JP2751065B2 - Multi-valve 4-cycle engine - Google Patents
Multi-valve 4-cycle engineInfo
- Publication number
- JP2751065B2 JP2751065B2 JP3258889A JP3258889A JP2751065B2 JP 2751065 B2 JP2751065 B2 JP 2751065B2 JP 3258889 A JP3258889 A JP 3258889A JP 3258889 A JP3258889 A JP 3258889A JP 2751065 B2 JP2751065 B2 JP 2751065B2
- Authority
- JP
- Japan
- Prior art keywords
- cam
- valve
- intake
- center
- cams
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- Valve-Gear Or Valve Arrangements (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、１つの気筒に対して４個の吸気弁を有する
多弁式４サイクルエンジンに関するものである。Description: TECHNICAL FIELD The present invention relates to a multi-valve four-cycle engine having four intake valves for one cylinder.
（発明の背景） ４サイクルエンジンにおいては、吸・排気弁の数を増
やすことにより容積効率の向上を図り、エンジン出力を
増大させることが可能である。そこで、４個の吸気弁を
設けることが考えられるが（例えば実開昭56−122705号
参照）、４個の吸気弁を１本のカム軸により開閉駆動す
る場合には、この吸気側カム軸の軸受をどのように設け
るかが問題となる。すなわち４個の吸気弁は互いに隣接
しているためこれらを開閉するカムも互いに隣接するこ
とになり、特にシリンダ径が小さい場合にはカム軸の軸
受を各カムの外側に設けねばならなくなり、軸受間隔が
拡大してカム軸の大径化、さらには重量増加を招くとい
う問題が生じる。またカム軸方向のエンジン寸法が増大
しエンジンが大型化するという不都合もあった。(Background of the Invention) In a four-stroke engine, it is possible to improve the volumetric efficiency by increasing the number of intake / exhaust valves and increase the engine output. Therefore, it is conceivable to provide four intake valves (for example, see Japanese Utility Model Application Laid-Open No. 56-122705). When the four intake valves are driven to open and close by one camshaft, this intake side camshaft is used. The problem is how to provide these bearings. That is, since the four intake valves are adjacent to each other, the cams for opening and closing them are also adjacent to each other. In particular, when the cylinder diameter is small, a camshaft bearing must be provided outside each cam. There is a problem in that the distance is increased and the diameter of the camshaft is increased, and further the weight is increased. There is also a disadvantage that the size of the engine in the camshaft direction increases and the size of the engine increases.
（発明の目的） 本発明はこのような事情に鑑みなされたものであり、
４つの隣接する吸気弁を１つのカム軸により開閉する場
合に、カム軸の軸受間隔を小さくしてカム軸の小径化、
軽量化を可能にすると共に、エンジンの小型化が可能に
もなる多弁式４サイクルエンジンを提供することを目的
とする。(Object of the Invention) The present invention has been made in view of such circumstances,
When four adjacent intake valves are opened and closed by one camshaft, the camshaft bearing interval is reduced to reduce the camshaft diameter,
It is an object of the present invention to provide a multi-valve four-stroke engine that can be reduced in weight and can be downsized.
（発明の構成） 本発明によればこの目的は燃焼室の中央付近に点火栓
を有する多弁式４サイクルエンジンにおいて、１本の吸
気側カム軸により開閉される４個の吸気弁を備え、外側
の２つの吸気弁を開閉する２つの外側カムと、内側の２
つの吸気弁を開閉する内側カムとの間にカム軸の軸受を
設けたことを特徴とする多弁式４サイクルエンジンによ
り達成される。According to the present invention, a multi-valve four-cycle engine having an ignition plug near the center of a combustion chamber is provided with four intake valves that are opened and closed by one intake-side camshaft. Two outer cams to open and close the two intake valves, and two inner cams
This is achieved by a multi-valve four-stroke engine characterized in that a camshaft bearing is provided between an inner cam that opens and closes two intake valves.
ここに２つの外側カムの幅方向の中心を、燃焼室中心
を通りカム軸に直交する平面に対して、これらの各外側
カムに対応する吸気弁の弁軸上端よりも外側へ偏位させ
れば、軸受を設ける間隙を拡大できる。また内側カムを
２つとし、これらの幅方向中心を前記の平面側へ偏位さ
せてもよい。Here, the center in the width direction of the two outer cams is deviated to the outside of the valve shaft upper end of the intake valve corresponding to each of the outer cams with respect to a plane passing through the center of the combustion chamber and orthogonal to the cam shaft. If this is the case, the gap for providing the bearing can be enlarged. Alternatively, two inner cams may be provided, and the center in the width direction may be shifted toward the plane.
（実施例） 第１図は本発明の一実施例である４気筒エンジンのう
ちの２気筒部分のカム配列を示すためのカムケースの平
面図、第２図はそのII−II線断面図、第３図は弁配列を
示す平面図、第４図は吸気弁の配置を示す第２図におけ
るIV矢視図である。(Embodiment) FIG. 1 is a plan view of a cam case for showing a cam arrangement of a two-cylinder part of a four-cylinder engine according to an embodiment of the present invention, FIG. 2 is a sectional view taken along the line II-II of FIG. FIG. 3 is a plan view showing the valve arrangement, and FIG. 4 is a view taken along the arrow IV in FIG. 2 showing the arrangement of the intake valves.
第２図において符号10はシリンダヘッド、12はカムケ
ース、14（14a、14b）はカムカバーである。シリンダヘ
ッド10の下にはシリンダボデーがあるが図にはシリンダ
内壁面16のみが示されている。シリンダヘッド10には第
１図に示すように燃焼室18の中央付近にほぼ垂直に臨む
２本の点火栓20、20が取付けられ、これら点火栓20はカ
ムケース12に設けた点火栓着脱孔22（第２図）から上方
へ着脱可能となっている。なお両点火栓20、20のプラグ
キャップはこの点火栓着脱孔22の塞ぐキャップと一体化
され一本のプラグコードに収束されて点火コイル（図示
せず）に接続されている。In FIG. 2, reference numeral 10 denotes a cylinder head, 12 denotes a cam case, and 14 (14a, 14b) denotes a cam cover. Although there is a cylinder body below the cylinder head 10, only the cylinder inner wall surface 16 is shown in the figure. As shown in FIG. 1, the cylinder head 10 is provided with two ignition plugs 20, 20 which are substantially perpendicular to the vicinity of the center of the combustion chamber 18, and these ignition plugs 20 are provided with ignition plug mounting holes 22 provided in the cam case 12. (FIG. 2), it is detachable upward. The plug caps of the ignition plugs 20 and 20 are integrated with the cap for closing the ignition plug attachment / detachment hole 22 and converged into a single plug cord to be connected to an ignition coil (not shown).
24（24a〜ｄ）は４本の吸気弁、また26（26a〜ｂ）は
２本の排気弁である。これら吸・排気弁24、26は点火栓
20を囲むようにほぼ等間隔に配置されている。なおこの
実施例では内側の２つの吸気弁24b、24cの傘部中央をつ
なぐ直線と、外側の２つの吸気弁24a、24dの傘部中央を
つなぐ直線と、排気弁26a、26bの傘部付近をつなぐ直線
と、両点火栓20の着火部をつなぐ直線とは後記カム軸30
に平行となっている。４つの吸気弁24はシリンダ中心に
対して左側に傾き、また両排気弁26は右側に傾いてい
る。内側の吸気弁24b、ｃは外側の吸気弁24a、ｄよりも
大径であり第２図に示すように外側の吸気弁24a、ｄよ
りも垂直に近い角度に配設されている。24 (24a-d) is four intake valves, and 26 (26a-b) is two exhaust valves. These intake and exhaust valves 24 and 26 are ignition plugs
They are arranged at approximately equal intervals so as to surround 20. In this embodiment, a straight line connecting the center of the umbrella of the two inner intake valves 24b and 24c, a straight line connecting the center of the umbrella of the two outer intake valves 24a and 24d, and near the umbrella of the exhaust valves 26a and 26b. And the straight line connecting the ignition portions of both spark plugs 20 are the camshaft 30 described later.
It is parallel to. The four intake valves 24 are tilted to the left with respect to the cylinder center, and the exhaust valves 26 are tilted to the right. The inner intake valves 24b, 24c are larger in diameter than the outer intake valves 24a, 24d, and are arranged at an angle closer to vertical than the outer intake valves 24a, 24d as shown in FIG.
カムケース12と両カムカバー14との間にはカム軸室28
（28a、28b）が形成され、これらカムケース12とカムカ
バー14の合面間にはカム軸30（30a、30b）が配設されて
いる。すなわち、これらのカム軸30はカムケース12と、
その上面に取付けられた適宜のカムキャップ32（32a、3
2b）とに挟持され、これらのカムキャップ32が、カムカ
バー14で覆われている。なお吸気弁24は吸気側カム軸30
aにより開閉され、排気弁26は排気側カム軸30bにより開
閉される。A camshaft chamber 28 is provided between the cam case 12 and the two cam covers 14.
(28a, 28b) are formed, and a cam shaft 30 (30a, 30b) is disposed between the mating surfaces of the cam case 12 and the cam cover 14. That is, these cam shafts 30 are
An appropriate cam cap 32 (32a, 3
2b), and these cam caps 32 are covered with the cam cover 14. The intake valve 24 is the intake camshaft 30
The exhaust valve 26 is opened and closed by the exhaust cam shaft 30b.
内側の２本の吸気弁24b、24cは第１、４図から明らか
なようにカム軸30aに直交する平面上に位置し、外側の
２本の吸気弁24a、24cはその上部が互いに広がるように
傾いている。The inner two intake valves 24b and 24c are located on a plane perpendicular to the camshaft 30a, as is clear from FIGS. 1 and 4, and the two outer intake valves 24a and 24c have their upper parts spread apart from each other. Leaning on.
34（34a〜ｄ）は吸気弁24のリフタ、36（36a、ｂ、第
１図参照）は排気弁26のリフタであり、これらのリフタ
34、36はそれぞれカム軸30a、30bの下方に臨むようにカ
ムケース12に保持されている。なお外側の吸気弁24a、
ｄは吸気側カム軸30aに直交する平面上にないから、カ
ム軸30aの１気筒に対する４つのカム38（38a〜ｄ）のう
ち外側のカム38a、ｄのカム面はリフタ34a、ｄの上面に
平行に摺接するように傾いている（第４図参照）。Numeral 34 (34a to 34d) is a lifter for the intake valve 24, and 36 (36a, b, see FIG. 1) is a lifter for the exhaust valve 26.
34, 36 are held by the cam case 12 so as to face below the cam shafts 30a, 30b, respectively. The outer intake valve 24a,
Since d is not on a plane orthogonal to the intake side camshaft 30a, the cam surfaces of the outer cams 38a, d among the four cams 38 (38a to 38d) for one cylinder of the camshaft 30a are upper surfaces of the lifters 34a, d. (See FIG. 4).
ここに外側のカム38a、ｄは、リフタ34a、ｄに対して
外側に偏位している。すなわちカム38a、ｄの幅方向中
心Ａは、吸気弁24a、ｄの弁軸の上端Ｂよりも、燃焼室
中心を通りカム軸30aに直交する平面に対して外側にα
だけ偏位している。なお第４図ではカム38dについて図
示しているがカム38aについても同様である。またこの
実施例では内側のカム38b、ｃの幅方向の中心Ｃは、吸
気弁24b、ｃの弁軸上端Ｄよりも燃焼室中心を通りカム
軸30aに直交する平面側へβだけ偏位している。この結
果内側カム38b、ｃと外側カム38a、ｄとの間隔γが一層
広くなる。本発明ではこの拡大された間隔γに吸気側カ
ム軸30aの軸受を配置する。すなわち第１図において、
吸気側カム軸30aは１つの気筒に対して、各気筒の内・
外側カム38aとｂの間およびカム38cとｄの間の２ヶ所
（２気筒では合計４ヶ所）において軸支され、これらの
位置ｌ〜ｏにおいて前記カムキャップ32aがカムケース1
2上面に固定される。Here, the outer cams 38a, 38d deviate outward relative to the lifters 34a, 34d. In other words, the center A in the width direction of the cams 38a, d is located outside the plane perpendicular to the camshaft 30a through the center of the combustion chamber with respect to the upper end B of the valve shaft of the intake valves 24a, d.
Only deviated. Although FIG. 4 shows the cam 38d, the same applies to the cam 38a. Further, in this embodiment, the center C in the width direction of the inner cams 38b, c deviates by β from the upper end D of the intake valves 24b, c toward the plane passing through the center of the combustion chamber and orthogonal to the camshaft 30a. ing. As a result, the distance γ between the inner cams 38b, c and the outer cams 38a, d is further increased. In the present invention, the bearing of the intake side camshaft 30a is arranged at the enlarged interval γ. That is, in FIG.
The intake side camshaft 30a is provided for each cylinder.
At two positions (a total of four positions in the case of two cylinders) between the outer cams 38a and 38b and between the cams 38c and 38d, the cam cap 32a is attached to the cam case 1 at these positions 1 to o.
2Fixed on top.
２本の排気弁26はカム軸30bに直交する平面上に位置
し、排気側カム軸30bは排気用カム40（40a、40b）間の
位置ｐ、ｑにおいて軸支される。すなわちこれらの位置
ｐ、ｑで固定されたカムキャップ32bとカムケース12上
面との間にカム軸30bは軸支される。The two exhaust valves 26 are located on a plane orthogonal to the camshaft 30b, and the exhaust-side camshaft 30b is supported at positions p and q between the exhaust cams 40 (40a, 40b). That is, the cam shaft 30b is supported between the cam cap 32b fixed at these positions p and q and the upper surface of the cam case 12.
42は吸気通路であり、この吸気通路42はシリンダヘッ
ド10の左側面に開口する横長の吸気口44を持ち、内側の
吸気弁24b、ｃ間に位置する仕切壁46（第３図）で左右
に分岐し、各分岐路48（48a、ｂ）がそれぞれ吸気弁24
a、ｂおよび24c、ｄに連通する。また50（50a、50b）は
互いに独立した排気通路であり、それぞれ排気弁26a、2
6bに独立に連通している。なお第１図で52はカムチェー
ン収容室である。Reference numeral 42 denotes an intake passage. The intake passage 42 has a horizontally long intake port 44 opened on the left side of the cylinder head 10, and has a left and right partition wall 46 (FIG. 3) located between the inner intake valves 24b and 24c. And each branch path 48 (48a, b) is connected to the intake valve 24
a, b and 24c, d. Also, 50 (50a, 50b) are exhaust passages independent of each other, and the exhaust valves 26a, 2
Independently communicates with 6b. In FIG. 1, reference numeral 52 denotes a cam chain accommodation room.
第５図と第６図は他の実施例のカムケースの平面図と
吸気弁配置を示す図である。FIGS. 5 and 6 are a plan view and a view showing the arrangement of intake valves of a cam case according to another embodiment.
この実施例の吸気側カム軸130は内側の吸気弁24b、ｃ
を開閉する１つの内側カム138を持ち、２つの内側吸気
弁24b、ｃを１つのカム138と１つのリフタ134を用いて
開閉するものである。この実施例によれば１つの気筒に
対し吸気側のカムは３個すなわち38a、ｄおよび138の３
個で済むから、外側カム38a、ｄと中央のカム138との間
隔が拡大し、ここに十分な軸受収容間隔を得ることが可
能になる。In this embodiment, the intake camshaft 130 has inner intake valves 24b and 24c.
And has two inner intake valves 24b and 24c opened and closed using one cam 138 and one lifter 134. According to this embodiment, there are three cams on the intake side for one cylinder, that is, three cams 38a, d and 138.
Since it is sufficient, the distance between the outer cams 38a and 38d and the center cam 138 is increased, and a sufficient bearing accommodating distance can be obtained here.
なお以上の各実施例はカム軸30、130により吸・排気
弁24、26をリフタ34、36を介して直接開閉する直動式の
動弁機構を用いているが、本発明はロッカアームを介し
て吸気弁を開閉するものにも適用でき、これを包含す
る。Although each of the above embodiments uses a direct-acting valve mechanism that directly opens and closes the intake and exhaust valves 24 and 26 via the lifters 34 and 36 using the camshafts 30 and 130, the present invention uses a rocker arm. It can also be applied to a device that opens and closes an intake valve.
また４つの吸気弁24は、その弁軸の中心線の延長がカ
ム軸30aの中心に一致するようにするのが望ましいが、
各吸気弁24の弁ばねやバルブリフタが互いに接近する場
合には、各吸気弁24の弁軸中心線をカム軸30a中心に一
致させず、第２図上で外側吸気弁24a、ｄの弁軸中心線
と内側吸気弁24b、ｃの弁軸中心線との交点をカム軸30a
の中心よりも上方に位置させるようにして、隣接する弁
ばねやリフタを離すようにしてもよい。Further, it is desirable that the four intake valves 24 be arranged so that the extension of the center line of the valve shaft coincides with the center of the cam shaft 30a.
When the valve springs and the valve lifters of the intake valves 24 approach each other, the valve shaft center line of each intake valve 24 does not coincide with the center of the cam shaft 30a, and the valve shafts of the outer intake valves 24a and 24d in FIG. The point of intersection between the center line and the center line of the inner intake valves 24b and 24c is defined by the camshaft 30a.
May be located higher than the center of the valve spring to separate adjacent valve springs and lifters.
（発明の効果） 請求項１の発明は以上のように、４個の吸気弁のうち
内側の２つの吸気弁を内側カムにより、外側の２つの吸
気弁を２つの外側カムにより開閉し、内側カムと外側カ
ムとの間に軸受を配設したものであるから、吸気側軸受
の軸受間隔を小さくでき、カム軸の小径化、軽量化が図
れる。またカム軸の長さを増大させることなく軸受を収
容できるから、エンジンの小型化も可能となる。(Effects of the Invention) As described above, the invention of claim 1 opens and closes two inner intake valves of the four intake valves by the inner cam and two outer intake valves by the two outer cams. Since the bearing is provided between the cam and the outer cam, the bearing interval between the intake-side bearings can be reduced, and the diameter and weight of the camshaft can be reduced. Further, since the bearing can be accommodated without increasing the length of the camshaft, the size of the engine can be reduced.
ここに外側カムを外側へ偏位させれば、軸受の配設間
隔が拡大する。すなわち外側カムの幅方向の中心を、こ
れらの外側カムに対応する吸気弁の弁軸上端よりも、燃
焼室中心を通りカム軸に直交する平面に対して外側に偏
位させるものである（請求項２）。Here, if the outer cam is displaced outward, the arrangement interval of the bearings is increased. That is, the center of the outer cams in the width direction is deviated outward from a plane passing through the center of the combustion chamber and orthogonal to the camshaft from the upper end of the valve shaft of the intake valve corresponding to the outer cams. Item 2).
また内側カムを２つとし、これら内側カムを内側へ偏
位させても同様な効果が得られる。すなわち内側カムの
幅方向の中心を、これらの内側カムに対応する吸気弁の
弁軸上端よりも、燃焼室中心を通りカム軸に直交する平
面側へ偏位させるものである（請求項３）。外側カムと
内側カムとを共にそれぞれ外側および内側へ偏位させれ
ば、軸受の配設間隙は一層拡大する。Similar effects can be obtained by using two inner cams and displacing the inner cams inward. That is, the center in the width direction of the inner cams is shifted from the upper end of the valve shaft of the intake valve corresponding to these inner cams to a plane passing through the center of the combustion chamber and orthogonal to the camshaft (claim 3). . By displacing both the outer cam and the inner cam to the outside and the inside, respectively, the arrangement gap of the bearing is further enlarged.
第１図は本発明の一実施例のカム配列を示すためのカム
ケースの平面図、第２図はそのII−II線断面図、第３図
は弁配列を示す平面図、第４図は吸気弁の配置を示す第
２図におけるIV矢視図である。また第５図と第６図は他
の実施例のカムケースの平面図とその吸気弁配置を示す
図である。 10……シリンダヘッド、 12……カムケース、 24……吸気弁、 30a……吸気側カム軸。 38a、ｄ……外側カム 38b、ｃ、138……内側カム、 Ａ、Ｃ……カムの幅方向の中心、 Ｂ、Ｄ……弁軸上端。1 is a plan view of a cam case for showing a cam arrangement according to an embodiment of the present invention, FIG. 2 is a sectional view taken along the line II-II, FIG. 3 is a plan view showing a valve arrangement, and FIG. FIG. 4 is a view on arrow IV in FIG. 2 showing the arrangement of the valve. 5 and 6 are a plan view of a cam case according to another embodiment and a view showing the arrangement of intake valves thereof. 10 ... Cylinder head, 12 ... Cam case, 24 ... Intake valve, 30a ... Intake side cam shaft. 38a, d ... outer cam 38b, c, 138 ... inner cam, A, C ... center in the width direction of the cam, B, D ... valve shaft upper end.
Claims (3)
４サイクルエンジンにおいて、 １本の吸気側カム軸により開閉される４個の吸気弁を備
え、外側の２つの吸気弁を開閉する２つの外側カムと、
内側の２つの吸気弁を開閉する内側カムとの間にカム軸
の軸受を設けたことを特徴とする多弁式４サイクルエン
ジン。1. A multi-valve four-stroke engine having an ignition plug near the center of a combustion chamber, comprising four intake valves opened and closed by one intake camshaft, and opening and closing two outer intake valves. Two outer cams,
A multi-valve four-stroke engine comprising a camshaft bearing provided between an inner cam for opening and closing two inner intake valves.
通りカム軸に直交する平面に対して、これら各外側カム
に対応する吸気弁の弁軸の上端よりも外側へ偏位させた
請求項１の多弁式４サイクルエンジン。The center of the outer cam in the width direction is deviated outward from the upper end of the valve shaft of the intake valve corresponding to each of the outer cams with respect to a plane passing through the center of the combustion chamber and orthogonal to the cam shaft. The multi-valve four-stroke engine of claim 1.
幅方向中心を、各内側カムに対応する吸気弁の弁軸の上
端よりも燃焼室中心を通りカム軸に直交する平面側に偏
位させた請求項１または２の多弁式４サイクルエンジ
ン。3. An inner cam having two inner cams, wherein the center in the width direction of these inner cams is deviated to a plane side passing through the center of the combustion chamber and perpendicular to the cam shaft from the upper end of the valve shaft of the intake valve corresponding to each inner cam. The multi-valve four-cycle engine according to claim 1 or 2, wherein
Priority Applications (9)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3258889A JP2751065B2 (en) | 1989-02-14 | 1989-02-14 | Multi-valve 4-cycle engine |
| US07/483,404 US5016592A (en) | 1989-02-14 | 1990-02-13 | Cylinder head and valve train arrangement for multiple valve engine |
| EP92100755A EP0483109B1 (en) | 1989-02-14 | 1990-02-14 | Camshaft arrangement for multiple valve engine |
| DE69027032T DE69027032T2 (en) | 1989-02-14 | 1990-02-14 | Camshaft arrangement for a multi-valve internal combustion engine |
| DE69023238T DE69023238T2 (en) | 1989-02-14 | 1990-02-14 | Valve drive arrangement for multi-valve internal combustion engine. |
| EP90102890A EP0383297B1 (en) | 1989-02-14 | 1990-02-14 | Cylinder head and valve train arrangement for multiple valve engine |
| DE69027871T DE69027871T2 (en) | 1989-02-14 | 1990-02-14 | Cylinder head and valve train arrangement for multi-valve internal combustion engine |
| EP92100683A EP0479773B1 (en) | 1989-02-14 | 1990-02-14 | Valve train arrangement for multiple valve engine |
| US07/623,698 US5111791A (en) | 1989-02-14 | 1990-12-07 | Cylinder head and valve train arrangement for multiple valve engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3258889A JP2751065B2 (en) | 1989-02-14 | 1989-02-14 | Multi-valve 4-cycle engine |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8050840A Division JP2762256B2 (en) | 1996-02-14 | 1996-02-14 | Multi-valve 4-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02271008A JPH02271008A (en) | 1990-11-06 |
| JP2751065B2 true JP2751065B2 (en) | 1998-05-18 |
Family
ID=12363026
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3258889A Expired - Fee Related JP2751065B2 (en) | 1989-02-14 | 1989-02-14 | Multi-valve 4-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2751065B2 (en) |
-
1989
- 1989-02-14 JP JP3258889A patent/JP2751065B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02271008A (en) | 1990-11-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |