JPS62247110A - Intake device of engine - Google Patents
Intake device of engineInfo
- Publication number
- JPS62247110A JPS62247110A JP9021786A JP9021786A JPS62247110A JP S62247110 A JPS62247110 A JP S62247110A JP 9021786 A JP9021786 A JP 9021786A JP 9021786 A JP9021786 A JP 9021786A JP S62247110 A JPS62247110 A JP S62247110A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- intake
- valve
- low
- engine
- 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
Links
- 230000007246 mechanism Effects 0.000 claims description 19
- 230000000903 blocking effect Effects 0.000 abstract 1
- 239000000446 fuel Substances 0.000 description 8
- 238000002485 combustion reaction Methods 0.000 description 5
- 239000000203 mixture Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、１つの気筒に複数の吸気弁を備えエンジンの
運転状態に応じてその開閉特性を変更するようにしたエ
ンジンの吸気＃ＡＩに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an intake #AI for an engine having a plurality of intake valves in one cylinder and whose opening/closing characteristics are changed according to the operating state of the engine. It is something.
（従来技術）
従来より、エンジンの吸気弁における開閉特性の最適状
態はエンジンの運転状態に応じて変化することから、こ
の開閉特性を変更する可変機構が種々提案されている。(Prior Art) Conventionally, since the optimal state of the opening/closing characteristics of an engine intake valve changes depending on the operating state of the engine, various variable mechanisms for changing the opening/closing characteristics have been proposed.
その−例としては、例えば、実開昭５７−１８２２０５
号に見られるように、１つの吸気弁に対プるロッカーア
ームに低速カムと高速カムとを連接し、低速時には低速
カムの形状に従って吸気弁を開閉し、高速時には高速カ
ムの形状に従って吸気弁を開■するように、カムを選択
的に切換えるセレクト機構を備えた動弁機構が公知であ
る。As an example, for example, Utility Model Application No. 57-182205
As seen in this issue, a low-speed cam and a high-speed cam are connected to a rocker arm that corresponds to one intake valve, and at low speeds the intake valve opens and closes according to the shape of the low-speed cam, and at high speeds the intake valve opens and closes according to the shape of the high-speed cam. A valve train mechanism is known that is equipped with a select mechanism that selectively switches a cam so as to open the valve.
一方、１つの気筒に対して複数の吸気弁を設け、この吸
気弁を前記のようなセレクト機構によってエンジンの運
転状態に応じて開閉特性を調整することも考えられてい
る。さらに、低速時には一方の吸気弁をバルブ停止機構
によって開閉不能として閉止状態に保持し、低速時の吸
気特性を向上することも考えられる。On the other hand, it has also been considered to provide a plurality of intake valves for one cylinder, and to adjust the opening/closing characteristics of the intake valves according to the operating state of the engine using the aforementioned selection mechanism. Furthermore, it is also conceivable that at low speeds, one of the intake valves is kept in a closed state by a valve stop mechanism so that it cannot be opened or closed, thereby improving the intake characteristics at low speeds.
しかるに、上記のようにセレクト機構に加えてバルブ停
止機構を設置することは、機構がＭ１誰となり、ロッカ
ーアーム等の慣性質量が増大して高速時における吸気弁
の開閉追従性が低下する恐れがある。However, installing a valve stop mechanism in addition to the select mechanism as described above increases the inertial mass of the rocker arm, etc., and there is a risk that the intake valve opening/closing followability at high speeds will decrease. be.
（発明の目的）
本発明は上記事情に鑑み、簡易な構造によってエンジン
の運転状態に応じた吸気弁の開閉特性の変更および低速
時に一部の吸気弁の同閉作動を実質的に無効とするよう
に作動するエンジンの吸気装置を提供づることを目的と
するものである。(Object of the Invention) In view of the above-mentioned circumstances, the present invention has a simple structure that changes the opening and closing characteristics of the intake valve according to the operating state of the engine and substantially disables the simultaneous closing operation of some intake valves at low speeds. The object of the present invention is to provide an engine intake system that operates as described above.
（発明の構成）
本発明の吸気装置は、各気筒に対して低速側と高速側の
複数の吸気弁を設置し、低速側吸気弁をセレクト機構欄
によって運転状態に応じて低速カムと高速カムとに切換
えて間開するとともに、高速側吸気弁に対する吸気通路
に低速時に閉じるシャッター弁を設番プたことを特徴と
するものである。(Structure of the Invention) The intake system of the present invention has a plurality of intake valves on the low-speed side and high-speed side installed for each cylinder, and selects the low-speed side intake valve as a low-speed cam and a high-speed cam according to the operating condition using a select mechanism column. The invention is characterized in that a shutter valve is installed in the intake passage for the high-speed side intake valve and closes at low speeds.
（発明の効果）
本発明によれば、低速時には、低速側吸気弁をセレクト
機構の作動によって低速カムでｒＭ閉するとともに、高
速側吸気弁に対する吸気通路をシャッター弁で閉塞する
ようにしたことにより、吸気特性を低速用に設定するこ
とができる。一方、高速時には、上記シャッター弁を開
作動するとともに、低速側吸気弁を高速カムで聞開する
ことにより、吸気特性を高速用に設定することができ、
全運転域で運転状態に応じて良好な吸気特性を（りるこ
とができる。(Effects of the Invention) According to the present invention, when the speed is low, the low speed side intake valve is closed by the low speed cam by the operation of the select mechanism, and the intake passage for the high speed side intake valve is closed by the shutter valve. , the intake characteristics can be set for low speeds. On the other hand, at high speeds, the intake characteristics can be set for high speeds by opening the shutter valve and simultaneously opening the low speed intake valve with a high speed cam.
Good intake characteristics can be achieved in all operating ranges depending on driving conditions.
また、上記のような吸気特性の変更を、バルブ停止機構
を設けることなく形成したことにより、構成が＠単であ
り、しかも、ロッカーアーム等の慣性質量の増大を低減
して、高速時においても良好な追従性による開閉特性を
得ることができるものである。In addition, by changing the intake characteristics as described above without providing a valve stop mechanism, the configuration is simple, and the increase in inertial mass of rocker arms, etc. is reduced, making it possible to operate at high speeds. It is possible to obtain opening/closing characteristics with good followability.
さらに、低速時においては、閉状態にあるシャッター弁
に対して高速側吸気弁は所定のタイミングで開閉してい
ることにより、このシャッター弁と吸気弁との１！ｌの
吸気通路容積部分と気筒との吸気の流出入により混合気
のミキシングおよび耐ノツク性の向上が期待できる。Furthermore, at low speeds, the high-speed intake valve opens and closes at a predetermined timing with respect to the closed shutter valve, so that the shutter valve and the intake valve are 1! The mixing of the air-fuel mixture and the improvement in knock resistance can be expected due to the inflow and outflow of intake air between the intake passage volume portion of 1 and the cylinder.
すなわち、低速部分負荷時には、吸気行程中に高速側吸
気弁の開閉によってシリンダ内の混合気を撹拌して吸気
の流れをか（乱するので、燃料の霧化および混合気の均
一性が増し、燃焼安定性および燃費率が改善される。ま
た、上記シャッター弁より下流側の吸気通路容積部分内
に封入された吸気が吸気行程中に流入し、ボンピングロ
ス低減により燃費率が改善できるものである。また、低
速高負荷時には、上記容積部分内の既燃ガスを含む吸気
が、吸気行程初期に低速側吸気弁より高速側吸気弁が先
に開くことにより燃焼室内に流入し、燃焼室のエンドゾ
ーンに上記既燃ガスを含む吸気がＳ留して、混合気の可
燃性を低下させて燃焼を緩慢にするため、ノッキングの
発生を抑制し耐ノツク性が向上する効果を有するもので
ある。In other words, during low-speed partial load, the air-fuel mixture in the cylinder is stirred and the flow of intake air is disturbed by opening and closing the high-speed intake valve during the intake stroke, which increases fuel atomization and air-fuel mixture uniformity. Combustion stability and fuel efficiency are improved.Furthermore, the intake air sealed in the volume of the intake passage downstream of the shutter valve flows during the intake stroke, and the fuel efficiency can be improved by reducing pumping loss. In addition, at low speed and high load, the intake air containing burnt gas in the above-mentioned volumetric area flows into the combustion chamber as the high-speed intake valve opens earlier than the low-speed intake valve at the beginning of the intake stroke, causing the end of the combustion chamber to flow into the combustion chamber. The intake air containing the burnt gas is stored in the zone, reducing the flammability of the air-fuel mixture and slowing combustion, which has the effect of suppressing the occurrence of knocking and improving knock resistance.
（実施例） 以下、図面に沿って本発明の詳細な説明する。(Example) The present invention will be described in detail below with reference to the drawings.
第１図はエンジンの概略平面図であり、エンジン本体１
に４つの気１ｉＩ２が配設され、各気筒２には低速側吸
気弁３と高速側吸気弁４との２つの吸気弁および２つの
排気弁５．５がそれぞれ設けられている。FIG. 1 is a schematic plan view of the engine, and the engine body 1
Four air intake valves 1iI2 are arranged in each cylinder 2, and each cylinder 2 is provided with two intake valves, a low-speed side intake valve 3 and a high-speed side intake valve 4, and two exhaust valves 5.5.
サージタンク６から各気筒２に吸気を供給する吸気通路
７は、低速側吸気弁３に対する低速用吸気通路７ａと高
速側吸気弁４に対する高速用吸気通路７ｂとにそれぞれ
独立して接続され、気０２への開口部が両吸気弁３，４
によって圓ｍされる。An intake passage 7 that supplies intake air from the surge tank 6 to each cylinder 2 is independently connected to a low-speed intake passage 7a for the low-speed side intake valve 3 and a high-speed intake passage 7b for the high-speed side intake valve 4. The openings to 02 are both intake valves 3 and 4.
It is rounded by.
低速側吸気弁３および高速側吸気弁４の軸端部には、ロ
ッカーシャフト９に基端部が揺動自在に支承された低速
用および高速用ロッカーアーム１０．１１の先端部が連
係されている。該低速用ロッカーアーム１０および高速
用ロッカーアーム１１の中間部に、それぞれカム軸１２
の低速カム１２ａと高速カム１２ｂが当接して、そのカ
ム形状に対応して揺動作動される。The end portions of low-speed and high-speed rocker arms 10.11 whose base ends are swingably supported by a rocker shaft 9 are linked to the shaft ends of the low-speed side intake valve 3 and the high-speed side intake valve 4. There is. A camshaft 12 is provided at the intermediate portion of the low-speed rocker arm 10 and the high-speed rocker arm 11, respectively.
The low-speed cam 12a and the high-speed cam 12b are in contact with each other and are oscillated in accordance with the shape of the cams.
低速カム１２ａは量弁期間が短く、リフト門も小さく、
小さい開口面積で吸気を供給する＋ｍ１１′Ｉ特性に形
成され、一方、高速カム１２ｂは開弁期間が長くリフト
川も大きく、大ぎい開口面積で多量の吸気を供給覆る開
開特性に形成されている。The low speed cam 12a has a short valve period and a small lift gate.
The high-speed cam 12b is formed to have a +m11'I characteristic that supplies intake air with a small opening area, while the high-speed cam 12b has a long opening period and a large lift river, and is formed to have an opening/opening characteristic that supplies a large amount of intake air with a large opening area. There is.
そして、上記低速用ロッカーアーム１０と高速用ロッカ
ーアーム１１との間には、第２図に示すようなセレクト
機構１４が設置されている。このセレクト機構１４は、
＾速用ロッカーアーム１１に摺動自在にプランジャー１
５が内装され、低速用ロッカーアーム１０には、このプ
ランジャー１５の先端部が嵌挿可能に凹部１６が形成さ
れている。A selection mechanism 14 as shown in FIG. 2 is installed between the low-speed rocker arm 10 and the high-speed rocker arm 11. This selection mechanism 14 is
Plunger 1 slides freely on rocker arm 11 for speed
A recess 16 is formed in the low-speed rocker arm 10 into which the tip of the plunger 15 can be inserted.
上記プランジャー１５はスプリング１７によって没入方
向に付勢されるとともに、その背部空間１５ａは、ロッ
カーシャフト９の内部に形成されたオイル通路１８に、
高速用ロッカーアーム１１内の分岐通路１９を介して接
続され、油圧供給時にプランジャー１５が突出作動する
ように構成されている。The plunger 15 is urged in the retracting direction by a spring 17, and its back space 15a is connected to an oil passage 18 formed inside the rocker shaft 9.
It is connected via a branch passage 19 in the high-speed rocker arm 11, and the plunger 15 is configured to project when hydraulic pressure is supplied.
上記ロッカシャフト９のオイル通路１８には、一端の供
給ボート１８ａ（第１図参照）から常時オイルが供給さ
れ、他端部の流出部分にオイル圧制御弁２０が介装され
、このオイル圧制御弁２０によるオイル通路１８の閉作
動に伴って圧力が上界して前記セレクト機構１４のプラ
ンジャー１５が突出作動される。Oil is constantly supplied to the oil passage 18 of the rocker shaft 9 from a supply boat 18a (see FIG. 1) at one end, and an oil pressure control valve 20 is interposed in the outflow portion at the other end to control the oil pressure. As the oil passage 18 is closed by the valve 20, the pressure rises and the plunger 15 of the selection mechanism 14 is operated to project.
上記セレクト機構１４は、背部空間１５ａに油圧が作用
してプランジャー１５がスプリング１７に抗して突出作
動すると、その先端部が低速用ロッカーアーム１０の四
部１６に嵌挿して両口ツカ−アーム１０．１１を一体化
し、低速用および＾速用ロッカーアーム１０．１１は開
期間が長くリフト儲の大きい高速カム１２ｂの形状によ
る特性でもって、低速側吸気弁３および高速側吸気弁４
を開閉作動する。一方、油圧が低下した状態では、プラ
ンジャー１５はスプリング１７によって没入移動され、
低速用ロッカーアーム１０と高速用ロッカーアーム１１
とは分離して、低速側吸気弁３は低速カム１２ａの特性
で、高速側吸気弁４は高速カム１２ｂの特性によってそ
れぞれ開閉作動される。In the select mechanism 14, when hydraulic pressure acts on the back space 15a and the plunger 15 projects against the spring 17, its tip fits into the four parts 16 of the low-speed rocker arm 10, forming a double-ended lock arm. 10.11 are integrated, and the low-speed and ^-speed rocker arms 10.11 have characteristics due to the shape of the high-speed cam 12b that has a long open period and a large lift gain, and the low-speed side intake valve 3 and the high-speed side intake valve 4.
Opens and closes. On the other hand, when the oil pressure is low, the plunger 15 is retracted by the spring 17,
Low-speed rocker arm 10 and high-speed rocker arm 11
Separately, the low-speed intake valve 3 is opened and closed by the characteristics of the low-speed cam 12a, and the high-speed intake valve 4 is opened and closed by the characteristics of the high-speed cam 12b.
また、前記高速側吸気弁４に対する高速用吸気通路７ｂ
には、この通路を開閉するシャッター弁２１が介装され
ている。このシャッター弁２１は各気筒２共通のシャフ
ト２２に支承され、該シャフト２２の７クヂユエータ２
３による回動操作によって開閉作動される。Further, the high-speed intake passage 7b for the high-speed side intake valve 4
A shutter valve 21 is installed to open and close this passage. This shutter valve 21 is supported on a shaft 22 that is common to each cylinder 2, and is supported by a shaft 22 common to each cylinder 2.
Opening/closing operation is performed by the rotation operation of 3.
前記オイル圧ｔｉｌＪＩＩｌ弁２０およびアクチュエー
タ２３には、コントロールユニット２５からの制御信号
が入力され、その作動が１ｉｌＪＩＩｌされる。上記コ
ントロールユニット２５には、エンジンの運転状態を検
出するために、回転数センサ２６からエンジン回転数信
号および負圧センサ２７からエンジン負荷信号がそれぞ
れ入力される。A control signal from the control unit 25 is input to the oil pressure valve 20 and the actuator 23, and their operation is controlled. The control unit 25 receives an engine rotation speed signal from a rotation speed sensor 26 and an engine load signal from a negative pressure sensor 27 in order to detect the operating state of the engine.
そして、このコントロールユニット２５は、低速時には
アクチュエータ２３に駆動信号を出力してシャッター弁
２１を閉作動するとともに、セレクト１１ｅｆ１１４の
オイルアクチュエータ制御弁２０を開く信号を出力して
、プランジャー１５を没入状態として、両吸気弁３．４
をそれぞれのカム１２ａ、１２ｂによって低速特性で開
閉する。また、高速時には、コントロールユニット２５
はシャッター弁２１を開くとともにオイル圧ｆｊＪ Ｉ
ＩＩ弁２０の閉作動によって油圧を高めてプランジャー
１５を突出作動し、低速側および高速側吸気弁３．４を
高速カム１２ｂの特性によってｊｉｌｒｌｌする。When the speed is low, the control unit 25 outputs a drive signal to the actuator 23 to close the shutter valve 21, and also outputs a signal to open the oil actuator control valve 20 of the selector 11ef114 to move the plunger 15 into the retracted state. As, both intake valves 3.4
are opened and closed with low speed characteristics by respective cams 12a and 12b. Also, at high speed, the control unit 25
opens the shutter valve 21 and increases the oil pressure fjJ I
The hydraulic pressure is increased by the closing operation of the II valve 20, the plunger 15 is operated to project, and the low speed side and high speed side intake valves 3.4 are jilrlled according to the characteristics of the high speed cam 12b.
上記特性を第３図に示す。低速時は（Ａ）のように、低
速側吸気弁３は低速カム１２ａによって工の如く低リフ
ト量で短期間開閉し、高速側吸気弁４は＾速カム１２ｂ
によってＨの如く高リフト量で長期ｌ１１１７１１関し
ているが、この高速側吸気弁４への＾速用吸気通路７ｂ
はシャッター弁２１で閉じられているので、この高速側
吸気弁４からの新気の供給はない。一方、高速時には（
Ｂ）のように、低速側吸気弁３および高速側吸気弁４と
もに工、■の如く高速カム１２ｂによって開閉作動し、
シャッター弁２１が閉作動される。The above characteristics are shown in FIG. At low speeds, as shown in (A), the low-speed side intake valve 3 is opened and closed by the low-speed cam 12a for a short period of time with a low lift amount like a mechanical device, and the high-speed side intake valve 4 is opened and closed by the low-speed cam 12b.
This relates to long-term l111711 with a high lift amount like H, but the high-speed intake passage 7b to the high-speed side intake valve 4
Since the intake valve 4 is closed by the shutter valve 21, no fresh air is supplied from the high-speed intake valve 4. On the other hand, at high speed (
As shown in B), both the low-speed intake valve 3 and the high-speed intake valve 4 are opened and closed by the high-speed cam 12b as shown in (3).
The shutter valve 21 is operated to close.
上記低速時には、吸気行程後半において低速側吸気弁３
が閉じた時にまだ高速側吸気弁４は開いており、ピスト
ンの上昇にともなって圧力が上昇しつつある気筒２内の
吸気が、この高速側吸気弁４を通ってシャッター弁２１
までの吸気通路７ｂに流入し、高速側吸気弁４の閉塞に
よって封入状態となる。次に、吸気行程となったときに
は、まず高速側吸気弁４が低速側吸気弁３より先に開き
、封入されていた吸気（一部既燃ガスを含む）の圧力が
気筒２内圧力より高いので、低速側吸気弁３から新気が
流入する前にこの封入された吸気が流入し、前述のよう
な効果を有する。At the above-mentioned low speed, the low speed side intake valve 3 in the latter half of the intake stroke
When the high-speed side intake valve 4 is closed, the high-speed side intake valve 4 is still open, and the intake air in the cylinder 2, whose pressure is increasing as the piston rises, passes through the high-speed side intake valve 4 to the shutter valve 21.
The air flows into the intake passage 7b up to the point where the high-speed side intake valve 4 is closed, and becomes enclosed. Next, when the intake stroke begins, the high-speed intake valve 4 opens before the low-speed intake valve 3, and the pressure of the sealed intake air (including some burnt gas) is higher than the pressure inside the cylinder 2. Therefore, this sealed intake air flows in before fresh air flows in from the low-speed side intake valve 3, and the above-mentioned effects are obtained.
なお、第１図において、２８は低速用吸気通路７ａに燃
料を噴射供給するインジェクタ、２９は気筒２に臨む点
火プラグである。In FIG. 1, 28 is an injector that injects and supplies fuel to the low-speed intake passage 7a, and 29 is a spark plug facing the cylinder 2.
前記セレクト機構としては、上記実施例の構造によるも
ののほか、従来公知の機構に必要に応じて適宜設計変更
可能である。In addition to the structure of the above-mentioned embodiment, the selection mechanism may be a conventionally known mechanism and its design may be modified as necessary.
第１図は本発明の一実施例における吸気装置を備えたエ
ンジンを一部断面にして示す概略平面図、第２図はセレ
クト機構の部分の断面図、第３図は低速時と高速時の低
速側吸気弁および高速側吸気弁の間開特性を示す量弁特
性図である。
１・・・・・・エンジン本体 ２・・・・・・気筒
３・・・・・・低速側吸気弁 ４・・・・・・高速
側吸気弁７ａ・・・・・・低速用吸気通路
７ｂ・・・・・・高速用吸気通路
９・・・・・・ロッカーシャフト
１０・・・・・・低速用ロッカーアーム１１・・・・・
・高速用ロッカーアーム１２・・・・・・カム軸
１２ａ・・・・・・高速カム１２ｂ・・・・・・高
速カム １４・・・・・・セレクト機構１５・・・
・・・プランジャー １８・・・・・・オイル通路２
０・・・・・・オイル圧制御弁 ２１・・・・・・シャ
ッター弁２３・・・・・・アクチュエータ
２５・・・・・・コントロールユニット２６・・・・・
・回転数センサ ２７・・・・・・負圧センサ第１図
第２図
第３図Fig. 1 is a schematic plan view partially showing an engine equipped with an intake system according to an embodiment of the present invention, Fig. 2 is a sectional view of the select mechanism, and Fig. 3 is a partial cross-sectional view of an engine equipped with an intake system according to an embodiment of the present invention. FIG. 3 is a flow valve characteristic diagram showing the opening characteristics of a low-speed side intake valve and a high-speed side intake valve. 1...Engine body 2...Cylinder 3...Low speed side intake valve 4...High speed side intake valve 7a...Low speed intake passage 7b...High-speed intake passage 9...Rocker shaft 10...Low-speed rocker arm 11...
・High-speed rocker arm 12...Camshaft
12a...High-speed cam 12b...High-speed cam 14...Select mechanism 15...
... Plunger 18 ... Oil passage 2
0... Oil pressure control valve 21... Shutter valve 23... Actuator 25... Control unit 26...
・Rotation speed sensor 27... Negative pressure sensor Figure 1 Figure 2 Figure 3
Claims (1)
備え、低速側吸気弁を開閉作動するカムを運転状態に応
じて低速カムと高速カムとに切換えるセレクト機構を設
けるとともに、高速側吸気弁に対する吸気通路に低速時
に閉じるシャッター弁を設けたことを特徴とするエンジ
ンの吸気装置。(1) Each cylinder is equipped with a plurality of intake valves on the low-speed side and high-speed side, and a selection mechanism is provided that switches the cam that opens and closes the low-speed side intake valve between the low-speed cam and the high-speed cam depending on the operating state, An intake system for an engine, characterized in that a shutter valve that closes at low speeds is provided in an intake passage for a high-speed side intake valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9021786A JPS62247110A (en) | 1986-04-18 | 1986-04-18 | Intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9021786A JPS62247110A (en) | 1986-04-18 | 1986-04-18 | Intake device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62247110A true JPS62247110A (en) | 1987-10-28 |
Family
ID=13992317
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9021786A Pending JPS62247110A (en) | 1986-04-18 | 1986-04-18 | Intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62247110A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011226484A (en) * | 2010-04-20 | 2011-11-10 | Guangyang Ind Co Ltd | Variable valve lift mechanism for engine and arrangement structure of oil control valve |
| JP2015224638A (en) * | 2014-05-23 | 2015-12-14 | ジェイコブス ビークル システムズ、インコーポレイテッド | Auxiliary valve motions employing disablement of main valve events and/or coupling of adjacent rocker arms |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6119911A (en) * | 1984-07-06 | 1986-01-28 | Honda Motor Co Ltd | Valve operation suspending device for internal-combustion engine |
| JPS6121808B2 (en) * | 1977-09-16 | 1986-05-29 | Meinan Machinery Works |
-
1986
- 1986-04-18 JP JP9021786A patent/JPS62247110A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6121808B2 (en) * | 1977-09-16 | 1986-05-29 | Meinan Machinery Works | |
| JPS6119911A (en) * | 1984-07-06 | 1986-01-28 | Honda Motor Co Ltd | Valve operation suspending device for internal-combustion engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011226484A (en) * | 2010-04-20 | 2011-11-10 | Guangyang Ind Co Ltd | Variable valve lift mechanism for engine and arrangement structure of oil control valve |
| JP2015224638A (en) * | 2014-05-23 | 2015-12-14 | ジェイコブス ビークル システムズ、インコーポレイテッド | Auxiliary valve motions employing disablement of main valve events and/or coupling of adjacent rocker arms |
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