Auxiliary equipment and engine

Abstract

To allow for easy adjustment of the crankshaft balance without removing the crankshaft itself. [Solution] In an auxiliary machine (62) that is coaxially connected to a crankshaft (41) supported by a crankcase (31) and rotates together with the crankshaft (41), a first transverse hole (62k) is provided on the outer circumference (62g) of the auxiliary machine (62) on the crankshaft support portion (48L) side of the crankcase (31), with the crankshaft support portion (48L) provided on the crankcase (31) in between, and extending in the axial direction of the crankshaft (41) at a circumferential spacing, and an adjustment weight (97) is selectively inserted into the first transverse hole (62k).

Description

Technical Field

[0004] , , ,

[0005]

[0001] The present invention relates to accessories and engines.

Background Art

[0002] An engine mounted on a saddle-type vehicle such as a motorcycle includes a crankcase that supports a crankshaft, and accessories such as a generator (ACG) that is coaxially connected to the crankshaft and rotates together with the crankshaft. For this type of engine, a configuration is disclosed in which a plurality of cylindrical weight insertion holes are formed in the crank web of the crankshaft, and the balance amount of the crankshaft is adjusted by inserting adjustment weights into these weight insertion holes (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the conventional configuration, it is necessary to disassemble the engine when changing the balance amount of the crankshaft, and it is difficult to easily change the balance amount. The present invention has been made in view of the above circumstances, and an object thereof is to enable the balance amount of the crankshaft to be easily changed without removing the crankshaft.

Means for Solving the Problems

[0005] The present invention provides an auxiliary device that is coaxially connected to a crankshaft supported by a crankcase and rotates together with the crankshaft, the auxiliary device being located on the outside of the crankcase, sandwiching a crankshaft support portion provided in the crankcase, and having a first transverse hole extending in the axial direction of the crankshaft at circumferential intervals on the outer circumference of the auxiliary device on the side of the crankshaft support portion, into which an adjustment weight can be selectively inserted.

[0006] The present invention provides an engine having an auxiliary device coaxially connected to a crankshaft supported by a crankcase and rotating together with the crankshaft, wherein the auxiliary device is located on the outside of the crankcase, sandwiching a crankshaft support portion provided in the crankcase, and a first transverse hole extending in the axial direction of the crankshaft is provided on the outer circumference of the auxiliary device on the crankshaft support portion side, spaced apart in the circumferential direction, and an adjustment weight is selectively inserted into the first transverse hole. [Effects of the Invention]

[0007] According to the present invention, the balance amount of the crankshaft can be easily changed without removing the crankshaft. [Brief explanation of the drawing]

[0008] [Figure 1] This is a side view of a saddle-type vehicle according to the first embodiment of the present invention. [Figure 2] This is a cross-sectional view taken along line II-II in Figure 1. [Figure 3] This is a diagram showing a generator. [Figure 4] This is a diagram showing the outer rotor. [Figure 5] This is a diagram showing a stopper component. [Figure 6] This diagram shows the second adjustment weight together with the second lateral hole. [Figure 7] This diagram shows the outer rotor and stopper member of the generator of the second embodiment, viewed from the inside in the vehicle width direction. [Modes for carrying out the invention]

[0009] Embodiments of the present invention will be described below with reference to the drawings. In the description, directions such as front, back, left, right, and up and down refer to directions relative to the vehicle body unless otherwise specified. In each figure, the symbol FR indicates the front of the vehicle body, the symbol UP indicates the top of the vehicle body, and the symbol LH indicates the left side of the vehicle body.

[0010] [First Embodiment] Figure 1 is a side view of a saddle-type vehicle 10 according to the first embodiment of the present invention. The saddle-type vehicle 10 is a vehicle equipped with a body frame 11, an engine 12 supported by the body frame 11, a front fork 14 that supports the front wheel 13 in a steerable manner, a swing arm 16 that supports the rear wheel 15, and a seat 17 for the rider. The saddle-type vehicle 10 is an off-road vehicle used for off-road driving. Off-road vehicles are required to have high maneuverability and lightweight construction because they travel in harsh environments with rocky terrain, steep slopes, and scattered obstacles.

[0011] The vehicle frame 11 includes a head pipe 18 located at the front end, a pair of left and right main frames 19 extending downward and rearward from the head pipe 18, and a down tube 20 extending downward from the head pipe 18. The head pipe 18 supports the front fork 14 so that it can be steered. The front fork 14 is fitted with a steering handle 21 for the rider to steer. The steering handle 21 is equipped with a throttle grip for the rider to operate the accelerator, a brake lever for the rider to operate the brakes, and a clutch lever for the rider to operate the clutch.

[0012] A pivot frame 22 is attached to the rear of the main frame 19, and a swingarm 16 is supported on the pivot frame 22 so as to be able to rotate up and down. The engine 12 is supported by the body frame 11 and is positioned in the space enclosed by the main frame 19, pivot frame 22, and down tube 20. The engine 12 drives the rear wheel 15 via a power transmission member 23 consisting of a chain drive mechanism. A fuel tank 24 is supported above the engine 12 and between the left and right pairs of main frames 19.

[0013] Engine 12 includes an internal combustion engine consisting of a single-cylinder, four-stroke engine, and is also referred to as the power unit. The engine 12 comprises a crankcase 31 and a cylinder section 32 that houses the piston of the internal combustion engine. An intake device 33 is connected to the intake port of the cylinder section 32, and an exhaust device 34 is connected to the exhaust port of the cylinder section 32. Inside the crankcase 31, a crankshaft 41 is rotatably supported along the vehicle width direction, and a main shaft 42 and a counter shaft 43 are supported behind the crankshaft 41, parallel to the crankshaft 41.

[0014] Figure 2 is a cross-sectional view of the engine 12 taken from a plane passing through the crankshaft 41, main shaft 42, and counter shaft 43 (section II-II in Figure 1). As shown in Figure 2, the crankcase 31 comprises a first case half 45 and a second case half 46 that are interconnected at mating surfaces perpendicular to the axis C1 passing through the center of the crankshaft 41, forming a crank chamber Ra that houses the crank of the crankshaft 41. The first case half 45 is a case that opens outward in the vehicle width direction (left side) and is covered from the outside in the vehicle width direction by a left crankcase cover 47L (hereinafter referred to as the left cover 47L). The second case half 46 is a case that opens on the opposite side (right side) of the first case half 45 and is covered from the outside in the vehicle width direction (right side) by a right crankcase cover 47R (hereinafter referred to as the right cover 47R). A generator chamber Rb is formed between the left cover 47L and the first case half 45, and a clutch chamber Rc is formed between the right cover 47R and the second case half 46.

[0015] The crankshaft 41 includes a first crank web 41a supported by a bearing 48L in the first case half 45 and a second crank web 41b supported by a bearing 48R in the second case half 46. Further, the crankshaft 41 includes a crank pin 49 that couples the first crank web 41a and the second crank web 41b to each other. The crank pin 49, the first crank web 41a, and the second crank web 41b form a crank between the bearings 48L and 48R. The locations of the bearings 48L and 48R correspond to the "crankshaft support portion" of the present disclosure.

[0016] The crank pin 49 is connected to a piston that slides in the cylinder portion 32 via a connecting rod 50. The connecting rod 50 converts the reciprocating motion of the piston into the rotational motion of the crankshaft 41. On the outer side (left side) of the crankcase 31 across the left bearing 48L of the crankshaft 41, a generator (ACG) 61 that generates electricity by the rotation of the crankshaft 41 is provided. The generator 61 is a accessory machine coaxially connected to the crankshaft 41 and rotates together with the crankshaft 41, and is housed in the generator chamber Rb.

[0017] At the end portion (right end portion) of the crankshaft 41 opposite to the generator 61, a primary drive gear 70a that rotates integrally with the crankshaft 41 is provided. On the main shaft 42, a primary driven gear 70b that meshes with the primary drive gear 70a is provided so as to be relatively rotatable. On the outer side (right side) of the crankcase 31 across the primary driven gear 70b of the main shaft 42, a multi-plate clutch device 71 (hereinafter referred to as the clutch device 71) that disconnects and connects the power transmission between the crankshaft 41 and the main shaft 42 is provided. The clutch device 71 is an accessory machine coaxially connected to the main shaft 42 and is housed in the clutch chamber Rc.

[0018] The clutch device 71 includes a clutch outer 72 that is rotatably supported relative to the main shaft 42, and a clutch center 73 that rotates integrally with the main shaft 42 on the inner circumference of the clutch outer 72. A primary driven gear 70b is connected to the clutch outer 72. Therefore, the rotation of the crankshaft 41 is transmitted to the clutch outer 72 via a primary reduction mechanism consisting of a primary drive gear 70a and a primary driven gear 70b.

[0019] The clutch device 71 is supported by the clutch outer 72 and the clutch center 73 in the axial direction of the main shaft 42, and includes friction members 74 that exert frictional force when in contact with each other and transmit rotational force from the clutch outer 72 to the clutch center 73.

[0020] The friction member 74 includes a plurality of clutch discs 75 spline-coupled to one of the clutch outer 72 and clutch center 73 in a manner that prevents relative rotation, and a plurality of clutch plates 76 arranged alternately with the clutch discs 75 and spline-coupled to the other of the clutch outer 72 and clutch center 73 in a manner that prevents relative rotation. When the clutch discs 75 and clutch plates 76 are in contact (also called mutual contact), rotational force is transmitted from the primary drive gear 70a to the clutch center 73 via the clutch outer 72. When the clutch discs 75 and clutch plates 76 are released from contact, slippage occurs between them, and the transmission of rotational force is interrupted.

[0021] The clutch center 73 supports a pressure plate 78 that is movable in the axial direction of the main shaft 42 between a restrained position that maintains the pressure-contact state of the clutch disc 75 and clutch plate 76 under the biasing force of the biasing member 77, and an open position that releases the clutch disc 75 and clutch plate 76 from the pressure-contact state against the biasing force of the biasing member 77. The clutch device 71 is formed as a normally closed clutch that is normally engaged when there is no external input.

[0022] The clutch release mechanism 81, located near the inside of the left-side cover 47L, releases the pressure contact between the clutch disc 75 and the clutch plate 76. The clutch release mechanism 81 releases the pressure contact between the clutch disc 75 and the clutch plate 76 in response to clutch operation (manual operation) by the occupant. The clutch release mechanism 81 has a clutch lifter rod 82 located within the main shaft 42, which moves the pressure plate 78 to the open position via the clutch lifter rod 82 in response to clutch operation, releasing the pressure contact between the clutch disc 75 and the clutch plate 76. When the pressure contact is released, the clutch center 73 spins freely, and power transmission to the main shaft 42 is interrupted.

[0023] The gear group 85 provided on the main shaft 42, the counter shaft 43, and both shafts 42 and 43 constitute a stepped transmission 86. The transmission 86 is housed in a gear chamber Rd located behind the crankshaft 41 and inside the clutch chamber Rc in the vehicle width direction within the first case half 45 and the second case half 46. The rotational force transmitted from the crankshaft 41 to the main shaft 42 is transmitted to the countershaft 43 via the transmission 86. The countershaft 43 is the output shaft of the transmission 86 and also serves as the output shaft of the engine 12. The left end of the countershaft 43 protrudes from the rear left side of the crankcase 31, and the drive sprocket 87 is attached to this protruding portion.

[0024] Figure 3 shows the generator 61. Figure 3 shows the axis CG passing through the center of the generator 61. The axis CG coincides with the axis C1 of the crankshaft 41. As shown in Figures 2 and 3, the generator 61 includes an outer rotor 62 fixed to the left end of a crankshaft 41 that protrudes to the left from the first case half 45, and an inner stator 63 arranged around the crankshaft 41, surrounded by the outer rotor 62. The left end of the inner stator 63 is fixed to the left side cover 47L. An electromagnetic coil 64 (Figure 3) is wound around the inner stator 63, and magnets 65 (Figure 3) with north and south poles are alternately fixed to the outer rotor 62. Power is induced in the electromagnetic coil 64 by the relative rotation of the outer rotor 62 with respect to the inner stator 63. The outer rotor 62 is also called a flywheel.

[0025] A ring-shaped stopper member 96 is fastened to the outer rotor 62 on the bearing 48L side, which functions as a crankshaft support, by a predetermined fastening member 91. Since the stopper member 96 is fixed to the outer rotor 62, it also serves as part of the flywheel.

[0026] Figure 4 shows the outer rotor 62, and includes a view of the outer rotor 62 from the inside in the vehicle width direction (bearing 48L side) and a side cross-section of the outer rotor 62 (cross-sectional view AA in Figure 4). As shown in Figure 4, a through hole 62c is formed in the center of the outer rotor 62 through which the crankshaft 41 passes. A keyway 62d is provided on the inner circumferential surface of the through hole 62c, and a key fixed to the crankshaft 41 fits into the keyway 62d, thereby precisely fixing the relative phase between the crankshaft 41 and the outer rotor 62.

[0027] On the outer circumference 62g of the outer rotor 62 on the inner side in the vehicle width direction (bearing 48L side), there are multiple fastening holes 62j (six in this embodiment) to which fastening members 91 (Figure 3) are fastened, spaced apart in the circumferential direction. In addition, there are multiple first lateral holes 62k into which the first adjustment weight 97 can be inserted, spaced apart in the circumferential direction. Figure 4 schematically shows the first adjustment weight 97 with hatching.

[0028] More specifically, on the outer circumference 62g of the outer rotor 62, a thick-walled portion 62g1 is formed in a region α that is closer to the inner circumference and closer to the inner side in the vehicle width direction (towards the bearing 48L side) of the crankshaft 41, and is relatively long in the axial direction of the crankshaft 41. A fastening hole 62j and a first transverse hole 62k are formed in this thick-walled portion 62g1. The thickened section 62g1 allows the flywheel mass to be positioned closer to the crank, while also providing sufficient space for the fastening holes 62j and the first lateral hole 62k.

[0029] The fastening hole 62j is formed in a bottomed female threaded hole extending in the axial direction of the crankshaft 41. The first lateral hole 62k is formed in a bottomed hole of the same diameter extending in the axial direction of the crankshaft 41. The first adjustment weight 97 is a cylindrical member that can be freely inserted into the first lateral hole 62k, and is made of a metal with a different specific gravity from the metal that constitutes the outer rotor 62.

[0030] For example, the outer rotor 62 is made of silicon steel sheet (electrical steel sheet), aluminum alloy, or stainless steel, and the first adjustment weight 97 is made of a metal with a higher specific gravity than iron, such as tungsten. Alternatively, the first adjustment weight 97 may be made of a metal with a lower specific gravity than the metal constituting the outer rotor 62.

[0031] The first lateral holes 62k are provided at equal angular intervals (hereinafter referred to as "pitch") with an angle θa, utilizing the space between the fastening holes 62j. These first lateral holes 62k are set to be equidistant La from the center (axis CG) of the outer rotor 62. The depth of the first lateral holes 62k is set to a depth Dpa that is approximately half the front-to-back length of the outer rotor 62. The angle θa, distance La, and depth Dpa can be set to appropriate values. These first lateral holes 62k are arranged symmetrically with respect to the keyway 62d.

[0032] In the example shown in Figure 4, by setting the angle θa to a small value, a large number (24) of first lateral holes 62k can be provided, allowing for fine adjustment of the placement position of the adjustment weights 97, thus enabling highly accurate balance adjustment. Furthermore, since the adjustment weights 97 are positioned on the outer circumference of the outer rotor 62, they can generate a larger moment of inertia relative to the crankshaft 41 with the same weight as if they were positioned on the inner circumference, enabling more efficient balance adjustment.

[0033] Furthermore, since the depth of the first lateral hole 62k extends to about half the front-to-back length of the outer rotor 62, a large adjustment weight 97 can be placed there. In addition, since the balance adjustment using the adjustment weight 97 is performed at a position away from the left-right center of the crankshaft 41, it is expected that the degree of freedom in setting balance adjustments and unbalances, including coupling vibrations accompanied by torsional vibrations, will be increased.

[0034] Generally, balancing involves appropriately adjusting the balance of the crankshaft 41 to balance the entire rotational system of the engine 12 and extract optimal engine performance. Optimal engine performance is not limited to suppressing vibration and noise of the engine 12, but is also an important factor in achieving high handling performance, especially in off-road vehicles, as it exhibits characteristics that suit the preferences of the driver of the saddle-type vehicle 10.

[0035] Figure 5 shows the stopper member 96, and includes a view from the outside in the vehicle width direction, a side cross-section (BB cross-section in Figure 5), and a view from the inside in the vehicle width direction. As shown in Figure 5, the stopper member 96 is a flat annular plate, and has multiple (six in this embodiment) through holes 96j formed at intervals in the circumferential direction through which the fastening member 91 (Figure 3) passes, as well as multiple second lateral holes 96k formed at intervals in the circumferential direction into which the second adjustment weight 98 can be inserted.

[0036] When the stopper member 96 is fastened to the outer rotor 62, the stopper member 96 covers all of the first transverse holes 62k of the outer rotor 62. The through hole 96j of the stopper member 96 is formed in a position that overlaps with the fastening hole 62j provided in the outer rotor 62. The second transverse holes 96k of the stopper member 96 are through holes extending in the axial direction of the crankshaft 41 and are provided at an angular interval (hereinafter referred to as "pitch") of a different angle θb from the first transverse holes 62k provided in the outer rotor 62. These second transverse holes 96k are set to an equidistant distance Lb from the center of the stopper member 96 (= center of the outer rotor 62 (axis line CG)). These second transverse holes 96k are arranged symmetrically with respect to the keyway 62d.

[0037] Because the pitches of the first lateral hole 62k and the second lateral hole 96k are different, even when the stopper member 96 is fastened to the outer rotor 62, the phases of the first lateral hole 62k and the second lateral hole 96k are different, and the lateral holes 62k and 96k do not align coaxially. Therefore, even if a weight (second adjustment weight 98) is not inserted on the stopper member 96 side for weight reduction or setting an imbalance, the protrusion of the weight (first adjustment weight 97) on the outer rotor 62 side can be suppressed. As a result, the stopper member 96 prevents the first adjustment weight 97 from flying out or falling out towards the stopper member 96, and functions as an appropriate retaining member. In addition, the second adjustment weight 98 inserted into the second lateral hole 96k of the stopper member 96 is prevented from flying out towards the outer rotor 62 by the outer rotor 62, thus preventing it from falling out. Furthermore, the adjustment weights 97 and 98 are configured not to fall out, not only when the angles θa and θb are set as described above, but also when parameters such as the diameters and distances La and Lb of the first horizontal hole 62k and the second horizontal hole 96k are set.

[0038] Figure 6 shows the second adjustment weight 98 together with the second lateral hole 96k. As shown in Figure 6, the opening diameter db on the opposite side of the outer rotor 62 of the second lateral hole 96k is smaller than the opening diameter da on the outer rotor 62 side of the second lateral hole 96k. The stepped portion 96ds created by the difference in these opening diameters da and db functions as a locking portion (retaining portion) that the second adjustment weight 98 engages with.

[0039] In other words, the second adjustment weight 98 is formed to have an outer diameter size in the range of opening diameter da to opening diameter db, and is not detached from the opening diameter db side by the stepped portion 96ds. The second adjustment weight 98 is a cylindrical member and is made of a metal with a different specific gravity from the metal that makes up the outer rotor 62, for example, tungsten.

[0040] Thus, the stopper member 96 is also provided with second lateral holes 96k spaced circumferentially, into which the second adjustment weight 98 can be inserted. By adjusting the position of the second adjustment weight 98, high-precision balance adjustment and unbalance setting become possible. The second adjustment weight 98, like the first adjustment weight 97, is positioned on the outer circumference of the generator 61. Compared to when it is positioned on the inner circumference, it can generate a larger moment of inertia relative to the crankshaft 41 even with the same weight, enabling efficient balance adjustment and unbalance setting. Furthermore, since the stopper member 96 is located closer to the left-right center of the crankshaft 41 than the outer rotor 62, the balance can be adjusted at a position closer to the left-right center of the crankshaft 41.

[0041] As described above, the engine 12 of this embodiment has an outer rotor 62 of a generator 61 that is coaxially connected to the crankshaft 41 and functions as an auxiliary machine that rotates together with the crankshaft 41. A first transverse hole 62k is provided in the outer circumference 62g of the outer rotor 62, which corresponds to the outer circumference 62g on the bearing 48L side, and extends in the axial direction of the crankshaft 41 at intervals in the circumferential direction. A first adjustment weight 97 is selectively inserted into the first transverse hole 62k.

[0042] As shown in the engine structure of Figure 2, the outer rotor 62 is detachably fixed to the crankshaft 41 along the axis C1 of the crankshaft 41, and the outer rotor 62 can be removed from an opening in the crankcase 31 (an opening that opens to the outside by removing the left side cover 47L). Therefore, when changing the balance of the crankshaft 41, the left-side cover 47L is removed from the crankcase 31 and the outer rotor 62 is taken out, which allows for the attachment, detachment, and weight change of the first adjustment weight 97. This makes it possible to easily change the balance of the crankshaft 41 without having to disassemble the engine 12 or remove the crankshaft 41. Furthermore, since the balance amount can be adjusted at a position away from the left-right center of the crankshaft 41, the degree of freedom in setting balance adjustments and unbalances, including coupling vibrations accompanied by torsional vibrations, is increased. In addition, by inserting the first adjustment weight 97 in the axial direction of the crankshaft 41, it is possible to suppress the adjustment weight 97 from coming off due to the centrifugal force caused by the rotation of the crankshaft 41.

[0043] Furthermore, a ring-shaped stopper member 96 that overlaps the first lateral hole 62k is attached to the outer rotor 62 of the generator 61 on the bearing 48L side, thereby preventing the first adjustment weight 97 from falling off towards the stopper member 96 side.

[0044] Furthermore, the stopper member 96 is provided with a second lateral hole 96k that extends axially along the crankshaft 41 at a circumferential spacing, and a second adjustment weight 98 is selectively inserted into the second lateral hole 96k. This allows the second adjustment weight 98 to be attached, detached, or its weight changed by removing the stopper member 96 together with the outer rotor 62, making it easy to change the balance of the crankshaft 41 without removing the crankshaft 41. In addition, it becomes possible to adjust the balance at a position closer to the left-right center of the crankshaft 41.

[0045] Furthermore, a second adjustment weight 98 is inserted into the second lateral hole 96k from the outer rotor 62 side, and a stepped portion 96ds is provided in the part of the second lateral hole 96k on the bearing 48L side, which functions as a locking portion for the second adjustment weight 98 to engage. This prevents the second adjustment weight 98 from falling out.

[0046] Furthermore, since the stopper member 96 is fastened to the outer rotor 62 from the bearing 48L side with a predetermined fastening member 91, the stopper member 96 can be easily removed, improving work efficiency when changing the balance amount.

[0047] Furthermore, since the first and second adjustment weights 98 are made of metals with different specific gravities from the outer rotor 62, it becomes easier to adjust them to the desired balance.

[0048] Furthermore, the outer rotor 62 has a thick-walled portion 62g1 that is relatively long in the axial direction of the crankshaft 41 in the region closer to the inner circumference and bearing 48L, and the first transverse hole 62k is provided in the thick-walled portion 62g1, so that the flywheel mass can be set in a position closer to the crank.

[0049] [Second Embodiment] Figure 7 shows the outer rotor 62 and stopper member 96 of the generator 61 of the second embodiment, viewed from the inside (crankcase 31) side in the vehicle width direction. Figure 7 shows the state without inserting the first adjustment weight 97 and the second adjustment weight 98. The second embodiment differs from the first embodiment in that the pitch (angle θb) of the second lateral hole 96k in the stopper member 96 is at a different angle from the pitch (angle θa) of the first lateral hole 62k, and is smaller than the pitch of the second lateral hole 96k in the first embodiment.

[0050] As shown in Figure 7, when the stopper member 96 is fastened to the outer rotor 62, the first lateral hole 62k and the second lateral hole 96k are not aligned coaxially, and when viewed from the second lateral hole 96k side, only a portion of the first lateral hole 62k overlaps with the second lateral hole 96k. Therefore, even if a weight (second adjustment weight 98) is not inserted on the stopper member 96 side for weight reduction or setting an imbalance, the protrusion of the weight (second adjustment weight 98) on the outer rotor 62 side can be suppressed.

[0051] In the second embodiment, the number of second lateral holes 96k can be increased by reducing the pitch of the second lateral holes 96k. This increases the number of positions in which the second adjustment weight 98 can be inserted, improving the degree of freedom in balancing and unbalancing, and enabling high-precision balancing of the desired balance.

[0052] [Other embodiments] The above embodiments represent only one aspect of the present invention and can be modified and applied as needed without departing from the spirit of the invention.

[0053] For example, in the above embodiment, the case in which the present invention is applied to the outer rotor 62 of the generator 61 of the saddle-type vehicle 10 shown in Figure 1 was described, but the present invention may also be applied to auxiliary equipment other than the outer rotor 62. Other auxiliary equipment to which the present invention can be applied include rotating members such as gears that are coaxially connected to the crankshaft 41 and rotate together with the crankshaft 41.

[0054] Furthermore, the present invention may be applied to auxiliary equipment for any saddle-type vehicle, auxiliary equipment mounted on mobile bodies other than saddle-type vehicles, and auxiliary equipment not intended for use on mobile bodies. Furthermore, the present invention is not limited to being applied to the outer rotor 62 of an outer rotor type generator 61, but may also be applied to the inner rotor of an inner rotor type generator 61. In addition, the shape and structure of the stopper member 96 may be changed as appropriate, for example, the stopper member 96 may be configured without the second lateral hole 96k.

[0055] [Configurations supported by the above embodiment] The above embodiment supports the following configuration.

[0056] (Configuration 1) An auxiliary device that is coaxially connected to a crankshaft supported by a crankcase and rotates together with the crankshaft, wherein the auxiliary device is located on the outside of the crankcase, sandwiching a crankshaft support portion provided in the crankcase, and has a first transverse hole on its outer circumference on the side of the crankshaft support portion that extends in the axial direction of the crankshaft at circumferential intervals, into which an adjustment weight can be selectively inserted. With this configuration, the adjustment weights can be attached or detached, or the weight changed, by removing the auxiliary components, and the balance of the crankshaft can be easily changed without removing the crankshaft itself.

[0057] (Configuration 2) The auxiliary device according to Configuration 1, wherein a ring-shaped stopper member that overlaps the first transverse hole is attached to the crankshaft support side of the auxiliary device. This configuration prevents the adjustment weight from falling off the stopper member.

[0058] (Configuration 3) The auxiliary device according to Configuration 2, wherein the stopper member is provided with a second transverse hole that extends in the axial direction of the crankshaft at a distance from each other in the circumferential direction, and an adjustment weight is selectively inserted into the second transverse hole. With this configuration, removing the stopper member allows for the attachment and removal of a second adjustment weight, as well as changes in weight, making it easy to change the balance of the crankshaft without removing the crankshaft itself. Furthermore, it becomes possible to adjust the balance at a position closer to the left-right center of the crankshaft.

[0059] (Configuration 4) The auxiliary device according to Configuration 3, wherein the adjustment weight is inserted into the second horizontal hole from the auxiliary device side, and a locking portion is provided in the portion of the second horizontal hole on the crankshaft support side for locking the adjustment weight. This configuration prevents the adjustment weights from falling off.

[0060] (Configuration 5) The stopper member is fastened to the accessory from the crankshaft support side with a predetermined fastening member, as described in any one of Configurations 2 to 4. This configuration improves work efficiency when changing the balance amount.

[0061] (Configuration 6) The adjustment weight is an auxiliary device according to any one of Configurations 1 to 4, wherein the adjustment weight is made of a metal with a different specific gravity from the auxiliary device. This configuration makes it easier to adjust to the desired balance.

[0062] (Configuration 7) The auxiliary device according to any one of Configurations 1 to 6, wherein the auxiliary device includes a rotor of a generator, and has a thickened portion that is relatively long in the axial direction of the crankshaft in a region closer to the inner circumference of the rotor and closer to the crankshaft support portion, and the first transverse hole is provided in the thickened portion. This configuration allows the flywheel mass to be positioned closer to the crank.

[0063] (Configuration 8) The auxiliary device according to any one of Configurations 1 to 7, wherein the auxiliary device is detachably fixed to the crankshaft along the axis of the crankshaft, and the auxiliary device can be removed from an opening in the crankcase. This configuration allows for easy removal of auxiliary components without removing the crankshaft, improving the ease of changing the balance.

[0064] (Configuration 9) An engine having an auxiliary device coaxially connected to a crankshaft supported by a crankcase and rotating together with the crankshaft, wherein the auxiliary device is located on the outside of the crankcase, sandwiching a crankshaft support portion provided in the crankcase, and a first transverse hole is provided on the outer circumference of the auxiliary device on the crankshaft support portion side, extending in the axial direction of the crankshaft at circumferential intervals, and an adjustment weight is selectively inserted into the first transverse hole. With this configuration, the adjustment weights can be attached or detached, or the weight changed, by removing the auxiliary components, and the balance of the crankshaft can be easily changed without disassembling the engine and removing the crankshaft.

[0065] (Configuration 10) The engine according to Configuration 9, wherein the auxiliary equipment is fixed to the crankshaft so as to be removable along the axis of the crankshaft, the auxiliary equipment can be removed from an opening in the crankcase, and the opening is covered with a removable cover member. This configuration allows for easy removal of auxiliary components without disassembling the engine and removing the crankshaft, improving the efficiency of adjusting the balance. [Explanation of Symbols]

[0066] 10. Saddle-type vehicles 11. Body frame 12 Engines 31 Crankcase 41 Crank axle 47L Left-side crankcase cover (cover component) 47R Right-side crankcase cover 48L, 48R bearings (crankshaft support) 61 Generators 62 Outer rotor (rotor) 62g outer circumference 62g1 Thick part 62k 1st horizontal hole 63 Inner Stator 91 Fastening member 96 Stopper component 96k 2nd horizontal hole 96ds Step section (locking section) 97. First adjustment weight 98 Second adjustment weight

Claims

1. In an auxiliary device that is coaxially connected to a crankshaft (41) supported by a crankcase (31) and rotates together with the crankshaft (41), Located on the outside of the crankcase (31), sandwiching the crankshaft support portion (48L) provided in the crankcase (31), A first transverse hole (62k) is provided on the outer circumference (62g) of the crankshaft support portion (48L) of the auxiliary device, extending in the axial direction of the crankshaft (41) at circumferential intervals, and an adjustment weight (97) is selectively inserted into the first transverse hole (62k). Auxiliary equipment.

2. The auxiliary equipment is fitted with a ring-shaped stopper member (96) on the crankshaft support portion (48L) side, which overlaps the first lateral hole (62k). The auxiliary device according to claim 1.

3. The stopper member (96) is provided with a second transverse hole (96k) that extends in the axial direction of the crankshaft (41) at a distance from the circumferential direction, and an adjustment weight (98) is selectively inserted into the second transverse hole (96k). The auxiliary device according to claim 2.

4. The adjustment weight (98) is inserted into the second horizontal hole (96k) from the auxiliary equipment side. A locking portion (96ds) is provided in the second horizontal hole (96k) on the crankshaft support portion (48L) side, which engages with the adjustment weight (98). The auxiliary device according to claim 3.

5. The stopper member (96) is fastened to the accessory from the crankshaft support portion (48L) side by a predetermined fastening member (91). The auxiliary device according to claim 2.

6. The adjustment weights (97, 98) are formed of a metal with a different specific gravity from the auxiliary components. The auxiliary device according to claim 1.

7. The aforementioned auxiliary equipment includes the generator rotor (62), The rotor (62) has a thick-walled portion (62g1) that is relatively long in the axial direction of the crankshaft (41) in the region closer to the inner circumference and closer to the crankshaft support portion (48L), The first transverse hole (62k) is provided in the thickened portion (62g1). The auxiliary device according to claim 1.

8. The auxiliary equipment is detachably fixed to the crankshaft (41) along the axis of the crankshaft (41), and the auxiliary equipment can be removed from an opening in the crankcase (31). The auxiliary device according to any one of claims 1 to 7.

9. In an engine having an auxiliary unit (62) that is coaxially connected to a crankshaft (41) supported by a crankcase (31) and rotates together with the crankshaft (41), The auxiliary equipment (62) is located on the outside of the crankcase (31), sandwiching the crankshaft support portion (48L) provided in the crankcase (31). A first transverse hole (62k) is provided on the outer circumference (62g) of the auxiliary device (62) on the side of the crankshaft support portion (48L), extending in the axial direction of the crankshaft (41) at intervals in the circumferential direction, and an adjustment weight (97) is selectively inserted into the first transverse hole (62k). engine.

10. The auxiliary component (62) is fixed to the crankshaft (41) so as to be removable along the axis of the crankshaft (41), and the auxiliary component (62) can be removed from an opening in the crankcase (31), and the opening is covered with a removable cover member (47L). The engine according to claim 9.

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