cylinder block disposed above said crankcase including an oil cooling jacket being configured to have a first opening for an exit of engine oil; and a cylinder head disposed above said cylinder block being configured to have a second opening for an exit of the engine oil. Herein, the engine oil coming out of said first opening and said second opening is directed towards an inner portion of an end wall of the engine which is integrally formed by said end wall of the crankcase and the end wall of the crankcase cover.
[00030] In another embodiment, the inner end wall of the engine is a frontal wall of the engine.
[00031] In yet another embodiment, the one or more first set of ribs and the one or more second set of ribs is configured to collect the engine oil directed towards the inner end wall of the engine.
[00032] In another embodiment, the first set of ribs and the second set of ribs forms an engine oil path for the engine oil to reach to an oil sump.
[00033] Further, in one more embodiment, herein the engine oil which is collected in the one or more first set of ribs and the one or more second set of ribs in the inner portion of said end wall of the engine is naturally cooled through atmospheric air directed towards an outer portion of said end wall of the engine while said vehicle is in a state of motion.
[00034] Moreover, in yet another embodiment, the inner portion of said end wall of the crankcase which is having one or more first set of ribs and the inner portion of the end wall of the crankcase cover which is having one or more second set of ribs is formed on a same side of the engine.
[00035] In another embodiment, the end wall of said engine is further configured to include an end wall of the cylinder head as well along with the end wall of the crankcase and the end wall of the crankcase cover.
[00036] Further, in a preferred embodiment, the first opening is positioned at a predetermined distance X from the inner portion of the end wall of the engine.
[00037] In another embodiment, the engine having the second opening is a circular opening with a predetermined diameter.
[00038] In one more embodiment, the number of said first set of ribs is greater than the number of said second set of ribs.
[00039] In yet another embodiment, the crankcase and the crankcase cover are assembled with a gasket interposed to form an outline of said crankcase cover, wherein said gasket is set to have a predetermined diameter ‘Y’ at one or more locations adjacent to said first set of ribs to allow the engine oil to easily collect in said second set of ribs.
[00040] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00041] The engine may be implemented in any type of vehicle. However, for the purpose of explanation and by no limitation, the engine, and corresponding additional advantages and features are described through the following embodiments. Arrows wherever provided on top right corner of the figure represent direction with respect to vehicle. Arrow F represents forward direction, arrow R represents rearward direction, arrow UW represents upward direction and arrow DW represents downward direction.
[00042] Fig. 1 depicts a typical right-side view of an exemplary two-wheeled vehicle 100 in accordance with an embodiment of the present subject matter. Referring to Fig. 1, the vehicle 100 consists of a fuel tank 112, an engine 113, and an exhaust muffler 114. The fuel from the fuel tank 112 that gets inside the engine 113 undergoes combustion inside a cylinder head (not shown in figure) from which mechanical power is generated and it is transferred to a rear wheel 116 which subsequently results in movement of a front wheel 115. Since, combustion of fuel is an exothermic reaction; a large amount of heat is generated in this process. Also as shown in Fig. 1, one end of the exhaust muffler 114 is connected to an exhaust port of the engine 113. This exhaust port is located on the cylinder head (not shown in figure) of said engine 113. The exhaust gas passes through a catalytic convertor (not shown in figure) which is placed inside the exhaust muffler 114. Also, due to the combustion process, the temperature of the cylinder head (not shown in figure) is increased and consequently the engine 113 and subsequently the cylinder head (not shown in engine) attains a very high temperature while the vehicle is in use.
[00043] In an embodiment, referring to Fig. 2, an enlarged general assembly view of the engine 113 is shown that discloses a crankcase 205 that is responsible for holding all the parts of the engine 113 together. The engine 113 further includes a crankcase cover 210 covering the crankcase 205 from front and from one or more sides. The engine 113 further comprises a cylinder block 220 disposed above said crankcase 205 and includes an oil cooling jacket (not shown in figure) and a cylinder head 220 disposed above said cylinder block wherein a combustion chamber (not shown in figure) is formed between said cylinder head 220 and said cylinder block 230. All the components of the engine 113 thus, emit a huge amount of heat due to combustion process and having reciprocating and moving parts, thereby resulting in overheating of the engine oil which acts as a lubricant for such components of the engine 113. In an embodiment, the cylinder head 220 includes a variable valve actuation mechanism that employs a solenoid actuated pin mechanism that is vertically arranged on the cylinder head wherein the pin mechanism is actuated based on rpm range in order to activate or deactivate two different cam profiles in the engine 113.
[00044] In another embodiment, referring to Fig. 3 and Fig. 4 that illustrates a front view and a top view of the crankcase 205 respectively in accordance with an embodiment of the present subject matter discloses a crankcase 205 having one or more first set of ribs 305 located on an inner portion of an end wall of said crankcase 310.
[00045] Referring to Fig. 5 and Fig. 6 which illustrates a back view of the crankcase cover 210 and a front view of the crankcase cover 210 disposed on the crankcase 205 respectively in accordance with an embodiment of the present subject matter discloses one or more second set of ribs 510 located on an inner portion of an end wall of said crankcase cover 520.
[00046] In an embodiment, referring to Fig. 7 which illustrates a cut-section view of a side view of the engine 113 that discloses a first opening 710 in an oil cooling jacket 810 for exit of engine oil in the cylinder block 220 and a second opening 720 for exit of the engine oil in the cylinder head 230.
[00047] In another embodiment, referring to Fig. 8 which illustrates a bottom view of the cylinder block 220 describes the oil cooling jacket 810 having the first opening 710 which is positioned at a predetermined distance X from said inner portion of said end wall of said engine 940. Such distance X results in effectively directing the engine oil towards the wall of the engine 940.
[00048] Referring to Fig. 9 that describes a cylinder head 230 having the second opening 720 wherein the second opening 720 is a circular opening with a predetermined diameter.
[00049] Referring to Fig. 10 which illustrates a back view of a gasket in accordance with an embodiment of the present subject matter wherein said crankcase (not shown in figure) and said crankcase cover (not shown in figure) is assembled with a gasket 910 interposed to form an outline of said crankcase cover, wherein said gasket 910 is set to have a predetermined diameter ‘Y’ at one or more locations adjacent to said first set of ribs (not shown in figure) to allow said engine oil to easily collect in said second set of ribs (not shown in figure).
[00050] Furthermore, referring to Fig. 11 that illustrates a cut-section view of the engine depicting the oil path from the oil sump in accordance with an embodiment of the present subject matter discloses the engine 113 having the oil sump 925 inside the crankcase 205 wherein the engine oil is pumped from a pump (not shown in figure) and transferred to other parts of the engine 113 such as the cylinder block 220 and the cylinder head 230.
[00051] Moreover, referring to Fig. 12 and Fig. 13, which illustrates a cut-section view of the engine 113 discloses that the engine oil which was sucked from the pump as mentioned in explanation of Fig. 11 travels through the cylinder block 220 and gets overheated due to the combustion process. A certain amount of such overheated engine oil exits from the first opening 710 and is directed towards an inner potion of an end wall of said engine 940. The remaining amount of engine oil further travels upwards to the cylinder head 230 and is again overheated. Such remaining overheated engine oil exits from the second opening 720 and falls on the inner portion of the end wall of the engine 940. Herein, since the second opening 720 is a circular opening with a predetermined diameter that results in increasing the velocity of the engine oil that exits the second opening 720, thereby making the engine oil fall directly onto one of the frontal walls of the engine 113. Moreover, the inner portion of the end wall of the engine 940 is integrally formed by said end wall of said crankcase 310 and said end wall of said crankcase cover 510. The said engine oil is coming out of the first opening 710 and the second opening 720 is thus redirected towards such inner portion of the end wall of the engine 940. Herein, the inner end wall of said engine 940 is a frontal wall of said engine 113 which is open to atmospheric air through an outer portion. Such inner end wall of said engine 940 which is integrally formed has the one or more first set of ribs 310 and said one or more second set of ribs 510 being configured to collect said engine oil directed towards it. Such first set of ribs 310 and said second set of ribs forms an engine oil path for said overheated engine oil to reach to the oil sump 925. The number of said first set of ribs 305 is greater than the number of said second set of ribs 510. This helps in effectively forming a zig-zag path of the overheated engine oil. Herein said overheated engine oil being collected in said one or more first set of ribs 305 and said one or more second set of ribs 510 in said inner portion of said end wall of said engine 940 is naturally cooled through atmospheric air directed towards an outer portion of said end wall of said engine 950 while said vehicle 100 is in a state of motion. Further, in an embodiment, wherein said inner portion of said end wall of said crankcase 310 having one or more first set of ribs 305 and said inner portion of said end wall of said crankcase cover 520 having one or more second set of ribs 510 is formed on a same side of said engine 113. Moreover, in another embodiment, said end wall of said engine 940 is configured to include an end wall of said cylinder head 930.
[00052] Referring to Fig. 14 that graphically depicts a temperature vs time graph showing the decrease in temperature of said overheated engine oil due to natural cooling arrangement being achieved through implementation of increasing the contact surface area of the oil to the frontal wall of the engine 940 in accordance with an embodiment of the present subject matter. It is clearly established that without said engine 113, the temperature of said overheated engine oil is t1, whereas due to implementation of the engine 113 with the first set of ribs 305 and the second set of ribs 510 forming an oil path, the temperature of the overheated engine oil decreases to t2 wherein t1> t2. Thus, it is clearly established that said engine 113 with the first set of ribs 305 and the second set of ribs 510 forming an oil path results in increased rate of heat dissipation using natural cooling arrangement.
[00053] Thus, the present subject matter provide an efficient natural cooling arrangement for the engine that effectively increases the rate of heat dissipation of the overheated engine oil by creating a cost-effective oil path that results in an increased contact surface area of the overheated oil with the engine walls to achieve natural cooling, thereby eliminating the requirement of any forced cooling mechanism such as an external fan or blower or cooler, ultimately leading to a cost-effective natural cooling solution with minimal design constructional changes in the existing engine.
[00054] It further improves the durability of the parts inside the engine by utilizing the atmospheric air to naturally cool the overheated engine oil, thereby elevating the viscosity of the engine oil to required parameter, thus resulting into increased durability and improved engine performance.
[00055] While certain features of the claimed subject matter have been illustrated and described herein, many modifications, substitutions, changes, and equivalents will now occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes that fall within the true spirit of the claimed subject matter.


List of reference signs:
100 vehicle
111 seat
112 fuel tank
113 engine
114 exhaust muffler
115 front wheel
116 rear wheel
205 crankcase
210 crankcase cover
220 cylinder block
230 cylinder head
305 first set of ribs
310 inner portion of an end wall of crankcase
510 second set of ribs
520 inner portion of an end wall of crankcase cover
710 first opening
720 second opening
810 oil cooling jacket
910 gasket
925 oil sump
930 end wall of cylinder head
940 inner portion of end wall of engine
950 outer portion of end wall of engine
X predetermined distance of first opening from inner portion of end wall of engine
,CLAIMS:We claim:
1. An engine (113) in a vehicle (100), said engine (113) comprising:
a crankcase (205) having one or more first set of ribs (305) on an inner portion of an end wall of said crankcase (310);
a crankcase cover (210) covering said crankcase (205) from front and from one or more sides having one or more second set of ribs (510) on an inner portion of an end wall of said crankcase cover (520);
a cylinder block (220) disposed above said crankcase (205) including an oil cooling jacket (810) being configured to have a first opening (710) for an exit of engine oil; and
a cylinder head (230) disposed above said cylinder block (220) being configured to have a second opening (720) for an exit of said engine oil;
wherein said engine oil coming out of said first opening (710) and said second opening (720) is directed towards an inner portion of an end wall of said engine (940) integrally formed by said end wall of said crankcase (310) and said end wall of said crankcase cover (520).

2. The engine (113) as claimed in claim 1, wherein said inner end wall of said engine (940) is a frontal wall of said engine (113).

3. The engine (113) as claimed in claim 1, wherein said one or more first set of ribs (310) and said one or more second set of ribs (510) being configured to collect said engine oil directed towards said inner end wall of said engine (940).

4. The engine (113) as claimed in claim 1, wherein said first set of ribs (310) and said second set of ribs (510) forms an engine oil path for said engine oil to reach to an oil sump (925).

5. The engine (113) as claimed in claim 4, wherein said engine oil being collected in said one or more first set of ribs (305) and said one or more second set of ribs (510) in said inner portion of said end wall of said engine (940) is naturally cooled through atmospheric air directed towards an outer portion of said end wall of said engine (950) while said vehicle (100) is in a state of motion.

6. The engine (113) as claimed in claim 1, wherein said inner portion of said end wall of said crankcase (310) having one or more first set of ribs (305) and said inner portion of said end wall of said crankcase cover (520) having one or more second set of ribs (510) is formed on a same side of said engine (113).

7. The engine (113) as claimed in claim 1, wherein said end wall of said engine (940) being configured to include an end wall of said cylinder head (930).

8. The engine (113) as claimed in claim 1, wherein said first opening (710) is positioned at a predetermined distance X from said inner portion of said end wall of said engine (940).

9. The engine (113) as claimed in claim 1, wherein said second opening (720) is a circular opening with a predetermined diameter.

10. The engine (113) as claimed in claim 1, wherein the number of said first set of ribs (305) is greater than the number of said second set of ribs (510).

11. The engine (113) as claimed in claim 1, wherein said crankcase (205) and said crankcase cover (210) is assembled with a gasket (910) interposed to form an outline of said crankcase cover (210), wherein said gasket (910) is set to have a predetermined diameter ‘Y’ at one or more locations adjacent to said first set of ribs (305) to allow said engine oil to easily collect in said second set of ribs (510).