JPH0735126A - Lubricating structure of two-cycle engine - Google Patents

Abstract

PURPOSE:To provide the lubricating structure of a two-cycle engine that can feed a lube oil to a connecting rod large end part immediately after the starting of engine drive by a simple structure. CONSTITUTION:In the lubricating structure of a two-cycle engine for feeding a lube oil to the bearing 14 between a connecting rod large end part 9b and the crank pin 13 of a crank shaft 12, an oil introduction route 13a penetrating outward obliquely from the end surface of one journal 12a side of the crank pin 13 to the end surface of the other journal 12b side, is formed, and the opening of the other end surface side of the oil introduction route 13a is closed by a ball 40. A bifurcating route 13b bifurcated from the oil introduction route 13a in the vicinity of the closed part is formed, and the bifurcating route 13b is extended toward the bearing 14 and is opened to the bearing part.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lubricating structure for a bearing portion of a connecting rod large end portion and a crank pin of a two-cycle engine, and more specifically, to allow lubricating oil to be supplied to the bearing portion immediately after engine operation is started. Regarding the improvement of the structure of the oil passage.

[0002]

2. Description of the Related Art As a lubricating structure for a bearing portion between a large end portion of a connecting rod and a crank pin in a two-cycle engine, there is one that directly supplies lubricating oil to the bearing portion.
This lubrication structure is configured, for example, as shown in FIG. In the figure, 12 is a crankshaft, and the crankshaft 1
A large end portion 9 b of the connecting rod 9 is connected to the second crank pin 13 via a needle bearing 14. The crank pin 13 is formed with an oil introduction passage 13a extending obliquely outward from the end surface on the side of one journal portion 12a toward the end surface on the side of the other journal portion 12b.
The upper end opening of the passage 13a is closed by a ball 40. In addition, the crank pin 13 of the oil introduction passage 13a
A branch passage 13b 'is branched from the vicinity of the center.
The branch passage 13b 'extends in a direction orthogonal to the crankpin 13 and opens at the center of the needle bearing 14 installation portion.

In the above-mentioned lubrication structure, the lubricating oil supplied to the one journal portion 12a is introduced into the oil introduction passage 13a by centrifugal force, and is supplied to the needle bearing 14 portion through the branch passage 13b '.

[0004]

However, the above-mentioned conventional lubrication structure has a problem that the amount of lubricating oil supplied to the needle bearing 14 is not small for a relatively long period at the start of engine operation. This has been found to be due to the following reasons by the experimental research conducted by the present inventors. That is, the lubricating oil supplied to the journal portion 12a flows along the inner surface (outer surface) of the oil introduction passage 13a due to the centrifugal force, and this wall surface flow a is partially branched at the branch portion 13b. Although it flows to the ′ side, most of it flows into the dead space D from the branch portion of the oil introduction passage 13a to the ball 40, and after the dead space D is filled with the lubricating oil, all of the wall surface flow a is branched passage. It flows to the 13b 'side. On the other hand, the lubricating oil stored in the dead space D falls and flows out depending on the angular position of the crankshaft when the engine is stopped. Therefore, at the start of engine operation, the amount of lubricating oil supplied to the needle bearing 14 is not sufficient until the dead space D is filled with lubricating oil. This becomes a serious problem when the amount of lubricating oil supplied is strictly controlled for the purpose of reducing the amount of lubricating oil consumed.

The present invention has been made to solve the above-mentioned conventional problems. With a simple structure, the lubricating oil can be supplied to the large end portion of the connecting rod immediately after the start of engine operation.
It is intended to provide a lubricating structure for a cycle engine.

[0006]

SUMMARY OF THE INVENTION The present invention provides a lubricating structure for a two-cycle engine that supplies lubricating oil to the bearings of the connecting rod large end and the crankpin of the crankshaft. A branch that forms an oil introduction passage penetrating obliquely outward toward the other journal side end face, closes the other end face side opening of the oil introduction passage, and branches from the oil introduction passage immediately near the closed part It is characterized in that a passage is formed, the branch passage is extended toward the bearing portion, and is opened to the bearing portion.

[0007]

According to the lubrication structure for a two-cycle engine according to the present invention, the branch passage is branched from the vicinity of the closed portion of the oil introduction passage, so that the dead space is eliminated, so that the lubricating oil is branched without being accumulated in the dead space. It flows to the passage side, and lubricating oil is supplied to the large end of the connecting rod immediately after the start of engine operation. Incidentally, in the present invention, when the branch portion is located in the vicinity of the opening of the oil introduction passage, the flow distance of the wall surface flow becomes longer, but since the speed of this wall surface flow is extremely high, the lubricating oil The delay in arrival time can be almost ignored.

[0008]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 12 are diagrams illustrating a second embodiment according to the present invention.
FIG. 1 is a diagram for explaining a lubrication structure of a cycle diesel engine, FIGS. 1 and 2 are a sectional front view and a sectional side view of the engine of this embodiment, FIGS. 3 and 4 are sectional views taken along line III-III of FIG. IV-IV line sectional view, FIG. 5 is the VV line sectional view of FIG. 2, FIG.
Is a sectional front view around the hot plug, and FIG. 7 is VII-VI in FIG.
8 is a sectional view of the piston, FIG. 10 is an enlarged sectional view of the crankpin portion, and FIG.
FIG. 12 is a front view and a plan view of the engine of this embodiment.

In these figures, reference numeral 1 is a water-cooled parallel three-cylinder two-cycle diesel engine.
A crankcase 3 is attached to the lower mating surface 2a of the cylinder block 2, and the lower portion of the cylinder block 2 and the crankcase 3 constitute three sets of crank chambers 4 for each cylinder. The upper mating surface 2b of the cylinder block 2
A cylinder head 5 is mounted on the cylinder head 5 and is fastened and fixed by a head bolt 6.

Three cylinder bores 2c are formed in parallel in the cylinder block 2, and a piston 7 is slidably inserted in each of the cylinder bores 2c. The space surrounded by the upper surface of the piston 7, the mating surface 5a of the cylinder head 5, the cylinder bore 2c, and the lower surface 21c of the hot plug 21, which will be described later, is the main combustion chamber 8. A small end 9a of a connecting rod 9 is connected to the piston 7 via a piston pin 10 and a needle bearing 11, and a large end 9b of the connecting rod 9 is attached to a crank pin 13 of a crankshaft 12 with a needle bearing 14. Are connected through.

The crankshaft 12 is supported by bearings 46 and 39. Bearing 39 for axially supporting the cylinders
10 has a structure in which a large number of needles 39b are held by a holder 39a, as shown in FIG. 39
Reference numeral d is a seal member that seals between the crank chambers. An oil introduction hole 39c is formed in the retainer 39a, and the introduction hole 39c is connected to the lubricating oil pump 45 via an oil passage 2d formed on the cylinder block 2 side. Reference numeral 42 denotes an ECU that controls the operation of the lubricating oil pump 45. The amount of oil consumption obtained according to the engine operating time, load, etc. reaches the discharge amount of the lubricating oil pump 45 per one time. When the pump 4
The drive signal is output to 5.

The crank pin 13 of the crank shaft 12 has an oil introducing passage 13 communicating with the bearing 39.
a is formed obliquely upward in the crankshaft direction. The branch passage 13b branched from the oil introduction passage 13a communicates with the needle bearing 14 portion of the large end portion 9b of the connecting rod 9. The needle bearing 14 has a structure in which a large number of needles 14 are held by a cage 14b. In addition, the crank pin 13 and the connecting rod large end portion 9b
The needle 14 rolling surface (the portion shown by the broken line in FIG. 10) is carburized and quenched, and the large end 9b
The crankpin direction end surface 9c of the above is plated with silver, and the cage 14b is carburized and silver plated.

The opening of the oil introducing passage 13a is closed by a ball 40, and the branch passage 13b is branched obliquely with respect to the connecting rod axis from the portion immediately adjacent to the ball 40, and the end portion of the needle bearing 14 is closed. It is open to. As shown by the chain double-dashed line in FIG. 10, the branch passage 13b ′ of the conventional device branches near the center in the longitudinal direction of the crankpin 13, that is, at a position away from the ball 40.
It extended parallel to the connecting rod axis and opened near the center of the needle bearing 14.

In the present embodiment, the lubricating oil is supplied from the pump 45 to the bearing 39 portion, where it is moved in the oil introduction passage 13a by centrifugal force and is supplied to the bearing 14 from the branch passage 13b.

In the lower portion of the cylinder block 2, three sets of intake openings 15a are formed so as to communicate with the crank chambers 4, and an intake manifold 16a common to all cylinders is connected to each intake opening 15a. ing. The crank chamber 4 and the intake manifold 16a are connected to the oil return hole 51 and the hose 5 which are open at the bottom of the crank chamber 4.
It is communicated via 2. As a result, the crank chamber 4
The oil accumulated inside is returned to the inside of the intake manifold 16a.

A reed valve 17 is provided in each of the intake openings 15a. The reed valve 17 has an opening 17b formed in a valve body 17a and a valve plate 17c.
It has a structure that can be opened and closed by. The reed valve 17 automatically opens when the inside of the crank chamber 4 becomes a negative pressure due to the rise of the piston 7, and introduces air into the crank chamber 4, and closes when the pressure becomes positive when the piston 7 descends to prevent blowback of air. .

A scavenging adjustment opening 15b is formed on the side of the cylinder block 2 opposite to the intake opening 15a so as to communicate with each of the crank chambers 4. A common scavenging chamber 16b is connected to each scavenging adjustment opening 15b, and a scavenging control valve 16c is arranged at a connection opening portion of the scavenging chamber 16b. When the scavenging control valve 16c is opened, the crank chamber 4 connected to the connection opening communicates with the inside of the scavenging chamber 16b, the crank chamber volume is substantially expanded, the scavenging air pressure is decreased, and the internal EGR gas is increased to increase the combustion temperature. Is reduced. Further, when the scavenging control valve 16c is closed, the volume of the crank chamber becomes normal, and the scavenging is sufficiently performed.

Further, on the upper part of the cylinder block 2,
One set of exhaust port 18 is formed for each cylinder. The exhaust port 18 includes a main exhaust port 18b that leads the main exhaust port 18a to the cylinder external connection port, and the main exhaust port 1 described above.
A pair of sub-exhaust ports 18c that open to the upper side of 8a are led out to the outside, and are configured with a sub-exhaust port 18d that joins the main exhaust port 18b on the way.

The sub-exhaust ports 18d are controlled to open / close by an exhaust control device 19. This exhaust control device 19
Is for changing the exhaust timing and the compression ratio, and is inserted and arranged so as to cross the auxiliary exhaust port 18d of the cylinder block 2, and the auxiliary exhaust ports 18d
Three exhaust valve elements 19a for opening and closing, and the exhaust valve elements 19a
And a drive mechanism 19b for driving to open and close. Each of the exhaust valve elements 19a is formed by forming an arc-shaped valve portion on a round bar, and is connected to each other by a locking portion. The drive mechanism 19b has a structure in which a drive shaft is connected to the outer end portion of the exhaust valve body 19a, and a drive motor is connected to the drive shaft via a gear train.

A pair of main scavenging ports 18e are formed on both sides of the main exhaust port 18a of the cylinder block 2, and a counter scavenging port 18f is formed at a position facing the main exhaust port 18a. Each scavenging port 18e, 18
f communicates with the cylinder crank chamber 4 through a scavenging port.

Further, the cylinder block 2 is provided with oil holes 2e and 2f for supplying lubricating oil to the sliding surface of the piston.
A pair is formed for each cylinder. Both oil holes 2e,
2f penetrates the cylinder block 2 in a direction perpendicular to the crankshaft, and when viewed in the cylinder axis A direction (see FIG. 4),
It is offset in the crankshaft direction with the cylinder axis A interposed therebetween, and when viewed in the crankshaft direction (see FIG. 1), it is located between the piston rings of the piston 7 located at the bottom dead center. The oil holes 2e and 2f are connected to the lubricating oil pump 45 via an oil supply passage 41.

Furthermore, on the outer peripheral surface of the piston 7,
Diffusion grooves 43, 4 for evenly diffusing the lubricating oil supplied from the oil holes 2e, 2f over the entire piston sliding surface.
4 are recessed one by one. These diffusion grooves 43, 44
Are vertical grooves 43a, 4 facing the oil holes 2e, 2f.
4a and lateral grooves 4 extending obliquely from the upper and lower ends of the vertical grooves.
3b and 44b.

Further, a ceramic layer 7b having high heat insulation and heat resistance is formed on the top surface of the piston 7 by thermal spraying (see FIG. 9 (a)). The ceramic layer 7c may be formed by cast molding as shown in FIG. As a result, the temperature of the top of the piston can be lowered, so that the piston ring can be arranged relatively near the top surface, and as a result, the compression pressure can be improved while avoiding the ring stick. By the way, conventionally, there is a problem that the temperature of the top of the piston is high and a ring stick is likely to occur, and in order to avoid this, the piston ring is arranged relatively below. Therefore, the compression pressure is sacrificed, but in the present embodiment, such a problem can be avoided.

Further, a box-shaped boss portion 3b having an opening on the lower side is projected from the periphery of the bottom wall 3a of the crankcase 3, and a box-shaped balancer cover 26 having an opening on the upper side is attached to the boss portion 3b. By doing so, the balancer chamber 27 is formed. A balancer shaft 28 is arranged in parallel with the crankshaft 12 in the balancer chamber 27, and both ends thereof are bearings 29.
Is axially supported by the mating surface of the boss portion 3b and the balancer cover 26.

One end of the balancer shaft 28 projects outward from the balancer chamber 27, and the projecting portion is a gear 30.
The crankshaft 12 is rotationally driven at the same speed via a and 30b. Further, these gears 30a, 30b have a gear chamber 32 in which the end faces of the cylinder block 2, the crankcase 3, and the balancer cover 26 are surrounded by a gear cover 31.
The gear chamber 32 is located inside the upper and lower communication holes 2
The balancer chamber 27 is communicated by 7a and 27b.

Further, as shown in FIG. 5, the inside of the gear chamber 32 is large due to a partition wall 32a having a shape along the gear 30a.
The oil reservoirs 32b and 32c are defined by small oil reservoirs 32b and 32c, and the oil reservoirs 32b and 32c communicate with each other through a communication hole 32d formed at a lower edge of the partition wall 32a. When the engine of this embodiment is stopped, the lubricating oil level is large and small.
While 2b and 32c are both L1, while the engine is rotating, the lubricating oil is blown to the small oil sump 32c side by the rotation of the gears, so that the large and small oil sumps 32b and 32c.
The oil levels of are L2 and L3, respectively. As a result, when the engine rotates, only the lower edge of the lower gear 30a comes into contact with the lubricating oil, which reduces the rotational resistance and prevents the abnormal temperature rise of the lubricating oil because the small oil sump 32c functions as a cooling chamber. .

Here, the engine 1 of this embodiment is a two-cycle diesel engine, and since the intake negative pressure for brake masterback is not sufficient, a vane pump for generating negative pressure is provided coaxially with the alternator 34a driven by the crankshaft. Vacuum pump) 34a is provided, and the vane pump 3
Lubricating oil is supplied to 4a from an oil pump 36 provided separately from the above-described lubricating oil pump 45. Therefore, in this embodiment, a mixture of the air sucked from the brake master bag and the lubricating oil is generated.

Therefore, in this embodiment, the balancer chamber 27 is used.
Is also used as a breather chamber for separating the lubricating oil from the mixture, and therefore the following structure is adopted.
The discharge port of the vane pump 34b is connected to the gear chamber 32 by a mixture passage 37, and the return port formed in the oil reservoir of the gear chamber 32 is connected to the oil pump 36 by an oil passage 38.

The mixture discharged from the vane pump 34b is introduced into the gear chamber 32, where most of the lubricating oil falls, and the remaining mixture of lubricating oil is mixed through the upper communicating hole 27a to the balancer. It flows into the chamber 27, where the lubricating oil drops and separates, and returns from the lower communication hole 27b to the oil reservoir portion of the gear chamber 32. The air from which the lubricating oil has been separated is supplied from the air outlet 27c into the intake manifold 16a via a breather hose (not shown), or is discharged to the atmosphere.

A combustion recess 20 is formed in a portion of the cylinder head 5 on the mating surface 5a side. The combustion recess 20 has a cylindrical plug holding portion 20a which opens into the main combustion chamber 8 and a spherical shape which follows the plug holding portion 20a. It is composed of a combustion chamber 20b. Here, when viewed in the cylinder axis direction, the combustion recess 20 is close to the main and auxiliary exhaust ports 18a and 18c, and is in the main combustion chamber 8.
It is located inside.

Then, the plug holding portion 2 of the combustion recess 20.
A hot plug 21 is inserted and fixed in the interior 0a from the mating surface 5a side. The hot plug 21 is made of heat-resistant steel (for example, SUH3) and has a columnar shape. The recess 2 forms an auxiliary combustion chamber 22 with the combustion chamber 20b on the upper surface thereof.
1a is formed. Further, the hot plug 21 has a communication hole 2 for communicating the auxiliary combustion chamber 22 with the main combustion chamber 8.
1b is formed.

The communication hole 21b is inclined from the auxiliary combustion chamber 22 toward the substantially central portion of the main combustion chamber 8, and the lower end opening of the communication hole 21b is formed on the upper surface of the piston 7. It faces the vicinity of the entrance of the surface recess 7a (see FIGS. 6 and 7). The lower surface 2 of the hot plug 21
1c slightly projects from the mating surface 5a of the cylinder head 5 by a dimension a. By projecting the lower surface 21c of the hot plug 21 downward, air is pressurized by the projecting portion as the piston 7 rises during the compression stroke, that is, the projecting portion serves as a masking effect, and the air is It is rectified so as to flow into the top surface recessed portion 7a. The protrusion size a is set to about 0.1 to 0.3 mm.

An injector 25a and a goo plug 25b are inserted in the auxiliary combustion chamber 22, the injector 25a is substantially parallel to the communication hole 21b, and the glow plug 25b is substantially parallel to the cylinder axis. There is. The injector 25a is a fuel supply pipe 25c.
Is communicated with the fuel supply pump 25d via. Here, each of the fuel pipes 25c is bent and arranged so that the distance from the pump to the injector is the same.

Here, the hot plug 21 is fixed in the plug holding portion 20a by the following structure.
That is, the fixing bolt 23 is inserted outward from the main combustion chamber 8 side, and the cap nut 24 is screwed with the gasket 53 for sealing interposed in the outward protruding portion and fixed to the cylinder head 5. The flange portion 23a of the fixing bolt 23 supports the step portion 21d of the hot plug 21, and the cutout portion 23b prevents the step portion 21d from rotating. Fixing bolt 23
The large diameter portion 23c is inserted into the boundary portion between the plug holding portion 20a and the outer peripheral wall of the hot plug 21.

Adiabatic gap a1 is provided between the outer peripheral surface of the hot plug 21 and the inner peripheral surface of the plug holding portion 20a, and between the upper end surface of the hot plug 21 and the step portion of the combustion chamber 20b. , A2 are formed. These adiabatic gaps a1 and a2 are for suppressing heat conduction from the hot plug 21 side to the cylinder head 5 side, and the adiabatic gap a1 is approximately 0.5 mm and the adiabatic gap a2 is approximately
It is set to 1.0 mm.

Next, the function and effect of this embodiment will be described. According to the diesel engine of the present embodiment, since the heat insulating gaps a1 and a2 are provided between the inner surfaces of the plug holding portion 20a of the combustion recess 20 and the outer surface of the hot plug 21, the heat insulating gaps a1 and a2 are provided.
With an extremely simple structure, heat conduction from the hot plug 21 to the cylinder head 5 can be suppressed, so that the temperature in the auxiliary combustion chamber 22 can be maintained at a high temperature, and the ignitability and combustion stability can be improved. Further, in this case, since the hot plug 21 does not need to be changed in material, it is possible to adopt a material having high heat resistance as in the conventional case. Therefore, it is possible to enhance the heat insulating effect while ensuring the same heat resistance as in the conventional case. .

Further, in this embodiment, since the lower surface 21c of the hot plug 21 is projected from the mating surface 5a of the cylinder head 5 by the dimension a, the projecting portion acts as a masking and the air in the combustion chamber is transferred to the piston 7. It is possible to efficiently flow into the top surface concave portion 7a, and in this respect also, the combustibility can be improved.

Furthermore, in this embodiment, since the hot plug 21 is fixed in the combustion recess 20 by the fixing bolt 23, there is no restriction on the arrangement position of the hot plug 21 and it is arranged at a position advantageous for combustion. it can. By the way, in the conventional device, the hot plug is positioned near the outer circumference of the cylinder, and the cylinder wall supports the hot plug, and the cylinder head is divided into upper and lower parts, and the hot plug is inserted into the lower part from the outside. The structure was adopted. Therefore, in the former case, there is a restriction on the arrangement position of the hot plug, and in the latter case, there are problems of structural complication and increase of seal area, but in the present embodiment, such a problem can be avoided.

Further, in this embodiment, when the crank pin 13 and the connecting rod large end portion 9b are lubricated, the branch passage 1 is used.
Since 3b is branched from the vicinity of the ball 40, the lubricating oil can be supplied to the needle bearing 14 portion immediately after the engine operation is started. Incidentally, in the conventional device, the branch passage 13b 'has the ball 40 as shown by the two-dot chain line in FIG.
Since the fuel is branched from a position away from, most of the lubricating oil moved in the oil introduction passage 13a by centrifugal force is generated between the branch portion of the branch passage 13b 'and the ball 40 at the start of engine operation. Is filled in the dead space, and after filling the space, is supplied to the bearing 14 through the branch passage 13b '. The oil accumulated in the space falls and flows out depending on the angular position when the engine is stopped, so that the lubricating oil is hardly supplied every time the engine is started.

On the other hand, in this embodiment, the branch passage 1
Since 3b is branched from the immediate vicinity of the ball 40, there is almost no dead space, and therefore the lubricating oil that has moved in the oil introduction passage 13a is supplied to the needle bearing 14 immediately after the start of engine rotation.

Further, in this embodiment, when lubricating the sliding surface of the piston, the oil holes 2e, 2 are formed on the outer surface of the piston 7.
Vertical grooves 43a, 44a facing f and lateral groove 4 following this
Since 3b and 44b are formed, it is possible to reliably lubricate the piston sliding surface while reducing the number of oil holes.
In this case, since the lubricating oil remains in the groove even when the engine is stopped for a long period of time, the lubricity can be improved even at the start of operation after the engine has been stopped for a long time.

Further, since the oil holes 2e and 2f are offset in the crankshaft direction, the positions where the vertical grooves 43a and 44a are formed are the positions where the piston side pressure is the highest (the position on the straight line B in FIG. 4).
It is possible to displace it, which is advantageous in terms of piston strength.

Furthermore, in the present embodiment, when the negative pressure for the brake master back 35 is generated, the vane pump 34 is used.
b is adopted. Therefore, a mixture of the air from the vane pump and the lubricating oil is generated, and it becomes necessary to separate the air and the lubricating oil. Therefore, in the present embodiment, the discharge port of the vane pump 34b and the balancer shaft gear chamber 32 are connected,
Further, since the gear chamber 32 and the balancer chamber 27 are communicated with each other, the gear chamber 32 and the balancer chamber 27 can also be used as the breather chamber, and it is not necessary to separately provide the breather chamber. The oil pump 3 for the vane pump 34b is also used.
Bearing 4 at the end of the crankshaft 12 by lubricating oil from 6
Since 6 is also lubricated, the lubrication system is simple.

In order to eliminate the dead space D, various modifications shown in FIGS. 13 to 15 can be adopted. For example, as shown in FIG. 13, the ball 40 is press-fitted in the vicinity of the branch portion, and then the retaining plug 40a is press-fitted. Alternatively, as shown in FIG.
0b may be screwed in to fill the dead space with the extension 40c of the plug. Further, as shown in FIG. 15, only the ball 40 may be press-fitted near the branch portion.
In this case, a large diameter portion 40c is formed at the open end of the oil introducing passage 13a to facilitate the ball press-fitting operation.

In the above embodiment, the case of a two-cycle diesel engine has been described, but the present invention can be applied to a two-cycle gasoline engine, and is particularly effective in the case of a cylinder injection engine.

[0046]

According to the lubrication structure for a two-cycle engine according to the present invention, the branch passage is branched from the vicinity of the closed portion of the oil introduction passage, so that the dead space is eliminated, so that the lubricating oil is not accumulated in the dead space. It flows to the side of the branch passage, and the lubricating oil can be supplied to the large end of the connecting rod immediately after the engine operation is started, which has the effect of improving the reliability.

[Brief description of drawings]

FIG. 1 is a sectional front view of a two-cycle diesel engine having a lubrication structure according to an embodiment of the present invention.

FIG. 2 is a sectional side view of the engine of the embodiment.

FIG. 3 is a sectional view taken along line III-III in FIG.

4 is a sectional view taken along line IV-IV in FIG.

5 is a sectional view taken along line VV of FIG.

FIG. 6 is an enlarged sectional view of a main part of the above embodiment.

7 is a sectional view taken along line VII-VII of FIG.

FIG. 8 is a side view of the piston of the above embodiment.

FIG. 9 is a sectional front view of the piston of the above embodiment.

FIG. 10 is an enlarged cross-sectional view of a crankpin portion of the above embodiment.

FIG. 11 is a front view of the engine of the embodiment.

FIG. 12 is a plan view of the engine of the embodiment.

FIG. 13 is an enlarged sectional view of an essential part showing a modified example of the above embodiment.

FIG. 14 is an enlarged sectional view of an essential part showing another modified example of the above embodiment.

FIG. 15 is an enlarged sectional view of an essential part showing still another modified example of the above embodiment.

FIG. 16 is an enlarged sectional view of an essential part showing a conventional lubricating structure.

[Explanation of symbols]

 1 Engine 9 Connecting Rod 9b Large End 12 Crank Shafts 12a, 12b One, the Other Journal 13 Crank Pin 13a Oil Introduction Passage 13b Branch Passage 14 Needle Bearing (Conrod Bearing) 40 Ball (Closing)

Claims (1)

[Claims] 1. In a lubrication structure of a two-cycle engine, which supplies lubricating oil to a bearing portion between a large end portion of a connecting rod and a crankpin of a crankshaft, the crankpin is directed from an end surface on one journal side to an end surface on the other journal side. Forming an oil introducing passage penetrating obliquely outward, closing the opening on the other end face side of the oil introducing passage, and forming a branch passage branching from the oil introducing passage in the vicinity of the closed portion; A lubrication structure for a two-cycle engine, characterized in that a passage is extended toward the bearing portion and opened to the bearing portion.