JPS618415A - Tappet device for internal-combustion engine - Google Patents

Tappet device for internal-combustion engine

Info

Publication number
JPS618415A
JPS618415A JP12672684A JP12672684A JPS618415A JP S618415 A JPS618415 A JP S618415A JP 12672684 A JP12672684 A JP 12672684A JP 12672684 A JP12672684 A JP 12672684A JP S618415 A JPS618415 A JP S618415A
Authority
JP
Japan
Prior art keywords
valve
cams
camshaft
lifters
cam
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.)
Pending
Application number
JP12672684A
Other languages
Japanese (ja)
Inventor
Yoshitaka Oshiro
大城　義孝
Koji Ooya
大矢　幸次
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aichi Machine Industry Co Ltd
Nissan Motor Co Ltd
Original Assignee
Aichi Machine Industry Co Ltd
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Aichi Machine Industry Co Ltd, Nissan Motor Co Ltd filed Critical Aichi Machine Industry Co Ltd
Priority to JP12672684A priority Critical patent/JPS618415A/en
Publication of JPS618415A publication Critical patent/JPS618415A/en
Pending legal-status Critical Current

Links

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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

PURPOSE:To compensate thrust force acting on a camshaft by bringing plural cams which drive two suction/exhaust valves via valve-lifters into contact with the crowned surfaces of valve-lifters at positions eccentrically deviated in the opposite direction each other from each center line of valve-lifters. CONSTITUTION:Two suction/exhaust valves provided for one cylinder are driven by two cams 3a and 3b formed on the same camshaft 3 via valve-lifters 8a and 8b. And each center line of cams 3a and 3b is eccentrically deviated by a prescribed value (a) in the axial direction of camshaft 3 from each center line of valve-lifters 8a and 8b, and the direction of eccentricity is settled in the opposite direction each other or, for instance, is settled so as to approach a cam-bracket 7 between cams 3a and 3b. Further, a tapered surface 11 having an apex on the opposite side to the direction of eccentricity is formed on the periphery of each of cams 3a and 3b, and the said surface is brought into contact with a spherically crowned surface 12 formed on each of valve-lifters 8a and 8b at a point away from the centerline of valve-lifter by a value (b) which is greater than the said value (a).

Description

【発明の詳細な説明】 （技術分野） 本発明は１つの気筒に複数の吸気弁または排気弁を有す
る内燃機関の動弁装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Technical Field) The present invention relates to a valve operating system for an internal combustion engine having a plurality of intake valves or exhaust valves in one cylinder.

（技術的背景） 内燃機関の高速性能の向上をはかるために、各気２簡に
対してそれぞれ２個づつの吸気弁と排気弁を備えたもの
が、例えば実公［５３−６４３号公報などに開示されて
いる。゛ この動弁装置は、従来、第２図に示すように構成されて
いる。(Technical Background) In order to improve the high-speed performance of internal combustion engines, engines equipped with two intake valves and two exhaust valves for each engine have been proposed, for example, in the Utility Model Publication No. 53-643, etc. has been disclosed. ``This valve train has conventionally been constructed as shown in FIG. 2.

２つの吸気弁（もしくは排気弁）１０ａ、ｔＯｂは、そ
れぞれバルブリフタ５ａ　、　８ｂを介して同一のカム
シャフト３に設けたカム３ａ　、３ｂにより、直接的に
駆動される。The two intake valves (or exhaust valves) 10a and tOb are directly driven by cams 3a and 3b provided on the same camshaft 3 via valve lifters 5a and 8b, respectively.

バルブリフタ８ａ　、　８ｂは吸気弁１０ａ、１０ｂの
バルブスプリング９ａ、９ｂに抗してカム３ａ、３ｂに
より所定の回転時期に押し下げられ、吸気弁１０ａ、１
０ｂを開閉させる。The valve lifters 8a, 8b are pushed down at a predetermined rotation timing by the cams 3a, 3b against the valve springs 9a, 9b of the intake valves 10a, 10b, and the intake valves 10a, 1
Open and close 0b.

カムシャフト３はシリンダヘッド１に対してジャーナル
部４の部分で、カムブラケット７に回転自由に支持され
る。またカムシャフト３に機関回転に同期した回転を伝
達するため、図示しないタイミングベルトが掛は回され
るカムプーリ５が取付けられる。The camshaft 3 is rotatably supported by a cam bracket 7 at a journal portion 4 relative to the cylinder head 1. Further, in order to transmit rotation in synchronization with engine rotation to the camshaft 3, a cam pulley 5 is attached to which a timing belt (not shown) is hooked and rotated.

カムシャフト３に発生するスラスト力を受けるため、フ
ロントブラケット６を挾み付けるようにカムシャフトに
つば部３ｃ、３′ｄが形成され、カムシャフト３の軸方
向への変位を防ぐ。In order to receive the thrust force generated in the camshaft 3, the camshaft is formed with flange portions 3c and 3'd so as to sandwich the front bracket 6, thereby preventing displacement of the camshaft 3 in the axial direction.

なお、２はシリンダヘッド１に取付けたカムカバーであ
る。Note that 2 is a cam cover attached to the cylinder head 1.

このようにして、カムシャフト３の回転により、バルブ
リフタ８ａ、８ｂを介して吸気弁１０ａ。In this way, the rotation of the camshaft 3 causes the intake valve 10a to open via the valve lifters 8a and 8b.

１０ｂが同一タイミングで開閉作動させられるのである
が、カム３ａ　、３ｂに従動するこのバルブリフタ８ａ
　、８ｂのリフタ冠面及びリフタ外筒面の偏摩耗を防ぐ
とともに潤滑性を確保するため、第３図あるいは第４図
のようにして、カム３ａ。The valve lifter 8a, which is driven by the cams 3a and 3b, is opened and closed at the same timing.
, 8b, to prevent uneven wear on the lifter crown surface and the lifter outer cylinder surface and to ensure lubricity, the cam 3a is installed as shown in FIG.

３ｂによりバルブリフタ８ａ、８ｂを案内孔１ａ内で強
制的に回転させる。3b forcibly rotates the valve lifters 8a, 8b within the guide hole 1a.

すなわち、第３図のものはバルブリフタ８ａ。That is, the one shown in FIG. 3 is a valve lifter 8a.

８ｂの中心に対して、カム３ａ、３ｂをカムシャフト３
の軸方向の同一方向に所定値ａだけ偏心した位置で接触
するように、カム３ａ、３ｂをそれぞれ変位させて設け
たもので、バルブリフタ８ａ。The cams 3a and 3b are connected to the camshaft 3 with respect to the center of the cam 8b.
The valve lifter 8a is provided by displacing the cams 3a and 3b so that they come into contact at positions offset by a predetermined value a in the same axial direction of the valve lifter 8a.

８ｂのりフタ冠面に働くカム３ａ、３ｂの回転接触摩擦
により、バルブリフタ８ａ　、８ｂに回転トルクを発生
させてこれを回転させる。The rotational contact friction of the cams 3a and 3b acting on the crown surface of the lid 8b generates rotational torque in the valve lifters 8a and 8b, causing them to rotate.

第４図のものは、さらに高い回転トルクをバルブリフタ
８ａ　、　８ｂに付与するために、カム３ａ。The one in FIG. 4 uses a cam 3a to provide even higher rotational torque to the valve lifters 8a and 8b.

３ｂの外周に、カムシャフト３の軸方向に傾くテーパ面
１１を形成し、かつこのテーパ面１１に近似的に面接触
させるようにバルブリフタ８ａ、８ｂに緩かな曲率をも
つ球面状の冠面１２を形成することにより、上記所定値
ａの偏心にもとづく回転モーメントの発生値を大きくし
ている。A tapered surface 11 that is inclined in the axial direction of the camshaft 3 is formed on the outer periphery of the valve lifter 8a, 8b, and a spherical crown surface 12 with a gentle curvature is formed on the valve lifters 8a and 8b so as to be in approximately surface contact with the tapered surface 11. By forming this, the generation value of the rotational moment based on the eccentricity of the predetermined value a is increased.

この結果、バルブリフタ８ａ、８ｂはその軸心を回転中
心としてシリンダヘッド１の案内孔１ａの内部で回転し
、カム３ａ　、３ｂに対する接触位置を変化させ、互い
に偏摩耗を生じたりするのを防ぎ、またバルブリフタ摺
動面の均一的な潤滑性能を確保するのである。As a result, the valve lifters 8a and 8b rotate within the guide hole 1a of the cylinder head 1 with their axes as the center of rotation, changing their contact positions with the cams 3a and 3b, and preventing them from causing uneven wear. It also ensures uniform lubrication performance on the sliding surface of the valve lifter.

ところがこの場合、バルブリフタ８ａ　、８ｂに対して
、カム３ａ　、３ｂはカムシャフト３の同一軸方向に偏
心しているため、バルブリフタＢａ。However, in this case, since the cams 3a and 3b are eccentric in the same axial direction of the camshaft 3 with respect to the valve lifters 8a and 8b, the valve lifter Ba.

８ｂへの回転トルクの付与に伴ってカム３ａ、３ｂに作
用する反力が、カムシャフト３を同一方向に移動させる
スラスト力を発生させていた。The reaction force acting on the cams 3a and 3b as rotational torque is applied to the camshaft 8b generates a thrust force that moves the camshaft 3 in the same direction.

カムシャフト３のスラスト力は、フロントブラケット６
を挾んで設けたつば部３Ｃ，３ｄを介して支持するが、
機関回転数の急変する加減速時にはこのスラスト力が変
動し、つば部３ｃ、３ｄとフロントブラケット６とのク
リアランスがあると、スラスト力変動に伴い衝突を繰り
返し、このスラスト受部で異音を発生するという問題も
あった。The thrust force of the camshaft 3 is the front bracket 6
It is supported through the brim parts 3C and 3d provided by sandwiching it,
This thrust force fluctuates during acceleration and deceleration when the engine speed suddenly changes, and if there is a clearance between the ribs 3c, 3d and the front bracket 6, collisions occur repeatedly due to thrust force fluctuations, and abnormal noise is generated at this thrust receiver. There was also the problem of doing so.

〈発明の目的） 本発明はとのような問題を解決、すなわち複数のカムを
介してカムシャフトに働くスラスト力を互いに打ち消し
合うようにし、加減速時などスラスト受部の異音発生の
防止を°はかった内燃機関の動弁装置を提供するほこと
を目的とする。(Objective of the Invention) The present invention solves the following problems, namely, cancels out the thrust forces acting on the camshaft through a plurality of cams, and prevents abnormal noises in the thrust receiving part during acceleration and deceleration. The purpose of the present invention is to provide a valve train for an internal combustion engine.

、（発明の開示） 同一のカムシャフトに形成したカムにより、１つの気筒
に設けたすくなくとも２つの吸気弁もしくは排気弁を、
それぞれバルブリフタを介して直接的に駆動する。, (Disclosure of the Invention) At least two intake valves or exhaust valves provided in one cylinder are connected by cams formed on the same camshaft.
Each is driven directly via a valve lifter.

カムはバルブリフタの中心からカムシャフト軸方向に偏
心した位置でバルブリフタ冠面に接触するが、その偏心
位置はバルブリフタ中心に対して互いに反対方向となる
ように設定する。The cam contacts the valve lifter crown surface at a position eccentric from the center of the valve lifter in the axial direction of the camshaft, and the eccentric positions are set to be in opposite directions with respect to the center of the valve lifter.

したがって、１つの気筒に設けた少なくとも２つの吸気
弁もしくは排気弁を駆動する際に、カムシャ、フトに作
用する各カムからのスラスト力は、偏心が反対方向のた
めにスラスト方向が逆になり、結局互いのスラスト力が
相殺され、カムシャフトを全体的に移動させるようなス
ラスト作用は生じない。Therefore, when driving at least two intake valves or exhaust valves provided in one cylinder, the thrust force from each cam acting on the camshaft and foot is reversed in thrust direction because the eccentricity is in the opposite direction. Eventually, the thrust forces cancel each other out, and no thrust action that moves the camshaft as a whole occurs.

（実施例） 第１図に本発明の実施例を示す。(Example) FIG. 1 shows an embodiment of the present invention.

１つの気筒に対して設けた２つの吸気弁（もしくは排気
弁）１０ａ、１０ｂは、同一のカムシャフト３に形成し
た２つのカムシャフト３ａ　、　３ｂにより、バルブリ
フタ８ａ　、　８ｂを介して直接的に駆動される。Two intake valves (or exhaust valves) 10a and 10b provided for one cylinder are directly driven by two camshafts 3a and 3b formed on the same camshaft 3 via valve lifters 8a and 8b. be done.

そして、各カム３ａ、３ｂは、それぞれバルブリフタ３
ａ　、　８ｂの中心に対してカムシャフト３の軸方向に
、それぞれ所定値ａだけ偏心するが、この偏心方向は互
いに反対方向、すなわちこの実施例ではカム３ａと３ｂ
の間のカムブラヶッ］−７に近づく方向に設定される。Each cam 3a, 3b is connected to a valve lifter 3, respectively.
The cams 3a and 8b are eccentric in the axial direction of the camshaft 3 by a predetermined value a, but the eccentric directions are opposite to each other, that is, in this embodiment, the cams 3a and 3b
The cam bracket between the two positions is set in a direction approaching -7.

またカム３ａ　、３ｂの外周には、偏心方向と反対側に
頂点（頂角）をもつテーパ面１１が形成され、バルブリ
フタ８ａ　、８ｂに形成した曲率半径が約２．０００１
Ｉｍの球面状の冠面１２に対して、その中心からそれぞ
れカムブラケット７側に前記偏心値ａよりも大きい値す
だけ離れた点で接触している。Further, a tapered surface 11 having an apex (apex angle) on the opposite side to the eccentric direction is formed on the outer periphery of the cams 3a, 3b, and the radius of curvature formed on the valve lifters 8a, 8b is approximately 2.0001.
The spherical crown surface 12 of Im is in contact with the cam bracket 7 side from its center at a point that is a distance greater than the eccentricity value a.

以上のように構成され、その他用２図と同一部分には同
符号を付し、次に作用を説明する。The structure is as described above, and the same parts as those in FIG.

カムシャフト３の回転により、カム３ａ、３ｂを介して
バルブリフタ８ａ、８ｂが押し下げられ、吸気弁１０ａ
、１０ｂを開閉駆動するが、同時にバルブリフタ８ａ　
、８ｂの冠面１２には、カム３ａ、３ｂの回転に伴う接
触摩擦力が、それぞれ冠面１２の中心から偏心した接触
位置において、バルブリフタ８ａ、８ｂの回転接線方向
に作用し、これにより発生するバルブリフト方向の直交
面での回転モーメントにもとづいてバルブリフタ８ａ。The rotation of the camshaft 3 pushes down the valve lifters 8a and 8b via the cams 3a and 3b, and the intake valve 10a
, 10b, but at the same time the valve lifter 8a
, 8b, the contact friction force accompanying the rotation of the cams 3a, 3b acts in the tangential direction of the rotation of the valve lifters 8a, 8b at contact positions eccentric from the center of the crown surfaces 12. valve lifter 8a based on the rotational moment in a plane orthogonal to the valve lift direction.

８ｂを回転させる。Rotate 8b.

一方、この回転モーメントの反力がカム３ａ。On the other hand, the reaction force of this rotational moment is the cam 3a.

３ｂに伝達され、とくにカム３ａ　、３ｂにテーパ面１
１があるとぎは、これらがカムシャフト３を軸方向に移
動させようとするスラスト分力を発生させる。In particular, the tapered surface 1 is transmitted to the cams 3a and 3b.
1, they generate a thrust force that tends to move the camshaft 3 in the axial direction.

しかし、カム３ａ　、３ｂの偏心方向が互いに逆であっ
てカムシャフト３にフィードバックされるスラスト力の
作用方向は反対となり、またカム３ａ、３ｂのテーパ面
１１も゛傾１方向が逆のため、同時に駆動される同一気
筒の２つのバルブリフタ８ａ、８ｂ（吸気弁１０ａ、１
０ｂ）を介して各カム３ａ　、３ｂに働く、はぼ同時期
、同一値のスラスト力は、カムシャフト３に対しては互
いに相殺される。However, since the eccentric directions of the cams 3a and 3b are opposite to each other, the direction of action of the thrust force fed back to the camshaft 3 is opposite, and the tapered surfaces 11 of the cams 3a and 3b are also tilted in opposite directions. Two valve lifters 8a, 8b (intake valves 10a, 1
Thrust forces acting on the cams 3a and 3b through the cams 3a and 3b at approximately the same time and having the same value cancel each other out with respect to the camshaft 3.

このため、カムシャフト３にはバルブ駆動に伴うスラス
ト力が発生せず、したがって機関回転数の急変時に生じ
ていたスラスト力変動に伴う、フロントブラケット６と
つば部３ｃ、３ｄとの衝突異音の発生も防止される。For this reason, no thrust force is generated in the camshaft 3 due to valve drive, and therefore the noise caused by the collision between the front bracket 6 and the ribs 3c and 3d due to fluctuations in the thrust force that occur when the engine speed suddenly changes. Occurrence is also prevented.

なお、実施例においては、一つのカム軸上に２つの吸気
弁または排気弁のあるものについて説明したが、一つの
カム軸上に吸気弁と排気弁があるものに適用できること
は言うまでもない。Although the embodiment has been described with two intake valves or two exhaust valves on one camshaft, it goes without saying that the present invention can also be applied to a system with two intake valves and two exhaust valves on one camshaft.

（発明の効果） 以上のように本発明によれば、バルブリフタを回転させ
る際に生じるカムのスラスト方向の作用力を、その偏心
方向を互いに逆方向にしたことにより打ち消すことがで
き、カムシャフトに働くスラスト力を大幅に低減し、さ
らに機関の加減速時に生じていたスラスト力変動に伴う
スラスト受部での異音発生も防止できる。(Effects of the Invention) As described above, according to the present invention, the acting force in the thrust direction of the cam generated when rotating the valve lifter can be canceled by making the eccentric directions of the cam opposite to each other. This greatly reduces the applied thrust force, and also prevents abnormal noises at the thrust receiver due to fluctuations in thrust force that occur when the engine accelerates or decelerates.

また、カムとバルブリフタの接触位置を各カムの間のカ
ムブラケット側にそれぞれ接近させることにより、カム
シャフトの支持剛性を実質的に高められ、これに伴って
バルブ系のサージング回転数も上昇させることができ、
機関の高速性能を向上させられる。In addition, by moving the contact points between the cam and the valve lifter closer to the cam bracket between each cam, the support rigidity of the camshaft can be substantially increased, and the surging rotation speed of the valve system can also be increased accordingly. is possible,
The high-speed performance of the engine can be improved.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の要部断面図である。第２図は従来例の
断面図、第３図、第４図は同じ〈従来例の要部断面図で
ある。 １・・・シリンダヘッド、３・・・カムシャフト、３ａ
。 ３ｂ・・・カム、４川カムジヤーナル、６・・・フロン
ト　　。 ブラケット、７・・・カムブラケット、８ａ　、８ｂ・
・・バルブリフタ、９ａ　、９ｂ・・・バルブスプリン
グ、１０ａ、１０ｂ・・・吸気弁（または排気弁）、１
１・・・テーパ面、１２・・・リフタ冠面□。 特許出願人　　　日産自動車株式会社（外−名）戊理人
　弁理士　後　藤　政　喜ｒ−１．７，７ｇ、、ｒヒ）
２．ン春FIG. 1 is a sectional view of a main part of the present invention. FIG. 2 is a sectional view of a conventional example, and FIGS. 3 and 4 are sectional views of essential parts of the same conventional example. 1... Cylinder head, 3... Camshaft, 3a
. 3b...cam, 4 river cam journal, 6...front. Bracket, 7...Cam bracket, 8a, 8b.
...Valve lifter, 9a, 9b...Valve spring, 10a, 10b...Intake valve (or exhaust valve), 1
1... Tapered surface, 12... Lifter crown surface □. Patent applicant: Nissan Motor Co., Ltd. (foreign name), Patent attorney: Masa Goto
2. Spring

Claims (1)

【特許請求の範囲】[Claims] １つの気筒に配設した少なくとも２つの吸気弁もしくは
排気弁を、それぞれバルブリフタを介して同一のカムシ
ャフトに形成した上記弁に対応する複数のカムにより直
接的に駆動するとともに、各カムをバルブリフタの中心
からカムシャフトの軸方向に互いに反対方向に偏心した
位置でバルブリフタ冠面に接触させることを特徴とする
内燃機関の動弁装置。At least two intake valves or exhaust valves disposed in one cylinder are directly driven by a plurality of cams corresponding to the valves formed on the same camshaft via valve lifters, and each cam is driven by a valve lifter. A valve train for an internal combustion engine, characterized in that the valve lifter is brought into contact with a crown surface of a valve lifter at positions eccentrically opposite to each other in the axial direction of a camshaft from the center.
JP12672684A 1984-06-20 1984-06-20 Tappet device for internal-combustion engine Pending JPS618415A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP12672684A JPS618415A (en) 1984-06-20 1984-06-20 Tappet device for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP12672684A JPS618415A (en) 1984-06-20 1984-06-20 Tappet device for internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS618415A true JPS618415A (en) 1986-01-16

Family

ID=14942349

Family Applications (1)

Application Number Title Priority Date Filing Date
JP12672684A Pending JPS618415A (en) 1984-06-20 1984-06-20 Tappet device for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS618415A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0197005U (en) * 1987-12-21 1989-06-28
EP0479773A2 (en) * 1989-02-14 1992-04-08 Yamaha Hatsudoki Kabushiki Kaisha Valve train arrangement for multiple valve engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5925015A (en) * 1982-07-31 1984-02-08 Nissan Motor Co Ltd Suction device of internal combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5925015A (en) * 1982-07-31 1984-02-08 Nissan Motor Co Ltd Suction device of internal combustion engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0197005U (en) * 1987-12-21 1989-06-28
EP0479773A2 (en) * 1989-02-14 1992-04-08 Yamaha Hatsudoki Kabushiki Kaisha Valve train arrangement for multiple valve engine
EP0483109A2 (en) * 1989-02-14 1992-04-29 Yamaha Hatsudoki Kabushiki Kaisha Camshaft arrangement for multiple valve engine

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