JPS61212625A - Exhaust valve apparatus for 2-cycle engine - Google Patents
Exhaust valve apparatus for 2-cycle engineInfo
- Publication number
- JPS61212625A JPS61212625A JP60055021A JP5502185A JPS61212625A JP S61212625 A JPS61212625 A JP S61212625A JP 60055021 A JP60055021 A JP 60055021A JP 5502185 A JP5502185 A JP 5502185A JP S61212625 A JPS61212625 A JP S61212625A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- housing
- exhaust
- exhaust valve
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
- F02D13/0284—Variable control of exhaust valves only
-
- 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
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はそれぞれ独立してシリンダ内に開口する韮排気
通路と補助排気通路を備え、補助排気通路を主排気通路
の途中に、排気バルブを介°して開閉自在に接続し、排
気バルブをハウジングのバルブ挿入用筒状内周面に回動
自在に嵌合する２サイクルエンジンの排気バルブ装置に
関する。Detailed Description of the Invention (Industrial Field of Application) The present invention comprises a dwarf exhaust passage and an auxiliary exhaust passage that open into the cylinder independently, and an exhaust valve is provided in the auxiliary exhaust passage in the middle of the main exhaust passage. The present invention relates to an exhaust valve device for a two-stroke engine, in which the exhaust valve is rotatably connected to a cylindrical inner circumferential surface for valve insertion of a housing.
（従来技術及びその問題点）
本発明の第３図を利用して従来例を説明すると、排気バ
ルブ７はハウジング８の熱膨脹率よりも小さい熱膨脹率
の材質で形成されており、従って排気パル７７とハウジ
ング８とのクリアランスｅは、熱間時には広くなり、冷
間時には狭くなる。(Prior art and its problems) To explain the conventional example using FIG. 3 of the present invention, the exhaust valve 7 is formed of a material with a thermal expansion coefficient smaller than that of the housing 8, The clearance e between the housing 8 and the housing 8 increases when the housing is hot, and narrows when the housing 8 is cold.
ところが従来構造では、熱間時に排気中のカーボン等が
広いクリアランスｅに侵入して堆積し、エンジンが停止
して冷えてくるに従ってクリアランスｅが狭くなること
により、バルブ７とハウジング８の間でカーボン等が挟
圧され、ハウジング８と排気バルブ７が膠着するという
不具合が生じる。However, in the conventional structure, when the engine is hot, carbon in the exhaust gas enters and accumulates in the wide clearance e, and as the engine stops and cools down, the clearance e narrows, causing carbon to accumulate between the valve 7 and the housing 8. etc., resulting in a problem that the housing 8 and the exhaust valve 7 stick together.
なお排気バルブとハウジングを同材質で形成したものも
あるが、カーボン等が堆積して膠着する可能性を充分に
解消してるとは言えない。Although there are models in which the exhaust valve and housing are made of the same material, it cannot be said that this sufficiently eliminates the possibility of carbon buildup and sticking.
（問題を解決するための手段）
上記問題を解決するために本発明は、排気バルブ外周面
とハウジング内周面との間にクリアランスを設け、排気
バルブを、ハウジングより熱膨脹率の大きい金属で形成
することにより、排気バルブ外周面とハウジング内周面
とのクリアランスが、熱間時よりも冷１１時の方が大き
くなるようにしている。(Means for Solving the Problems) In order to solve the above problems, the present invention provides a clearance between the outer peripheral surface of the exhaust valve and the inner peripheral surface of the housing, and forms the exhaust valve with a metal having a higher coefficient of thermal expansion than the housing. By doing so, the clearance between the outer circumferential surface of the exhaust valve and the inner circumferential surface of the housing is made larger when the exhaust valve is cold than when it is hot.
（第１実施例）
第２図は本発明を適用した２サイクルエンジンの水平断
面図であり、この第２図において、シリンダ１はアルミ
ニウムで形成されており、シリンダ１には主排気通路２
が形成されると共に、主排気通路２の円周方向両側に補
助排気通路３が形成されている。°補助排気通路３はそ
゛れぞれ独立して燃焼室５にｌ１Ｍ［：ｌすると共に、
主排気通路２の途中部分に回転排気バルブ７を介してｒ
ｌａＩＩｌ自在に接続している。(First Embodiment) Fig. 2 is a horizontal cross-sectional view of a two-stroke engine to which the present invention is applied. In Fig. 2, a cylinder 1 is made of aluminum, and a main exhaust passage 2
, and auxiliary exhaust passages 3 are formed on both sides of the main exhaust passage 2 in the circumferential direction. °The auxiliary exhaust passages 3 are each independently connected to the combustion chamber 5, and
r through a rotary exhaust valve 7 in the middle of the main exhaust passage 2.
It is freely connected.
排気バルブ７は切欠き通路７ａを有する軸状に形成され
ると共に、シリンダ中心線と平行に配置されており、第
１図に示すようにハウジング８のバルブ挿入用筒状内周
面９に回動自在に嵌合している。ハウジング８はシリン
ダ１と一体にアルミニウムによって形成されている。The exhaust valve 7 is formed in the shape of a shaft with a notched passage 7a, and is arranged parallel to the cylinder center line.As shown in FIG. They are fitted together so that they can move freely. The housing 8 is integrally formed with the cylinder 1 from aluminum.
排気バルブ７は例えばガバナ機構と連動連結している。The exhaust valve 7 is interlocked with, for example, a governor mechanism.
即ち第１図において、各バルブ７はそれぞれピニオン部
７ｂを一体的に有し、とニオン部７ｂはラックロッド１
ｏの歯部１１にそれぞれ噛合っている。ロッド１０はパ
ル１７に対して概ね直角に配置されると共にシリンダ１
に摺動自在に支持され、さらにレバー室１２内に延び出
し、その先端部が回動レバー１３の先端ビン１４に係合
している。That is, in FIG. 1, each valve 7 integrally has a pinion part 7b, and the nion part 7b is connected to the rack rod 1.
They mesh with the teeth 11 of the o. The rod 10 is arranged generally perpendicular to the pallet 17 and the cylinder 1
It is slidably supported in the lever chamber 12 and further extends into the lever chamber 12, and its tip engages with the tip pin 14 of the rotary lever 13.
レバー１３は垂直なレバー軸１５に固着されている。レ
バー軸１５は下方のガバナ機構まで延び、ガバナケース
４に回動自在に支持されており、その下端アーム１６は
ビン１７を介してガバナスリーブ１８に係合している。The lever 13 is fixed to a vertical lever shaft 15. The lever shaft 15 extends to the governor mechanism below and is rotatably supported by the governor case 4 , and its lower end arm 16 engages with a governor sleeve 18 via a pin 17 .
ガバナスリープ１８はガバナ回転軸１９に軸方向移動自
在に嵌合しており、スリーブ１８は遠心ボール２０を挟
持するための移動受は皿２１を備えている。移動受け［
１２１と他方の移動不能な固定費は皿２２の囚に上記遠
心ボール２０が挟持されている。ガバナ回転軸１９はギ
ヤ機構を介してクランク軸２５に連動連結している。ス
リーブ１８はガバナスプリング２６により移動受は皿２
２側に付勢されている。The governor sleeve 18 is fitted onto the governor rotating shaft 19 so as to be movable in the axial direction, and the sleeve 18 is provided with a movable plate 21 for holding the centrifugal ball 20. Moving receiver [
The centrifugal ball 20 is held between the plate 22 and the other immovable fixed object. The governor rotating shaft 19 is interlocked and connected to the crankshaft 25 via a gear mechanism. The sleeve 18 is moved by the governor spring 26 and the plate 2
The second side is biased.
第１図の■−■断面断面拡大部分水す第３図において、
ハウジング８は前述のようにアルミニウムで形成されて
おり、一方バルプ７は、ハウジング（アルミニウム材）
８よりも熱膨脹率の大き〜＼金金属例えばある種のマグ
ネシウム合金あるいは亜鉛合金で形成されている。パル
１７の外周面とハウジング内周面９の間には僅かなりリ
アランスｅが隔てられている。このクリアランスｅの大
きさは排気バルブ系の熱間時のツ度を考慮して設定され
るが、原則的には熱ＷＡ彎においても、ある一定のクリ
アランスｅ’ （ｅ’ ＞Ｑ）が確保される大きさと
する。なお第３図ではクリアランスｅを分り易く表現す
るためにクリアランスｅの大きさを誇張して表している
。In Figure 3, an enlarged section of the ■-■ cross section in Figure 1,
The housing 8 is made of aluminum as described above, while the valve 7 is made of the housing (aluminum material).
It has a coefficient of thermal expansion larger than that of 8. It is made of gold metal, such as a certain type of magnesium alloy or zinc alloy. There is a slight clearance e between the outer peripheral surface of the pallet 17 and the housing inner peripheral surface 9. The size of this clearance e is set taking into consideration the degree of exhaust valve system during hot conditions, but in principle, a certain clearance e'(e'> Q) is ensured even in hot WA curves. The size shall be the same. In addition, in FIG. 3, the size of the clearance e is exaggerated to make it easier to understand.
（作用） まず排気バルブの作動について簡単に説明する。(effect) First, the operation of the exhaust valve will be briefly explained.
エンジンが低速回転時には、排気バルブ７は第２図のよ
うな状態になっており、主排気通路２に対して補助排気
通路３は■じている。従って排気断面積は主排気通路２
のみの断面積となる。When the engine is rotating at a low speed, the exhaust valve 7 is in a state as shown in FIG. 2, and the auxiliary exhaust passage 3 is open to the main exhaust passage 2. Therefore, the exhaust cross-sectional area is the main exhaust passage 2
The cross-sectional area of
エンジンが高速回転になるに従い、遠心力による第１図
のポール２０の拡開作用によりスリーブ１８は矢印Ｘ１
方向に移動し、ビン１７及びアーム１６を介してレバー
・軸１５を矢印×２方向に回動させる。レバー軸１５の
矢印Ｘ２方向の回動によりレバー１３及びビン１４を介
してラックロッド１０を矢印×３方向に引張り、ざらに
歯部１１及びピニオン部７ｂを介して、バルブ７を第２
図の×４方向に回動させる。それにより主排気゛通路２
に対して補助排気通路３が開く。As the engine rotates at high speed, the sleeve 18 is moved by the arrow X1 due to the expanding action of the pawl 20 in FIG.
direction, and rotates the lever/shaft 15 in the arrow x2 direction via the bin 17 and the arm 16. By rotating the lever shaft 15 in the direction of arrow X2, the rack rod 10 is pulled in the direction of arrow
Rotate in the x4 direction in the figure. As a result, the main exhaust passage 2
The auxiliary exhaust passage 3 opens to the auxiliary exhaust passage 3.
従って排気断面積は主排気通路２の断面積に、−開いた
補助排気通路３の断面積を加えたものとなって拡大し、
高速時のエンジン特性に見合ったものとなり、出力が向
上する。Therefore, the exhaust cross-sectional area becomes the cross-sectional area of the main exhaust passage 2 plus the cross-sectional area of the opened auxiliary exhaust passage 3, and expands.
This matches the engine characteristics at high speeds and improves output.
次に第３Ｎｌｌのクリアランスｅの変化について説明す
る。エンジンを冷え切った冷Ｉｌｌから始動すると、エ
ンジンが加熱されるに従ってハウジング８及びバルブ７
が共に膨張し、ハウジング内ｌ１１１１ｉｉ９の内径及
びバルブ７の外周面の外径が拡大していく。排気バルブ
７の熱膨脹率がハウジング８の熱膨脹率よりも大きいの
で、加熱されるに従ってクリアランスｅは小さくなって
いき、熱間時にはクリアランスｅは略最小になって゛い
る。このように熱間時にはクリアランスｅは略最小にな
っているので、切欠き通路７ａを通過する排気中のカー
ボン等がクリアランスｅに侵入するのを減少させること
ができる。Next, a change in the clearance e of the third Nll will be explained. When the engine is started from a cold state, as the engine heats up, the housing 8 and valve 7
expand together, and the inner diameter of the housing interior l1111ii9 and the outer diameter of the outer peripheral surface of the valve 7 expand. Since the coefficient of thermal expansion of the exhaust valve 7 is larger than that of the housing 8, the clearance e becomes smaller as the exhaust valve 7 is heated, and the clearance e becomes approximately minimum when it is hot. In this manner, the clearance e is at a substantially minimum value when the engine is hot, so that it is possible to reduce the amount of carbon, etc. in the exhaust gas passing through the notch passage 7a that enters the clearance e.
エンジン停止後、冷えていくに従いハウジング８及びバ
ルブ７が共に収縮し、ハウジング内周面９の内径及びバ
ルブ７の外周面の外径が縮小していく。排気バルブ７の
熱膨脹率がハウジング８の熱膨脹率よりも大きいので、
冷えていくに従ってクリアランスｅは大きくなっていき
、完全に冷えきった冷間時にはクリアランスｅは最大に
なる。After the engine is stopped, as the engine cools down, both the housing 8 and the valve 7 contract, and the inner diameter of the inner circumferential surface 9 of the housing and the outer diameter of the outer circumferential surface of the valve 7 decrease. Since the coefficient of thermal expansion of the exhaust valve 7 is larger than that of the housing 8,
As it cools down, the clearance e increases, and when it is completely cold, the clearance e becomes maximum.
従ってたとえ熱間時にクリアランスｅにカーボン等が侵
入していても、冷間時にはクリアランスｅが拡大してい
るので、カーボンが冷間時に圧縮されることはなく、ハ
ウジング８とバルブ７゛が膠着することはない。また冷
間時には勿論エンジンは作動していないので、排気中の
カーボン等がクリアランスｅに侵入することはない。Therefore, even if carbon etc. enters the clearance e when it is hot, since the clearance e expands when it is cold, the carbon will not be compressed when it is cold, and the housing 8 and valve 7' will stick together. Never. Furthermore, since the engine is of course not operating when the engine is cold, carbon, etc. in the exhaust gas will not enter the clearance e.
（別の実施例）
（１）第４、第５Ｉａは排気バルブ７の変形例を示して
おり、第２図のような切欠き通路の代わりに通路孔７Ｃ
を備えている例である。(Another embodiment) (1) No. 4 and No. 5 Ia show modified examples of the exhaust valve 7, in which a passage hole 7C is used instead of the notch passage as shown in FIG.
This is an example with
（２）第６図は補助排気通路３及び排気共鳴室３０を備
えた２サイクルエンジンに適用した例を承しており、排
気バルブ７により低速回転時には排気共鳴室３０を主排
気通路２に対して開き、高速回転時には補助排気通路３
を主排気通路２に対して開（ようになっている。両排気
バルブ７とガバナ機構との連動連結構造は第１図の構造
と概ね同じであるが、ただ第３図で両排気パル部７はラ
ックロッド１０の両側に配置されており、ラックロッド
１０の矢印×３方向の移動により右側のバルブ７は矢印
Ｘ′４方向に、左側のバルブ７は矢印Ｘ４方向に回動す
るようにな７ている。(2) Fig. 6 shows an example in which the engine is applied to a two-stroke engine equipped with an auxiliary exhaust passage 3 and an exhaust resonance chamber 30, and the exhaust valve 7 allows the exhaust resonance chamber 30 to be connected to the main exhaust passage 2 during low speed rotation. The auxiliary exhaust passage 3 opens during high-speed rotation.
is opened to the main exhaust passage 2.The interlocking connection structure between both exhaust valves 7 and the governor mechanism is generally the same as the structure shown in Fig. 1, except that both exhaust valves 7 and the governor mechanism are opened in Fig. 3. 7 are arranged on both sides of the rack rod 10, and as the rack rod 10 moves in the arrow x3 direction, the valve 7 on the right side rotates in the direction of arrow X'4, and the valve 7 on the left side rotates in the direction of arrow X4. There are seven.
即ち低速回転時には、第６図のように主排気通路２に対
して排気共鳴室３０を開くと共に排気通路３を閉じ、排
気共鳴室３０の共鳴作用により低速回転域での排気賃動
を吸収し、それにより低速回転域での出力を向上させる
。That is, during low speed rotation, the exhaust resonance chamber 30 is opened to the main exhaust passage 2 and the exhaust passage 3 is closed as shown in FIG. 6, and the resonance effect of the exhaust resonance chamber 30 absorbs the exhaust force in the low speed rotation range. , thereby improving output in the low speed rotation range.
また高速回転になるとガバナ機構の作動により、バルブ
７はそれぞれ矢印Ｘｉζｘ４方向に回動し、主排気通路
２に対して排気共鳴室３０を圓じると共に排気通路３を
開き、それにより排気断面積を拡大し、高速回転域での
出力を向上させる。In addition, when the rotation becomes high speed, the valves 7 each rotate in the direction of the arrow Xi to increase output in the high-speed rotation range.
（３）ハウジングをシリンダと別体に形成してもよく、
その時にはアルミニウム以外の金属で形成することがで
きる。ただしハウジングを熱膨脹率の低い金属で形成す
ると、バルブの材質の選択が広がるので好都合である。(3) The housing may be formed separately from the cylinder,
In that case, it can be formed of metals other than aluminum. However, it is advantageous to form the housing from a metal with a low coefficient of thermal expansion, since this allows for a wider selection of valve materials.
（発明の効果）
以上説明したように本発明は、排気バルブ外周面とハウ
ジング内周面との間にクリアランスを設け、排気バルブ
を、ハウジングより熱膨脹率の大きい金属で形成するこ
とにより、排気バルブ外周面とハウジング内周面とめク
リアランスが、熱間時よりも冷ｍｓの方がの大きくなる
ようにしているので：
（１）排気が流通・するエンジン熱間時にはクリアラン
スは最も小さくなり、従ってクリアランスへのカーボン
の侵入量は減少する。(Effects of the Invention) As explained above, the present invention provides a clearance between the outer circumferential surface of the exhaust valve and the inner circumferential surface of the housing, and forms the exhaust valve with a metal having a higher coefficient of thermal expansion than the housing. The clearance between the outer circumferential surface and the inner circumferential surface of the housing is made larger when the engine is cold than when it is hot: (1) When the engine is hot and the exhaust gas is circulating, the clearance is smallest; The amount of carbon intrusion into the tank decreases.
（２）エンジンが冷え切った時、即ち冷間時にはクリア
ランスは最も大きくなるので、たとえ上記熱間時にクリ
アランスにカーボンが侵入していても、ハウジングとバ
ルブの間でカーボンが圧縮されることはない。(2) The clearance is the largest when the engine is completely cold, that is, when it is cold, so even if carbon enters the clearance when the engine is hot, it will not be compressed between the housing and the valve. .
従ってカーボンの圧縮によるハウジングとバルブの８着
現象の発生を防止でき、バルブの作動不良を防止できる
。Therefore, it is possible to prevent the phenomenon of occlusion between the housing and the valve due to compression of carbon, and to prevent malfunction of the valve.
第１図は本発明を適用した２サイクルエンジンの縦断面
図、第２図は第１図の■−■断面図、第３図は第２図の
■−■断面拡大部分図、第４図は排気バルブの変形例を
示す斜視内、第５図は第４図のｖ−ｖｉＷＪ図、第６図
は排気共鳴室を備えた２サイクルエンジンに適用した例
を示す水平断面図である。１・・・シリンダ、２・・・
主排気通路、３・・・補助排気通路、７・・・排気バル
ブ、８・・・ハウジング特許出願人 川崎重工業株式会
社
第２図
第１図Fig. 1 is a vertical cross-sectional view of a two-stroke engine to which the present invention is applied, Fig. 2 is a cross-sectional view taken along ■-■ in Fig. 1, Fig. 3 is an enlarged partial cross-sectional view taken along ■-■ in Fig. 2, and Fig. 4 5 is a perspective view showing a modified example of the exhaust valve, FIG. 5 is a v-vi WJ diagram of FIG. 4, and FIG. 6 is a horizontal sectional view showing an example applied to a two-stroke engine equipped with an exhaust resonance chamber. 1...Cylinder, 2...
Main exhaust passage, 3... Auxiliary exhaust passage, 7... Exhaust valve, 8... Housing Patent applicant Kawasaki Heavy Industries, Ltd. Figure 2 Figure 1
Claims (1)
助排気通路を備え、補助排気通路を主排気通路の途中に
、排気バルブを介して開閉自在に接続し、排気バルブを
ハウジングのバルブ挿入用筒状内周面に回動自在に嵌合
する２サイクルエンジンの排気バルブ装置において、排
気バルブ外周面とハウジング内周面との間にクリアラン
スを設け、排気バルブを、ハウジングより熱膨脹率の大
きい金属で形成することにより、排気バルブ外周面とハ
ウジング内周面とのクリアランスが、熱間時よりも冷間
時の方が大きくなるようにしたことを特徴とする２サイ
クルエンジンの排気バルブ装置。It has a main exhaust passage and an auxiliary exhaust passage that open into the cylinder independently, and the auxiliary exhaust passage is connected in the middle of the main exhaust passage so that it can be opened and closed via an exhaust valve, and the exhaust valve is connected to the valve insertion tube of the housing. In an exhaust valve device for a two-stroke engine that rotatably fits on the inner circumferential surface of a shape, a clearance is provided between the outer circumferential surface of the exhaust valve and the inner circumferential surface of the housing, and the exhaust valve is made of a metal having a higher coefficient of thermal expansion than the housing. An exhaust valve device for a two-stroke engine, characterized in that the clearance between the outer circumferential surface of the exhaust valve and the inner circumferential surface of the housing is larger when the exhaust valve is cold than when it is hot.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60055021A JPS61212625A (en) | 1985-03-19 | 1985-03-19 | Exhaust valve apparatus for 2-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60055021A JPS61212625A (en) | 1985-03-19 | 1985-03-19 | Exhaust valve apparatus for 2-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61212625A true JPS61212625A (en) | 1986-09-20 |
| JPH0348328B2 JPH0348328B2 (en) | 1991-07-24 |
Family
ID=12987010
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60055021A Granted JPS61212625A (en) | 1985-03-19 | 1985-03-19 | Exhaust valve apparatus for 2-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61212625A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63119831U (en) * | 1987-01-28 | 1988-08-03 |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5731511A (en) * | 1980-08-02 | 1982-02-20 | Dantani Plywood Co | Manufacture of artificial grain decorative veneer having change of natural grain pattern |
| JPS58119909A (en) * | 1982-01-07 | 1983-07-16 | Agency Of Ind Science & Technol | Ceramic rotary valve for internal-combustion engine |
-
1985
- 1985-03-19 JP JP60055021A patent/JPS61212625A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5731511A (en) * | 1980-08-02 | 1982-02-20 | Dantani Plywood Co | Manufacture of artificial grain decorative veneer having change of natural grain pattern |
| JPS58119909A (en) * | 1982-01-07 | 1983-07-16 | Agency Of Ind Science & Technol | Ceramic rotary valve for internal-combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63119831U (en) * | 1987-01-28 | 1988-08-03 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0348328B2 (en) | 1991-07-24 |
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