JP2022015798A - Cam shaft for multicylinder internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress cost, prevent size increase, and improve versatility of a camshaft capable of holding a specific camlob in a non-rotating state due to cylinder deactivation.
SOLUTION: A first cam lob 2 as a separate cam lob for cylinder deactivation is fitted to a cam shaft main body 1 in a rotatable and non-sliding manner. A plunger 21 having a rearward facing lock pin 21a is slidably mounted on the cam ridge 6 of the first cam lob 2, and the plunger 21 is urged backward by the first spring 25 to pressurize oil. Can be set back by. An intermediate ring 26 is arranged between the first cam lob 2 and the second journal portion 8, and when the lock pin 21a is fitted into the lock hole 30 of the intermediate ring 26, the first cam lob 2 becomes the cam shaft main body 1. It rotates in one piece. By slightly rotating the intermediate ring 26 against the second spring 29, the impact at the time of transition to the locked state is alleviated.
[Selection diagram] Fig. 2

Description

The present invention relates to a camshaft used in a multi-cylinder internal combustion engine of a type capable of suspending operation (explosion) of some of a plurality of cylinders.

In a multi-cylinder internal combustion engine, there is a technique for suppressing fuel consumption by suspending the operation of some cylinders when the load is small. In this case, it has been proposed to stop the movement of the intake / exhaust valve in order to reduce the pumping loss, and an example thereof is disclosed in Patent Documents 1 and 2.

That is, in Patent Document 1, the cam lob corresponding to the resting cylinder is configured as a movable cam lob that can rotate and slide relative to the cam shaft body, and the movable cam lob is slid by an actuator (shifter). It is possible to switch between a state in which the valve can be driven by the movable cam lob and a state in which the valve cannot be pressed even if the movable cam lob rotates.

On the other hand, in Patent Document 2, a cam lob for resting is also integrally formed with the camshaft main body, and the rocker arm is separated into a first rocker arm driven by the cam lob and a second rocker arm for pushing a valve. By connecting the movements of the first rocker arm and the second rocker arm with two hydraulically actuated pins, it is possible to switch between a state in which power can be transmitted from the camlob to the valve and a state in which power cannot be transmitted from the camlob to the valve. It has become like.

Japanese Patent No. 6062967 Japanese Patent No. 5883853

By the way, in the cam shaft, the journal part is rotatably held by the cylinder head via the cam cap, and the cam lob is arranged between the adjacent journal parts. Since the distance between the fitted journal parts is also the size corresponding to it, there is often no margin in the size.

Therefore, if the movable cam lob is configured in a slide system as in Patent Document 1, the length of the cam shaft has to be lengthened, which may increase the overall length of the engine and cause the engine to become larger than necessary. There is. Further, in Patent Document 1, since the actuator is arranged in a state of being exposed to the valve chamber, it is difficult to lower the head cover in order to avoid the problem that the structure for fixing the actuator becomes complicated and the interference with the actuator. There are also concerns about such problems.

On the other hand, in Patent Document 2, since the conventional product in which each camlob is integrally formed can be used as it is for the camshaft, it is possible to avoid increasing the total length of the engine, but the rocker arm becomes larger and the valve chamber is more than necessary. There is a problem that the pin may become bulky, and a pin is arranged at the free end of the rocker arm, and an alternating load acts on the pin due to the rotation of the camshaft, so that there is a concern about durability. Further, Patent Document 2 has a problem that it cannot be applied to a direct hit type engine in which a valve is directly pushed by a cam lob and its versatility is low.

The invention of the present application has been made to improve such a situation.

The present invention relates to the improvement of the camshaft, and the camshaft is
"A camshaft body that rotates in conjunction with a crankshaft and a plurality of camlobs arranged on the camshaft body corresponding to a plurality of cylinders are provided.
The plurality of camlobs consist of an integrated camlob that always rotates together with the camshaft body and a separate camlob that is non-sliding and relatively rotatable (fitted from the outside) on the camshaft body. Ori,
The separate camlob is switched between a locked state that rotates integrally with the camshaft body and a state that rotates relative to the camshaft body by a clutch body driven by hydraulic pressure or other power. "
It is configured as.

The invention of the present application can be developed in various ways. As an example, the invention of claim 2
"The clutch body is a lock pin that slides in the axial direction of the camshaft body, and the lock pin is slidably attached to one of the camshaft body and the movable camlob, and the other. A lock hole is formed in the member of the above to allow the lock pin to be fitted and detached. "
It is configured as.

As a development example of the invention of claim 2, the invention of claim 3 is
"The lock pin is slidably attached to the cam ridge of the separate cam lob, or a lock hole is formed in which the lock pin fits in and out."
It is configured as.

Further, the invention of claim 4 is in any one of claims 1 to 4.
"Furthermore, a shock absorber is provided to prevent an impact from acting on the separate cam lob when the separate cam lob switches from the free state to the locked state."
It is configured as.

In the present invention, which cam lob of the plurality of cam lobs is configured as a separate cam lob (that is, which cylinder of the plurality of cylinders is suspended) can be arbitrarily set. For example, in the case of a 4-cycle 4-cylinder engine in which an explosion stroke occurs at 180 ° intervals, if two cylinders that explode at 360 ° intervals are paused, the rotational balance of the crank shaft is maintained even when some cylinders are paused. It is suitable because it can be done.

The clutch body (clutch means) is not limited to the pin method, and various modes can be adopted. For example, an end face cam type engaging means, a peripheral cam type engaging means, or the like can be adopted. The clutch body can be moved in the axial direction of the cam shaft, or can be moved in the radial direction orthogonal to the axial center of the cam shaft.

In the present invention, since the separate camlob is non-slidingly fitted to the camshaft body, the total length of the camshaft does not become long, and the clutch body is provided on the camshaft itself, so that the height of the valve chamber is high. There is no need to increase the height. Therefore, the size of the engine does not increase. Further, it can be applied to both a rocker arm type valve mechanism and a direct hit type valve mechanism, and can be directly applied to a conventional engine regardless of whether it is a rocker arm type or a direct hit type. Therefore, it is excellent in versatility and compatibility with actual machines.

In the present invention, a clutch body operated by hydraulic pressure or the like is provided on the cam shaft itself, but since the cam shaft has more space than the rocker arm, the cam body can be comfortably attached to the cam shaft body or the separate cam lob. Can be placed. Therefore, high durability can be maintained and reliability can be made excellent.

Further, the camshaft is provided with an oil passage for lubrication or VVT, and the oil in the oil passage is guaranteed to have high reliability as a hydraulic source. In the present invention, the clutch body uses this oil passage. Because it can be driven, it is also excellent in operation reliability.

A clutch body having various structures can be adopted, but if a lock pin that slides in the axial direction is adopted as in claim 2, the structure can be simplified to contribute to cost reduction and reliable operation. In this case, it is preferable that the lock pin is urged to the lock posture by a spring and retracted to the free state by hydraulic pressure or the like.

Kamrob is equipped with a cam ridge, and the cam ridge is thicker in the radial direction. Therefore, if the thickened cam ridge is used for arranging the lock pin or forming the lock hole as in claim 3, the clutch means can be formed in a state where the strength is prevented from being lowered.

When the cam lob is in the free state, the cam lob is held by a rocker arm or a valve without rotating and is held so as not to rotate, and the cam shaft body is in a state of idling with respect to the cam lob. Then, when the cam body is activated and the separate cam lob is locked, the separate cam lob rotates integrally with the cam shaft body and presses the rocker arm or valve, but the rocker arm or valve is urged by a spring. Therefore, resistance is generated against the rotation of the separate camlob. Therefore, when the separate cam lob shifts from the free state to the locked state, an impact may act on the cam body.

In this regard, if an interference device is provided as in claim 4, it is possible to prevent or significantly suppress the impact on the cam body, so that deformation or breakage of the cam body can be prevented and high durability and reliability can be obtained. be able to.

It is a partial fracture side view of 1st Embodiment. (A) is a vertical sectional side view of a main part in a locked state of the first embodiment, (B) is a sectional view taken along the line BB of (A), and (C) is a sectional view taken along the line CC of (A). D) is a expanded sectional view taken along the line DD of (B). (A) is a vertical sectional side view of a main part in a locked state of the first embodiment, and (B) is a sectional view taken along line IIIB-IIIB of FIG. 2 (A). It is a figure which shows the 2nd Embodiment, (A) is a vertical sectional side view of a main part, (B) is a sectional view taken along the line BB of (A). 3A is a diagram showing a third embodiment, (A) is a vertical sectional side view of a main part, and (B) is a sectional view taken along line BB of (A). It is a vertical sectional side view of the main part of the 4th embodiment.

Next, an embodiment of the present invention will be described with reference to the drawings. This embodiment is applied to the camshaft of a 4-cycle 4-cylinder internal combustion engine. In the following, the wording before and after is used to specify the direction, but the side where the timing chain is placed is the front and the side where the mission case is placed is the back. First, the first embodiment shown in FIGS. 1 to 3 will be described.

(1). Structure of the first embodiment The entire camshaft is shown in FIG. The camshaft includes a camshaft main body 1, and first to fourth camlobs 2, 3, 4, and 5 are arranged on the camshaft main body 1 in order from the front. Since the internal combustion engine of the present embodiment is a DOHC type, each cam lob 2 to 5 is formed with two cam ridges 6 separated from each other in the axial direction.

The camshaft main body 1 is formed with first to fifth journal portions 7 to 11 in order from the front, and these journal portions 7 to 11 are first to fifth bearing portions formed on the cylinder head. It is rotatably supported by 13 to 17 via a cam cap 12. The front end 1a of the camshaft body 1 projects from the front end of the cylinder head, and a VVT device (not shown) is connected to the front end 1a.

In this embodiment, the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder are exploded in the order of 180 ° intervals. Therefore, the 1st and 4th cylinders are regarded as the cylinders that can be suspended, and the 1st camlob 2 corresponding to these and the 4th camlob 5 corresponding to the 4th cylinder are configured as the separate camlobs described in the claims. The two cam lobs 3 and the third cam lob 4 are integrated cam lobs formed on the cam shaft main body 1.

Since the first cam lob 2 and the fourth cam lob 5 have basically the same structure, the first cam lob 2 will be described here. As is clearly shown in FIG. 2, the first cam lob 2 has two front and rear cam ridges 6 in a cylindrical shape, and is fitted into the cam shaft main body 1 from the front end thereof. Therefore, the front member 18 provided with the first journal portion 7 is formed in a cylindrical shape separate from the camshaft main body 1, the first camlob 2 is fitted into the camshaft main body 1, and then the front member 18 is fitted to the camshaft. It is fitted in the main body 1. Therefore, the first cam lob 2 is held so that it cannot slide back and forth.

The front member 18 is press-fitted into the camshaft main body 1 via the key member 19a so as not to rotate relative to each other. Therefore, the front member 18 is formed with a key groove 19b into which the key member 19a is fitted. As for the fourth cam lob 5, in order to enable fitting thereof, the end member 20 on which the fifth journal portion 11 is formed is configured as a member different from the cam shaft main body 1, and the key member 19a and the key groove 19b are formed. It is used and press-fitted into the camshaft body 1.

A lock pin (plunger) 21 constituting the clutch body is slidably fitted from the front to the cam ridge 6 of the first cam lob 2. Therefore, the first cam lob 2 is formed with a lock pin holding hole 22 into which the lock pin 21 is slidably fitted. The rear end of the lock pin holding hole 22 is closed by a press-fit type plug 23, and the first spring 25 arranged in the hollow hole of the forward opening formed in the lock pin 21 is supported by the plug 23. .. Therefore, the lock pin 21 is urged backward by the first spring 25.

An intermediate ring 26 constituting the interference device according to claim is fitted between the first cam lob 2 and the second journal 8 in the cam shaft main body 1. An arcuate slot 27 opened on both front and rear sides is formed in the lower portion of the intermediate ring 26, and the rocket pin 28 and the second spring 29 projecting forward from the second journal 8 are formed in the slot 27. It is fitted. The second spring 29 urges the intermediate ring 26 in the same direction as the rotation direction of the camshaft body 1.

The lock pin 21 is formed with a lock portion 21a having a small diameter protruding rearward of the first cam lob 2, while the intermediate ring 26 is formed with a lock hole 30 into which the lock portion 21a is fitted and detached. When the lock portion 21a of the lock pin 21 is fitted in the lock hole 30, the first cam lob 2 is in a locked state in which it rotates integrally with the cam shaft main body 1, and the lock portion 21a is released from the lock hole 30. Then, the first cam lob 2 is in a free state in which it does not rotate together with the cam shaft main body 1. It is also possible that a lock portion is formed at the tip of the plunger.

Since the rocker arm or the lifter of the valve strongly hits the first cam lob 2 via the spring, the first cam lob 2 does not rotate even if the cam shaft main body 1 rotates in the free state.

Inside the camshaft body 1, a center oil passage 31 constituting the clutch driving means is formed. Both ends of the center oil passage 31 are closed by the front plug 32 and the rear plug 33, and the center oil passage 31 is supplied with pressurized oil from the oil supply passage 34 formed in the second bearing portion 14. Ru. Therefore, in the second journal portion 8 of the camshaft main body 1, an annular groove 35 communicating with the oil feeding passage 34 and a first connecting passage 36 communicating the annular groove 35 and the center oil passage 31 are formed.

Further, an annular groove 37 is formed in a portion of the camshaft body 1 that overlaps the rear portion of the first camlob 2, while the annular groove 37 and the first camlob 2 of the camshaft body 1 are formed in the rear portion of the first camlob 2. A slanted second communication passage 38 is formed so as to communicate with the lock pin holding hole 22 of the above. The second passage 38 is open to the front end surface of the lock pin holding hole 22.

(2). Summary of the first embodiment Supplying and releasing the pressurized oil to the camshaft main body 1 is performed by switching an electromagnetic valve solenoid type or the like (not shown). When pressurized oil (hydraulic pressure) is supplied to the center oil passage 31 of the camshaft body 1, the lock pin 21 retracts forward against the first spring 25 and the lock portion 21a moves forward as shown in FIG. Leave the intermediate ring 26. As a result, the first cam lob 2 becomes free and the valve drive is stopped. That is, the first cylinder (and the fourth cylinder) is suspended.

When the supply of the pressurized oil to the camshaft main body 1 is stopped, the urging force by the first spring 25 acts on the lock pin 21, and the tip of the lock portion 21a comes into contact with the front end surface of the intermediate ring 26. Then, the intermediate ring 26 rotates while the lock portion 21a is in contact with the front end surface thereof, and eventually the lock portion 21a is fitted into the lock hole 30. As a result, the first cam lob 2 is in a locked state in which it rotates integrally with the cam shaft main body 1.

If the lock hole 30 is just a round hole, and if the rotation speed of the camshaft main body 1 is a certain speed, the lock portion 21a may move while overcoming the lock hole 30. Therefore, in the present embodiment, in order to ensure that the lock portion 21a fits into the lock hole 30, a guide groove 30a communicating with the lock hole 30 is formed, and the depth of the guide groove 30a is gradually increased. ing.

Further, as described above, since the first cam lob 2 is held in the stopped state by the rocker arm or the valve urged by the spring, when the lock portion 21a is fitted into the lock hole 30, the lock portion 21a is damaged by the impact. Alternatively, problems such as deformation may occur, but in the present embodiment, since the intermediate ring 26 is urged by the second spring 29 in the rotation direction of the camshaft main body 1, an impact is applied to the lock portion 21a. When this is done, the intermediate ring 26 is slightly reversed with respect to the camshaft main body 1 against the second spring 29, so that the impact acting on the lock portion 21a is remarkably alleviated. As a result, high durability and reliability can be ensured by preventing deformation and breakage of the lock portion 21a.

Since the friction is set between the first cam lob 2 and the rocker arm or the valve while the valve is pushed open by the first cam lob 2, the intermediate ring 26 has a second spring 29. An external force that tends to rotate relative to the camshaft body 1 acts against it, but the second spring 29 is set to a strength that does not compress and deform under normal operating conditions.

The above has been described for the first cam lob 2, but the same applies to the fourth cam lob 5. However, the intermediate ring 26 is not provided at the position of the fourth cam lob 5, and the lock hole 30 is formed in the fourth journal portion 11. Of course, the intermediate ring 26 may be arranged between the 4th cam lob 5 and the 4th journal portion 10.

In the present embodiment, when pressurized oil is supplied to the center oil passage 31 of the camshaft main body 1, the first cam lob 2 and the fourth cam lob 5 are simultaneously switched to the free state, but the center oil passage 31 is divided back and forth. Then, by individually controlling the supply of the pressurized oil to the front and rear passages, the first cam lob 2 and the fourth cam lob 5 can be individually switched between the locked state and the free state.

It is possible to configure the second cam lob 3 and the third cam lob 4 as separate cam lobs, but in this case, it is possible to fit the second cam lob 3 and the third cam lob 4 into the camshaft body 1. Therefore, it is necessary to fit the first camlob 2 or the fourth camlob 5 and fix it to the camshaft main body 1 with a screw or the like. Therefore, the structure becomes complicated.

On the other hand, if the first cam lob 2 and the fourth cam lob 5 are configured as separate cam lobs as in the present embodiment, the second cam lob 3 and the third cam lob 4 can be integrally formed with the cam shaft main body 1. There is an advantage that the structure can be simplified accordingly.

(3). Other Embodiments Next, other embodiments shown in FIGS. 4 to 6 will be described. In both embodiments, the first cam lob 2 and the fourth cam lob 5 are configured as the separate cam lobs according to the claims as in the first embodiment, but the first cam lob 2 is taken up as in the first embodiment. explain.

In the second embodiment shown in FIG. 4, a hollow annular groove 41 opened rearward is formed in the first cam lob 2, a cylindrical lock slider 42 is fitted into the hollow annular groove 41 from behind, and is attached backward by a spring 43. It is gaining momentum. Further, the lock slider 42 is slidably held with respect to the hollow annular groove 41 so as to be non-rotatable relative to the hollow annular groove 41 by spline fitting (the spline portion is indicated by reference numeral 44).

While the inner diameter expanding portion 45 is formed at the rear portion of the lock slider 42, the camshaft body 1 is formed with a boss portion 46 that is rotatably and slidably fitted to the inner diameter expanding portion 45 of the lock slider 42. An oil passage 47 communicating with the center oil passage 31 faces the front portion of the boss portion 46.

Therefore, when the hydraulic pressure is not supplied to the center oil passage 31, the lock slider 42 retracts toward the first journal portion 7 by the spring 43, and when the hydraulic pressure is supplied to the center oil passage 31, the lock slider 42 Advances against the spring 43.

Then, an end face cam 48 having a different height from one end to the other end is formed at the rear end of the lock slider 42, while the end face cam is formed on the front end face of the second journal portion 8 in the camshaft body 1. A cam groove 49 into which the 48 fits in and out is formed. The end face cam 48 and the cam groove 49 have the same start and end points, respectively. Therefore, the first cam lob 2 engages with the camshaft body 1 only in a single position.

In this embodiment, when the first cam lob 2 shifts from the free state to the locked state, the engagement between the end face cam 48 and the cam groove 49 gradually progresses. Further, in this embodiment, since the end face cam 48 is long in the circumferential direction, it has excellent impact resistance.

The third embodiment shown in FIG. 5 is a modification of the second embodiment, and is provided with the tubular lock slider 42 as in the second embodiment. However, unlike the second embodiment, in this embodiment, the lock slider 42 is slidably held by the second journal portion 8 of the camshaft main body 1 so as to be non-relatively rotatable with respect to the first camlob 2. Is fitted so that it can rotate relative to each other.

Then, a lock portion 50 projecting forward is formed on the lock slider 42. Therefore, a lock groove 52 into which the lock portion 50 is fitted and detached is formed on the inner bottom surface of the annular recess 51 formed in the first cam lob 2. The lock portion 50 and the lock groove 52 are formed in an arc shape when viewed from the axial direction. Therefore, it has excellent impact resistance.

The fourth embodiment shown in FIG. 6 is a method in which the lock pin 21 is used as the clutch body as in the first embodiment, and the lock pin 21 has a radial direction (radial direction) orthogonal to the axis of the camshaft main body 1. It is arranged to slide to. Therefore, engaging holes 53 and 54 in which the lock pin 21 is slidably fitted are formed in the first cam lob 2 and the cam shaft main body 1.

The engagement hole 53 of the first cam lob 2 is formed in a portion between the cam ridges 6, and the lock pin 21 is urged toward the cam shaft main body 1 by the spring 55 supported by the plug 23. When the lock pin 21 is fully retracted against the spring 55, the entire lock pin 21 fits in the engaging hole 53 of the first cam lob 2, and when the lock pin 21 is fully advanced by the spring 55, the engaging hole of the first cam lob 2 is fully accommodated. The camshaft body 1 is fitted so as to straddle both the 53 and the engaging hole 54 of the camshaft body 1.

The inner part of the engagement hole 54 provided in the camshaft main body 1 and the center oil passage 31 are communicated with each other by a small diameter oil supply passage 56, and when the pressurized oil is pressure-fed to the oil supply passage 56, the lock pin 21 Retreats against the spring 55, leaving the first camlob 2 in a free state. A spring receiving hole 57 opened outward is formed in the lock pin 21 so that the lock pin 21 can be fitted in the engaging hole 53 of the first cam lob 2 in a fully retracted state while making the length of the lock pin 21 as long as possible. The spring 55 is housed in the spring receiving hole 57 with the lock pin 21 fully retracted.

Since the first cam lob 2 and the cam shaft main body 1 rotate relative to each other, in order to ensure that the hydraulic pressure is applied to the lock pin 21 while rotating the cam shaft main body 1 in a state where the rotation of the first cam lob 2 is stopped. , A shallow inward annular groove 58 is formed on the inner peripheral surface of the first camlob 2 (an outward annular groove may be formed on the outer peripheral surface of the camshaft main body 1). In this embodiment, the center oil passage 31 is not open to the front end of the camshaft body 1, and the front end of the center oil passage 31 is located slightly behind the lock pin 21 at the first cam lob 2.

In this embodiment, since the lock pin 21 is arranged in the front-rear intermediate portion of the cam lob 2, there is an advantage that the twisting force can be prevented from acting on the cam lob 2 in the locked state and the durability can be improved. In addition, the structure and processing are simple. It is also possible to separately configure the center oil passage 31 for the first cam lob opened forward and for the fourth cam lob opened backward, and to control the first cam lob 2 and the fourth cam lob 5 individually. ..

While the plug 23 is made of a non-magnetic material, the lock pin 21 is made of a ferromagnetic material, an electromagnet 59 is arranged outside the outer circumference of the first cam lob 2, and the lock pin 21 is retracted by energizing the electromagnet 59. It is also possible to make it. In this case, the hydraulic mechanism becomes unnecessary.

Although the embodiments of the present invention have been described above, the present invention can be embodied in various ways. For example, the application target is not limited to four cylinders, but can be widely applied to camshafts for a plurality of cylinders. When applied to a V-type internal combustion engine, it is possible to suspend the entire pair of cylinders inclined across a vertical line, or it is possible to suspend a part of each of the pair of cylinders. be.

Speaking according to the first embodiment, for example, the front and rear cam bodies (locking portions 21a) are provided on the first cam lob 2 and engaged with the front member 18 and the second journal portion 8 (intermediate ring 26). Is also possible. Further, the buffering means of the first embodiment can be applied to other embodiments.

In each of the embodiments, since the clutch means such as the clutch body is built in the camshaft or the camlob, it is not bulky and is excellent in versatility and compatibility with the actual machine.

The invention of the present application can be embodied in a camshaft. Therefore, it can be used industrially.

1 Camshaft body 2 1st cam lob (separate cam lob)
3,4 2nd and 3rd cam lobs (integrated cam lobs)
5 4th cam lob (separate cam lob)
6 Cam ridge 7-11 Journal part 12 Cam cap 13-17 Bearing part 18 Front member 20 End member 21 Lock pin 21a Lock part that constitutes the clutch means 25 First spring that constitutes the clutch means 26 Clutch means and shock absorber Intermediate ring 28 Rocket pin that constitutes the shock absorber 29 Second spring that constitutes the shock absorber 30 Lock hole that constitutes the clutch hand 31 Center oil passage that constitutes the oil supply passage

Claims (4)

A camshaft body that rotates in conjunction with the crankshaft and a plurality of camlobs arranged on the camshaft body corresponding to a plurality of cylinders are provided.
The plurality of cam lobs are composed of an integrated cam lob that always rotates together with the cam shaft main body and a separate cam lob that is non-sliding and relatively rotatable and fitted to the cam shaft main body.
The separate camlob is switched between a locked state in which the camshaft body rotates integrally with the camshaft body and a state in which the camshaft body rotates relative to the camshaft body by a clutch body driven by hydraulic pressure or other power.
Camshaft of multi-cylinder internal combustion engine. The clutch body is a lock pin that slides in the axial direction of the camshaft body, and the lock pin is slidably attached to one member of the camshaft body and the movable camlob, and the other. A lock hole is formed in the member into which the lock pin fits in and out.
The camshaft of the multi-cylinder internal combustion engine according to claim 1. The lock pin is slidably attached to the cam ridge of the separate cam lob, or a lock hole is formed in which the lock pin is fitted and detached.
The camshaft of the multi-cylinder internal combustion engine according to claim 2. Further, a shock absorber is provided to prevent an impact from acting on the separate cam lob when the separate cam lob is switched from the free state to the locked state.
The camshaft of the multi-cylinder internal combustion engine according to any one of claims 1 to 3.

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