M419729 五、新型說明： 【新型所屬之技術領域】 本新型關於使用於自行車用曲柄組裝體的組裝的調整 夾具及調整夾具套件組。 【先前技術】 自行車的曲柄組裝體，具有：右曲柄臂、左曲柄臂、 Φ 在兩端將右曲柄臂與左曲柄臂連結的曲柄軸'以及可自由 旋轉地支承曲柄軸的一對軸承。在這種曲柄組裝體，習知 的構造是將曲柄軸可一體旋轉地固定於右曲柄臂（例如， 日本特開2007-69798號公報）。 在習知的曲柄組裝體的曲柄軸的左曲柄臂的安裝部分 ，形成有花鍵。在該構造的曲柄組裝體，當安裝於自行車 的框架時，爲了不會產生曲柄軸的軸方向的晃動，而進行 將間隔物或塡隙片等的間隙調整構件安裝在左曲柄臂與軸 φ 承之間的間隙的動作。 習知當安裝間隙調整構件時，將曲柄組裝體實際安裝 於框架’確認軸承與左曲柄臂的間隙的量。然後將安裝於 框架的曲柄組裝體從框架卸下，將因應於間隙的厚度的間 隙調整構件安裝於曲柄軸，再次將曲柄組裝體安裝於框架 【新型內容】 [新型欲解決的課題] -3- M419729 在習知的曲柄組裝體，當弄錯間隙量時，則需要再次 進行曲柄組裝體的裝卸。因此，間隙調整構件的安裝變得 很麻煩。 本新型的課題，是要當安裝曲柄臂時，容易將因應間 隙之間隙調整構件進行安裝。 [用以解決課題的手段] 第1新型的自行車用曲柄組裝體的調整夾具，該自行 車用曲柄組裝體，具有：曲柄軸、與曲柄臂。曲柄軸，一 體地形成有花鍵。曲柄臂，抵接於花鍵的基端部而可固定 於曲柄軸的其中一端。自行車用曲柄組裝體的調整夾具， 具備有：抵接部、與量規部。抵接部，可抵接於花鍵的基 端部的附近。量規部，形成爲從抵接部朝向端面延伸。量 規部，從抵接部的抵接位置起到端面爲止的長度，對應於 :從曲柄臂朝花鍵的抵接位置起到曲柄臂內側的端面爲止 的長度。 在該自行車用曲柄組裝體的調整夾具，從量規部的抵 接部朝花鍵的基端部的抵接位置起到端面爲止的長度，對 應於：從曲柄臂的抵接起到端面爲止的長度。因此，當將 容易裝卸的調整夾具安裝於曲柄軸，而使抵接部抵接於花 鍵的基端部時，能使當將曲柄臂安裝於曲柄軸時同樣的間 隙，形成在其與軸承之間。藉此，只要將間隙調整構件的 厚度調整成：讓調整夾具的抵接部抵接於花鍵的基端部， 則可不安裝曲柄臂，而安裝最適當的間隙調整構件。這裡 -4 - M419729 由於藉由容易裝卸的調整夾具進行間隙的調整，所以當安 裝曲柄臂時，容易將因應間隙的間隙調整構件進行安裝。 第2新型的自行車用曲柄組裝體的調整夾具，在第1新 型記載的自行車用曲柄組裝體的調整夾具，進一步具備有 :可插入到曲柄軸的其中一端外周面之筒狀的主體部。抵 接部，形成在主體部的內周面的其中一端側。量規部，形 . 成爲從抵接部朝向主體部的內周面的另一端側朝軸方向延 φ 伸，從抵接部的抵接位置起到主體部的另一端側的端面爲 止的長度，形成爲對應於：從曲柄臂朝花鍵的抵接位置起 到曲柄軸側的端面爲止的長度。 在該情況，只要將筒狀的主體部安裝於曲柄軸的外周 面，則能重現與安裝曲柄臂的狀態相同的安裝狀態。因此 ，能夠更容易進行間隙調整構件的安裝。 第3新型的自行車用曲柄組裝體的調整夾具，在第1或 2新型記載的自行車用曲柄組裝體的調整夾具，花鍵，具 φ 有：複數的突出部、與配置在複數的突出部之間的複數的 溝部：抵接部，抵接於溝部的基端側的壁部。 在該情況，由於抵接部抵接於花鍵的溝部的壁部，所 以抵接位置的精度變高。 第4新型的自行車用曲柄組裝體的調整夾具，在第3新 型記載的自行車用曲柄組裝體的調整夾具，抵接部，在與 曲柄軸的花鍵嚙合的內周面，具有：在周方向隔著間隔配 置的複數的突起部。 在該情況，容易將抵接部抵接於花鍵之間的溝部。 -5- M419729 第5新型的自行車用曲柄組裝體的調整夾具套件組， 是具有：曲柄軸、與曲柄臂之自行車用曲柄組裝體的調整 夾具套件組。曲柄軸，在其中一端形成有花鍵。曲柄臂， 抵接於花鍵的基端部而可固定於曲柄軸的其中一端9調整 夾具套件組具備有調整夾具。調整夾具，具備有：抵接部 、與量規部。抵接部，可抵接於花鍵的基端部的附近。量 規部，形成爲從抵接部朝向端面延伸。量規部，從抵接部 的抵接位置起到端面爲止的長度，對應於：從曲柄臂朝花 鍵的抵接位置起到曲柄臂內側的端面爲止的長度。 在該調整夾具套件組，至少具備調整夾具，除此之外 設置有與自行車用曲柄組裝體的構成零件或曲柄組裝體相 關的零件。例如，也可設置有曲柄組裝體的左曲柄與調整 夾具，也可設置有底托架與調整夾具。 在該自行車用曲柄組裝體的調整夾具，從量規部的抵 接部朝花鍵的基端部的抵接位置起到端面爲止的長度，對 應於：從曲柄臂的抵接起到端面爲止的長度。因此，當將 容易裝卸的調整夾具安裝於曲柄軸，而使抵接部抵接於花 鍵的基端部時，能使當將曲柄臂安裝於曲柄軸時同樣的間 隙，形成在其與軸承之間。藉此，只要將間隙調整構件的 厚度調整成：讓調整夾具的抵接部抵接於花鍵的基端部， 則可不安裝曲柄臂，而安裝最適當的間隙調整構件。這裡 由於藉由容易裝卸的調整夾具進行間隙的調整，所以當安 裝曲柄臂時，容易將因應間隙的間隙調整構件進行安裝。 第6新型的自行車用曲柄組裝體的調整夾具套件組， M419729 在第1新型記載的自行車用曲柄組裝體的調整夾具套件組 ，進一步具備有：可插入到曲柄軸的其中一端外周面之筒 狀的主體部》抵接部，形成在主體部的內周面的其中一端 側。量規部，形成爲從抵接部朝向主體部的內周面的另一 端側朝軸方向延伸，從抵接部的抵接位置起到主體部的另 一端側的端面爲止的長度，形成爲對應於：從曲柄臂朝花 鍵的抵接位置起到曲柄軸側的端面爲止的長度。 在該情況，只要將筒狀的主體部安裝於曲柄軸的外周 面，則能重現與安裝曲柄臂的狀態相同的安裝狀態。因此 ，能夠更容易進行間隙調整構件的安裝。 第7新型的自行車用曲柄組裝體的調整夾具套件組， 在第5或6新型記載的自行車用曲柄組裝體的調整夾具套件 組，花鍵，具有：複數的突出部、與配置在複數的突出部 之間的複數的溝部；抵接部，抵接於溝部的基端側的壁部 〇 在該情況，由於抵接部抵接於花鍵的溝部的壁部，所 以抵接位置的精度變高。 第8新型的自行車用曲柄組裝體的調整夾具套件組， 在第7新型記載的自行車用曲柄組裝體的調整夾具套件組 ，花鍵，具有：複數的突出部、與配置在複數的突出部之 間的複數的溝部；抵接部，抵接於溝部的基端側的壁部。 在該情況，由於抵接部抵接於花鍵的溝部的壁部，所 以抵接位置的精度變高。 第9新型的自行車用曲柄組裝體的調整夾具套件組， M419729 在第5新型記載的自行車用曲柄組裝體的調整夾具套件組 ，自行車用曲柄組裝體，進一步具有：可自由旋轉地將曲 柄軸支承的軸承。調整夾具套件組=進一步具備有：可在 調整夾具與軸承之間安裝於曲柄軸的外周側，可配置於軸 承與調整夾具的間隙的至少一個的間隙調整構件。 在該情況，由於在調整夾具套件組預先含有間隙調整 構件，所以更容易將因應軸承與曲柄臂的間隙之間隙調整 構件進行安裝。 第10新型的自行車用曲柄組裝體的調整夾具套件組， 在第9新型記載的自行車用曲柄組裝體的調整夾具套件組 ，間隙調整構件爲複數個，複數的間隙調整構件其厚度不 同》 在該情況，由於預先準備厚度不同的複數的間隙調整 構件，所以即使軸承與曲柄臂的間隙變化，也容易獲得配 合間隙的間隙調整構件。 [新型效果] 藉由本新型，藉由容易裝卸的夾具能進行間隙的調整 ，所以當安裝曲柄臂時，容易將因應間隙之間隙調整構件 進行安裝。 【實施方式】 在第1圖及第2圖，利用本新型的一種實施方式進行組 裝時的調整的自行車用曲柄組裝體10，具有：曲柄軸12、 M419729 底托架14、右曲柄臂16、左曲柄臂18»具有「左」或「右 」的構件，是當安裝於自行車時，從後方觀察自行車時配 置在左邊或右邊的構件。 曲柄軸I2例如爲具有鉻鉬鋼等的高剛性的合金製的中 空的管狀構件。在曲柄軸12的左端內周面，形成有··用來 固定左曲柄臂18而用來旋入固定螺栓24的母螺紋部12a。 固定螺栓24,在外側面的中心具有可藉由六角扳手等的工 $ 具緊固的工具卡止孔24a。在曲柄軸12的左端外周面，如 第3圖及第4圖放大顯示，形成有：用來將左曲柄臂18不能 相對旋轉地對於曲柄軸12連結的錐部12b»錐部12b，具有 :形成爲前端較細的第一錐面20、以及與第一錐面2 0在軸 方向排列配置的第一花鍵22。第一花鍵22，將左曲柄臂18 的轂部48不能相對旋轉地對於曲柄軸12連結。第一錐面20 ，是具有例如以0 · 5度到1 · 5度程度朝軸方向傾斜的傾斜角 的錐面。第一花鍵22，形成爲與曲柄軸12平行，並沒有朝 φ 軸方向傾斜。第一花鍵22，具有：複數的突出部22a、及 複數的溝部2 2b。突出部22a的兩側面22d，朝向第3圖的曲 柄軸12的左端形成爲前端較細。溝部22b的底部，是以較 突出部22a更小直徑的圓周面構成。突出部22a的兩側面 22d，是具有例如0.5度到1.5度程度的傾斜角的前端較細的 錐面。在溝部22b的基端部22c，形成有：對於溝部22b例 如傾斜60度程度的壁部22e。 底托架I4，如第1圖及第2圖所示，具有：從自行車的 懸架部80的兩端旋入的左軸承殼體3〇及右軸承殼體31»左 M419729 軸承殼體30及右軸承殼體31，是在懸架部80內連同筒狀的 防塵管32 —起同心地連結。左軸承殻體30，具有左軸承33 ，右軸承殼體31，具有右軸承34。在左軸承33的內輪33a 與曲柄軸12之間，配置有左外殼構件35。在右軸承34的內 輪34a與曲柄軸12之間，配置有右外殼構件36。於是在該 實施方式，左軸承33與左曲柄臂18的間隙，是左外殼構件 35與左曲柄臂18的間隙。 右曲柄臂16，是可安裝齒數不同的複數的鏈輪（例如 三片鏈輪41、42、43)的齒輪曲柄。，右曲柄臂16，具有： 連結部45、鏈輪安裝部46、右臂部47»連結部45，具有： 以圓形的空間構成而不能旋轉地安裝在曲柄軸12的右端的 卡合凹部45 a。連結部45的軸方向的內側端面45b，可經由 右外殼構件36而按壓右軸承34的內輪34a。鏈輪安裝部46 ，從連結部45放射狀地延伸，在前端可安裝三片鏈輪41、 42、43。右臂部47，固定在曲柄軸12的右端而在前端形成 有踏板安裝孔47a。 左曲柄臂18，具有：轂部48、及左臂部49。轂部48， 不能旋轉地安裝在曲柄軸12的左端。左臂部49，從轂部48 延伸。 轂部48，如第5圖所示，具有內周面48 a。在內周面 48 a，在軸方向排列形成有：可一體旋轉地連結於第一花 鍵22的第二花鍵48b、以及與第一錐面20卡合的第二錐面 48c。轂部48，壓入到曲柄軸12的錐部12b。當壓入時，第 二花鍵4 8b的前端部48 d抵接於第一花鍵22的基端部22c的 -10- M419729 壁部22e。轂部48的軸方向的內側端面48e，配置成與左外 殼構件3 5隔著間隔。 左臂部49，如第1圖及第2圖所示，在從轂部48延伸的 前端形成有踏板安裝孔49a。 如第5圖所示，在左外殼構件35、與轂部48的內側端 面4 8 e的間隙，安裝有間隙調整用的間隔物5 0、塡隙片5 1 。間隔物50及塡隙片5 1，是間隙調整構件的一個例子。間 φ 隔物50，如第2圖及第6圖所示，是較塡隙片51更大直徑的 環狀的例如鋁合金製的構件。間隔物50，可安裝於曲柄軸 I2的外周面。間隔物50，是設置用來調整間隙且將底托架 14內密封。因此’在間隔物50的內周面，形成有：用來安 裝密封環53的密封安裝部5〇a。密封環53，是在丁腈橡膠 (NBR)等的彈性構件包入金屬製的環構件53c的構件。 密封環53，與左外殼構件35及曲柄軸12的外周面接觸，防 止液體等從曲柄軸12與左外殻構件35的間隙侵入內部。密 φ 封環53，具有：變形圓形剖面的密封部53a、以及用來將 密封環53安裝在間隔物50的安裝部53b。密封部53a，可與 左外殼構件35及曲柄軸12的外周面接觸。在安裝部53b, 包入有金屬製的環構件53c。 塡隙片51’是可與曲柄軸12的外周面安裝的環狀的例 如不鏽鋼合金等的金屬製的構件。塡隙片51，準備了厚度 不同的複數種類的塡隙片。具體來說，如第7圖所示，準 備了厚度不同的四種塡隙片51。厚度最厚的塡隙片51的厚 度tl’爲例如N(N爲正實數）mm而準備一片。厚度第二 -11 - M419729 厚的塡隙片51的厚度t2，例如爲N/2mm而準備一片。厚度 第三厚的塡隙片51的厚度t3，例如爲N/4mm而準備一片。 厚度最薄的塡隙片51的厚度t4，例如爲N/12mm而準備三片 。藉此’能從N/12mm到2 · Nmm的範圍，每N/12mm來調 整間隙。在該實施方式，N例如爲1 · 2。於是，塡隙片5 1的 厚度，tl = 1.2，t2 = 0.6，t3 = 0.3，t4 = 0.1。 左外殼構件35與左軸承殼體30之間，安裝有密封構件 65(參考第5圖）。藉此，也將左外殼構件35與左軸承殼 0 體30之間的間隙密封。 當以間隔物50及塡隙片51調整左曲柄臂18與左軸承33 的間隙時，使用第8圖及第9圖所示的本新型的一種實施方 式的調整夾具60。調整夾具60，是ABS樹脂（Acrylonitrile Butadiene Styrene共聚合合成樹脂）等的比較硬質的合成樹 脂製。調整夾具60，具有：筒狀的主體部61、抵接部62、 量規部63。主體部61的內周面，具有錐面61a。錐面61a的 傾斜角度，較曲柄軸12的第一錐面20的傾斜角度更大，例 如在1.8度〜2.5度的範圍。調整夾具60，最好以不是壓入 方式，而以鬆動嵌合方式安裝於曲柄軸12» 抵接部62，在錐面61a的內周面具有：朝內側突出形 成的複數（例如12個）的突起部62a。突起部62a，以與第 -花鍵22嚙合的方式形成於錐面61a。突起部62 a的前端部 接觸於第一花鍵22的壁部22e。 量規部63，形成爲從抵接部62朝主體部61的軸方向內 側端面61b延伸。量規部63，從抵接部62的抵接位置CP1起 -12- M419729 到軸方向內側端面61b爲止的長度Ll，對應於：如第5圖所 示從左曲柄臂1S朝第一花鍵22的抵接位置CP2起，到左曲 柄臂18的內側端面48e爲止的長度L2。具體來說，從抵接 部62的抵接位置CP1起到主體部61的內側端面61b爲止的長 度L1，如第5圖所示，相較於從第二花鍵48b的前端部48d 與壁部22e的抵接位置CP2起到轂部48的內側端面48e爲止 . 的長度L2，更稍短預定長度。該預定長度，在該實施方式 φ ，是如第6圖所示，從間隔物5 0的可與左外殼構件3 5相對 向的內側端面5 Ob起到密封環53的密封部53a的突出端部爲 止的長度L3。於是，量規部63的長度L1，較左曲柄18的長 度L 2更短長度L3 ( L1=L2-L3)。 調整夾具60，以單體販賣也可以，而也可販賣爲連同 間隔物5〇及塡隙'片51的至少其中之一共同爲調整夾具套件 組7 0。 當使用這種構造的調整夾具60，來調整左外殼構件35 φ 與左曲柄臂18的間隙時，首先，將調整夾具60嵌入於曲柄 軸12直到抵接部62接觸於第一花鍵22的壁部22e。在該狀 態，確認調整夾具60的內側端面61b與左外殼構件35的長 度。接著，將調整夾具60卸下從確認過的長度，來決定： 因應於減去安裝著密封環53的間隔物50的軸方向長度L4 ( 參考第6圖）所使用的塡隙片51的種類及片數。例如，當 減去的長度爲1.5mm時，則決定使用一片1.2mm的塡隙片 51與一片0.3 mm的塡隙片51。決定之後，將調整夾具60卸 下’將決定好的塡隙片51安裝於曲柄軸12，將調整夾具60 -13- M419729 再次嵌入於曲柄軸12直到抵接部62接觸於第一花鍵22的壁 部22e。藉此，如第10圖所示，讓密封環53的前端接觸於 左外殼構件35。當密封環53與左外殼構件35之間幾乎沒有 間隙，或密封環53的密封部53 a只稍微凹入的情況，則將 調整夾具60卸下而將左曲柄臂18安裝於曲柄軸12*»然後將 固定螺栓24旋入，將左曲柄臂18壓入於曲柄軸12直到第二 花鍵4 8b的前端部4 8d抵接於第一花鍵22的基端部22 c的壁 部22e。藉此，如第5圖所示，密封環53的密封部50a壓縮 變形而間隔物50的內側端面50b接近或接觸於左外殼構件 35。結果，能防止左曲柄臂18及右曲柄臂16的晃動。讓灰 塵或液體不易侵入曲柄軸12與底托架14的間隙。 如果密封環53的前端與左外殻構件3 5之間有間隙的情 況，則將適當的塡隙片5 1插入該間隙決定因應間隙的塡隙 片51。然後將調整夾具60卸下，將決定好的塡隙片51安裝 於曲柄軸12。然後，將調整夾具6 0再次嵌入於曲柄軸12直 到抵接部62接觸於第一花鍵22的壁部22e。在該狀態如果 密封環53的前端與左外殼構件35之間沒有間隙的話，則如 上述將左曲柄臂18安裝於曲柄軸12» 這裡由於能以容易裝卸的調整夾具60，來進行左曲柄 臂18與左軸承33的間隙的調整，所以當安裝左曲柄臂18時 ，能容易進行因應間隙的塡隙片5 1的安裝。 <其他實施方式> 以上雖然針對本新型的一種實施方式來說明，而本新 -14- M419729 型並不限定於上述實施方式，在不脫離新型的主旨的範圍 可進行各種變更。 (a)在上述實施方式，雖然以調整夾具60、與作爲 間隙調整構件的塡隙片5 1及間隔物50的至少其中之一構成 調整夾具套件組70，而調整夾具套件組，只要包含調整夾 具，爲任何套件組都可以。例如，也可以爲包含左曲柄臂 的調整夾具套件組。也可爲包含底托架14的套件組。 φ (b)在上述實施方式，雖然調整夾具60具有筒狀的 主體部61，也可不設置筒狀的主體部61。例如，也可以爲 具有抵接部與量規部的板狀的構造。 (c) 在上述實施方式，雖然以將曲柄軸固定在右曲 柄臂的曲柄組裝體10爲例子來說明本新型，而曲柄組裝體 並不限定於此。例如，也可在曲柄軸的兩端可自由裝卸地 安裝著右曲柄臂及左曲柄臂。 (d) 在上述實施方式，在左曲柄臂雖然沒有安裝鏈 φ 輪，而本新型並不限於此。在左曲柄也可安裝鏈輪的雙人 型的自行車所使用的曲柄組裝體也適用本新型。 (e )在上述實施方式，雖然設置間隔物作爲間隙調 整構件，而間隙調整構件也可只有塡隙片。 (f) 在上述實施方式，將在左軸承33設置左外殻構 件35 ’而將作爲間隙調整構件的間隔物50經由左外殼構件 35而接觸於軸承。可是本新型並不限於此，也可不設置左 右的外殻構件而使間隙調整構件直接接觸於軸承。 (g) 在上述實施方式，雖然揭示著具有錐形的花鍵 -15- M419729 的曲柄軸，而本新型並不限於此。例如，具有圓筒狀的花 鍵的曲柄軸，該花鍵不具有錐面，也適用於本新型。 (h)在上述實施方式，雖然從抵接部62的抵接位置 CP1起到軸方向內側端面61b爲止的長度L1，短於：從左曲 柄臂18朝第一花鍵22的抵接位置CP2起到左曲柄臂18的內 側端面48e爲止的長度L2，而本新型並不限定於此。例如 ，當不使用具有密封環53的間隔物50，只用塡隙片51來調 整曲柄臂與軸承之間的間隙的情況，上述長度L1與上述長 度L2相同也可以。 【圖式簡單說明】 第1圖是顯示藉由本新型的一種實施方式進行組裝時 的調整的自行車用曲柄組裝體的一個例子的剖面圖。 第2圖是其分解立體圖。 第3圖是曲柄軸的左端的剖面放大圖。 第4圖是曲柄軸的左端的正視圖。 第5圖是自行車用曲柄組裝體的左曲柄側的剖面放大 圖。 第6圖是間隔物的剖面圖。 第7圖是厚度不同的塡隙片的剖面圖。 第8圖是本新型的一種實施方式的調整夾具的正視圖 〇 第9圖是其IX-IX剖面圖。 第1 〇圖是顯示調整夾具套件組的間隙調整狀態的剖面 -16- M419729 放大圖。 【主要元件符號說明】 1 〇 :曲柄組裝體 1 2 :曲柄軸 18 :左曲柄臂 22:第一花鍵（花鍵的一個例子） 22a :突出部 22b :溝部 22c :基端部 22e :壁部 33:左軸承（軸承的一個例子） 50 :間隔物（間隙調整構件的一個例子） 5 1 :塡隙片（間隙調整構件的一個例子） 60 :調整夾具 ' 6 1 :主體部 62 :抵接部 62a :突起部 63 :量規部 -17-M419729 V. New description: [Technical field to which the new type belongs] This is a set of adjustment jigs and adjustment jig sets for assembly of a crank assembly for bicycles. [Prior Art] A crank assembly of a bicycle has a right crank arm, a left crank arm, a crank shaft that connects the right crank arm and the left crank arm at both ends, and a pair of bearings that rotatably support the crank shaft. In such a crank assembly, a conventional structure is disclosed in which a crank shaft is integrally rotatably fixed to a right crank arm (for example, Japanese Laid-Open Patent Publication No. 2007-69798). A spline is formed in a mounting portion of a left crank arm of a crank shaft of a conventional crank assembly. When the crank assembly of this structure is attached to the frame of the bicycle, the gap adjusting member such as the spacer or the crevice sheet is attached to the left crank arm and the shaft φ so as not to cause the crank shaft to sway in the axial direction. The action of the gap between the bearings. It is known that when the gap adjusting member is mounted, the crank assembly is actually mounted to the frame to confirm the amount of the gap between the bearing and the left crank arm. Then, the crank assembly attached to the frame is detached from the frame, and the gap adjusting member corresponding to the thickness of the gap is attached to the crank shaft, and the crank assembly is attached to the frame again. [New content] [New problem to be solved] -3 - M419729 In the conventional crank assembly, when the amount of clearance is mistaken, the crank assembly needs to be attached and detached again. Therefore, the installation of the gap adjusting member becomes troublesome. The problem of the present invention is that when the crank arm is attached, it is easy to mount the gap adjusting member corresponding to the gap. [Means for Solving the Problem] The adjustment jig for the crank assembly for a bicycle according to the first aspect of the invention includes the crankshaft and the crank arm. The crank shaft is integrally formed with splines. The crank arm abuts against the base end of the spline and is fixed to one end of the crank shaft. The adjustment jig for the bicycle crank assembly includes an abutting portion and a gauge portion. The abutting portion can abut against the vicinity of the base end portion of the spline. The gauge portion is formed to extend from the abutting portion toward the end surface. The length of the gauge portion from the abutting position of the abutting portion to the end surface corresponds to the length from the abutment position of the crank arm toward the spline to the end surface of the crank arm. In the adjustment jig for the bicycle crank assembly, the length from the abutting portion of the gauge portion toward the proximal end portion of the spline is the end surface, and corresponds to the end of the crank arm from the abutment to the end surface. length. Therefore, when the adjustment jig that is easy to attach and detach is attached to the crank shaft and the abutting portion abuts against the base end portion of the spline, the same gap can be formed in the bearing when the crank arm is attached to the crank shaft. between. Thereby, if the thickness of the gap adjusting member is adjusted so that the abutting portion of the adjusting jig abuts against the base end portion of the spline, the most appropriate gap adjusting member can be attached without attaching the crank arm. Here -4 - M419729 Since the clearance is adjusted by the adjustment jig that is easy to attach and detach, when installing the crank arm, it is easy to install the gap adjustment member corresponding to the gap. In the adjustment jig for the bicycle crank assembly according to the first aspect of the invention, the adjustment jig for the bicycle crank assembly according to the first aspect of the invention further includes a tubular main body portion that can be inserted into an outer peripheral surface of one end of the crankshaft. The abutting portion is formed on one end side of the inner peripheral surface of the main body portion. The gauge portion has a length that extends from the abutting portion toward the other end side of the inner peripheral surface of the main body portion in the axial direction, and from the abutting position of the abutting portion to the end surface of the other end side of the main body portion. The length is set to correspond to the length from the abutment position of the crank arm toward the spline to the end surface on the crankshaft side. In this case, if the tubular main body portion is attached to the outer peripheral surface of the crankshaft, the same mounting state as the state in which the crank arm is attached can be reproduced. Therefore, the mounting of the gap adjusting member can be performed more easily. In the adjustment jig for the bicycle crank assembly according to the first or second aspect of the invention, the adjustment jig of the bicycle crank assembly according to the first or second aspect, the spline has a plurality of protruding portions and a plurality of protruding portions. The plurality of groove portions: the abutting portion abuts against the wall portion on the proximal end side of the groove portion. In this case, since the abutting portion abuts against the wall portion of the groove portion of the spline, the accuracy of the abutment position is increased. In the adjustment jig for the bicycle crank assembly according to the third aspect of the invention, the contact portion of the bicycle crank assembly of the third aspect has an inner circumferential surface that engages with the spline of the crankshaft and has a circumferential direction. A plurality of protrusions arranged at intervals. In this case, it is easy to contact the abutting portion with the groove portion between the splines. -5- M419729 The adjustment clamp kit set of the crank assembly for a bicycle of the fifth type is an adjustment clamp kit group having a crankshaft and a crank assembly for a crank arm. The crank shaft has a spline formed at one end. The crank arm is abutted against the base end of the spline and can be fixed to one end of the crankshaft. 9 The adjustment clamp kit is provided with an adjustment clamp. The adjustment jig includes: an abutting portion and a gauge portion. The abutting portion can abut against the vicinity of the base end portion of the spline. The gauge portion is formed to extend from the abutting portion toward the end surface. The length of the gauge portion from the abutting position of the abutting portion to the end surface corresponds to the length from the abutment position of the crank arm toward the spline to the end surface of the crank arm. The adjustment jig set includes at least an adjustment jig, and is provided with components related to the components of the bicycle crank assembly or the crank assembly. For example, a left crank and an adjustment jig of the crank assembly may be provided, and a bottom bracket and an adjustment jig may be provided. In the adjustment jig for the bicycle crank assembly, the length from the abutting portion of the gauge portion toward the proximal end portion of the spline is the end surface, and corresponds to the end of the crank arm from the abutment to the end surface. length. Therefore, when the adjustment jig that is easy to attach and detach is attached to the crank shaft and the abutting portion abuts against the base end portion of the spline, the same gap can be formed in the bearing when the crank arm is attached to the crank shaft. between. Thereby, if the thickness of the gap adjusting member is adjusted so that the abutting portion of the adjusting jig abuts against the base end portion of the spline, the most appropriate gap adjusting member can be attached without attaching the crank arm. Here, since the gap is adjusted by the adjustment jig that is easy to attach and detach, when the crank arm is attached, the gap adjusting member corresponding to the gap is easily attached. The adjustment jig set of the crank assembly for a bicycle according to the sixth aspect of the present invention, wherein the adjustment clamp kit of the bicycle crank assembly according to the first aspect of the invention further includes a tubular shape that can be inserted into the outer peripheral surface of one end of the crankshaft. The main body portion "contact portion" is formed on one end side of the inner peripheral surface of the main body portion. The gauge portion is formed so as to extend in the axial direction from the other end side of the inner circumferential surface of the main body portion, and the length from the contact position of the contact portion to the end surface on the other end side of the main body portion is formed. Corresponding to the length from the abutment position of the crank arm toward the spline to the end surface on the crankshaft side. In this case, if the tubular main body portion is attached to the outer peripheral surface of the crankshaft, the same mounting state as the state in which the crank arm is attached can be reproduced. Therefore, the mounting of the gap adjusting member can be performed more easily. The adjustment clamp kit set of the crank assembly for a bicycle of the seventh aspect, the adjustment clamp kit group of the bicycle crank assembly according to the fifth or sixth aspect, the spline has a plurality of projections and a plurality of projections a plurality of groove portions between the portions; the abutting portion abuts against the wall portion on the proximal end side of the groove portion. In this case, since the abutting portion abuts against the wall portion of the groove portion of the spline, the accuracy of the abutment position is changed. high. In the adjustment jig set of the bicycle crank assembly of the seventh aspect of the invention, the adjustment clamp kit of the bicycle crank assembly of the seventh aspect has a plurality of protruding portions and a plurality of protruding portions. The plurality of groove portions; the abutting portion abuts against the wall portion on the proximal end side of the groove portion. In this case, since the abutting portion abuts against the wall portion of the groove portion of the spline, the accuracy of the abutment position is increased. The adjustment clamp kit of the bicycle crank assembly of the ninth aspect of the invention, the adjustment clamp kit of the bicycle crank assembly according to the fifth aspect of the invention, the crank assembly for bicycle, further comprising: a crankshaft support rotatably Bearings. The adjustment jig set group is further provided with a gap adjustment member that can be attached to the outer peripheral side of the crankshaft between the adjustment jig and the bearing, and can be disposed at least one of the gap between the bearing and the adjustment jig. In this case, since the adjustment jig set includes the gap adjusting member in advance, it is easier to attach the gap adjusting member corresponding to the gap between the bearing and the crank arm. In the adjustment jig set of the bicycle crank assembly according to the ninth aspect of the invention, the gap adjusting member is plural, and the plurality of gap adjusting members have different thicknesses. In other cases, since a plurality of gap adjusting members having different thicknesses are prepared in advance, even if the gap between the bearing and the crank arm changes, it is easy to obtain a gap adjusting member that fits the gap. [New effect] According to the present invention, the gap can be adjusted by the jig that is easy to attach and detach, so that when the crank arm is attached, the gap adjusting member corresponding to the gap is easily attached. [Embodiment] In the first and second figures, a bicycle crank assembly 10 that is adjusted during assembly by an embodiment of the present invention has a crankshaft 12, an M419729 bottom bracket 14, and a right crank arm 16, The left crank arm 18» has a "left" or "right" member, and is a member that is disposed on the left or right when the bicycle is viewed from the rear when mounted on a bicycle. The crankshaft I2 is, for example, a hollow tubular member made of a highly rigid alloy such as chrome molybdenum steel. On the inner peripheral surface of the left end of the crankshaft 12, a female screw portion 12a for fixing the left crank arm 18 for screwing in the fixing bolt 24 is formed. The fixing bolt 24 has a tool locking hole 24a which can be fastened by a hex wrench or the like at the center of the outer side surface. On the outer peripheral surface of the left end of the crankshaft 12, as shown in enlarged views of Figs. 3 and 4, a tapered portion 12b»cone portion 12b for coupling the crank member 12 to the crankshaft 12 so as to be rotatable relative to the left crank arm 18 is formed, and has: The first tapered surface 20 having a narrow front end and the first tapered surface 22 arranged in the axial direction with the first tapered surface 20 are formed. The first spline 22 connects the hub 48 of the left crank arm 18 to the crankshaft 12 in a rotationally fixed manner. The first tapered surface 20 is a tapered surface having an inclination angle inclined in the axial direction, for example, from 0. 5 degrees to 1.5 degrees. The first spline 22 is formed to be parallel to the crankshaft 12 and is not inclined in the φ-axis direction. The first spline 22 has a plurality of projections 22a and a plurality of grooves 2 2b. The both side faces 22d of the protruding portion 22a are formed to have a narrow front end toward the left end of the crank shaft 12 of Fig. 3. The bottom of the groove portion 22b is constituted by a circumferential surface having a smaller diameter than the protruding portion 22a. The both side faces 22d of the protruding portion 22a are tapered surfaces having a tip end having an inclination angle of, for example, about 0.5 to 1.5 degrees. In the base end portion 22c of the groove portion 22b, a wall portion 22e which is inclined by about 60 degrees with respect to the groove portion 22b is formed. As shown in FIGS. 1 and 2, the bottom bracket I4 has a left bearing housing 3〇 and a right bearing housing 31»left M419729 bearing housing 30 that are screwed from both ends of the suspension portion 80 of the bicycle and The right bearing housing 31 is concentrically coupled to the cylindrical dustproof tube 32 in the suspension portion 80. The left bearing housing 30 has a left bearing 33, a right bearing housing 31, and a right bearing 34. A left outer casing member 35 is disposed between the inner ring 33a of the left bearing 33 and the crankshaft 12. A right outer casing member 36 is disposed between the inner wheel 34a of the right bearing 34 and the crankshaft 12. Thus, in this embodiment, the gap between the left bearing 33 and the left crank arm 18 is the gap between the left outer casing member 35 and the left crank arm 18. The right crank arm 16 is a gear crank that can mount a plurality of sprocket wheels having different numbers of teeth (for example, three sprocket wheels 41, 42, 43). The right crank arm 16 has a coupling portion 45, a sprocket attachment portion 46, and a right arm portion 47»connection portion 45, and has an engagement recess that is formed in a circular space and is non-rotatably attached to the right end of the crankshaft 12. 45 a. The inner end surface 45b of the connecting portion 45 in the axial direction can press the inner ring 34a of the right bearing 34 via the right outer casing member 36. The sprocket attachment portion 46 extends radially from the coupling portion 45, and three sprocket wheels 41, 42, and 43 can be attached to the front end. The right arm portion 47 is fixed to the right end of the crank shaft 12, and a pedal mounting hole 47a is formed at the front end. The left crank arm 18 has a hub portion 48 and a left arm portion 49. The hub portion 48 is rotatably attached to the left end of the crankshaft 12. The left arm portion 49 extends from the hub portion 48. The hub portion 48 has an inner peripheral surface 48a as shown in Fig. 5. On the inner peripheral surface 48a, a second spline 48b that is integrally coupled to the first spline 22 and a second tapered surface 48c that is engaged with the first tapered surface 20 are formed in the axial direction. The hub portion 48 is press-fitted into the tapered portion 12b of the crankshaft 12. When pressed in, the front end portion 48d of the second spline 48b abuts against the -10 M419729 wall portion 22e of the base end portion 22c of the first spline 22. The inner end surface 48e of the hub portion 48 in the axial direction is disposed to be spaced apart from the left outer casing member 35. As shown in Figs. 1 and 2, the left arm portion 49 has a pedal attachment hole 49a formed at a distal end extending from the hub portion 48. As shown in Fig. 5, a spacer 50 for gap adjustment and a crevice sheet 5 1 are attached to the gap between the left outer casing member 35 and the inner end surface of the hub portion 48 8 e. The spacer 50 and the crevice sheet 51 are examples of the gap adjusting member. The inter-φ spacer 50, as shown in Figs. 2 and 6 is an annular member such as an aluminum alloy having a larger diameter than the crevice sheet 51. The spacer 50 can be attached to the outer peripheral surface of the crankshaft I2. Spacer 50 is provided to adjust the gap and seal the inside of the bottom bracket 14. Therefore, on the inner circumferential surface of the spacer 50, a seal mounting portion 5a for mounting the seal ring 53 is formed. The seal ring 53 is a member in which a metal ring member 53c is wrapped in an elastic member such as a nitrile rubber (NBR). The seal ring 53 comes into contact with the outer peripheral surfaces of the left outer casing member 35 and the crankshaft 12, and prevents liquid or the like from entering the inside from the gap between the crankshaft 12 and the left outer casing member 35. The dense φ seal ring 53 has a seal portion 53a having a deformed circular cross section and a mounting portion 53b for attaching the seal ring 53 to the spacer 50. The seal portion 53a is in contact with the outer peripheral surface of the left outer casing member 35 and the crankshaft 12. A metal ring member 53c is housed in the mounting portion 53b. The crevice sheet 51' is a metal member such as a stainless steel alloy that can be attached to the outer peripheral surface of the crankshaft 12. The crevice sheet 51 is prepared with a plurality of crevice sheets of different thicknesses. Specifically, as shown in Fig. 7, four kinds of crevice sheets 51 having different thicknesses are prepared. The thickness t1' of the thickest crevice sheet 51 is, for example, N (N is a positive real number) mm, and one piece is prepared. The second thickness -11 - M419729 thick crevice sheet 51 has a thickness t2 of, for example, N/2 mm. The thickness t3 of the third thick crevice sheet 51 is, for example, N/4 mm and is prepared in one piece. The thickness t4 of the crevice sheet 51 having the thinnest thickness is, for example, N/12 mm, and three sheets are prepared. This allows the gap to be adjusted every N/12mm from N/12mm to 2·Nmm. In this embodiment, N is, for example, 1.2. Thus, the thickness of the crevice sheet 5 1 is tl = 1.2, t2 = 0.6, t3 = 0.3, and t4 = 0.1. A sealing member 65 is attached between the left outer casing member 35 and the left bearing housing 30 (refer to Fig. 5). Thereby, the gap between the left outer casing member 35 and the left bearing shell body 30 is also sealed. When the gap between the left crank arm 18 and the left bearing 33 is adjusted by the spacer 50 and the crevice sheet 51, the adjustment jig 60 of one embodiment of the present invention shown in Figs. 8 and 9 is used. The adjustment jig 60 is made of a relatively hard synthetic resin such as ABS resin (Acrylonitrile Butadiene Styrene copolymerized synthetic resin). The adjustment jig 60 has a cylindrical main body portion 61, a contact portion 62, and a gauge portion 63. The inner peripheral surface of the main body portion 61 has a tapered surface 61a. The inclination angle of the tapered surface 61a is larger than the inclination angle of the first tapered surface 20 of the crankshaft 12, for example, in the range of 1.8 to 2.5 degrees. Preferably, the adjusting jig 60 is attached to the crank shaft 12» abutting portion 62 in a loose fitting manner without being press-fitted, and has a plurality of (for example, twelve) protruding toward the inner side on the inner peripheral surface of the tapered surface 61a. Projection 62a. The projection 62a is formed on the tapered surface 61a so as to mesh with the first spline 22. The front end portion of the projection 62a is in contact with the wall portion 22e of the first spline 22. The gauge portion 63 is formed to extend from the abutting portion 62 toward the axially inner end surface 61b of the main body portion 61. The length L1 of the gauge portion 63 from the contact position CP1 of the abutment portion 62 to the axially inner end surface 61b corresponds to the first spline from the left crank arm 1S to the first spline as shown in Fig. 5. The length L2 from the contact position CP2 of the 22 to the inner end surface 48e of the left crank arm 18. Specifically, the length L1 from the contact position CP1 of the abutting portion 62 to the inner end surface 61b of the main body portion 61 is as shown in Fig. 5, compared to the front end portion 48d and the wall from the second spline 48b. The contact position CP2 of the portion 22e is the length L2 of the inner end surface 48e of the hub portion 48, and is shorter than the predetermined length. The predetermined length, in the embodiment φ, is as shown in Fig. 6, from the inner end surface 5 Ob of the spacer 50 which is opposite to the left outer casing member 35 to the protruding end of the sealing portion 53a of the seal ring 53. The length L3 until the part. Thus, the length L1 of the gauge portion 63 is shorter than the length L 2 of the left crank 18 by a length L3 (L1 = L2 - L3). The adjustment jig 60 may be sold as a single unit, and may be sold as an adjustment jig set 70 together with at least one of the spacer 5 and the crevice 'sheet 51. When the adjustment jig 60 of such a configuration is used to adjust the gap between the left outer casing member 35 φ and the left crank arm 18, first, the adjustment jig 60 is fitted into the crankshaft 12 until the abutment portion 62 contacts the first spline 22 Wall portion 22e. In this state, the length of the inner end surface 61b of the adjustment jig 60 and the left outer casing member 35 is confirmed. Next, the adjustment jig 60 is removed from the confirmed length, and the type of the crevice sheet 51 used in the axial length L4 (refer to Fig. 6) of the spacer 50 to which the seal ring 53 is attached is determined. And the number of pieces. For example, when the subtracted length is 1.5 mm, it is decided to use a 1.2 mm crevice sheet 51 and a piece of 0.3 mm crevice sheet 51. After the decision, the adjustment jig 60 is removed. 'The determined crevice sheet 51 is attached to the crankshaft 12, and the adjustment fixtures 60-13-M419729 are again embedded in the crankshaft 12 until the abutment portion 62 contacts the first spline 22. Wall 22e. Thereby, as shown in Fig. 10, the front end of the seal ring 53 is brought into contact with the left outer casing member 35. When there is almost no gap between the seal ring 53 and the left outer casing member 35, or the seal portion 53a of the seal ring 53 is only slightly recessed, the adjustment jig 60 is removed to mount the left crank arm 18 to the crankshaft 12*. »The fixing bolt 24 is then screwed in, and the left crank arm 18 is pressed into the crank shaft 12 until the front end portion 84d of the second spline 48b abuts against the wall portion 22e of the base end portion 22c of the first spline 22. . Thereby, as shown in Fig. 5, the seal portion 50a of the seal ring 53 is compressed and deformed, and the inner end surface 50b of the spacer 50 approaches or contacts the left outer casing member 35. As a result, the shaking of the left crank arm 18 and the right crank arm 16 can be prevented. It is difficult for dust or liquid to intrude into the gap between the crankshaft 12 and the bottom bracket 14. If there is a gap between the front end of the seal ring 53 and the left outer casing member 35, a suitable crevice sheet 51 is inserted into the gap to determine the crevice sheet 51 corresponding to the gap. Then, the adjustment jig 60 is removed, and the determined crevice sheet 51 is attached to the crankshaft 12. Then, the adjustment jig 60 is again embedded in the crankshaft 12 until the abutment portion 62 comes into contact with the wall portion 22e of the first spline 22. In this state, if there is no gap between the front end of the seal ring 53 and the left outer casing member 35, the left crank arm 18 is attached to the crankshaft 12» as described above. Here, the left crank arm can be made with the easy-to-handle adjustment jig 60. Since the gap between the 18 and the left bearing 33 is adjusted, when the left crank arm 18 is attached, the attachment of the crevice sheet 5 1 corresponding to the gap can be easily performed. <Other Embodiments> The above description of the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the novel features. (a) In the above embodiment, the adjustment jig set 70 is formed by the adjustment jig 60 and at least one of the crevice sheet 5 1 and the spacer 50 as the gap adjusting member, and the jig set is adjusted as long as the adjustment is included. Fixtures are available for any kit set. For example, it can also be an adjustment fixture kit set containing a left crank arm. It can also be a kit set containing a bottom bracket 14. φ (b) In the above embodiment, the adjustment jig 60 has the tubular main body portion 61, and the cylindrical main body portion 61 may not be provided. For example, it may have a plate-like structure having a contact portion and a gauge portion. (c) In the above embodiment, the present invention is described by taking the crank assembly 10 in which the crankshaft is fixed to the right crank arm as an example, and the crank assembly is not limited thereto. For example, the right crank arm and the left crank arm may be detachably attached to both ends of the crankshaft. (d) In the above embodiment, although the chain φ wheel is not attached to the left crank arm, the present invention is not limited thereto. The present invention is also applicable to a crank assembly for a double-type bicycle in which a sprocket can also be mounted on the left crank. (e) In the above embodiment, the spacer is provided as the gap adjusting member, and the gap adjusting member may have only the crevice sheet. (f) In the above embodiment, the left outer casing member 35' is provided in the left bearing 33, and the spacer 50 as the gap adjusting member is brought into contact with the bearing via the left outer casing member 35. However, the present invention is not limited thereto, and the gap adjusting member may be directly in contact with the bearing without providing the left and right outer casing members. (g) In the above embodiment, although the crankshaft having the tapered spline -15-M419729 is disclosed, the present invention is not limited thereto. For example, a crankshaft having a cylindrical spline having no tapered surface is also suitable for use in the present invention. (h) In the above embodiment, the length L1 from the contact position CP1 of the contact portion 62 to the axially inner end surface 61b is shorter than the contact position CP2 from the left crank arm 18 toward the first spline 22. The length L2 up to the inner end surface 48e of the left crank arm 18 is not limited to this. For example, when the spacer 50 having the seal ring 53 is not used, the gap between the crank arm and the bearing is adjusted only by the crevice sheet 51, and the length L1 may be the same as the length L2. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a cross-sectional view showing an example of a bicycle crank assembly that is adjusted during assembly by an embodiment of the present invention. Fig. 2 is an exploded perspective view thereof. Figure 3 is an enlarged cross-sectional view of the left end of the crankshaft. Figure 4 is a front elevational view of the left end of the crankshaft. Fig. 5 is an enlarged cross-sectional view showing the left crank side of the bicycle crank assembly. Figure 6 is a cross-sectional view of the spacer. Figure 7 is a cross-sectional view of a crevice sheet having different thicknesses. Fig. 8 is a front elevational view showing an adjustment jig of an embodiment of the present invention. 〇 Fig. 9 is a cross-sectional view taken along line IX-IX. The first drawing is a cross-sectional view showing the gap adjustment state of the adjustment fixture kit group -16- M419729. [Description of main component symbols] 1 〇: Crank assembly 1 2 : Crankshaft 18 : Left crank arm 22 : First spline (an example of spline) 22a : Projection 22 b : Groove 22c : Base end 22e : Wall Part 33: Left bearing (an example of a bearing) 50 : Spacer (an example of a gap adjusting member) 5 1 : A crevice sheet (an example of a gap adjusting member) 60 : An adjusting jig ' 6 1 : Main body portion 62 : Joint portion 62a: protrusion portion 63: gauge portion -17-