JPS63147905A - Timing transmission gear for dohc system v-type engine - Google Patents
Timing transmission gear for dohc system v-type engineInfo
- Publication number
- JPS63147905A JPS63147905A JP29563086A JP29563086A JPS63147905A JP S63147905 A JPS63147905 A JP S63147905A JP 29563086 A JP29563086 A JP 29563086A JP 29563086 A JP29563086 A JP 29563086A JP S63147905 A JPS63147905 A JP S63147905A
- Authority
- JP
- Japan
- Prior art keywords
- timing transmission
- intake
- camshafts
- valve
- exhaust
- 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
- 230000005540 biological transmission Effects 0.000 title claims abstract description 57
- KJFBVJALEQWJBS-XUXIUFHCSA-N maribavir Chemical compound CC(C)NC1=NC2=CC(Cl)=C(Cl)C=C2N1[C@H]1O[C@@H](CO)[C@H](O)[C@@H]1O KJFBVJALEQWJBS-XUXIUFHCSA-N 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
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
- F01L1/02—Valve drive
-
- 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
- F01L1/022—Chain drive
-
- 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
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/08—Endless member is a chain
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
Ａ１発明の目的
（１）産業上の利用分野
本発明はＤＯＨＣ式Ｖ型エンジンにおいて、クランク軸
の回転を、吸、排気用動弁カム軸に伝動するための調時
伝動装置に関するものである。Detailed Description of the Invention A1 Objective of the Invention (1) Industrial Field of Application The present invention is directed to a timing control system for transmitting the rotation of the crankshaft to the intake and exhaust valve drive camshafts in a DOHC type V-type engine. It relates to a transmission device.
（２）従来の技術
従来２列のバンクがＶ型に配置されるエンジン本体を有
し、且つ各バンクには吸、排気弁を各列に駆動するため
の吸、排気用の２本の動弁カム軸を備えたＤ ＯＨＣ弐
Ｖ型エンジンにおいて、クランク軸の回転を各バンクの
２本の動弁カム軸に伝動する調時伝動装置は、たとえば
、特開昭６１−１８１０号公報に開示される。(2) Prior Art Conventionally, the engine body has two rows of banks arranged in a V-shape, and each bank has two actuators for intake and exhaust to drive intake and exhaust valves in each row. A timing transmission device for transmitting the rotation of the crankshaft to the two valve drive camshafts of each bank in a D OHC 2 V-type engine equipped with a valve camshaft is disclosed, for example, in Japanese Patent Application Laid-Open No. 1810-1981. be done.
（３）発明が解決しようとする問題点
ところが前記従来のものではクランク軸と一体の駆動輪
と、各バンクの吸、排気用の２末の動弁カム軸の何れか
一方に固着される従動輪との間に無端状伝動帯が巻掛け
られ、クランク軸の回転はＡの減速比を以て左、右の動
弁カム軸に伝達されるので、動弁カム軸に固着される従
動輪は減速輸よりなり大径にならざるを得す、このため
エンジン本体の頭部が大きくなり、その大型化を免れな
いという問題がある。(3) Problems to be Solved by the Invention However, in the conventional system, the drive wheel is integrated with the crankshaft, and the valve drive camshaft is fixed to either one of the two end valve drive camshafts for intake and exhaust of each bank. An endless transmission band is wrapped between the driven wheels and the rotation of the crankshaft is transmitted to the left and right valve drive camshafts with a reduction ratio of A, so the driven wheels fixed to the valve drive camshafts are decelerated. The diameter of the engine has to be larger than that of an engine, which causes the head of the engine to become larger, which is an unavoidable problem.
そこで本発明はクランク軸と動弁カム軸とを連動する調
時巻掛伝動装置によってエンジン本体の頭部が従来のも
のほど大きくならないようにした、構成簡単なりＯＨＣ
式Ｖ型エンジンの調時伝動装置を提供することを目的と
するものである。Therefore, the present invention uses a timed winding transmission that interlocks the crankshaft and the valve camshaft to prevent the head of the engine body from becoming as large as the conventional one.
The object of the present invention is to provide a timing transmission device for a V-type engine.
Ｂ０発明の構成
（１）問題点を解決するための手段
本発明によれば前記目的達成のため、２列のバンクがＶ
型に配置されるエンジン本体を有し、且つ各バンクにそ
れぞれ吸、排気弁を各別に駆動するだめの吸、排気用の
２本の動弁カム軸を備えてなるＤＯＨＣ式■型エンジン
の調時伝動装置において、前記エンジン本体に軸支され
るクランク軸と、２列のバンクのシリンダへンドにそれ
ぞれ軸支される吸、排気用の動弁カム軸の何れか一つと
の間を、−人別時伝動装置を介して連動、連結し、また
２列のバンクの吸気用（もしくは排気用）動弁カム軸同
士を二次調時伝動装置を介して連動連結し、さらに各バ
ンク毎の吸、排気用動弁カム軸同士を三次調時伝動装置
を介して連動連結し、前記−人別時伝動装置は、クラン
ク軸に固着される駆動輪と、一つの動弁カム軸に固着さ
れる減速輪と、前記両輪間に巻■トけられる無端状伝動
帯とよりなる。B0 Structure of the Invention (1) Means for Solving the Problems According to the present invention, in order to achieve the above object, two rows of banks are
This is a DOHC type engine adjustment system, which has an engine body arranged in a mold, and two valve drive camshafts for intake and exhaust, which drive the intake and exhaust valves in each bank separately. In the time transmission device, between the crankshaft pivotally supported by the engine body and one of the intake and exhaust valve drive camshafts pivotally supported by the cylinder ends of the two rows of banks, - They are interlocked and connected via a separate timing transmission, and the intake (or exhaust) valve camshafts of the two banks are interlocked and connected via a secondary timing transmission. The intake and exhaust valve camshafts are interlocked and connected via a tertiary timing transmission, and the individual timing transmission has a drive wheel fixed to a crankshaft and a single valve camshaft. It consists of a reduction wheel, and an endless transmission band wound between the two wheels.
（２）作 用
前記構成によれば、エンジンの運転によリフランク軸が
回転されると、−人別時伝動装置を介して一方のバンク
の吸気用（排気用）の一つの動弁カム軸が減速駆動され
、さらに前記動弁カム軸から二次調時伝動装置を介して
他方のバンクの吸気用（排気用）の一つの動弁カム軸が
駆動され、さらにバンク毎の吸、排気用動弁カム軸同士
が三次調時伝動装置を介して連動される。(2) Operation According to the above configuration, when the refractive shaft is rotated by engine operation, one valve drive camshaft for intake (exhaust) of one bank is rotated via the individual transmission device. is decelerated and driven, and one valve camshaft for intake (exhaust) of the other bank is driven from the valve camshaft via a secondary timing transmission, and further, one valve camshaft for intake (exhaust) of the other bank is driven. The valve drive camshafts are interlocked via a tertiary timing transmission.
（３）実施例 以下、図面により本発明の一実施例について説明する。(3) Examples An embodiment of the present invention will be described below with reference to the drawings.
Ｄ ＯＨＣ式■型エンジンのエンジン本体１１まｖ字状
に２列に配列される左、右バンク２．．２□と、これら
のバンク２３．２□の集合下面に接合される一つのクラ
ンクケース３とを備える。左、右バンク２．．２□は、
それぞれシリンダブロック４５，４□とその上面に結着
されるシリンダヘッド５□、５２とよりなり、クランク
ケース３の下面にはオイルパン６が接合される。 左、
右バンク２．，２．と、クランクケース３間にはクラン
ク軸７が回転自在に支承され、また左、右バンク２．．
２ｚのシリンダヘッド５８，５□には、それぞれ吸、排
気用の２本の動弁カム軸８．．９、；８２、９２が並列
して回転自在に支承される。D OHC type engine body 11 Left and right banks arranged in two rows in a V-shape 2. ．． 2□, and one crankcase 3 joined to the collective lower surface of these banks 23.2□. Left, right bank 2. ．． 2□ is
It consists of cylinder blocks 45, 4□, respectively, and cylinder heads 5□, 52 fixed to the upper surfaces thereof, and an oil pan 6 is joined to the lower surface of the crankcase 3. left,
Right bank 2. ,2. A crankshaft 7 is rotatably supported between the left and right banks 2. ．．
The cylinder heads 58, 5□ of the 2z have two valve drive camshafts 8.2z for intake and exhaust, respectively. ．． 9; 82, 92 are rotatably supported in parallel.
前記クランク軸７と、一方のバンク２□の吸気用動弁カ
ム軸８、間は一次調時伝動装置１０により連動連結され
、左、右バンク２１．２□の吸気用動弁カム軸８Ｉ、８
２同士は二次調時伝動装置１１により連動連結され、さ
らに各バンク２．。The crankshaft 7 and the intake valve camshaft 8 of one bank 2□ are interlocked and connected by a primary timing transmission 10, and the intake valve camshaft 8I of the left and right banks 21.2□, 8
2 are interlocked and connected by a secondary timing transmission 11, and each bank 2. .
２□毎の吸、排気用動弁カム軸８．．９．および８２、
９２間は三次調時伝動装置１２．．１２□により連動、
連結される。8. Valve drive camshaft for intake and exhaust every 2□. ．． 9. and 82,
92 is the tertiary timing transmission device 12. ．． Linked by 12□,
Concatenated.
前記−人別時伝動装置ｌＯはクランク軸７の外端に固着
される駆動輪すなわち駆動コグホイール１４と、前記動
弁カム軸８ｔの外端に固着される大径の減速輪、すなわ
ち減速コグホイール１５と、ツレら両ホイール１４．１
５間に巻掛けられる無端状伝動帯、すなわちコグベルト
１６とより構成されており、クランク軸７の回転は減速
コグホイール１５により減速されて吸気用動弁カム軸８
２に伝動される。コグベルト１６の弛み側には、エンジ
ン本体に軸支されるテンションプーリ２５が圧接される
。The individual time transmission device IO includes a drive wheel, ie, a drive cog wheel 14, fixed to the outer end of the crankshaft 7, and a large diameter reduction wheel, ie, a reduction cog wheel, fixed to the outer end of the valve drive camshaft 8t. Wheel 15 and both wheels 14.1
The rotation of the crankshaft 7 is decelerated by a deceleration cog wheel 15, and the rotation of the crankshaft 7 is decelerated by a deceleration cog wheel 15.
2. A tension pulley 25, which is pivotally supported by the engine body, is pressed against the slack side of the cog belt 16.
また前記二次調時伝動装置１１は右バンク２２の吸気用
動弁カム軸８２の外端に固着される伝動輪、すなわちコ
グホイール１７と左バンク２１の吸気用動弁カム軸８１
の外端に固着される伝動輪、すなわちコグホイール１８
と、前記コグホイール１７．１８間に巻掛けられる無端
状伝動（１）すなわちコグベルト１９とより構成され、
一方の吸気用動弁カム軸８２の回転は前記二次調時伝動
装置１１を介して他方の吸気用動弁カム軸８．に伝動さ
れる。The secondary timing transmission 11 includes a transmission wheel fixed to the outer end of the intake valve camshaft 82 of the right bank 22, that is, a cog wheel 17 and an intake valve camshaft 81 of the left bank 21.
A transmission wheel, that is, a cog wheel 18 fixed to the outer end of the
and an endless transmission (1), that is, a cog belt 19, wound between the cog wheels 17 and 18,
The rotation of one intake valve camshaft 82 is transmitted to the other intake valve camshaft 8 through the secondary timing transmission 11. is transmitted.
また前記三次調時伝動装置！Ｌ Ｌ 、 １２ｚは、
吸気用動弁カム！Ｈ＋、ｓ□の各外端に固着される吸気
側伝動輪、すなわち吸気側コグホイール２０、．２０□
と、排気用動弁カム軸９３．９２の各外端に固着される
排気側伝動輪すなわち排気側コグホイール２１．．２１
．と各吸、排気側コグホイール２０．．２１．および２
０□、２１□にそれぞれ巻掛けられる無端状伝動帯、す
なわちコグヘルド２２．．２２゜とより構成され、吸、
排気用動弁カム軸８＋、Ｌおよび８２、９２は前記三次
調時伝動装置１２．．１２□を介してそれぞれ同調駆動
される。Also the tertiary timing transmission! LL, 12z is
Intake valve cam! Intake side transmission wheels, that is, intake side cog wheels 20, . 20□
and an exhaust side transmission wheel, that is, an exhaust side cog wheel 21. fixed to each outer end of the exhaust valve drive camshaft 93, 92. ．． 21
．． and each intake and exhaust side cog wheel 20. ．． 21. and 2
0□, 21□, an endless transmission band, that is, a cogheld 22. ．． Consisting of 22°, suction,
The exhaust valve drive camshafts 8+, L and 82, 92 are connected to the tertiary timing transmission 12. ．． 12□, and are driven in synchronization with each other.
なお、図中２３．．２３□は吸気側動弁カム軸８０．８
２の吸気カムによって作動される吸気弁、２４□、２４
□は排気側動弁カム軸９１，９２の排気カムによって作
動される排気弁である。In addition, 23. ．． 23□ is the intake side valve drive camshaft 80.8
Intake valves operated by intake cams of 2, 24□, 24
□ is an exhaust valve operated by the exhaust cams of the exhaust side valve drive camshafts 91 and 92.
次にこの実施例の作用について説明する。Next, the operation of this embodiment will be explained.
いまエンジンの運転により、クランク軸７が駆動される
と、前記−人別時伝動装置ＩＯを介して右バンク２□の
吸気側動弁カム軸８２が２の減速比をもって減速駆動さ
れる。また該カム軸８２０回転は二次調時伝動装置１１
を介して左バンク２、の吸気側動弁カム軸８Ｉを同調駆
動し、さらに各人、右バンク２．５２□において、吸気
用動弁カム軸８１．８２の回転は三次調時伝動装置１２
＋、１２ｚを介して排気用動弁カム！Ｊ］９．，９２に
伝達される。When the crankshaft 7 is now driven by the operation of the engine, the intake-side valve operating camshaft 82 of the right bank 2□ is decelerated and driven at a reduction ratio of 2 via the manual transmission device IO. Further, the camshaft 820 rotation is caused by the secondary timing transmission 11.
The rotation of the intake valve camshafts 81, 82 in the right bank 2.52□ is controlled by the tertiary timing transmission 12.
+, Exhaust valve cam via 12z! J]9. , 92.
なお−、二および三次調時伝動装置を構成する伝動輪お
よび伝動帯としてコグホイールおよびコグベルトを使用
する代りにチェノホイール、およびチェノその他の同効
物を使用してもよく、また−人別時伝動装置により一つ
の排気側動弁カム軸を駆動するようにしてもよい。In addition, instead of using cog wheels and cog belts as the transmission wheels and transmission bands constituting the secondary and tertiary timing transmission devices, cheno wheels, cheno wheels and other equivalent devices may be used. One exhaust side valve operating camshaft may be driven by the time transmission device.
Ｃ９発明の効果
以上の実施例により明らかなように本発明によれば、Ｄ
ＯＨＣ式■型エンジンにおいて、エンジン本体に軸支さ
れるクランク軸と、２列のバンクのシリンダヘッドにそ
れぞれ軸支される吸、排気用の動弁カム軸の何れか一つ
との間を、−人別時伝動装置を介して連動、連結し、ま
た２列のバンクの吸気（もしくは排気用）動弁カム軸同
士を二次調時伝動装置を介して連動連結し、さらに各バ
ンク毎の吸、排気用動弁カム軸同士を三次調時伝動装置
を介して連動連結し、前記−人別時伝動装置は、クラン
ク軸に固着される駆動輪と、一つの動弁カム軸に固着さ
れる減速輸と、前記両輪間に巻掛けられる無端状伝動帯
とより構成したので、左、右バンクのシリンダヘッドに
それぞれ設けられる四つの吸、排気用動弁カム軸のうち
唯一つの動弁カム軸にのみ大径の減速輪を設け、残余の
動弁カム軸には小径の伝動輪を設ければよいこととなり
、調時伝動装置自体がＤＯＨＣ式■型エンジンの頭部の
大型化に関与する割合を少なくすることができる。C9 Effects of the Invention As is clear from the above examples, according to the present invention, D
In an OHC type ■ type engine, between the crankshaft which is supported by the engine body and one of the intake and exhaust valve drive camshafts which are each supported by the cylinder heads of two rows of banks, - The intake (or exhaust) valve camshafts of the two banks are interlocked and connected via a secondary timing transmission, and each bank's intake (or exhaust) valve camshafts are interlocked and connected via a secondary timing transmission. , the exhaust valve drive camshafts are interlocked and connected via a tertiary timing transmission, and the individual timing transmission is fixed to a drive wheel fixed to the crankshaft and one valve drive camshaft. Since it is composed of a deceleration transmission and an endless transmission band wrapped between the two wheels, only one of the four intake and exhaust valve camshafts provided in the left and right bank cylinder heads, respectively. A large-diameter reduction wheel should be provided only for the valve drive camshaft, and a small-diameter transmission wheel should be provided for the rest of the valve drive camshaft, and the timing transmission itself will contribute to the enlargement of the head of the DOHC ■ type engine. The proportion can be reduced.
図面は本発明装置の一実施例を示すもので、その正面図
である。
１・・・エンジン本体、２．．２□・・・左、右バンク
、５＝、５ｔ・・・シリンダヘッド、７・・・クランク
軸、８０．８ｇ・・・吸気用動弁カム軸、９１．９２・
・・排気用動弁カム軸、１０・・・−人別時伝動装置、
１１・・・二次調時伝動装置、１２１，１２２・・・三
次調時伝動装置、１４・・・駆動輪、１５・・・減速輸
、１６・・・伝動帯、２３．．２３□・・・吸気弁、２
４．．２４２・・・排気弁The drawing shows one embodiment of the device of the present invention, and is a front view thereof. 1... Engine body, 2. ．． 2□...Left, right bank, 5=, 5t...Cylinder head, 7...Crankshaft, 80.8g...Intake valve drive camshaft, 91.92.
・・Exhaust valve drive camshaft, 10...-Personal transmission device,
11... Secondary timing transmission device, 121, 122... Tertiary timing transmission device, 14... Drive wheel, 15... Reduction transport, 16... Transmission band, 23. ．． 23□・・・Intake valve, 2
4. ．． 242...exhaust valve
Claims (1)
ンジン本体（１）を有し、且つ各バンク（２＿１、２＿
２）にそれぞれ吸、排気弁（２３＿１、２３＿２；２４
＿１、２４＿２）を各別に駆動するための吸、排気用の
２本の動弁カム軸（８＿１、８＿２；９＿１、９＿２）
を備えてなるＤＯＨＣ式Ｖ型エンジンにおいて、前記エ
ンジン本体（１）に軸支されるクランク軸（７）と、２
列のバンク（２＿１、２＿２）のシリンダヘッド（５＿
１、５＿２）にそれぞれ軸支される吸、排気用の動弁カ
ム軸（８＿１、８＿２；９＿１、９＿２）の何れか一つ
との間を、一次調時伝動装置（１０）を介して連動、連
結し、また２列のバンク（２＿１、２＿２）の吸気用（
もしくは排気用）動弁カム軸（８＿１、８＿２）同士を
二次調時伝動装置（１１）を介して連動連結し、さらに
各バンク（２＿１、２＿２）毎の吸、排気用動弁カム軸
（８＿１、９＿１；８＿２、９＿２）同士を三次調時伝
動装置（１２＿１、１２＿２）を介して連動連結し、前
記一次調時伝動装置（１０）は、クランク軸（７）に固
着される駆動輪（１４）と、一つの動弁カム軸（８＿２
）に固着される減速輪（１５）と、前記両輪（８＿２、
１５）間に巻掛けられる無端状伝動帯（１６）とよりな
ることを特徴とするＤＯＨＣ式Ｖ型エンジンの調時伝動
装置。Two rows of banks (2_1, 2_2) have engine bodies (1) arranged in a V-shape, and each bank (2_1, 2_2) has an engine body (1) arranged in a V-shape.
2) have intake and exhaust valves (23_1, 23_2; 24
Two valve drive camshafts (8_1, 8_2; 9_1, 9_2) for intake and exhaust to drive the valves (_1, 24_2) separately.
A DOHC V-type engine comprising: a crankshaft (7) supported by the engine body (1);
Cylinder head (5_
1, 5_2), respectively, through a primary timing transmission (10), connection, and two rows of banks (2_1, 2_2) for intake (
The valve camshafts (8_1, 8_2) for each bank (2_1, 2_2) are interlocked and connected via the secondary timing transmission (11), and the valve camshafts (8_1, 8_2) for each bank (2_1, 2_2) are 8_1, 9_1; 8_2, 9_2) are interlocked and connected to each other via a tertiary timing transmission (12_1, 12_2), and the primary timing transmission (10) is connected to a drive wheel ( 14) and one valve train camshaft (8_2
), and the two wheels (8_2,
15) A timing transmission device for a DOHC V-type engine, characterized by comprising an endless transmission band (16) wound between the belts.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29563086A JPS63147905A (en) | 1986-12-11 | 1986-12-11 | Timing transmission gear for dohc system v-type engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29563086A JPS63147905A (en) | 1986-12-11 | 1986-12-11 | Timing transmission gear for dohc system v-type engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63147905A true JPS63147905A (en) | 1988-06-20 |
Family
ID=17823128
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29563086A Pending JPS63147905A (en) | 1986-12-11 | 1986-12-11 | Timing transmission gear for dohc system v-type engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63147905A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2642111A1 (en) * | 1989-01-21 | 1990-07-27 | Daimler Benz Ag | V-TYPE INTERNAL COMBUSTION ENGINE |
-
1986
- 1986-12-11 JP JP29563086A patent/JPS63147905A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2642111A1 (en) * | 1989-01-21 | 1990-07-27 | Daimler Benz Ag | V-TYPE INTERNAL COMBUSTION ENGINE |
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