JPH0645602Y2 - Multi-cylinder engine valve mechanism - Google Patents
Multi-cylinder engine valve mechanismInfo
- Publication number
- JPH0645602Y2 JPH0645602Y2 JP986487U JP986487U JPH0645602Y2 JP H0645602 Y2 JPH0645602 Y2 JP H0645602Y2 JP 986487 U JP986487 U JP 986487U JP 986487 U JP986487 U JP 986487U JP H0645602 Y2 JPH0645602 Y2 JP H0645602Y2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- camshaft
- cam
- height
- shaft
- 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 - Lifetime
Links
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- Valve-Gear Or Valve Arrangements (AREA)
Description
【考案の詳細な説明】 （産業上の利用分野） 本考案は特に１本のカムシャフトと、１本のロッカーシ
ャフトとを有するロッカアーム式のオーバヘッドカムを
備えた多気筒エンジンの動弁機構に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention particularly relates to a valve operating mechanism of a multi-cylinder engine having a rocker arm type overhead cam having one cam shaft and one rocker shaft.
（従来の技術） 多気筒エンジンの動弁機構としては、第３図に示すよう
に各気筒の吸気弁１と排気弁２とをＶ形に配置され、こ
れらの各吸気弁１と各排気弁２との中央に１本のカムシ
ャフト３と当該カムシャフトの真上に平行に１本のロッ
カーシャフト４とを配置され、当該ロッカシャフト４に
略中央を回動可能に軸支され、一端を吸気弁１の弁軸1a
の端面に、他端をカムシャフト３のカムのカム面に一側
の斜め上方位置から当接されて当該吸気弁１を駆動する
ロッカアーム５と、前記ロッカシャフト４に略中央を回
動可能に軸支され、一端を排気弁２の弁軸2aの端面に、
他端をカムシャフト３のカムのカム面に他側の斜め上方
位置から当接されて当該排気弁２を駆動するロッカアー
ム６とを備え、カムシャフト３の回転により各所定のタ
イミングで各ロッカアーム５、６を揺動させて各吸気弁
１及び各排気弁２を駆動させるようにしたロッカアーム
式オーバヘッドカムを備えた動弁機構がある。(Prior Art) As a valve mechanism for a multi-cylinder engine, as shown in FIG. 3, an intake valve 1 and an exhaust valve 2 of each cylinder are arranged in a V shape, and each intake valve 1 and each exhaust valve thereof are arranged. One cam shaft 3 and one rocker shaft 4 are arranged in parallel with each other in the center of the rocker shaft 2. The rocker shaft 4 is rotatably supported about the center of the rocker shaft 4, and one end thereof is Valve shaft 1a of intake valve 1
The rocker arm 5 that drives the intake valve 1 by contacting the other end of the rocker shaft 5 with the other end of the cam surface of the cam shaft 3 from an obliquely upper position, and the rocker shaft 4 is rotatable about the center. It is pivotally supported, and one end is on the end face of the valve shaft 2a of the exhaust valve 2,
The rocker arm 6 that drives the exhaust valve 2 by abutting the other end on the cam surface of the cam of the cam shaft 3 from an obliquely upper position on the other side, and rotates the cam shaft 3 at each predetermined timing and at each predetermined timing. , 6 to drive each intake valve 1 and each exhaust valve 2 by rocking the rocker arm type overhead cam.
（考案が解決しようとする問題点） 前記動弁機構のカムシャフト３は通常第４図に示すよう
にエンジンのクランクシャフトの回転をベルト８を介し
て当該カムシャフト３のプーリ７に伝達されるようにな
されている。このためカムシャフト３は第４図に示すよ
うに当該カムシャフト３を複数箇所例えば、４箇所で軸
支するジャーナルNo.1J〜No.4Jの各部において、当該カ
ムシャフト３と各ジャーナルNo.1J〜No.4との間のクリ
アランスに起因して前記ベルト８の張力Ｔにより図示の
ような姿勢で回転することとなる。(Problems to be Solved by the Invention) As shown in FIG. 4, the camshaft 3 of the valve mechanism normally transmits the rotation of the crankshaft of the engine to the pulley 7 of the camshaft 3 via the belt 8. It is done like this. For this reason, as shown in FIG. 4, the camshaft 3 and the journal No. 1J of the journal No. 1J to No. 4J pivotally support the camshaft 3 at a plurality of locations, for example, at four locations. Due to the clearance between No. 4 to No. 4, the belt 8 is rotated in the posture shown by the tension T of the belt 8.
ところが、前記動弁機構においてはロッカーシャフトが
１本であるために第３図に示すように吸気弁１のロッカ
アーム５と排気弁２のロッカアーム６とがカムシャフト
３の各カムを両側から挟みこむような形となり、各弁の
リフト中にこれらの各ロッカアーム５、６がカム即ち、
カムシャフト３に横方向の力を付与することとなる。However, since there is only one rocker shaft in the valve operating mechanism, as shown in FIG. 3, the rocker arm 5 of the intake valve 1 and the rocker arm 6 of the exhaust valve 2 sandwich each cam of the camshaft 3 from both sides. And each of these rocker arms 5, 6 is cammed during lift of each valve.
A lateral force is applied to the camshaft 3.
今、説明の便宜上エンジンを直列３気筒のエンジンとし
た場合、バルブタイミングとカムの姿勢との特性は第６
図のように表され、各気筒No.1〜No.3の吸気特性は実線
Ｉ、排気特性は点線IIのように表される。この特性図か
ら明らかなように、気筒No.1の吸気（No.1 IN）とNo.3
の排気（No.3 EX）以外のバルブリフト中はカムシャフ
ト３に対する回転モーメントが反対又は小さいためにカ
ムシャフト３が姿勢を変えるまでには至らず、カムシャ
フト３は第４図に示すような姿勢となる。Now, for convenience of description, when the engine is an in-line 3-cylinder engine, the characteristics of the valve timing and the attitude of the cam are
As shown in the figure, the intake characteristic of each cylinder No. 1 to No. 3 is represented by a solid line I, and the exhaust characteristic is represented by a dotted line II. As is clear from this characteristic diagram, cylinder No. 1 intake (No. 1 IN) and No. 3
During a valve lift other than exhaust (No.3 EX), since the rotational moment with respect to the camshaft 3 is opposite or small, the posture of the camshaft 3 cannot be changed, and the camshaft 3 is as shown in FIG. It becomes a posture.
しかしながら、第５図に示すように気筒No.1の吸気（N
o.1 INで示す）と気筒No.3の排気（No.3 EXで示す）
のリフト中にカムシャフト３に与える各横方向の力F1と
F2は当該カムシャフト３に対する回転モーメントとな
り、且つ非常に大きいためにカムシャフト３は第４図に
示す状態と反対側に振れることとなり、カムシャフト３
の姿勢が移行（変化）する。However, as shown in FIG. 5, the intake (N
o.1 IN) and cylinder No. 3 exhaust (No. 3 EX)
Each lateral force F 1 applied to the camshaft 3 during the lift of
F 2 is a rotation moment with respect to the camshaft 3 and is extremely large, so that the camshaft 3 swings to the side opposite to the state shown in FIG.
Posture changes (changes).
カムシャフト３の前記振れはエンジンのクランクシャフ
トが２回転する毎に１回発生し、しかも、このようにカ
ムシャフト３が振れると、これに伴いバルブクリアラン
スの変動をきたし、バルブクリアランスが相対的に大き
くなったと同じ現象となる。この結果、特に閉弁時にお
いて弁が弁座に衝突して衝撃を受け、所謂タペット音が
大きくなり、動弁機構の騒音の原因となるばかりでな
く、弁に過大な衝撃力が加わり破損の原因ともなるとい
う問題がある。The wobbling of the camshaft 3 occurs once every two revolutions of the crankshaft of the engine, and when the camshaft 3 wobbles in this way, the valve clearance fluctuates accordingly, and the valve clearance becomes relatively large. It becomes the same phenomenon as it gets bigger. As a result, especially when the valve is closed, the valve collides with the valve seat and receives an impact, which causes a so-called tappet noise to increase, which not only causes noise of the valve mechanism, but also causes excessive impact force to the valve to damage it. There is a problem that it becomes a cause.
本考案は上述の問題点を解決するためになされたもの
で、カムシャフトの振れに応じてバルブクリアランスを
設定し、当該カムシャフトの振れに起因するバルブクリ
アランスの変動を小さくしてタペット音の低減を図るよ
うにした多気筒エンジンの動弁機構を提供することを目
的とする。The present invention has been made in order to solve the above-mentioned problems, and a valve clearance is set according to a camshaft runout to reduce fluctuations in the valve clearance caused by the camshaft runout to reduce tappet noise. It is an object of the present invention to provide a valve operating mechanism for a multi-cylinder engine designed to achieve the above.
（問題点を解決するための手段） 上記目的を達成するために本考案によれば、一端部の吸
気弁開度時期と他端部の排気弁開度時期が一部オーバラ
ップする多気筒エンジンの動弁機構において、前記吸気
弁の軸線と前記排気弁の軸線の間に設けられた１本のカ
ムシャフトと、該カムシャフトに設けられると共に、ほ
ぼ同一径の基礎円部を有した複数のカムと、前記カムシ
ャフトと間隔を有して設けられたロッカシャフトと、該
ロッカシャフトに軸支されて前記吸気弁及び排気弁を駆
動すると共に、前記カムに摺接する複数のロッカアーム
とを有し、前記カムシャフトの端部側に位置するカムの
ランプ部の高さを、前記カムシャフトの中央側に位置す
るカムのランプ部の高さよりも大きく設定した構成とし
たものである。(Means for Solving the Problems) According to the present invention to achieve the above object, a multi-cylinder engine in which the intake valve opening timing at one end and the exhaust valve opening timing at the other end partially overlap each other In the valve mechanism of (1), one camshaft provided between the axis of the intake valve and the axis of the exhaust valve, and a plurality of camshafts that are provided on the camshaft and have a basic circle portion of substantially the same diameter are provided. A cam, a rocker shaft provided at a distance from the cam shaft, and a plurality of rocker arms that are pivotally supported by the rocker shaft to drive the intake valve and the exhaust valve and that are in sliding contact with the cam. The height of the ramp portion of the cam located on the end side of the cam shaft is set larger than the height of the ramp portion of the cam located on the center side of the cam shaft.
（作用） バルブクリアランスはカムシャフトの回転に伴うカムの
姿勢移行時における変動を小さくされ、弁の開閉時にお
ける騒音を低減される。これにより、動弁機構の騒音が
低減される。(Operation) The valve clearance is reduced in fluctuation when the cam posture changes due to the rotation of the cam shaft, and noise when the valve is opened and closed is reduced. As a result, the noise of the valve operating mechanism is reduced.
（実施例） 以下本考案の一実施例を添付図面に基づいて詳述する。Embodiment An embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
先ず、本考案の動弁機構の概要を説明する。First, the outline of the valve mechanism of the present invention will be described.
動弁機構には、バルブクリアランス（弁間隙）と呼ばれ
る隙間を設けて、弁が閉じているべきときに、カム製作
誤差、構成部品の熱膨張差、弁座の摩耗等によって、弁
がカムによって押し開けられないようにしてある。弁が
第１図（ｂ）に示す揚程曲線の揚程部に差しかかったと
き、先ずこのベンクリアランスが０となる。このときそ
れまで静止していた弁が急に動くために衝撃を受ける。
また、弁揚程部を終えて閉じるときも、弁が弁座に衝突
して衝撃をうける。この衝撃が大きいと所謂タペット音
が大きくなり騒音となるばかりでなく、弁に過大な衝撃
力が加わり破損の原因ともなる。A gap called a valve clearance is provided in the valve operating mechanism, and when the valve should be closed, the valve is driven by the cam due to cam manufacturing error, thermal expansion difference of component parts, valve seat wear, etc. I try not to push it open. When the valve approaches the lift portion of the lift curve shown in FIG. 1 (b), the Ben clearance becomes 0 first. At this time, the valve, which had been stationary until then, suddenly moves and receives an impact.
Also, when the valve lift section is finished and closed, the valve collides with the valve seat and receives an impact. If this impact is large, not only the so-called tappet noise becomes loud and becomes noise, but also an excessive impact force is applied to the valve, which causes damage.
この衝撃を小さくするために、カムに速度が小さい部分
を設けて当該部分において弁を開、閉させる。これが開
き側緩衝部、閉じ側緩衝部である。揚程部における揚程
速度ｖ（第１図（ａ））が小さい程、衝撃が小さくなる
が、余り小さくするとバルブクリアランスの変化に対す
る弁開閉時期の変動が大きくなる。この弁間隙は調整の
仕方により変化し、エンジンの運転中も、エンジンの各
部の温度変化によって絶えず変化している。このバルブ
クリアランスがこのように変化しても、常に開閉時の衝
撃を一定とするためにバルブクリアランスは一般に揚程
曲線の緩衝部の高さＨの中間の値ｈ（＝H/2）に設定
し、当該バルブクリアランスｈが変化しても必ず定速度
部（以下ランプ部という）で弁が開閉出来るように当該
高さｈを設定している。尚、吸気弁、排気弁の各カムの
カム形状のランプ部の高さは異なっている。In order to reduce this impact, the cam is provided with a portion having a low speed, and the valve is opened and closed at the portion. This is an opening side buffer section and a closing side buffer section. The smaller the lifting speed v (FIG. 1 (a)) in the lifting portion, the smaller the impact, but if it is too small, the fluctuation of the valve opening / closing timing with respect to the change of the valve clearance becomes large. This valve gap changes depending on the adjustment method, and constantly changes during engine operation due to temperature changes in various parts of the engine. Even if this valve clearance changes in this way, the valve clearance is generally set to an intermediate value h (= H / 2) of the height H of the buffer section of the lift curve in order to make the impact at the time of opening and closing constant. The height h is set so that the valve can be opened and closed by the constant speed portion (hereinafter referred to as the ramp portion) without fail even if the valve clearance h changes. The heights of the cam-shaped ramps of the intake valve and the exhaust valve are different.
そこで、本考案においては、カム形状のランプ部の高さ
ｈを当該カムシャフト３の前記振れに応じて設定する。
即ち、第１図に示す揚程曲線の開き側緩衝部のランプ部
の高さを、曲線IVで示すように曲線IIIで示す従来の高
さよりも高く設定し、所定のカム回転角度θにおける高
さを従来の高さｈよりも所定の高さΔｈだけ高い（ｈ＋
Δｈ）値に設定する。この高さΔｈは、前述した第５図
に示すようにカムシャフトの姿勢移行時における変移量
に応じて最適値に設定する。例えば、第５図に示す直列
３気筒エンジンの場合には、カムシャフト３の両端側に
位置する気筒No.1とNo.3とのカムのランプ部の高さを、
カムシャフト３の中央に位置する気筒No.2のカムのラン
プ部の高さよりも大きく（高く）設定する。Therefore, in the present invention, the height h of the cam-shaped ramp portion is set according to the deflection of the cam shaft 3.
That is, the height of the ramp portion of the opening side cushioning portion of the lift curve shown in FIG. 1 is set higher than the conventional height shown by the curve III as shown by the curve IV, and the height at a predetermined cam rotation angle θ is set. Is higher than the conventional height h by a predetermined height Δh (h +
Δh) value. This height Δh is set to an optimum value in accordance with the amount of displacement at the time of changing the posture of the camshaft as shown in FIG. 5 described above. For example, in the case of the in-line three-cylinder engine shown in FIG. 5, the heights of the ramp portions of the cams of the cylinders No. 1 and No. 3 located on both ends of the camshaft 3 are:
It is set higher (higher) than the height of the ramp of the cam of cylinder No. 2 located in the center of the camshaft 3.
かかるカム形状のランプ部の高さの設定は、揚程曲線の
前記開き側の緩衝部のランプ部のみならず、閉じ側緩衝
部のランプ部に対しても適用され、且つ各気筒の各吸気
弁、各排気弁の各カム毎にこれらの各カム形状の各ラン
プ部の高さをカムシャフト３の振れに応じて夫々各別に
設定する。The setting of the height of the cam-shaped ramp portion is applied not only to the ramp portion of the buffer portion on the opening side of the lift curve, but also to the ramp portion of the buffer portion on the closing side, and each intake valve of each cylinder. For each cam of each exhaust valve, the height of each ramp portion of each cam shape is individually set according to the swing of the camshaft 3.
以下に作用を説明する。The operation will be described below.
カムシャフト３が第４図に示す姿勢の状態から第５図に
示す姿勢に移行した時、当該カムシャフト３の各カムの
姿勢移行の変移量に応じて各カムの各ランプ部の高さを
設定されているためにこれらの各カムのバルブクリアラ
ンスの変動を小さく抑えられる。これにより、カムシャ
フト３が姿勢移行をしても各弁のバルブクリアランスを
略所定の値に保持することを可能とされる。この結果、
特に閉弁時における弁の弁座への衝突が緩和され、タペ
ット音の低減が図られる。When the camshaft 3 shifts from the posture shown in FIG. 4 to the posture shown in FIG. 5, the height of each ramp portion of each cam is changed according to the shift amount of the posture shift of each cam of the camshaft 3. Since it is set, the fluctuation of the valve clearance of each of these cams can be suppressed to be small. This makes it possible to maintain the valve clearance of each valve at a substantially predetermined value even if the camshaft 3 changes its posture. As a result,
In particular, when the valve is closed, the collision of the valve with the valve seat is mitigated, and the tappet sound is reduced.
尚、本実施例においては３気筒エンジンに適用した場合
について記述したがこれに限るものではなく、４気筒エ
ンジンにも適用することができることは勿論である。In the present embodiment, the case where the present invention is applied to a 3-cylinder engine is described, but the present invention is not limited to this, and it is needless to say that the present invention can also be applied to a 4-cylinder engine.
（考案の効果） 以上説明したように本考案によれば、一端部の吸気弁開
度時期と他端部の排気弁開度時期が一部オーバラップす
る多気筒エンジンの動弁機構において、前記吸気弁の軸
線と前記排気弁の軸線の間に設けられた１本のカムシャ
フトと、該カムシャフトに設けられると共に、ほぼ同一
径の基礎円部を有した複数のカムと、前記カムシャフト
と間隔を有して設けられたロッカシャフトと、該ロッカ
シャフトに軸支されて前記吸気弁及び排気弁を駆動する
と共に、前記カムに摺接する複数のロッカアームとを有
し、前記カムシャフトの端部側に位置するカムのランプ
部の高さを、前記カムシャフトの中央側に位置するカム
のランプ部の高さよりも大きく設定したことにより、前
記カムシャフトの回転に伴い当該カムシャフトが振れた
場合にも前記各弁のバルブクリアランスの変動を極めて
小さくすることが可能となり、特に閉弁時における所謂
タペット音の発生を抑制することができ、これに伴い動
弁機構の騒音の発生を低減することができると共に、弁
に過大な衝撃力が加わることを防止されて耐久性の向上
を図ることができる等の優れた効果がある。(Effects of the Invention) As described above, according to the present invention, in the valve operating mechanism of the multi-cylinder engine in which the intake valve opening timing at one end and the exhaust valve opening timing at the other end partially overlap, One camshaft provided between the axis of the intake valve and the axis of the exhaust valve, a plurality of cams provided on the camshaft and having basic circles of substantially the same diameter, and the camshaft. An end portion of the camshaft, which has a rocker shaft provided with a space and a plurality of rocker arms that are pivotally supported by the rocker shaft to drive the intake valve and the exhaust valve and that are in sliding contact with the cam. By setting the height of the ramp portion of the cam located on the side of the camshaft larger than the height of the ramp portion of the cam located on the center side of the camshaft, it is possible to prevent the camshaft from swinging as the camshaft rotates. In this case, the variation of the valve clearance of each valve can be made extremely small, so that the so-called tappet noise can be suppressed especially when the valve is closed, and the noise of the valve operating mechanism can be reduced accordingly. In addition to the above, there is an excellent effect that an excessive impact force is prevented from being applied to the valve and durability can be improved.
第１図は定速度カムを使用した動弁機構の弁揚程特性を
示す特性図、第２図は本考案に係る多気筒エンジンの動
弁機構を適用した揚程曲線のランブ部の一実施例を示す
図、第３図はロッカアーム式のオーバヘッドカムを備え
た多気筒エンジンの動弁機構の断面図、第４図及び第５
図は第３図に示す動弁機構のカムシャフトの回転に伴う
姿勢の変化を示す図、第６図は第３図に示すエンジンの
吸気、排気及びカムシャフトのカムの姿勢を示す特性図
である。 １…吸気弁、２…排気弁、３…カムシャフト、４…ロッ
カシャフト、５、６…ロッカアーム。FIG. 1 is a characteristic diagram showing a valve lift characteristic of a valve operating mechanism using a constant speed cam, and FIG. 2 is an embodiment of a ramp portion of a lifting curve to which a valve operating mechanism of a multi-cylinder engine according to the present invention is applied. 3 and 4 are sectional views of a valve mechanism of a multi-cylinder engine equipped with a rocker arm type overhead cam, FIGS.
FIG. 6 is a diagram showing changes in the posture of the valve mechanism shown in FIG. 3 due to rotation of the camshaft, and FIG. 6 is a characteristic diagram showing intake and exhaust of the engine and the posture of the camshaft cam shown in FIG. is there. 1 ... intake valve, 2 ... exhaust valve, 3 ... cam shaft, 4 ... rocker shaft, 5, 6 ... rocker arm.
───────────────────────────────────────────────────── フロントページの続き (72)考案者 島本 敏郎 東京都港区芝５丁目33番８号 三菱自動車 工業株式会社内 (56)参考文献 特開 昭58−51204（ＪＰ，Ａ) 実願 昭58−177946号（実開 昭60− 84703号）の願書に添付した明細書及び図 面の内容を撮影したマイクロフィルム（Ｊ Ｐ，Ｕ) ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Toshiro Shimamoto 5-3-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (56) References JP-A-58-51204 (JP, A) Microfilm (JP, U) of the contents and drawings attached to the application for 58-177946 (Shokai Sho-84-703)
Claims (1)
開度時期が一部オーバラップする多気筒エンジンの動弁
機構において、 前記吸気弁の軸線と前記排気弁の軸線の間に設けられた
１本のカムシャフトと、 該カムシャフトに設けられると共に、ほぼ同一径の基礎
円部を有した複数のカムと、 前記カムシャフトと間隔を有して設けられたロッカシャ
フトと、 該ロッカシャフトに軸支されて前記吸気弁及び排気弁を
駆動すると共に、前記カムに摺接する複数のロッカアー
ムとを有し、 前記カムシャフトの端部側に位置するカムのランプ部の
高さを、前記カムシャフトの中央側に位置するカムのラ
ンプ部の高さよりも大きく設定したことを特徴とする多
気筒エンジンの動弁機構。1. A valve train of a multi-cylinder engine in which an intake valve opening timing at one end and an exhaust valve opening timing at the other end partially overlap each other, in which the axis of the intake valve and the axis of the exhaust valve are One camshaft provided between the camshafts, a plurality of cams provided on the camshaft and having basic circular portions of substantially the same diameter, and a rocker shaft provided at a distance from the camshaft. A height of a ramp portion of the cam located on an end side of the cam shaft, the rocker shaft being pivotally supported by the rocker shaft, driving the intake valve and the exhaust valve, and having a plurality of rocker arms slidably contacting the cam. Is set to be larger than the height of the ramp portion of the cam located on the center side of the camshaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP986487U JPH0645602Y2 (en) | 1987-01-28 | 1987-01-28 | Multi-cylinder engine valve mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP986487U JPH0645602Y2 (en) | 1987-01-28 | 1987-01-28 | Multi-cylinder engine valve mechanism |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63118307U JPS63118307U (en) | 1988-07-30 |
| JPH0645602Y2 true JPH0645602Y2 (en) | 1994-11-24 |
Family
ID=30795581
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP986487U Expired - Lifetime JPH0645602Y2 (en) | 1987-01-28 | 1987-01-28 | Multi-cylinder engine valve mechanism |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0645602Y2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005069014A (en) * | 2003-08-25 | 2005-03-17 | Yamaha Motor Co Ltd | Valve system of internal combustion engine |
| JP5239088B2 (en) * | 2009-07-31 | 2013-07-17 | 本田技研工業株式会社 | Valve operating device for internal combustion engine |
-
1987
- 1987-01-28 JP JP986487U patent/JPH0645602Y2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63118307U (en) | 1988-07-30 |
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