JPH0230905A - Valve system device for v-type dohc engine - Google Patents
Valve system device for v-type dohc engineInfo
- Publication number
- JPH0230905A JPH0230905A JP18065888A JP18065888A JPH0230905A JP H0230905 A JPH0230905 A JP H0230905A JP 18065888 A JP18065888 A JP 18065888A JP 18065888 A JP18065888 A JP 18065888A JP H0230905 A JPH0230905 A JP H0230905A
- Authority
- JP
- Japan
- Prior art keywords
- transmission member
- bank
- camshaft
- cam
- cylinder
- 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
Classifications
-
- 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
-
- 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
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
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、Ｖ型エンジンで各バンクの頭部にそれぞれ２
本のカム軸を配設したＶ型ＤＯＨＣエンジンの動弁装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention provides a V-type engine with two
This invention relates to a valve train for a V-type DOHC engine equipped with a regular camshaft.
（従来の技術）
従来より、Ｖ型ＤＯＨＣエンジンにおいて、各バンクの
カム軸をクランク軸と同期して駆動するために、例えば
、特開昭Ｑｌ−２３２３０５号公報に見られるように、
両バンクの各々一方のカム軸とクランク軸間にタイミン
グベルトを掛けると共に、両バンク内で一方のカム軸か
ら他方のカム軸に対してチェーンを掛けるようにした動
弁装置が公知である。(Prior Art) Conventionally, in a V-type DOHC engine, in order to drive the camshaft of each bank in synchronization with the crankshaft, for example, as seen in Japanese Patent Application Laid-open No. Sho Ql-232305,
There is a known valve train in which a timing belt is placed between a camshaft and a crankshaft of each bank, and a chain is placed from one camshaft to the other camshaft within both banks.
また、Ｖ型エンジンにおける各バンクのシリンダは、ク
ランク軸方向にオフセットして配設されることから、前
記各バンク端部のスペースに余裕のある部分にカム軸間
の駆動用チェーンを配設するようにしている。Furthermore, since the cylinders of each bank in a V-type engine are arranged offset in the direction of the crankshaft, the drive chain between the camshafts is arranged at the end of each bank where there is sufficient space. That's what I do.
（発明が解決しようとする課題）
しかして、Ｖ型ＤＯＨＣエンジンをコンパクトにかつ高
性能に構成する場合に、カム軸にはクランク軸からの伝
達部材と係合するカムプーリとカム軸間の駆動伝達を行
うプーリとを備え、さらに、各気筒のシリンダに配設さ
れた吸気弁もしくは排気弁と当接するカムが形成され、
このカム軸を各バンクのシリンダヘッドに対し高い剛性
状態で軸受支持することが必要であるが、その軸受構造
をコンパクトに形成することが要望されている。(Problem to be Solved by the Invention) When constructing a V-type DOHC engine compactly and with high performance, the camshaft has a cam pulley that engages with a transmission member from the crankshaft and a drive transmission between the camshaft. and a cam that comes into contact with an intake valve or an exhaust valve disposed in each cylinder,
Although it is necessary to support this camshaft with a bearing in a highly rigid state with respect to the cylinder head of each bank, it is desired that the bearing structure be formed compactly.
そこで、本発明は上記事情に鑑み、カム軸をコンパクト
で高剛性状態で支持することによってＶ型ＤＯＨＣエン
ジン全体がコンパクトに形成できるようにしたＶ型ＤＯ
ＨＣエンジンの動弁装置を提供することを目的とするも
のである。Therefore, in view of the above circumstances, the present invention provides a V-type DOHC engine that supports the camshaft in a compact and highly rigid state, thereby making it possible to make the entire V-type DOHC engine compact.
The object of the present invention is to provide a valve train for an HC engine.
（課題を解決するための手段）
上記目的を達成するため本発明のＶ型ＤＯＨＣエンジン
の動弁装置は、両バンクの各々一方のカム軸とクランク
軸間に第１の伝達部材を、両バンク内におけるカム軸間
に第２の伝達部材を設け、６第２の伝達部材を第１の伝
達部材側の一側に配置し、かつ、第２の伝達部材に隣接
するカム軸受を、相対的にシリンダボアが一側にオフセ
ラ小したバンクは第２伝達部材と隣のシリンダボアとの
間に、他方のバンクは第２伝達部材と第１伝達部材との
間にそれぞれ配置するように構成したものである。(Means for Solving the Problems) In order to achieve the above object, the valve train for a V-type DOHC engine of the present invention includes a first transmission member between the camshaft and the crankshaft of each of the two banks. 6. A second transmission member is provided between the cam shafts in the interior, the second transmission member is disposed on one side of the first transmission member, and the cam bearing adjacent to the second transmission member is relatively The bank in which the cylinder bore is offset to one side is arranged between the second transmission member and the adjacent cylinder bore, and the other bank is arranged between the second transmission member and the first transmission member. be.
（作用）
上記のような動弁装置においては、第１の伝達部材と第
２の伝達部材とをバンクの同じ側に設けてコンパクト形
成するについて、第２の伝達部材に隣接するカム軸受を
、一方のバンクでは第２の伝達部材と隣のシリンダボア
との間に、他方のバンクでは第２の伝達部材と第１の伝
達部材との間に配置し、両バンクのシリンダのオフセッ
ト配置と軸受部を有効利用して、コンパクトで高剛性の
軸受を得るようにしている。(Function) In the above-mentioned valve train, the first transmission member and the second transmission member are provided on the same side of the bank to form a compact structure, and the cam bearing adjacent to the second transmission member is The bearing is arranged between the second transmission member and the adjacent cylinder bore in one bank, and between the second transmission member and the first transmission member in the other bank, and the offset arrangement of the cylinders of both banks and the bearing By making effective use of this, we are trying to obtain a compact and highly rigid bearing.
（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を示す。FIG. 1 shows a schematic plan view of the upper structure of each bank of a V-type DOHC engine developed in a horizontal state.
Ｖ型６気筒エンジン１は、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
傾斜配設されて、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とが形成されてなる。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
側の一側（図の左方）にオフセットして配設されている
。A V-type 6-cylinder engine 1 has a right cylinder head 3 and a left cylinder head 4 arranged at an angle on a cylinder block 2 at the lower center, and has three cylinders C in which pistons (not shown) slide at an angle to each other. A right bank R and a left bank L are formed. The cylinder row of the left bank L is offset from the cylinder row of the right bank R to one front side (to the left in the figure).
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、右左シリン
ダヘッド３，４の上部両側にそれぞれ２本の第１ないし
第４カム軸６〜９が並設されたＤＯＨＣ型に構成されて
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 located at the upper sides of the left and right cylinder heads 3 and 4, respectively. It is configured in a DOHC type in which first to fourth camshafts 6 to 9 are arranged in parallel.
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
伝達する第１の伝達部材１１が配設されている。この第
１の伝達部材１１は、前記第１および第３カム軸６．８
に固着されたカムプーリ１３，１４と、この両カムプー
リ１３゜１４に図示しないクランク軸のクランクブーり
とに係合されたタイミングベルト１５とで構成され、エ
ンジン回転と同期してカム軸６〜９を駆動する。The first camshaft 6 of the right bank R and the third camshaft 8 of the left bank L
A first transmission member 11 is disposed at each end of the bank R, L and protrudes to one side (front) of the banks R, L to transmit driving force from a crankshaft (not shown) to the camshafts 6 to 9. . This first transmission member 11 includes the first and third camshafts 6.8.
It consists of cam pulleys 13 and 14 fixed to the cam pulleys 13 and 14, and a timing belt 15 that is engaged with the crankshaft (not shown) of the cam pulleys 13 and 14. to drive.
また、上記第１および第３カム軸６，８より短く略シリ
ンダヘッド３，４の長さに形成された第２および第４カ
ム軸７．９には、それぞれの−側（前方）に各バンクＲ
，Ｌ内のカム軸間の動力伝達を行う第２の伝達部材１２
Ａ、１２Ｂが配設されている。この第２の伝達部材１２
Ａ、１２Ｂは、各カム軸６〜９にギヤ１６〜１９（ヘリ
カルギヤ）が配設されてなり、第１カム軸６に対して第
２カム軸７が同一回転数で、第３カム軸８に対して第４
カム軸９が同一回転数で回転するように噛合されている
。Further, the second and fourth camshafts 7.9, which are formed to be shorter than the first and third camshafts 6, 8 and approximately the length of the cylinder heads 3, 4, have respective negative sides (front) thereof. Bank R
, a second transmission member 12 that transmits power between the camshafts in L.
A and 12B are arranged. This second transmission member 12
In A and 12B, gears 16 to 19 (helical gears) are arranged on each camshaft 6 to 9, and the second camshaft 7 has the same rotation speed as the first camshaft 6, and the third camshaft 8 against the fourth
The camshafts 9 are meshed so that they rotate at the same rotational speed.
なお、上記ヘリカルギヤ１６〜１９の噛合において、第
２および第４カム軸７，９のギヤ１７１９に対して相対
回転自在にヘリカルのフリクションギヤ２０２１が設け
られ、これを第１および第３カム輔６，８のギヤ１６．
１８に噛合させると共に、スプリング２２．２３により
ギヤ１７゜１９側に押し付けられている。該フリクショ
ンギヤ２０．２１はギヤ１７．１９よりも軸方向の厚み
が薄く形成されている。また、該フリクションギヤ２０
．２１の歯数は上記ギヤ１７．１９の歯数よりも１枚多
く設けられていて、フリクションギヤ２０．２１により
ギヤ１７．１９をその回転方向に付勢し、ギヤ間のバッ
クラッシュを少なくして歯打ち音を低減するようにして
いる。In addition, in the meshing of the helical gears 16 to 19, a helical friction gear 2021 is provided so as to be rotatable relative to the gears 1719 of the second and fourth camshafts 7 and 9, and this is connected to the first and third camshafts 6. , 8 gears 16.
18 and is pressed against gear 17 and 19 by springs 22 and 23. The friction gear 20.21 is thinner in the axial direction than the gear 17.19. Moreover, the friction gear 20
．． The number of teeth 21 is one more than the number of teeth of the gear 17.19, and the friction gear 20.21 biases the gear 17.19 in its rotation direction to reduce backlash between the gears. This is to reduce rattling noise.
また、上記シリンダヘッド３，４には上記各カム軸６〜
９を支承するためのジャーナル軸受が設けられ、各カム
軸６〜９の中間部は、各シリンダ３４に対する２つのカ
ム２５．２５の間に配設された中間カム軸受２６で支承
されている。Further, the cylinder heads 3 and 4 are provided with the respective camshafts 6 to 6.
The intermediate portion of each camshaft 6 to 9 is supported in an intermediate cam bearing 26 arranged between two cams 25, 25 for each cylinder 34.
右バンクＲにおける前側の支持は、第１カム軸６では、
カムプーリ１３とギヤ１６間の軸部６ａがシリンダヘッ
ド３の前端軸受部３ａに支承され、ギヤ１６の後方はフ
ランジ部６ｂがスラスト規制溝２９に支持されると共に
、端部のシリンダＣとの間に配設された端部カム軸受２
７によって支持されている。第２カム軸７では、ギヤ１
７の前側は支持されておらず、後方が第１カム軸６と同
様に、フランジ部７ｂがスラスト規制溝３０に支持され
ると共に、端部のシリンダＣとの間に配設された端部カ
ム軸受２８によって支持されている。The front side support in the right bank R is provided by the first camshaft 6.
The shaft portion 6a between the cam pulley 13 and the gear 16 is supported by the front end bearing portion 3a of the cylinder head 3, and the flange portion 6b at the rear of the gear 16 is supported by the thrust regulating groove 29, and the shaft portion 6a is supported by the cylinder C at the end. End cam bearing 2 arranged in
Supported by 7. On the second camshaft 7, the gear 1
The front side of the camshaft 7 is not supported, and the rear side is like the first camshaft 6, the flange portion 7b is supported by the thrust regulation groove 30, and the end portion is disposed between the end portion and the cylinder C. It is supported by a cam bearing 28.
なお、第１カム軸６の後端部のシリンダヘッド３には、
ディストリビュータ（図示せず）の軸受部３ｂが形成さ
れ、第１カム軸６の端部に係合されて同期駆動される。Note that the cylinder head 3 at the rear end of the first camshaft 6 has
A bearing portion 3b of a distributor (not shown) is formed and is engaged with the end of the first camshaft 6 to be driven synchronously.
また、第２カム軸７の前方のシリンダヘッド３の壁部に
は、機械加工用孔が開口されプラグ３１によって塞がれ
ている。Further, a machining hole is opened in the wall portion of the cylinder head 3 in front of the second camshaft 7 and is closed by a plug 31 .
一方、左バンクしにおける前側の支持は、第３カム軸８
では、シリンダヘッド４に対しカムプーリ１４とギヤ１
８間の軸部８ａが端部カム軸受３３に支承され、ギヤ１
８の後方は直ぐにカム２５が位置してこの部分は軸受さ
れていない。第４カム軸９では、ギヤ１つの前側に突出
形成された軸部９ａが前端カム軸受３４に支持され、ギ
ヤ１つの後方は第３カム軸８と同様に直ぐにカム２５が
位置してこの部分は軸受されていない。なお、上記第３
および第４カム軸８．９の後端部は、フランジ部８ｂ、
９ｂがスラスト規制溝３５．３６に支持されている。ま
た、第４カム軸９の前方の開口部はプラグ３７によって
塞がれている。On the other hand, the front side support during left banking is provided by the third camshaft 8.
Now, the cam pulley 14 and gear 1 are connected to the cylinder head 4.
The shaft portion 8a between the gears 8 and 8 is supported by the end cam bearing 33, and
The cam 25 is located immediately behind the cam 8, and this portion is not supported by a bearing. In the fourth camshaft 9, a shaft portion 9a protruding from the front side of one gear is supported by a front end cam bearing 34, and a cam 25 is located immediately behind the one gear, similar to the third camshaft 8. is not bearing. In addition, the above third
And the rear end portion of the fourth camshaft 8.9 has a flange portion 8b,
9b is supported by the thrust regulating grooves 35 and 36. Further, the front opening of the fourth camshaft 9 is closed by a plug 37.
上記のような各カム軸６〜９の支持は、両バンクＲ，Ｌ
のシリンダＣのオフセットに対応して行われ、前記第１
ないし第４カム軸６〜９に対する第２の伝達部材１２Ａ
、１２Ｂ （ギヤ１６〜１つ）に隣接するカム軸受を、
相対的にシリンダＣが一側（前側）にオフセットした左
バンクしでは第２の伝達部材１２Ｂ（ギヤ１８．１９）
と隣のシリンダＣとの間すなわち第１の伝達部材１１（
カムプーリ１４）と反対側に配置し、他方の右バンクＲ
では第２の伝達部材１２Ａ（ギヤ１６．１７）と第１の
伝達部材１１（カムプーリ１３）との間に配置するよう
にしたものである。Each of the camshafts 6 to 9 is supported by both banks R and L.
is carried out corresponding to the offset of the cylinder C, and the first
to the second transmission member 12A for the fourth camshafts 6 to 9
, the cam bearing adjacent to 12B (16 to 1 gear),
The second transmission member 12B (gear 18, 19) is located on the left bank where the cylinder C is relatively offset to one side (front side).
and the adjacent cylinder C, that is, the first transmission member 11 (
cam pulley 14) and the other right bank R.
In this case, it is arranged between the second transmission member 12A (gear 16, 17) and the first transmission member 11 (cam pulley 13).
その他、図において、３８はバンクＲ，Ｌ間に配設され
、各バンクＲ，Ｌのシリンダに吸気を供給する吸気マニ
ホールドを示す。Additionally, in the figure, reference numeral 38 indicates an intake manifold that is disposed between banks R and L and supplies intake air to the cylinders of each bank R and L.
上記のような実施例によれば、バンクＲ，Ｌ間のシリン
ダＣのオフセットに対応したカム軸６〜９上のギヤ１６
〜１９とカム２５とのスペースに応じてカム軸受２７．
２８，３３．３４を配設し、ギヤの部分を高剛性で支持
する構造をコンパクトに構成すると共に、カム軸６〜９
の軸方向の移動を規制するスラスト規制構造もコンパク
トに配設するようにしている。According to the embodiment described above, the gears 16 on the camshafts 6 to 9 correspond to the offset of the cylinder C between the banks R and L.
19 and the cam 25 depending on the space between the cam bearing 27.
28, 33, and 34 to provide a compact structure that supports the gear part with high rigidity.
The thrust regulation structure that regulates the axial movement of the shaft is also arranged in a compact manner.
（発明の効果）
上記のような本発明によれば、第１の伝達部材と第２の
伝達部材とをバンクの同じ側に設け、第２の伝達部材に
隣接するカム軸受を、一方のバンクでは第２の伝達部材
と隣のシリンダボアとの間に、他方のバンクでは第２の
伝達部材と第１の伝達部材との間に配置するようにした
ことにより、両バンクのシリンダのオフセット配置と軸
受部を有効利用して、コンパクトで高剛性の軸受を得る
ことができるものである。(Effects of the Invention) According to the present invention as described above, the first transmission member and the second transmission member are provided on the same side of the bank, and the cam bearing adjacent to the second transmission member is placed on the same side of the bank. In the case of the other bank, the cylinders are arranged between the second transmission member and the adjacent cylinder bore, and in the other bank, the cylinders are arranged between the second transmission member and the first transmission member, thereby achieving an offset arrangement of the cylinders of both banks. By effectively utilizing the bearing portion, a compact and highly rigid bearing can be obtained.
第１図は本発明の一実施例における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て示す概略
平面図である。
１・・・・・・エンジン、３．４・・・・・・シリンダ
ヘット、Ｃ・・・・・・シリンダ、Ｒ，Ｌ・・・・・・
バンク、６〜９・・・・・・カム軸、１１・・・・・・
第１の伝達部材、１２・・・・・・第２の伝達部材、１
３．１４・・・・・・カムプーリ、１５・・・・・・タ
イミングベルト、１６〜１つ・・・・・・ギヤ、２５・
・・・・・カム、２６・・・・・・中間カム軸受、２７
，２８，３３．３４・・・・・・端部カム軸受。FIG. 1 is a schematic plan view showing the upper structure of each bank of a V-type DOHC engine developed in a horizontal state according to an embodiment of the present invention. 1...Engine, 3.4...Cylinder head, C...Cylinder, R, L...
Bank, 6-9...Camshaft, 11...
First transmission member, 12...Second transmission member, 1
3.14...Cam pulley, 15...Timing belt, 16~1...Gear, 25.
...Cam, 26...Intermediate cam bearing, 27
, 28, 33. 34...End cam bearing.
Claims (1)
、両バンクの各々一方のカム軸とクランク軸間に第１の
伝達部材を、両バンク内におけるカム軸間に第２の伝達
部材を設けたＶ型ＤＯＨＣエンジンの動弁装置であって
、各第２の伝達部材を第１の伝達部材側の一側に配置し
、かつ、第２の伝達部材に隣接するカム軸受を、相対的
にシリンダボアが一側にオフセットしたバンクは第２伝
達部材と隣のシリンダとの間に、他方のバンクは第２伝
達部材と第１伝達部材との間にそれぞれ配置したことを
特徴とするＶ型ＤＯＨＣエンジンの動弁装置。(1) Two camshafts are arranged in the head of each bank, a first transmission member is provided between one camshaft of each bank and the crankshaft, and a second transmission member is provided between the camshafts of both banks. A valve train for a V-type DOHC engine, in which each second transmission member is arranged on one side of the first transmission member, and a cam bearing adjacent to the second transmission member is provided. The bank whose cylinder bore is relatively offset to one side is arranged between the second transmission member and the adjacent cylinder, and the other bank is arranged between the second transmission member and the first transmission member. A valve train for a V-type DOHC engine.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63180658A JP2724723B2 (en) | 1988-07-20 | 1988-07-20 | Valve train for V-type DOHC engine |
| US07/379,975 US4915066A (en) | 1988-07-20 | 1989-07-14 | Valve train for V-type double-overhead-camshaft engine |
| DE3923984A DE3923984A1 (en) | 1988-07-20 | 1989-07-20 | VALVE DRIVE FOR A V-DESIGN INTERNAL COMBUSTION ENGINE WITH DOUBLE OVERHEAD CAMSHAFT |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63180658A JP2724723B2 (en) | 1988-07-20 | 1988-07-20 | Valve train for V-type DOHC engine |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7308678A Division JP2829576B2 (en) | 1995-11-28 | 1995-11-28 | Valve train for DOHC engine having two banks |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0230905A true JPH0230905A (en) | 1990-02-01 |
| JP2724723B2 JP2724723B2 (en) | 1998-03-09 |
Family
ID=16087052
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63180658A Expired - Lifetime JP2724723B2 (en) | 1988-07-20 | 1988-07-20 | Valve train for V-type DOHC engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2724723B2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61232305A (en) * | 1985-04-09 | 1986-10-16 | Yamaha Motor Co Ltd | Camshaft driving structure for v-shaped dohc engine |
| JPS6222324U (en) * | 1985-07-24 | 1987-02-10 |
-
1988
- 1988-07-20 JP JP63180658A patent/JP2724723B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61232305A (en) * | 1985-04-09 | 1986-10-16 | Yamaha Motor Co Ltd | Camshaft driving structure for v-shaped dohc engine |
| JPS6222324U (en) * | 1985-07-24 | 1987-02-10 |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2724723B2 (en) | 1998-03-09 |
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