JPH02123203A - Structure of cam shaft bearing of v type dohc engine - Google Patents
Structure of cam shaft bearing of v type dohc engineInfo
- Publication number
- JPH02123203A JPH02123203A JP27290188A JP27290188A JPH02123203A JP H02123203 A JPH02123203 A JP H02123203A JP 27290188 A JP27290188 A JP 27290188A JP 27290188 A JP27290188 A JP 27290188A JP H02123203 A JPH02123203 A JP H02123203A
- Authority
- JP
- Japan
- Prior art keywords
- camshaft
- transmission gear
- cylinder
- bearing
- bank
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 45
- 238000004804 winding Methods 0.000 claims abstract description 19
- 230000000694 effects Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/024—Belt drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はＶ型ＤＯＨＣエンジンのカム軸軸受構造に係り
、特にカム軸軸受の配置および軸受の固定手段等を改良
したＶ型ＤＯＨＣエンジンのカム軸軸受構造に関する。Detailed Description of the Invention (Industrial Field of Application) The present invention relates to a camshaft bearing structure for a V-type DOHC engine, and more particularly to a camshaft bearing structure for a V-type DOHC engine in which the arrangement of the camshaft bearing and the means for fixing the bearing are improved. Regarding shaft bearing structure.
（従来の技術）
従来Ｖ型ＤＯＨＣエンジンとして、例えば特開昭６１−
２３２３０５号公報等で開示されているように、Ｖ型に
対向した左右のバンクのシリンダが互いにカム軸方向に
シフトされ、各バンクのそれぞれ一方のカム軸の一端部
がクランク軸に巻掛部材を介して連結されてクランク軸
と同期して駆動されるとともに、各バンクのカム軸同士
がチェーンまたは伝達ギヤによってそれぞれ連結された
ものがある。(Prior art) As a conventional V-type DOHC engine, for example,
As disclosed in Japanese Patent Publication No. 232305, the cylinders of the left and right banks facing each other in a V-shape are mutually shifted in the camshaft direction, and one end of each camshaft of each bank has a winding member attached to the crankshaft. In some cases, the camshafts of each bank are connected to each other by a chain or a transmission gear.
そして従来では、各バンクのシリンダがカム軸方向にオ
フセットして配設されて各バンク端部のスペースに余裕
があることから、このスペースにカム軸間の駆動用チェ
ーンや伝達ギヤを配設するようにしている。また各カム
軸軸受は、各カム軸それぞれに別個独立して軸受キャ・
ツブでシリンダに固定されている。Conventionally, the cylinders of each bank are arranged offset in the camshaft direction, and there is plenty of space at the end of each bank, so the drive chain and transmission gear between the camshafts are arranged in this space. That's what I do. In addition, each camshaft bearing has a separate bearing housing for each camshaft.
It is fixed to the cylinder with a knob.
（発明が解決しようとする課題）
ところで、カム軸にはクランク軸からの巻掛部材と係合
するカムブーりと、カム軸間の駆動伝達を行う伝達ギヤ
やブーりとが備えられ、かつ各気筒の吸気弁もしくは排
気弁を駆動するカムが形成されることから、Ｖ型ＤＯＨ
Ｃエンジンをコンパクトかつ高性能化する場合において
は、カム軸を各バンクのシリンダヘッドに対して高い剛
性をもって軸受支持するとともに、その軸受をコンパク
トな構造とすることが望まれる。(Problem to be Solved by the Invention) By the way, the camshaft is equipped with a camboo that engages with a winding member from the crankshaft, and a transmission gear and a booster that transmits drive between the camshafts. Since a cam is formed to drive the intake valve or exhaust valve of the cylinder, the V-type DOH
In order to make the C engine more compact and high-performance, it is desirable that the camshaft be supported by bearings with high rigidity with respect to the cylinder heads of each bank, and that the bearings have a compact structure.
本発明はこのような事情に鑑みてなされたもので、カム
軸の高剛性な支持と軸受の軽量コン、＜クト化が図れる
とともに、伝達ギヤのギヤｌｆｉ精度も向上できるＶ型
ＤＯＨＣエンジンのカム軸軸受構造を提供することを目
的とする。The present invention has been made in view of the above circumstances, and provides a cam for a V-type DOHC engine that can provide highly rigid support for the camshaft, a lightweight bearing, and a compact design, as well as improve the gear lfi accuracy of the transmission gear. The purpose is to provide a shaft bearing structure.
（課題を解決するための手段）
本発明は、左右各バンクのシリンダが互いにカム軸方向
にシフトされると共に、各バンクの一対のカム軸が、そ
の一方が巻掛部材を介してクランク軸に連結され他方が
一方のカム軸に伝達ギヤを介して連結されて同期駆動さ
れるＶ型ＤＯＨＣエンジンにおいて、各バンクの伝達ギ
ヤを、巻掛部材に隣接するカム軸の一端に配設すると共
に、シフトされてシリンダが巻掛部材に相対的に近接し
ている一方のバンクの伝達ギヤをカム軸方向両側から挾
み込む位置に並設されて一対のカム軸をそれぞれ回転自
在に支持する各一組の軸受を、それぞれ巻掛部材と伝達
ギヤとの間及びシリンダボア中心位置に配設し、且つ巻
掛部材と伝達ギヤ間に配設された一組の軸受を、単一の
軸受キャップでシリンダヘッドに固定したことを特徴と
する。(Means for Solving the Problems) In the present invention, the cylinders of the left and right banks are mutually shifted in the camshaft direction, and one of the pair of camshafts of each bank is connected to the crankshaft via a wrapping member. In a V-type DOHC engine that is connected to one camshaft and driven synchronously with the other connected to one camshaft via a transmission gear, the transmission gear of each bank is disposed at one end of the camshaft adjacent to the winding member, Each pair of camshafts is arranged in parallel at a position where the transmission gear of one bank, whose cylinder has been shifted and is relatively close to the winding member, is sandwiched from both sides in the camshaft direction, and rotatably supports each of the pair of camshafts. A set of bearings is arranged between the winding member and the transmission gear and at the center of the cylinder bore, and a single bearing cap is used to connect the set of bearings arranged between the winding member and the transmission gear to the cylinder. It is characterized by being fixed to the head.
（作 用）
本発明によると、伝達ギヤを巻掛部材と隣接させて配置
するとともに、シリンダが巻掛部祠に近接している一方
のバンクの伝達ギヤを挾む各一組のカム軸軸受を、巻掛
部材と伝達ギヤ間およびシリンダボア中心位置にそれぞ
れ配置することにより、バンク間のオフセットに対する
軸受の適切な配置が可能となる。(Function) According to the present invention, the transmission gear is arranged adjacent to the winding member, and each pair of camshaft bearings sandwich the transmission gear of one bank in which the cylinder is close to the winding member. By arranging the bearings between the winding member and the transmission gear and at the center position of the cylinder bore, it is possible to appropriately arrange the bearing with respect to the offset between the banks.
また、カム軸軸受のうち巻掛部材と伝達ギヤ間に配置し
た一組を、一体構成の軸受キャップでシリンダに固定１
７たことにより、コンパクト、軽量化を図りつつ、伝達
ギヤのギヤ間精度と支持剛性の向上が可能となる。In addition, one set of camshaft bearings placed between the wrapping member and the transmission gear is fixed to the cylinder with an integrated bearing cap.
7. This makes it possible to improve the inter-gear accuracy and support rigidity of the transmission gear while making it compact and lightweight.
（実施例）
以下、本発明に係るＶ型ＤＯＨＣエンジンのカム軸軸受
構造の一実施例を図面を参照して説明する。(Example) Hereinafter, an example of a camshaft bearing structure for a V-type DOHC engine according to the present invention will be described with reference to the drawings.
第１図はＶ型ＤＯＨＣエンジンの各バンクの上部構造を
水平状態に展開した概略平面図である。FIG. 1 is a schematic plan view of the upper structure of each bank of a V-type DOHC engine developed in a horizontal state.
本発明は基本的には、左右各バンクＬ、ＲのシリンダＣ
が互いにカム軸方向にシフトされると共に、各バンクＬ
、Ｒの一対のカム軸６〜９が、その一方６，８が巻掛部
材１５を介してクランク軸（図示せず）に連結され他方
７．９が一方のカム軸６．８に伝達ギヤ１６〜１９を介
して連結されて同期駆動されるＶ型ＤＯＨＣエンジン１
において、各バンクＬ、Ｈの伝達ギヤ１６〜１９を、巻
掛部材１５に隣接するカム軸６〜９の一端に配設すると
共に、シフトされてシリンダＣが巻掛部材１５に相対的
に近接している一方のバンクＬの伝達ギヤ１８．１９を
カム軸方向両側から挾み込む位置に並設されて一対のカ
ム軸８，９をそれぞれ回転自在に支持する各７組の軸受
２２ａ、 ２２ｂ。The present invention basically consists of cylinders C of left and right banks L and R.
are shifted relative to each other in the camshaft direction, and each bank L
, R are a pair of camshafts 6 to 9, one of which 6 and 8 is connected to a crankshaft (not shown) via a winding member 15, and the other camshaft 7.9 is connected to one camshaft 6.8 with a transmission gear. V-type DOHC engine 1 connected via 16 to 19 and driven synchronously
, the transmission gears 16 to 19 of each bank L and H are arranged at one end of the camshafts 6 to 9 adjacent to the winding member 15, and the cylinder C is shifted relatively close to the winding member 15. Seven pairs of bearings 22a and 22b are arranged in parallel at positions that sandwich the transmission gears 18 and 19 of one bank L from both sides in the camshaft direction, and rotatably support the pair of camshafts 8 and 9, respectively. .
２３ａ、２３ｂを、それぞれ巻掛部材１５と伝達ギヤ１
８．１９との間及びシリンダＣのボア中心位置に配設し
、且つ巻掛部材］５と伝達ギヤ１８゜１９間に配設され
た一組の軸受２２ａ、２３ａを、単一の軸受キャップ２
４でシリンダヘッド４に固定して構成される。23a and 23b are connected to the winding member 15 and the transmission gear 1, respectively.
8.19 and at the center of the bore of cylinder C, and between the winding member] 5 and the transmission gear 18 and 19, a pair of bearings 22a and 23a are combined into a single bearing cap. 2
4, it is fixed to the cylinder head 4.
エンジン１はＶ型６気筒のもので、中央下部のシリンダ
ブロック２上に右シリンダヘッド３および左シリンダヘ
ッド４が傾斜配置されて、互いに角度をもってピストン
（図示せず）が摺動するシリンダＣを３気筒ずつ有する
右バンクＲと左バンクＬとを備えている。そして、左バ
ンクＬのシリンダ列は右バンクＲのシリンダ列に対して
、前方（図の左方）にオフセットして配置されている。The engine 1 is a V-type 6-cylinder engine, in which a right cylinder head 3 and a left cylinder head 4 are arranged at an angle on a cylinder block 2 at the lower center, and a cylinder C in which pistons (not shown) slide at an angle to each other. It has a right bank R and a left bank L each having three cylinders. The cylinder row of the left bank L is offset forward (to the left in the figure) with respect to the cylinder row of the right bank R.
なお、５は各シリンダＣのプラグホールを示す。Note that 5 indicates the plug hole of each cylinder C.
各気筒に４弁（吸気２弁、排気２弁）ずつ配設された吸
排気弁（図示せず）を開閉する動弁機構は、左右シリン
ダヘッド３．４の上部両側にそれぞれ２本の第１〜第４
カム軸６〜９が併設されたＤＯＨＣ！４２に構成されて
いる。右バンクＲの第１カム軸６と左バンクＬの第３カ
ム軸８の各端部には、バンクＲ，Ｌの一側（前方）に突
出して、図示しないクランク軸からの駆動力をカム軸６
〜９に伝達する伝達手段１１として、第１．第３カム輔
６．８に設けられたカムプーリ１３．１４と、図示しな
いクランク軸のクランクプーリと、これらのプーリに係
合したタイミングベルト１５とが備えられ、これにより
エンジン回転と同期してカム軸６〜９が駆動されるよう
になっている。The valve mechanism that opens and closes the intake and exhaust valves (not shown), which are provided with four valves (two intake valves and two exhaust valves) in each cylinder, has two valves on both sides of the upper part of the left and right cylinder heads 3.4. 1st to 4th
DOHC with camshafts 6 to 9 installed! It is composed of 42. Each end of the first camshaft 6 of the right bank R and the third camshaft 8 of the left bank L protrudes to one side (front) of the banks R, L, and the driving force from the crankshaft (not shown) is transmitted to the cam. axis 6
As the transmission means 11 for transmitting the data to the first. A cam pulley 13.14 provided on the third cam shaft 6.8, a crank pulley on a crankshaft (not shown), and a timing belt 15 engaged with these pulleys are provided, so that the cam is rotated in synchronization with engine rotation. Shafts 6-9 are adapted to be driven.
また、第１カム軸６および第３カム軸８よりも短くシリ
ンダヘッド３．４と略同−長さに形成された第２カム軸
７および第４カム軸９に、各バンクＲ，Ｌ内のカム軸用
動力伝達手段１２Ａ、１２Ｂとして、伝達ギヤ１６〜１
９が配設されている。In addition, the second camshaft 7 and the fourth camshaft 9, which are shorter than the first camshaft 6 and the third camshaft 8 and have approximately the same length as the cylinder head 3.4, are provided in each bank R, L. The transmission gears 16 to 1 are used as the camshaft power transmission means 12A and 12B.
9 are arranged.
即ち、各伝達ギヤ１６〜１９は各カム軸６〜９の一端側
に巻掛部材たるタイミングベルト１５と隣接して配置さ
れている。That is, each transmission gear 16-19 is arranged adjacent to the timing belt 15, which is a wrapping member, on one end side of each camshaft 6-9.
また、各カム軸６〜９はそれぞれ４〜５個ずつのカム軸
軸受２０ ａ 〜２０ ｄ 、 ２１ ａ 〜２１ ｄ
。Further, each of the camshafts 6 to 9 has four to five camshaft bearings 20a to 20d, 21a to 21d.
.
２２ａ〜２２ｄ１２３ａ〜２３ｄによってシリンダヘッ
ド３．４に回転自在に支持されている。そして、シリン
ダＣがタイミングベルト１５側に近接している一方のバ
ンク、即ち左バンクＬの伝達ギヤ１８．１９を挾む各一
組のカム軸軸受２２ａ。It is rotatably supported by the cylinder head 3.4 by 22a to 22d and 123a to 23d. Each set of camshaft bearings 22a sandwich the transmission gears 18 and 19 of one bank, that is, the left bank L, in which the cylinder C is close to the timing belt 15 side.
２２ｂ、２３ａ、２３ｂが、タイミングベルト１５と伝
達ギヤ１８．１９間、およびシリンダＣのボア中心位置
にそれぞれ配置されている。22b, 23a, and 23b are arranged between the timing belt 15 and the transmission gear 18, 19, and at the center of the bore of the cylinder C, respectively.
さらに、そのカム軸軸受２２ａ、２２ｂ、２３ａ、２３
ｂのうち、タイミングベルト１５と伝達ギヤ１８．１９
間に配置した一組の軸受２２ａ１２３ａが、単一構成の
軸受キャップ２４で左シリンダヘッド４に固定保持され
ている。Furthermore, the camshaft bearings 22a, 22b, 23a, 23
Of b, timing belt 15 and transmission gear 18.19
A pair of bearings 22a123a disposed therebetween is fixedly held on the left cylinder head 4 by a bearing cap 24 having a single structure.
軸受キャップ２４は２つの軸受２２ ａ ＋ ２３
ａに対する軸受保持部２４ａ％ ２４ａを連結部２４ｂ
によって一体化したもので、左シリンダヘッド４の側端
面部に取り付けられている。The bearing cap 24 has two bearings 22 a + 23
Bearing holding part 24a% relative to a 24a to connecting part 24b
It is attached to the side end surface of the left cylinder head 4.
また第２図に示すように、左バンクＬのシリンダヘッド
４に設けられ上述の単一構成の軸受キャップ２４が締結
される各軸受２２ａ、２３ａの本体２６ａ、２６ｂは、
それぞれ伝達ギヤ１８，１つが収納されるシリンダヘッ
ド４の前面壁にこれより突出させて形成され、軸受キャ
ップ２４の取付構造の面から軽量化が図られている。更
に右バンクＲのシリンダヘッド３の伝達ギヤ用の支持軸
受２５は、この伝達ギヤ１６．１７に隣接するシリンダ
Ｃとの間に配置され、この部分の余裕スペースの利用に
よる効率の良いレイアウトと近傍での支持による支持剛
性のアップが確保されている。Further, as shown in FIG. 2, the main bodies 26a and 26b of the bearings 22a and 23a, which are provided in the cylinder head 4 of the left bank L and to which the above-described single-structure bearing cap 24 is fastened, are as follows:
They are formed to protrude from the front wall of the cylinder head 4 in which the transmission gears 18 and 1 are housed, respectively, and the weight of the bearing cap 24 is reduced in terms of the mounting structure. Furthermore, the support bearing 25 for the transmission gear of the cylinder head 3 of the right bank R is disposed between the transmission gear 16 and the cylinder C adjacent to this transmission gear 16. Increased support rigidity is ensured by supporting at.
このように、各伝達ギヤ１６〜１９を各カム軸６〜９の
一端側にタイミングベルト１５と隣接させて配置すると
ともに、シリンダＣがタイミングベルト１５側に近接し
ている左バンクＬの伝達ギヤ１８．１つを挾む各一組の
カム軸軸受２２ａ。In this way, each of the transmission gears 16 to 19 is arranged adjacent to the timing belt 15 on one end side of each camshaft 6 to 9, and the transmission gear of the left bank L in which the cylinder C is close to the timing belt 15 side is arranged. 18. Each set of camshaft bearings 22a sandwiching one camshaft bearing 22a.
２２ｂ、２３ａ、２３ｂを、タイミングヘルド１５と伝
達ギヤ１８．１９問およびシリンダＣのボア中心位置に
それぞれ配置したので、ギヤ部分を高剛性で支持する構
成が、余裕スペースを利用しツツバンクＲ，Ｌ間のオフ
セットに対する軸受の適切な配置で可能となると共に、
また軽量コンパクトな状態で得られる。22b, 23a, and 23b are placed at the center of the bore of the timing held 15, transmission gear 18, and cylinder C, respectively, so that a configuration that supports the gear portion with high rigidity can be achieved by utilizing the extra space and supporting the shaft banks R and L. This is made possible by proper positioning of the bearings with respect to the offset between the
It is also available in a lightweight and compact state.
また、カム軸軸受２２ｇ、２２ｂ、２３ａ、２３ｂのう
ちタイミングベルト１５と伝達ギヤ１８．１９間に配置
した一組の軸受２２ａ、２３ａを一体構成の軸受キャッ
プ２４で左シリンダヘッドしに固定保持したことにより
、別々の軸受キャップを取り付ける場合に比べて高剛性
且つ軽量な取付けを確保できると共に、カム軸８．９の
軸間距離の一定化等が可能となり、したがって、上記の
コンパクト、軽量化を図りつつ、伝達ギヤのギヤ間精度
と支持剛性の向上が図れるようになる。Furthermore, among the camshaft bearings 22g, 22b, 23a, and 23b, a pair of bearings 22a and 23a disposed between the timing belt 15 and the transmission gear 18, 19 are fixedly held on the left cylinder head by an integrated bearing cap 24. By doing so, it is possible to ensure a highly rigid and lightweight installation compared to the case of installing separate bearing caps, and it is also possible to maintain a constant distance between the camshafts 8 and 9, thereby achieving the above-mentioned compactness and weight reduction. At the same time, it is possible to improve the inter-gear accuracy and support rigidity of the transmission gear.
（発明の効果）
以上のように、本発明に係るＶ型ＤｏＨＣエンジンのカ
ム軸軸受構造によれば、カム軸軸受の配置および軸受キ
ャップの改良によりカム軸の高剛性支持と軸受の軽量コ
ンパクト化が図れるとともに、伝達ギヤのギヤ間精度も
向上できる等の優れた効果が奏される。(Effects of the Invention) As described above, according to the camshaft bearing structure for a V-type DoHC engine according to the present invention, by improving the arrangement of the camshaft bearing and the bearing cap, the camshaft can be supported with high rigidity and the bearing can be made lightweight and compact. Excellent effects such as being able to improve the inter-gear accuracy of the transmission gear are achieved.
第１図は本発明の一実施例を示す平面図、第２図は第１
図の左側面図である。
６〜９・・・・・・カム軸
１５・・・・・・巻掛部材（タイミングベルト）１６〜
］９・・・・・・伝達ギヤ
２０ ａ 〜２０ ｄ 、 ２１ ａ 〜２１ ｄ 。
２２ａ 〜２２ｄ、２３ａ 〜２３ｄ−・・・・・軸受
２４・・・・・・軸受キャップFig. 1 is a plan view showing one embodiment of the present invention, and Fig. 2 is a plan view showing an embodiment of the present invention.
It is a left side view of the figure. 6~9...Camshaft 15...Wrap member (timing belt) 16~
]9...Transmission gears 20a to 20d, 21a to 21d. 22a to 22d, 23a to 23d-...Bearing 24...Bearing cap
Claims (1)
されると共に、該各バンクの一対のカム軸が、その一方
が巻掛部材を介してクランク軸に連結され他方が該一方
のカム軸に伝達ギヤを介して連結されて同期駆動される
Ｖ型ＤＯＨＣエンジンにおいて、上記各バンクの上記伝
達ギヤを、上記巻掛部材に隣接する上記カム軸の一端に
配設すると共に、シフトされて上記シリンダが該巻掛部
材に相対的に近接している一方の上記バンクの該伝達ギ
ヤをカム軸方向両側から挾み込む位置に並設されて該一
対のカム軸をそれぞれ回転自在に支持する各一組の軸受
を、それぞれ上記巻掛部材と上記伝達ギヤとの間及び上
記シリンダボア中心位置に配設し、且つ該巻掛部材と該
伝達ギヤ間に配設された上記一組の軸受を、単一の軸受
キャップでシリンダヘッドに固定したことを特徴とする
Ｖ型ＤＯＨＣエンジンのカム軸軸受構造。The cylinders of the left and right banks are mutually shifted in the camshaft direction, and one of the pair of camshafts of each bank is connected to the crankshaft via a winding member, and the other is connected to the transmission gear to the one camshaft. In a V-type DOHC engine that is connected to each other and driven synchronously through Each pair of camshafts is arranged in parallel at a position to sandwich the transmission gear of one bank relatively close to the winding member from both sides in the camshaft direction, and rotatably supports each of the pair of camshafts. Bearings are disposed between the winding member and the transmission gear and at the center position of the cylinder bore, respectively, and the pair of bearings disposed between the winding member and the transmission gear are combined into a single bearing. A camshaft bearing structure for a V-type DOHC engine that is fixed to the cylinder head with a bearing cap.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63272901A JP2780791B2 (en) | 1988-10-31 | 1988-10-31 | Camshaft bearing structure for V-type DOHC engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63272901A JP2780791B2 (en) | 1988-10-31 | 1988-10-31 | Camshaft bearing structure for V-type DOHC engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02123203A true JPH02123203A (en) | 1990-05-10 |
| JP2780791B2 JP2780791B2 (en) | 1998-07-30 |
Family
ID=17520338
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63272901A Expired - Fee Related JP2780791B2 (en) | 1988-10-31 | 1988-10-31 | Camshaft bearing structure for V-type DOHC engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2780791B2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5925006A (en) * | 1982-08-02 | 1984-02-08 | Yamaha Motor Co Ltd | Dohc-engine cam shaft bearing construction |
| JPS60167103U (en) * | 1984-04-17 | 1985-11-06 | トヨタ自動車株式会社 | Camshaft support structure for multi-valve internal combustion engine |
| JPS61232305A (en) * | 1985-04-09 | 1986-10-16 | Yamaha Motor Co Ltd | Camshaft driving structure for v-shaped dohc engine |
-
1988
- 1988-10-31 JP JP63272901A patent/JP2780791B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5925006A (en) * | 1982-08-02 | 1984-02-08 | Yamaha Motor Co Ltd | Dohc-engine cam shaft bearing construction |
| JPS60167103U (en) * | 1984-04-17 | 1985-11-06 | トヨタ自動車株式会社 | Camshaft support structure for multi-valve internal combustion engine |
| JPS61232305A (en) * | 1985-04-09 | 1986-10-16 | Yamaha Motor Co Ltd | Camshaft driving structure for v-shaped dohc engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2780791B2 (en) | 1998-07-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0366487B2 (en) | ||
| JPH0219521Y2 (en) | ||
| EP1004758B1 (en) | V-shaped internal combustion engine | |
| JPS63140808A (en) | Effect device having effect on control time of valve | |
| JP3184438B2 (en) | Internal combustion engine | |
| JPH1089147A (en) | Cylinder head structure of internal combustion engine | |
| JP2000154731A (en) | Power transmission device for four-cycle engine | |
| JPH02123203A (en) | Structure of cam shaft bearing of v type dohc engine | |
| US5598630A (en) | Method of designing family of DOHC cylinder heads | |
| JP2959029B2 (en) | Camshaft drive for V-type engine | |
| JP2829576B2 (en) | Valve train for DOHC engine having two banks | |
| JPH0375723B2 (en) | ||
| JPH0245444Y2 (en) | ||
| JP2724723B2 (en) | Valve train for V-type DOHC engine | |
| JP3156789B2 (en) | Valve train for V-type 5-valve engine | |
| JP3203717B2 (en) | V-type DOHC engine | |
| JP3222354B2 (en) | Bearing device for camshaft in internal combustion engine | |
| KR100570723B1 (en) | V-shaped internal combustion engine | |
| JPH039281B2 (en) | ||
| JP2990943B2 (en) | V-type engine | |
| JPH0431656A (en) | Camshaft support structure of dohc engine | |
| JPH0611002A (en) | Chain tensioner | |
| JPH03210004A (en) | Rotating input member installing structure in valve system device | |
| JP2573843B2 (en) | V type OHC engine | |
| JPS60192833A (en) | Multi-cylinder internal-combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |