WO2018173140A1 - Sensor mounting structure - Google Patents

Sensor mounting structure Download PDF

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Publication number
WO2018173140A1
WO2018173140A1 PCT/JP2017/011384 JP2017011384W WO2018173140A1 WO 2018173140 A1 WO2018173140 A1 WO 2018173140A1 JP 2017011384 W JP2017011384 W JP 2017011384W WO 2018173140 A1 WO2018173140 A1 WO 2018173140A1
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WO
WIPO (PCT)
Prior art keywords
sensor
mounting structure
crankshaft
cover
crankcase
Prior art date
Application number
PCT/JP2017/011384
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French (fr)
Japanese (ja)
Inventor
大▲崎▼裕介
金石貴志
中溝大和
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2019506785A priority Critical patent/JP6894495B2/en
Priority to PCT/JP2017/011384 priority patent/WO2018173140A1/en
Publication of WO2018173140A1 publication Critical patent/WO2018173140A1/en

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  • the present invention relates to a mounting structure of a sensor disposed inside an engine crankcase.
  • Utility Model Registration No. 2510184 discloses that a cell motor and a pulse sensor are arranged at the lower part of an engine crankcase and a pulse sensor is arranged inside a fan cover covering a flywheel magnet in a side view.
  • Japanese Patent Application Laid-Open No. 2014-199040 discloses a reciprocator of a crank pulse rotor that rotates in synchronization with a crankshaft with a pickup, calculates a crank angular velocity based on the detection result, and calculates an engine based on the calculated crank angular velocity. It is disclosed to detect and detect (determine) the misfire.
  • the sensor in order to accurately determine the misfire of the engine, it is desirable to arrange a sensor capable of detecting a detected portion such as a crank pulse rotor with high accuracy inside the crankcase.
  • the sensor includes a detection unit for detecting the detected part, an attachment part for attaching the sensor to the inside of the crankcase, and a signal for outputting the signal corresponding to the detected part detected by the detection part to the outside. And a coupler unit.
  • the size of the sensor is increased, and even if an attempt is made to place the sensor inside the cover in a side view, the space for placing the sensor cannot be secured, making it difficult to mount. Therefore, if the outer diameter of the cover is increased in accordance with the size of the sensor to secure the mounting space for the sensor, there is a problem that the engine including the crankcase is enlarged.
  • the detected part can be detected by the sensor in a stable state even when disturbances such as engine vibration and heat exist.
  • an object of the present invention is to provide a sensor mounting structure that can avoid the enlargement of the engine and can detect the detected portion by the sensor in a stable state.
  • a crankshaft extending in a vehicle width direction of a vehicle on which the engine is mounted, an AC generator connected to one end of the crankshaft, and a crankshaft are integrally rotated inside an engine crankcase.
  • a sensor mounting structure in which the detected portion to be detected and a sensor for detecting the detected portion are arranged, and a cover portion that covers the AC generator from the outside in the vehicle width direction is attached to the crankcase. It has the following characteristics.
  • the sensor is attached to the cover portion in a state of penetrating the cover portion between the crankshaft and a lower end of the crankcase.
  • An auxiliary machine is attached in front of the engine.
  • the sensor is attached to the cover portion so that at least a part of the sensor overlaps the auxiliary machine and is located rearward from the auxiliary machine in a side view.
  • the sensor is located in front of the crankshaft.
  • a starter motor and a reduction gear that decelerates the rotation of the starter motor and transmits it to the crankshaft are disposed at a position opposite to the sensor across the crankshaft.
  • the outer portion of the AC generator in the vehicle width direction is formed as an opening.
  • the detected portion is provided on the inner side in the vehicle width direction than the opening.
  • the detected part is a ring part that rotates integrally with the crankshaft, and a plurality of protrusions are provided at predetermined intervals in the circumferential direction.
  • the sensor is a pulse sensor that outputs a pulse signal corresponding to a crank angle by detecting the protrusion.
  • the pulse sensor extends through the cover portion toward the ring portion inside the crankcase and detects the protrusion, and is connected to the detection portion and covers the cover And a coupler portion extending from the attachment portion to the outside of the crankcase.
  • a penetrating portion of the detection portion in the cover portion is formed as a cylindrical boss portion protruding outward.
  • the detection part is inserted through the boss part toward the ring part, and the attachment part is fixed to the boss part at a tip part of the boss part.
  • the detection section is longer than the coupler section, and the outer diameter of the boss section is 1.5 times or more the outer diameter of the detection section.
  • the mounting portion is a flange portion that contacts an outer surface of the cover portion, and the flange portion is fixed to the cover portion by one-point stop.
  • the coupler portion extends from the mounting portion toward the inside in the vehicle width direction.
  • a harness is attached to the coupler portion.
  • the detected portion is formed integrally with a rotor portion of the AC generator connected to the crankshaft.
  • crankshaft is rotatably supported by at least three bearing portions and is integrally formed.
  • the said cover part is a cover member which covers the outer part of the said AC generator from the outer side of the said vehicle width direction, or between this cover member and the said crankcase and the said cover member It is comprised from the spacer inserted in.
  • the cover part is constituted by the cover member and the spacer, the sensor is attached to the spacer.
  • the senlarge the cover As described above, in the conventional method, in order to mount the sensor inside the cover, it is necessary to enlarge the cover.
  • the sensor is attached to the cover part in a state of penetrating the cover part. Accordingly, it is not necessary to increase the outer diameter of the cover portion in order to secure the mounting space for the sensor.
  • the size of the crankcase is increased downward. Can be suppressed. As a result, an increase in the size of the engine including the crankcase can be avoided.
  • the cover portion for fixing the sensor is attached to the crankcase, the influence of the vibration of the engine on the detection operation of the sensor can be suppressed. Furthermore, since the sensor is disposed between the crankshaft and the lower end of the crankcase, the sensor is not easily affected by the heat of the cylinder portion serving as a heat source above the engine. Thereby, even if disturbances, such as a vibration and a heat
  • the engine can be prevented from being enlarged in the front-rear direction.
  • the senor is disposed on one side of the crankshaft, and the reduction gear and the starter motor requiring a large mounting space are disposed on the other side.
  • each component can be efficiently arranged inside the crankcase, and the enlargement of the engine can be suppressed.
  • the starter motor and the sensor apart from each other, the influence of the magnetic field generated by the magnet in the starter motor on the detection operation of the sensor can be reduced.
  • the magnet of the alternator since the outer portion of the alternator in the vehicle width direction is the opening, the magnet of the alternator is exposed. Therefore, the influence of the magnetic field by the magnet is large in the vicinity of the opening. Therefore, the influence of the magnetic field on the detection operation of the sensor can be reduced by providing the detected portion on the inner side in the vehicle width direction than the opening.
  • the pulse signal corresponding to the crank angle can be output with high accuracy by detecting the protrusion provided on the ring portion with the pulse sensor. .
  • the detection portion of the pulse sensor and the central portion of any one of the protrusions face each other, so that the pulse The initial setting of the crank angle according to the signal can be easily performed.
  • the pulse sensor can be suitably fixed to the cover part without increasing the size of the engine.
  • the boss portion is made thick so as to ensure sufficient strength for the portion holding the detection unit. be able to.
  • the flange portion is fixed to the cover portion at a single point, the sensor is more securely attached to the cover portion than fixing by simply inserting the detection portion into the boss portion. It can be attached.
  • the coupler and the harness can be suitably protected by the auxiliary machine arranged in front of the engine.
  • the AC generator is a relatively heavy component, a large inertial force acts on the rotor portion. Therefore, the vibration generated in the detected portion can be reduced by integrally forming the detected portion in the rotor portion. As a result, the detection error of the sensor due to the vibration of the detected part can be reduced.
  • bending of the crankshaft can be suppressed by pivotally supporting the crankshaft with at least three of the bearing portions. Further, by integrally forming the crankshaft, it is possible to further suppress the bending generated in the crankshaft as compared with an assembled crankshaft.
  • the cover member and the cover member and the cover member and the cover member and the cover member can be provided only for the crankshaft having different lengths in the vehicle width direction by providing the spacer between the crankcase and the cover member.
  • the sensor can be easily attached without changing the size of the crankcase.
  • FIG. 1 is a front view of an engine to which a sensor mounting structure according to an embodiment is applied. It is a left view of the engine of FIG. It is the left view which illustrated the state which removed the cover member from the engine. It is a left view of the engine which illustrated ACG. It is the front view which illustrated the state which removed the cover member and the spacer from the engine. It is the partial cross section figure which expanded and illustrated the projection part, the pulse sensor, and the boss part. It is the front view which illustrated the principal part inside a crankcase.
  • FIG. 3 is a sectional view taken along line VIII-VIII in FIG. It is a front view of the engine whose cover member is a cover part.
  • FIG. 1 is a front view of an engine 10 to which a sensor mounting structure according to this embodiment is applied.
  • FIG. 2 is a side view of the engine 10.
  • the engine 10 is an engine mounted on a motorcycle as a vehicle will be described.
  • the front-rear direction, the left-right direction, and the up-down direction will be described in accordance with the direction viewed by the occupant riding the vehicle on which the engine 10 is mounted.
  • each front view of FIG.1, FIG.5, FIG.7 and FIG. 9 is a front view of the engine 10 or the engine 10 inside seen from the front of the vehicle. Therefore, it should be noted that in FIG. 1, FIG. 5, FIG. 7, and FIG. 9, the left-right direction of the vehicle indicated by the arrows is opposite to the left-right direction of the page.
  • the engine 10 has a crankcase 14 in which a crankshaft 12 (FIGS. 2 to 4, 7, and 8) is disposed.
  • the crankcase 14 is configured by disposing the crankshaft 12 in the vehicle width direction (left-right direction) and dividing the crankshaft up and down by a dividing surface 16 around the crankshaft 12.
  • a cylinder block 20 as a cylinder portion in which a plurality of cylinder bores 18 are arranged in series is formed in the upper crankcase 14a so as to extend upward and be integrally formed.
  • an oil pan 22 is attached below the lower crankcase 14b.
  • the bottom surface of the oil pan 22 is the lower end of the crankcase 14. 1 to 5 and 8, the illustration of a cylinder head, a cylinder head cover, and the like that are attached to the cylinder block 20 from above is omitted.
  • crankshaft 12 extends in the left-right direction in the internal space of the crankcase 14 composed of the upper crankcase 14a and the lower crankcase 14b.
  • the crankshaft 12 includes a main shaft portion 12a, a crank web 12b, a balance weight 12c, and a crankpin portion 12d.
  • a piston 26, which can be displaced in the vertical direction within the cylinder bore 18, is connected to the crankpin portion 12 d via a connecting rod 24.
  • the crankshaft 12 is formed by integral molding and is rotatably supported by at least three bearing portions 28a to 28c. That is, the left bearing portion 28a is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and the left end side (one end side) of the main shaft portion 12a is a shaft. Support.
  • the center bearing portion 28b is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and pivotally supports the central portion of the main shaft portion 12a.
  • the right bearing portion 28c is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and supports the right end portion side (the other end portion side) of the main shaft portion 12a. To do.
  • An AC generator 30 (hereinafter also referred to as ACG 30) is connected to the left end portion of the main shaft portion 12a constituting the crankshaft 12.
  • the ACG 30 is fixed to the left end portion of the main shaft portion 12a substantially coaxially by a screw member 32. Have.
  • a primary drive gear 34 is connected to the right end portion of the main shaft portion 12a.
  • the primary drive gear 34 is a part of a speed reduction mechanism, and decelerates the rotation of the crankshaft 12 and transmits it to a main shaft at a subsequent stage (not shown).
  • a drive sprocket 36 is provided on the right end side of the main shaft portion 12a, and a cam chain 38 is bridged over the drive sprocket 36. Thereby, the camshaft (not shown) around which the cam chain 38 is bridged can be rotated.
  • the outer rotor portion 30a is connected to the left end portion of the main shaft portion 12a and has a bottomed cylindrical shape surrounding the left end portion.
  • a plurality of magnets 30c are arranged at predetermined intervals in the circumferential direction on the radially inner side of the outer rotor portion 30a.
  • the left side surface of the crankcase 14 is open, and the crankshaft 12 and the ACG 30 are exposed.
  • the opening portion is covered from the left side by a cover portion 40, and the cover portion 40 is attached to the crankcase 14 by a plurality of screw members 42.
  • the cover part 40 is comprised from the cover member 40a which covers ACG30 entirely from the left side, and the spacer 40b inserted between the cover member 40a and the crankcase 14.
  • the inner stator portion 30 b is attached to the inner surface (right side) of the cover member 40 a by the screw member 44.
  • the inner stator portion 30b has a cylindrical shape in which a plurality of teeth 30d are arranged at predetermined intervals in the circumferential direction, and a coil 30e is formed on each tooth 30d.
  • the ACG 30 is formed with an opening 30f from which the magnet 30c and the like are exposed. Therefore, the crankshaft 12, the ACG 30, and the like can be closed inside the crankcase 14 by covering the opening on the left side surface of the crankcase 14 with the cover portion 40.
  • a ring portion 46 as a detected portion is provided on the inner side in the left-right direction (in the vehicle width direction) on the outer peripheral surface of the outer rotor portion 30a.
  • the ring portion 46 is provided with a plurality of protrusions 46a at predetermined intervals in the circumferential direction.
  • the ring part 46 may be configured by providing a plurality of protrusions 46a on the outer peripheral surface of the outer rotor part 30a as a part of the outer rotor part 30a, or a plurality of protrusions 46a are formed.
  • a ring-shaped member may be attached to the outer peripheral surface of the outer rotor portion 30a. The point is that the ring portion 46 may be configured to rotate integrally with the outer rotor portion 30a when the outer rotor portion 30a rotates with the rotation of the crankshaft 12.
  • a pulse sensor 48 for detecting the projection 46a (rotation) of the ring portion 46 is disposed inside the crankcase 14.
  • the pulse sensor 48 is disposed at a position on the inner side in the vehicle width direction from the opening 30f so as to face the ring portion 46 in the front view of FIGS. 5 and 7.
  • the pulse sensor 48 is disposed on the outer side in the radial direction of the outer rotor portion 30a and the ring portion 46 in a side view of FIGS. 2 to 4 and 6 so as to face the ring portion 46.
  • the pulse sensor 48 detects the protrusion 46a passing through the front of the pulse sensor 48, and the protrusion 46a. A pulse corresponding to is output. That is, the pulse sensor 48 outputs a pulse signal corresponding to the crank angle of the crankshaft 12 by detecting the protrusion 46a.
  • the pulse sensor 48 is attached to the cover 40 in a state of passing through the cover 40 in the radial direction between the crankshaft 12 and the lower end of the crankcase 14 (bottom surface of the oil pan 22). Specifically, when the oil filter 50 as an auxiliary machine is attached in front of the lower crankcase 14b, the pulse sensor 48 is at least partially in side view as shown in FIGS. It is attached to the cover part 40 so as to overlap the oil filter 50 and to be located rearward from the oil filter 50.
  • the pulse sensor 48 moves the spacer 40b constituting the cover portion 40 in the radial direction at a position in front of the crankshaft 12 and between the crankshaft 12 and the lower end of the crankcase 14 in a side view of FIGS. And is fixed to the spacer 40b.
  • the pulse sensor 48 penetrates the spacer 40b in the radial direction, extends to the ring portion 46 inside the crankcase 14, and is connected to the base end portion of the detection portion 48a and is fixed to the spacer 40b.
  • the mounting portion includes a flange portion 48b and a coupler portion 48c extending outward from the crankcase 14 from the flange portion 48b.
  • the detection part 48a has a cylindrical shape, and its tip constitutes a detection surface 48d for detecting the protrusion 46a.
  • the detection surface 48d faces the tip portion (center portion) of any one of the protrusions 46a. That is, when the piston 26 is at the compression top dead center, the detection portion 48a (the detection surface 48d thereof) and the central portion of the projection 46a are arranged so as to be substantially coaxial on the central axis 52.
  • the penetration part (attachment part of the pulse sensor 48) of the detection part 48a in the spacer 40b is formed as a cylindrical boss part 40c that protrudes radially outward.
  • the detection unit 48 a passes through the boss 40 c toward the ring unit 46.
  • the flange portion 48b is fixed to the boss portion 40c by one-point fixing with a screw member or the like (not shown) in a state where the tip portion (outer surface) of the boss portion 40c is in surface contact with the boss portion 40c from the outside.
  • the coupler portion 48c extends from the flange portion 48b toward the oil filter 50 toward the inside in the vehicle width direction.
  • a harness 54 is attached to the coupler portion 48c.
  • the total length of the coupler portion 48c along the central axis 52 is a
  • the total length of the detection portion 48a is b
  • the outer diameter of the detection portion 48a is c
  • the flange portion of the boss portion 40c is defined as d.
  • the full length b of the detection unit 48a is longer than the full length a of the coupler unit 48c (a ⁇ b).
  • a cell motor 56 as a starter motor, a cell motor 56 serving as a starter motor, and a portion on the opposite side of the pulse sensor 48 with respect to the crankshaft 12 and the outer rotor portion 30a,
  • a reduction gear 58 that decelerates the rotation and transmits it to the crankshaft 12 is disposed.
  • another gear for transmitting the rotation of the reduction gear 58 to the crankshaft 12 is further provided between the reduction gear 58 and the crankshaft 12, but in FIGS. 2 to 4 and 7, for convenience of explanation. The illustration of other gears is omitted.
  • crankshaft 12 the ACG 30, the cell motor 56, the reduction gear 58, and the like in the engine 10 are the same as corresponding components in the conventional engine, and thus detailed description thereof is omitted.
  • the pulse sensor 48 is attached to the cover part 40 in a state of penetrating the cover part 40 (the spacer 40b). Thereby, it is not necessary to increase the outer diameter of the cover portion 40 in order to secure a mounting space for the pulse sensor 48.
  • the pulse sensor 48 is disposed so as to fit between the crankshaft 12 and the lower end of the crankcase 14 (bottom surface of the oil pan 22), in order to secure a space for mounting the pulse sensor 48, the crankcase An increase in size of 14 in the downward direction can be suppressed. As a result, an increase in the size of the engine 10 including the crankcase 14 can be avoided.
  • the cover 40 for fixing the pulse sensor 48 is attached to the crankcase 14, the influence of the vibration of the engine 10 on the detection operation of the pulse sensor 48 can be suppressed. Furthermore, since the pulse sensor 48 is disposed between the crankshaft 12 and the lower end of the crankcase 14, the pulse sensor 48 is not easily affected by the heat of the cylinder block 20 as a heat source above the engine 10. Thereby, even if disturbances, such as vibration and heat, exist, detection of projection part 46a of ring part 46 by pulse sensor 48 can be performed in a stable state.
  • the pulse sensor 48 since the pulse sensor 48 is located rearward from the oil filter 50, the engine 10 can be prevented from being enlarged in the front-rear direction. As a result, the pulse sensor 48 can be appropriately protected from a stepping stone or the like from the oil filter 50 side while the vehicle is traveling.
  • the pulse sensor 48 is disposed on one side of the crankshaft 12, and the cell motor 56 and the reduction gear 58 that require a large mounting space are disposed on the other side.
  • each component can be efficiently arranged inside the crankcase 14, and an increase in size of the engine 10 can be suppressed.
  • the cell motor 56 and the pulse sensor 48 apart from each other, the influence of the magnetic field generated by the magnet in the cell motor 56 on the detection operation of the pulse sensor 48 can be reduced.
  • the left side (outer portion in the vehicle width direction) of the ACG 30 is the opening 30f, the magnet 30c and the like of the ACG 30 are exposed. Therefore, the vicinity of the opening 30f is greatly affected by the magnetic field generated by the magnet 30c. Therefore, by providing the ring part 46 on the inner side in the vehicle width direction than the opening 30f, the influence of the magnetic field on the detection operation of the pulse sensor 48 can be reduced.
  • the detection surface 48d of the pulse sensor 48 and any one of the protrusions 46a face each other. Initial setting of the crank angle according to the pulse signal can be easily performed.
  • the pulse sensor 48 extends through the cover portion 40 (the spacer 40b thereof) toward the ring portion 46 inside the crankcase 14 and detects the protrusion 46a.
  • the flange portion 48b is connected to the detection portion 48a and fixed to the spacer 40b, and the coupler portion 48c extends from the flange portion 48b to the outside of the crankcase 14.
  • the pulse sensor 48 can be suitably fixed to the cover part 40 without increasing the size of the engine 10.
  • the boss portion 40c is made thicker. (D ⁇ 1.5c), sufficient strength can be ensured for the portion holding the detection unit 48a.
  • the pulse sensor 48 can be more reliably attached to the cover part 40 than the fixing by simply inserting the detection part 48a into the boss part 40c. It becomes possible.
  • the coupler portion 48c extends inward in the vehicle width direction from the flange portion 48b, and the harness 54 is attached to the coupler portion 48c. Therefore, the oil filter 50 disposed in front of the engine 10 is used. Thus, the coupler part 48c and the harness 54 can be suitably protected.
  • the ACG 30 is a relatively heavy and heavy part, a large inertial force acts on the outer rotor portion 30a.
  • vibration generated in the ring portion 46 can be reduced.
  • the detection error of the pulse sensor 48 due to the vibration of the ring portion 46 can be reduced.
  • crankshaft 12 can be restrained from being bent by pivotally supporting the crankshaft 12 with at least three bearing portions 28a to 28c. Further, by integrally forming the crankshaft 12, it is possible to further suppress the bending generated in the crankshaft 12 as compared with an assembled crankshaft.
  • the cover member 40a and the crankcase 14 are provided only for the crankshaft 12 having different lengths in the vehicle width direction by providing the spacer 40b between the crankcase 14 and the cover member 40a.
  • the pulse sensor 48 can be easily attached without changing the size.
  • the cover portion 40 can be configured by only the cover member 40a, instead of the configuration of FIGS. It is.
  • the pulse sensor 48 is disposed in a state of penetrating the cover member 40a. Even in such a configuration, it is possible to easily achieve each effect other than the effect obtained by inserting the spacer 40b.
  • the ring portion 46 only needs to be able to rotate integrally with the crankshaft 12, so when the ring portion 46 is provided on the crankshaft 12 and the crankshaft 12 and the ring portion 46 rotate integrally, It is also possible for the pulse sensor 48 to detect the protrusion 46a that passes in front of the detection surface 48d.

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Abstract

The present invention relates to a mounting structure for a pulse sensor (48) for an engine (10). The pulse sensor (48) is mounted to a cover (40) so as to radially extend therethrough and is located in front of a crankshaft (12) and between the crankshaft (12) and the lower end of a crankcase (14).

Description

センサの取付構造Sensor mounting structure
　本発明は、エンジンのクランクケースの内部に配置されたセンサの取付構造に関する。 The present invention relates to a mounting structure of a sensor disposed inside an engine crankcase.
　実用新案登録第２５１０１８４号公報には、エンジンのクランクケースの下部にセルモータ及びパルスセンサを配置すると共に、側面視で、フライホイールマグネットを覆うファンカバーの内側にパルスセンサを配置することが開示されている。また、特開２０１４－１９９０４０号公報には、クランク軸に同期して回転するクランクパルスロータのリラクタをピックアップで検出し、その検出結果に基づいてクランク角速度を算出し、算出したクランク角速度に基づきエンジンの失火を推測検知（判定）することが開示されている。 Utility Model Registration No. 2510184 discloses that a cell motor and a pulse sensor are arranged at the lower part of an engine crankcase and a pulse sensor is arranged inside a fan cover covering a flywheel magnet in a side view. Yes. Japanese Patent Application Laid-Open No. 2014-199040 discloses a reciprocator of a crank pulse rotor that rotates in synchronization with a crankshaft with a pickup, calculates a crank angular velocity based on the detection result, and calculates an engine based on the calculated crank angular velocity. It is disclosed to detect and detect (determine) the misfire.
　ところで、エンジンの失火を精度良く判定するためには、クランクパルスロータ等の被検出部を高精度に検出できるセンサをクランクケースの内部に配置することが望ましい。この場合、当該センサは、被検出部を検出する検出部と、センサをクランクケースの内部に取り付けるための取付部と、検出部が検出した被検出部に応じた信号を外部に出力するためのカプラ部とから構成される。 By the way, in order to accurately determine the misfire of the engine, it is desirable to arrange a sensor capable of detecting a detected portion such as a crank pulse rotor with high accuracy inside the crankcase. In this case, the sensor includes a detection unit for detecting the detected part, an attachment part for attaching the sensor to the inside of the crankcase, and a signal for outputting the signal corresponding to the detected part detected by the detection part to the outside. And a coupler unit.
　しかしながら、このように構成することでセンサが大型化し、側面視で、カバーの内側にセンサを配置しようとしても、該センサを配置するスペースを確保することができず、取り付けが困難となる。そこで、センサのサイズに合わせて、カバーの外径を大きくして該センサの取付スペースを確保すると、クランクケースを含めてエンジンが大型化するという問題がある。 However, with this configuration, the size of the sensor is increased, and even if an attempt is made to place the sensor inside the cover in a side view, the space for placing the sensor cannot be secured, making it difficult to mount. Therefore, if the outer diameter of the cover is increased in accordance with the size of the sensor to secure the mounting space for the sensor, there is a problem that the engine including the crankcase is enlarged.
　また、被検出部を高精度に検出するためには、エンジンの振動や熱等の外乱が存在しても、センサによる被検出部の検出を安定した状態で行えることが望ましい。 Also, in order to detect the detected part with high accuracy, it is desirable that the detected part can be detected by the sensor in a stable state even when disturbances such as engine vibration and heat exist.
　そこで、本発明は、エンジンの大型化を回避すると共に、センサによる被検出部の検出を安定した状態で行うことができるセンサの取付構造を提供することを目的とする。 Therefore, an object of the present invention is to provide a sensor mounting structure that can avoid the enlargement of the engine and can detect the detected portion by the sensor in a stable state.
　本発明は、エンジンのクランクケースの内部に、前記エンジンを搭載する車両の車幅方向に延びるクランク軸と、該クランク軸の一端部に接続される交流発電機と、前記クランク軸と一体に回転する被検出部と、該被検出部を検出するセンサとが配置され、前記車幅方向の外側から前記交流発電機を覆うカバー部が前記クランクケースに取り付けられた前記エンジンにおけるセンサの取付構造であって、以下の特徴を有する。 According to the present invention, a crankshaft extending in a vehicle width direction of a vehicle on which the engine is mounted, an AC generator connected to one end of the crankshaft, and a crankshaft are integrally rotated inside an engine crankcase. A sensor mounting structure in which the detected portion to be detected and a sensor for detecting the detected portion are arranged, and a cover portion that covers the AC generator from the outside in the vehicle width direction is attached to the crankcase. It has the following characteristics.
　第１の特徴；前記センサは、前記クランク軸と前記クランクケースの下端との間で、前記カバー部を貫通した状態で該カバー部に取り付けられている。 First feature: The sensor is attached to the cover portion in a state of penetrating the cover portion between the crankshaft and a lower end of the crankcase.
　第２の特徴；前記エンジンの前方に補機が取り付けられる。この場合、前記センサは、側面視で、少なくとも一部が前記補機と重なり、且つ、該補機から後方に位置するように前記カバー部に取り付けられている。 Second feature: An auxiliary machine is attached in front of the engine. In this case, the sensor is attached to the cover portion so that at least a part of the sensor overlaps the auxiliary machine and is located rearward from the auxiliary machine in a side view.
　第３の特徴；前記センサは、前記クランク軸よりも前方に位置する。この場合、前記クランク軸を挟んで前記センサとは反対側の箇所には、スタータモータと、該スタータモータの回転を減速させて前記クランク軸に伝達するリダクションギアとが配置されている。 Third feature: The sensor is located in front of the crankshaft. In this case, a starter motor and a reduction gear that decelerates the rotation of the starter motor and transmits it to the crankshaft are disposed at a position opposite to the sensor across the crankshaft.
　第４の特徴；前記交流発電機における前記車幅方向の外側部分は、開口部として形成される。この場合、前記被検出部は、前記開口部よりも前記車幅方向の内側に設けられている。 Fourth feature: The outer portion of the AC generator in the vehicle width direction is formed as an opening. In this case, the detected portion is provided on the inner side in the vehicle width direction than the opening.
　第５の特徴；前記被検出部は、前記クランク軸と一体に回転し、且つ、複数の突起部が周方向に所定間隔で設けられたリング部である。また、前記センサは、前記突起部を検出することにより、クランク角に応じたパルス信号を出力するパルスセンサである。 Fifth feature; the detected part is a ring part that rotates integrally with the crankshaft, and a plurality of protrusions are provided at predetermined intervals in the circumferential direction. The sensor is a pulse sensor that outputs a pulse signal corresponding to a crank angle by detecting the protrusion.
　第６の特徴；前記エンジンのピストンが圧縮上死点にあるときに、前記パルスセンサの検出部分と、いずれか１つの前記突起部の中央部分とが対向する。 Sixth feature: When the piston of the engine is at the compression top dead center, the detection portion of the pulse sensor and the central portion of any one of the protrusions face each other.
　第７の特徴；前記パルスセンサは、前記カバー部を貫通して前記クランクケースの内部で前記リング部に向かって延び且つ前記突起部を検出する検出部と、該検出部に連接し且つ前記カバー部に固定される取付部と、該取付部から前記クランクケースの外方に延びるカプラ部とから構成される。 Seventh feature; the pulse sensor extends through the cover portion toward the ring portion inside the crankcase and detects the protrusion, and is connected to the detection portion and covers the cover And a coupler portion extending from the attachment portion to the outside of the crankcase.
　第８の特徴；前記カバー部における前記検出部の貫通部分は、外方に向かって突出する筒状のボス部として形成される。この場合、前記検出部は、前記リング部に向かって前記ボス部を挿通し、前記取付部は、前記ボス部の先端部分で該ボス部に固定される。また、側面視で、前記検出部は、前記カプラ部よりも長く、前記ボス部の外径は、前記検出部の外径の１．５倍以上である。 Eighth feature: A penetrating portion of the detection portion in the cover portion is formed as a cylindrical boss portion protruding outward. In this case, the detection part is inserted through the boss part toward the ring part, and the attachment part is fixed to the boss part at a tip part of the boss part. In addition, when viewed from the side, the detection section is longer than the coupler section, and the outer diameter of the boss section is 1.5 times or more the outer diameter of the detection section.
　第９の特徴；前記取付部は、前記カバー部の外面に接触するフランジ部であり、前記フランジ部は、一点止めにより前記カバー部に固定されている。 Ninth feature: The mounting portion is a flange portion that contacts an outer surface of the cover portion, and the flange portion is fixed to the cover portion by one-point stop.
　第１０の特徴；前記カプラ部は、前記取付部から前記車幅方向の内側に向かって延びている。前記カプラ部にはハーネスが取り付けられている。 Tenth feature; the coupler portion extends from the mounting portion toward the inside in the vehicle width direction. A harness is attached to the coupler portion.
　第１１の特徴；前記被検出部は、前記クランク軸に連結された前記交流発電機のロータ部と一体に形成されている。 Eleventh feature; the detected portion is formed integrally with a rotor portion of the AC generator connected to the crankshaft.
　第１２の特徴；前記クランク軸は、少なくとも３つの軸受部によって回転可能に軸支され、且つ、一体成形されている。 Twelfth feature: The crankshaft is rotatably supported by at least three bearing portions and is integrally formed.
　第１３の特徴；前記カバー部は、前記車幅方向の外側から前記交流発電機の外側部分を覆うカバー部材であるか、又は、該カバー部材、及び、前記クランクケースと前記カバー部材との間に介挿されたスペーサから構成される。ここで、前記カバー部が前記カバー部材及び前記スペーサから構成される場合、前記センサは、前記スペーサに取り付けられる。 13th characteristic; the said cover part is a cover member which covers the outer part of the said AC generator from the outer side of the said vehicle width direction, or between this cover member and the said crankcase and the said cover member It is comprised from the spacer inserted in. Here, in the case where the cover part is constituted by the cover member and the spacer, the sensor is attached to the spacer.
　前述のように、従来の手法では、カバーの内側にセンサを取り付けるために、該カバーを大型化する必要があった。これに対して、本発明の第１の特徴によれば、前記センサが前記カバー部を貫通した状態で該カバー部に取り付けられる。これにより、前記センサの取付スペースを確保するために、前記カバー部の外径を大きくする必要がない。また、前記クランク軸と前記クランクケースの下端との間に収まるように前記センサが配置されているので、該センサの取付スペースを確保するために、前記クランクケースを下方向に大型化することを抑制することができる。この結果、前記クランクケースを含めた前記エンジンの大型化を回避することができる。 As described above, in the conventional method, in order to mount the sensor inside the cover, it is necessary to enlarge the cover. On the other hand, according to the first feature of the present invention, the sensor is attached to the cover part in a state of penetrating the cover part. Accordingly, it is not necessary to increase the outer diameter of the cover portion in order to secure the mounting space for the sensor. In addition, since the sensor is disposed so as to fit between the crankshaft and the lower end of the crankcase, in order to secure a mounting space for the sensor, the size of the crankcase is increased downward. Can be suppressed. As a result, an increase in the size of the engine including the crankcase can be avoided.
　さらに、前記センサを固定する前記カバー部が前記クランクケースに取り付けられているので、前記エンジンの振動による前記センサの検出動作への影響を抑えることができる。さらにまた、前記クランク軸と前記クランクケースの下端との間に前記センサが配置されているので、前記センサは、前記エンジンの上方にある熱源としての気筒部の熱影響を受けにくい。これにより、振動や熱等の外乱が存在しても、前記センサによる前記被検出部の検出を安定した状態で行うことができる。 Furthermore, since the cover portion for fixing the sensor is attached to the crankcase, the influence of the vibration of the engine on the detection operation of the sensor can be suppressed. Furthermore, since the sensor is disposed between the crankshaft and the lower end of the crankcase, the sensor is not easily affected by the heat of the cylinder portion serving as a heat source above the engine. Thereby, even if disturbances, such as a vibration and a heat | fever, exist, the detection of the said to-be-detected part by the said sensor can be performed in the stable state.
　本発明の第２の特徴によれば、前記センサが前記補機から後方に位置するので、前記エンジンが前後方向に大型化することを抑制することができる。この結果、前記車両の走行中、前記補機側からの飛び石等から前記センサを適切に保護することができる。 According to the second feature of the present invention, since the sensor is located rearward from the auxiliary machine, the engine can be prevented from being enlarged in the front-rear direction. As a result, it is possible to appropriately protect the sensor from a stepping stone or the like from the auxiliary machine side while the vehicle is traveling.
　本発明の第３の特徴によれば、前記クランク軸を挟んで、一方に前記センサが配置され、他方に大きな取付スペースが必要な前記リダクションギア及び前記スタータモータが配置される。これにより、前記クランクケースの内部で各部品を効率良く配置することができ、前記エンジンの大型化を抑制することができる。また、前記スタータモータと前記センサとを離して配置することにより、前記スタータモータ内の磁石による磁界が前記センサの検出動作に及ぼす影響を小さくすることができる。 According to a third aspect of the present invention, the sensor is disposed on one side of the crankshaft, and the reduction gear and the starter motor requiring a large mounting space are disposed on the other side. Thereby, each component can be efficiently arranged inside the crankcase, and the enlargement of the engine can be suppressed. Further, by arranging the starter motor and the sensor apart from each other, the influence of the magnetic field generated by the magnet in the starter motor on the detection operation of the sensor can be reduced.
　本発明の第４の特徴によれば、前記交流発電機における前記車幅方向の外側部分が前記開口部であるため、該交流発電機の磁石が剥き出しになっている。そのため、前記開口部の近傍は、該磁石による磁界の影響が大きい。そこで、前記被検出部を前記開口部よりも前記車幅方向の内側に設けることにより、前記センサの検出動作に及ぼす前記磁界の影響を小さくすることができる。 According to the fourth feature of the present invention, since the outer portion of the alternator in the vehicle width direction is the opening, the magnet of the alternator is exposed. Therefore, the influence of the magnetic field by the magnet is large in the vicinity of the opening. Therefore, the influence of the magnetic field on the detection operation of the sensor can be reduced by providing the detected portion on the inner side in the vehicle width direction than the opening.
　本発明の第５の特徴によれば、前記リング部に設けられた前記突起部を前記パルスセンサで検出することにより、前記クランク角に応じた前記パルス信号を精度良く出力することが可能となる。 According to the fifth aspect of the present invention, the pulse signal corresponding to the crank angle can be output with high accuracy by detecting the protrusion provided on the ring portion with the pulse sensor. .
　本発明の第６の特徴によれば、前記ピストンが前記圧縮上死点にあるときに、前記パルスセンサの検出部分と、いずれか１つの前記突起部の中央部分とが対向するので、前記パルス信号に応じた前記クランク角の初期設定を容易に行うことができる。 According to a sixth aspect of the present invention, when the piston is at the compression top dead center, the detection portion of the pulse sensor and the central portion of any one of the protrusions face each other, so that the pulse The initial setting of the crank angle according to the signal can be easily performed.
　本発明の第７の特徴によれば、前記エンジンを大型化することなく、前記パルスセンサを前記カバー部に好適に固定することが可能となる。 According to the seventh feature of the present invention, the pulse sensor can be suitably fixed to the cover part without increasing the size of the engine.
　本発明の第８の特徴によれば、前記検出部が前記カプラ部よりも長いので、前記ボス部を肉厚にすることにより、前記検出部を保持する部分に対して十分な強度を確保することができる。 According to the eighth feature of the present invention, since the detection unit is longer than the coupler unit, the boss portion is made thick so as to ensure sufficient strength for the portion holding the detection unit. be able to.
　本発明の第９の特徴によれば、前記フランジ部が前記カバー部に一点止めで固定されるので、前記検出部を前記ボス部に差し込むだけの固定よりも確実に前記センサを前記カバー部に取り付けることが可能となる。 According to the ninth feature of the present invention, since the flange portion is fixed to the cover portion at a single point, the sensor is more securely attached to the cover portion than fixing by simply inserting the detection portion into the boss portion. It can be attached.
　本発明の第１０の特徴によれば、前記エンジンの前方に配置された前記補機により、前記カプラ部及び前記ハーネスを好適に保護することが可能となる。 According to the tenth feature of the present invention, the coupler and the harness can be suitably protected by the auxiliary machine arranged in front of the engine.
　本発明の第１１の特徴によれば、前記交流発電機は、比較的重量のある重い部品であるため、前記ロータ部には大きな慣性力が働く。そこで、該ロータ部に前記被検出部を一体に形成することにより、該被検出部に発生する振動を小さくすることができる。この結果、前記被検出部の振動による前記センサの検出誤差を小さくすることができる。 According to the eleventh feature of the present invention, since the AC generator is a relatively heavy component, a large inertial force acts on the rotor portion. Therefore, the vibration generated in the detected portion can be reduced by integrally forming the detected portion in the rotor portion. As a result, the detection error of the sensor due to the vibration of the detected part can be reduced.
　本発明の第１２の特徴によれば、少なくとも３つの前記軸受部で前記クランク軸を軸支することにより、該クランク軸の撓みを抑えることができる。また、前記クランク軸を一体成形とすることにより、組み立て式のクランク軸と比較して、該クランク軸に発生する撓みを一層抑えることが可能となる。 According to the twelfth feature of the present invention, bending of the crankshaft can be suppressed by pivotally supporting the crankshaft with at least three of the bearing portions. Further, by integrally forming the crankshaft, it is possible to further suppress the bending generated in the crankshaft as compared with an assembled crankshaft.
　本発明の第１３の特徴によれば、前記車幅方向の長さが異なるクランク軸に対しても、前記クランクケースと前記カバー部材との間に前記スペーサを設けるだけで、前記カバー部材及び前記クランクケースの大きさを変えることなく、前記センサを容易に取り付けることができる。 According to the thirteenth aspect of the present invention, the cover member and the cover member and the cover member and the cover member can be provided only for the crankshaft having different lengths in the vehicle width direction by providing the spacer between the crankcase and the cover member. The sensor can be easily attached without changing the size of the crankcase.
本実施形態に係るセンサの取付構造が適用されたエンジンの正面図である。1 is a front view of an engine to which a sensor mounting structure according to an embodiment is applied. 図１のエンジンの左側面図である。It is a left view of the engine of FIG. エンジンからカバー部材を取り外した状態を図示した左側面図である。It is the left view which illustrated the state which removed the cover member from the engine. ＡＣＧを図示したエンジンの左側面図である。It is a left view of the engine which illustrated ACG. エンジンからカバー部材及びスペーサを取り外した状態を図示した正面図である。It is the front view which illustrated the state which removed the cover member and the spacer from the engine. 突起部、パルスセンサ及びボス部を拡大して図示した一部断面図である。It is the partial cross section figure which expanded and illustrated the projection part, the pulse sensor, and the boss part. クランクケースの内部の主要部分を図示した正面図である。It is the front view which illustrated the principal part inside a crankcase. 図２のＶＩＩＩ－ＶＩＩＩ線に沿った断面図である。FIG. 3 is a sectional view taken along line VIII-VIII in FIG. カバー部材がカバー部であるエンジンの正面図である。It is a front view of the engine whose cover member is a cover part.
　本発明について、好適な実施形態を掲げ、添付の図面を参照しながら、以下詳細に説明する。 DETAILED DESCRIPTION OF THE INVENTION The present invention will be described in detail below with reference to preferred embodiments and with reference to the accompanying drawings.
［本実施形態の構成］
　図１は、本実施形態に係るセンサの取付構造が適用されるエンジン１０の正面図である。また、図２は、エンジン１０の側面図である。本実施形態では、一例として、エンジン１０が車両としての自動二輪車に搭載されるエンジンである場合について説明する。また、エンジン１０が搭載される車両に乗車した乗員の見る方向に従って、前後、左右及び上下の方向を説明する。なお、図１、図５、図７及び図９の各正面図は、車両の前方から見たエンジン１０又はエンジン１０内部の正面図である。そのため、図１、図５、図７及び図９では、矢印に示す車両の左右方向と、紙面の左右方向とが逆向きになっていることに留意されたい。 [Configuration of this embodiment]
FIG. 1 is a front view of an engine 10 to which a sensor mounting structure according to this embodiment is applied. FIG. 2 is a side view of the engine 10. In the present embodiment, as an example, a case where the engine 10 is an engine mounted on a motorcycle as a vehicle will be described. Further, the front-rear direction, the left-right direction, and the up-down direction will be described in accordance with the direction viewed by the occupant riding the vehicle on which the engine 10 is mounted. In addition, each front view of FIG.1, FIG.5, FIG.7 and FIG. 9 is a front view of the engine 10 or the engine 10 inside seen from the front of the vehicle. Therefore, it should be noted that in FIG. 1, FIG. 5, FIG. 7, and FIG. 9, the left-right direction of the vehicle indicated by the arrows is opposite to the left-right direction of the page.
　エンジン１０は、クランク軸１２（図２～図４、図７及び図８）が内部に配設されたクランクケース１４を有する。クランクケース１４は、クランク軸１２を車幅方向（左右方向）に配置し、該クランク軸１２を中心に分割面１６で上下に分割して構成されている。 The engine 10 has a crankcase 14 in which a crankshaft 12 (FIGS. 2 to 4, 7, and 8) is disposed. The crankcase 14 is configured by disposing the crankshaft 12 in the vehicle width direction (left-right direction) and dividing the crankshaft up and down by a dividing surface 16 around the crankshaft 12.
　クランクケース１４のうち、上側クランクケース１４ａには、複数のシリンダボア１８が直列に配列された気筒部としてのシリンダブロック２０が、上方に延び且つ一体に形成されている。一方、下側クランクケース１４ｂの下方には、オイルパン２２が取り付けられている。なお、オイルパン２２の底面がクランクケース１４の下端となる。なお、図１～図５及び図８では、シリンダブロック２０に対して上方から取り付けられるシリンダヘッド及びシリンダヘッドカバー等の図示を省略している。 Among the crankcases 14, a cylinder block 20 as a cylinder portion in which a plurality of cylinder bores 18 are arranged in series is formed in the upper crankcase 14a so as to extend upward and be integrally formed. On the other hand, an oil pan 22 is attached below the lower crankcase 14b. The bottom surface of the oil pan 22 is the lower end of the crankcase 14. 1 to 5 and 8, the illustration of a cylinder head, a cylinder head cover, and the like that are attached to the cylinder block 20 from above is omitted.
　図８に示すように、上側クランクケース１４ａ及び下側クランクケース１４ｂから構成されるクランクケース１４の内部空間には、クランク軸１２が左右方向に延びて配設されている。クランク軸１２は、主軸部１２ａ、クランクウェブ１２ｂ、バランスウェイト１２ｃ及びクランクピン部１２ｄを含み構成される。クランクピン部１２ｄには、コンロッド２４を介して、シリンダボア１８内で上下方向に変位可能なピストン２６が連結されている。 As shown in FIG. 8, the crankshaft 12 extends in the left-right direction in the internal space of the crankcase 14 composed of the upper crankcase 14a and the lower crankcase 14b. The crankshaft 12 includes a main shaft portion 12a, a crank web 12b, a balance weight 12c, and a crankpin portion 12d. A piston 26, which can be displaced in the vertical direction within the cylinder bore 18, is connected to the crankpin portion 12 d via a connecting rod 24.
　クランク軸１２は、一体成形によって構成され、少なくとも３つの軸受部２８ａ～２８ｃによって回転可能に軸支されている。すなわち、左側の軸受部２８ａは、上側クランクケース１４ａから垂下すると共に、下側クランクケース１４ｂから上方に延びて構成されるジャーナル壁であり、主軸部１２ａの左端部側（一端部側）を軸支する。中央の軸受部２８ｂは、上側クランクケース１４ａから垂下すると共に、下側クランクケース１４ｂから上方に延びて構成されるジャーナル壁であり、主軸部１２ａの中央部分を軸支する。右側の軸受部２８ｃは、上側クランクケース１４ａから垂下すると共に、下側クランクケース１４ｂから上方に延びて構成されるジャーナル壁であり、主軸部１２ａの右端部側（他端部側）を軸支する。 The crankshaft 12 is formed by integral molding and is rotatably supported by at least three bearing portions 28a to 28c. That is, the left bearing portion 28a is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and the left end side (one end side) of the main shaft portion 12a is a shaft. Support. The center bearing portion 28b is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and pivotally supports the central portion of the main shaft portion 12a. The right bearing portion 28c is a journal wall that hangs down from the upper crankcase 14a and extends upward from the lower crankcase 14b, and supports the right end portion side (the other end portion side) of the main shaft portion 12a. To do.
　クランク軸１２を構成する主軸部１２ａの左端部には、交流発電機３０（以下、ＡＣＧ３０ともいう。）が連結されている。ＡＣＧ３０は、主軸部１２ａの左端部にネジ部材３２によって略同軸に固定され、該クランク軸１２と一体に回転するアウタロータ部３０ａと、アウタロータ部３０ａの内方に配置されたインナステータ部３０ｂとを有する。 An AC generator 30 (hereinafter also referred to as ACG 30) is connected to the left end portion of the main shaft portion 12a constituting the crankshaft 12. The ACG 30 is fixed to the left end portion of the main shaft portion 12a substantially coaxially by a screw member 32. Have.
　一方、主軸部１２ａの右端部には、プライマリドライブギア３４が連結されている。プライマリドライブギア３４は、減速機構の一部であり、クランク軸１２の回転を減速して図示しない後段のメイン軸に伝達する。また、主軸部１２ａの右端部側には駆動スプロケット３６が設けられ、該駆動スプロケット３６にカムチェーン３８が架け渡されている。これにより、カムチェーン３８が架け渡される図示しないカムシャフトを回転させることができる。 On the other hand, a primary drive gear 34 is connected to the right end portion of the main shaft portion 12a. The primary drive gear 34 is a part of a speed reduction mechanism, and decelerates the rotation of the crankshaft 12 and transmits it to a main shaft at a subsequent stage (not shown). In addition, a drive sprocket 36 is provided on the right end side of the main shaft portion 12a, and a cam chain 38 is bridged over the drive sprocket 36. Thereby, the camshaft (not shown) around which the cam chain 38 is bridged can be rotated.
　ここで、クランクケース１４におけるＡＣＧ３０及びその周辺部分の構成について、詳しく説明する。 Here, the configuration of the ACG 30 and its peripheral part in the crankcase 14 will be described in detail.
　ＡＣＧ３０において、アウタロータ部３０ａは、主軸部１２ａの左端部に連結され、且つ、該左端部を囲繞する有底筒状の形状を有する。アウタロータ部３０ａの径方向内側には、複数の磁石３０ｃが周方向に所定間隔で配設されている。 In the ACG 30, the outer rotor portion 30a is connected to the left end portion of the main shaft portion 12a and has a bottomed cylindrical shape surrounding the left end portion. A plurality of magnets 30c are arranged at predetermined intervals in the circumferential direction on the radially inner side of the outer rotor portion 30a.
　クランクケース１４の左側面は開口しており、クランク軸１２及びＡＣＧ３０が露出している。この開口部分は、カバー部４０によって左側から覆われ、該カバー部４０は、複数のネジ部材４２によってクランクケース１４に取り付けられる。カバー部４０は、ＡＣＧ３０を左側から全体的に覆うカバー部材４０ａ、及び、カバー部材４０ａとクランクケース１４との間に介挿されたスペーサ４０ｂから構成される。 The left side surface of the crankcase 14 is open, and the crankshaft 12 and the ACG 30 are exposed. The opening portion is covered from the left side by a cover portion 40, and the cover portion 40 is attached to the crankcase 14 by a plurality of screw members 42. The cover part 40 is comprised from the cover member 40a which covers ACG30 entirely from the left side, and the spacer 40b inserted between the cover member 40a and the crankcase 14. FIG.
　インナステータ部３０ｂは、ネジ部材４４によってカバー部材４０ａの内面（右側）に取り付けられる。インナステータ部３０ｂには、複数のティース３０ｄが周方向に所定間隔で配設され、各ティース３０ｄにコイル３０ｅが形成された筒状の形状を有する。 The inner stator portion 30 b is attached to the inner surface (right side) of the cover member 40 a by the screw member 44. The inner stator portion 30b has a cylindrical shape in which a plurality of teeth 30d are arranged at predetermined intervals in the circumferential direction, and a coil 30e is formed on each tooth 30d.
　従って、クランクケース１４の左側面が開放されることにより、ＡＣＧ３０には、磁石３０ｃ等が剥き出しの開口部３０ｆが形成される。そこで、クランクケース１４の左側面の開口部分をカバー部４０で覆うことにより、クランク軸１２及びＡＣＧ３０等をクランクケース１４の内部に閉塞することができる。 Therefore, by opening the left side surface of the crankcase 14, the ACG 30 is formed with an opening 30f from which the magnet 30c and the like are exposed. Therefore, the crankshaft 12, the ACG 30, and the like can be closed inside the crankcase 14 by covering the opening on the left side surface of the crankcase 14 with the cover portion 40.
　アウタロータ部３０ａの外周面における左右方向内側（車幅方向内側）には、被検出部としてのリング部４６が設けられている。リング部４６には、複数の突起部４６ａが周方向に所定間隔で設けられている。この場合、リング部４６は、アウタロータ部３０ａの一部として、該アウタロータ部３０ａの外周面に複数の突起部４６ａを設けて構成されてもよいし、又は、複数の突起部４６ａが形成されたリング状の部材をアウタロータ部３０ａの外周面に取り付けて構成されてもよい。要は、クランク軸１２の回転に伴ってアウタロータ部３０ａが回転する際に、該アウタロータ部３０ａと一体にリング部４６が回転できるように構成されていればよい。 A ring portion 46 as a detected portion is provided on the inner side in the left-right direction (in the vehicle width direction) on the outer peripheral surface of the outer rotor portion 30a. The ring portion 46 is provided with a plurality of protrusions 46a at predetermined intervals in the circumferential direction. In this case, the ring part 46 may be configured by providing a plurality of protrusions 46a on the outer peripheral surface of the outer rotor part 30a as a part of the outer rotor part 30a, or a plurality of protrusions 46a are formed. A ring-shaped member may be attached to the outer peripheral surface of the outer rotor portion 30a. The point is that the ring portion 46 may be configured to rotate integrally with the outer rotor portion 30a when the outer rotor portion 30a rotates with the rotation of the crankshaft 12.
　さらに、クランクケース１４の内部には、リング部４６の突起部４６ａ（の回転）を検出するパルスセンサ４８が配設されている。パルスセンサ４８は、図５及び図７の正面視で、リング部４６と対向するように、開口部３０ｆよりも車幅方向内側の位置に配設されている。また、パルスセンサ４８は、図２～図４及び図６の側面視で、アウタロータ部３０ａ及びリング部４６の径方向外側にあって、該リング部４６と対向するように配設されている。 Furthermore, a pulse sensor 48 for detecting the projection 46a (rotation) of the ring portion 46 is disposed inside the crankcase 14. The pulse sensor 48 is disposed at a position on the inner side in the vehicle width direction from the opening 30f so as to face the ring portion 46 in the front view of FIGS. 5 and 7. The pulse sensor 48 is disposed on the outer side in the radial direction of the outer rotor portion 30a and the ring portion 46 in a side view of FIGS. 2 to 4 and 6 so as to face the ring portion 46.
　パルスセンサ４８は、クランク軸１２の回転に伴ってアウタロータ部３０ａ及びリング部４６が一体に回転している場合に、該パルスセンサ４８の前方を通過する突起部４６ａを検出し、該突起部４６ａに応じたパルスを出力する。すなわち、パルスセンサ４８は、突起部４６ａを検出することにより、クランク軸１２のクランク角に応じたパルス信号を出力する。 When the outer rotor portion 30a and the ring portion 46 are rotated together with the rotation of the crankshaft 12, the pulse sensor 48 detects the protrusion 46a passing through the front of the pulse sensor 48, and the protrusion 46a. A pulse corresponding to is output. That is, the pulse sensor 48 outputs a pulse signal corresponding to the crank angle of the crankshaft 12 by detecting the protrusion 46a.
　そして、パルスセンサ４８は、クランク軸１２とクランクケース１４の下端（オイルパン２２の底面）との間で、カバー部４０を径方向に貫通した状態で該カバー部４０に取り付けられている。具体的に、下側クランクケース１４ｂの前方に補機としてのオイルフィルタ５０が取り付けられている場合に、図２～図４に示すように、パルスセンサ４８は、側面視で、少なくとも一部がオイルフィルタ５０と重なり、且つ、オイルフィルタ５０から後方に位置するようにカバー部４０に取り付けられる。 The pulse sensor 48 is attached to the cover 40 in a state of passing through the cover 40 in the radial direction between the crankshaft 12 and the lower end of the crankcase 14 (bottom surface of the oil pan 22). Specifically, when the oil filter 50 as an auxiliary machine is attached in front of the lower crankcase 14b, the pulse sensor 48 is at least partially in side view as shown in FIGS. It is attached to the cover part 40 so as to overlap the oil filter 50 and to be located rearward from the oil filter 50.
　すなわち、パルスセンサ４８は、図２～図４の側面視で、クランク軸１２の前方且つクランク軸１２とクランクケース１４の下端との間の位置で、カバー部４０を構成するスペーサ４０ｂを径方向に貫通した状態で該スペーサ４０ｂに固定されている。 That is, the pulse sensor 48 moves the spacer 40b constituting the cover portion 40 in the radial direction at a position in front of the crankshaft 12 and between the crankshaft 12 and the lower end of the crankcase 14 in a side view of FIGS. And is fixed to the spacer 40b.
　パルスセンサ４８は、スペーサ４０ｂを径方向に貫通し、クランクケース１４の内部でリング部４６に向かって延びる検出部４８ａと、該検出部４８ａの基端部に連接し且つスペーサ４０ｂに固定される取付部としてのフランジ部４８ｂと、該フランジ部４８ｂからクランクケース１４の外方に延びるカプラ部４８ｃとから構成される。検出部４８ａは、円柱状の形状を有し、その先端は、突起部４６ａを検出するための検出面４８ｄを構成する。 The pulse sensor 48 penetrates the spacer 40b in the radial direction, extends to the ring portion 46 inside the crankcase 14, and is connected to the base end portion of the detection portion 48a and is fixed to the spacer 40b. The mounting portion includes a flange portion 48b and a coupler portion 48c extending outward from the crankcase 14 from the flange portion 48b. The detection part 48a has a cylindrical shape, and its tip constitutes a detection surface 48d for detecting the protrusion 46a.
　この場合、ピストン２６が圧縮上死点にあるときに、検出面４８ｄと、いずれか１つの突起部４６ａの先端部分（中央部分）とが対向する。すなわち、ピストン２６が圧縮上死点にあるときには、検出部４８ａ（の検出面４８ｄ）と該突起部４６ａの中央部分とが中心軸５２上で略同軸となるように配置される。 In this case, when the piston 26 is at the compression top dead center, the detection surface 48d faces the tip portion (center portion) of any one of the protrusions 46a. That is, when the piston 26 is at the compression top dead center, the detection portion 48a (the detection surface 48d thereof) and the central portion of the projection 46a are arranged so as to be substantially coaxial on the central axis 52.
　スペーサ４０ｂにおける検出部４８ａの貫通部分（パルスセンサ４８の取付部分）は、径方向外側に向かって突出する筒状のボス部４０ｃとして形成される。この場合、検出部４８ａは、リング部４６に向かってボス部４０ｃを挿通する。また、フランジ部４８ｂは、ボス部４０ｃの先端部分（外面）で外方からボス部４０ｃに面接触した状態で、図示しないネジ部材等により一点止めで該ボス部４０ｃに固定される。カプラ部４８ｃは、フランジ部４８ｂから車幅方向内側に向かってオイルフィルタ５０に指向するように延びている。カプラ部４８ｃには、ハーネス５４が取り付けられている。 The penetration part (attachment part of the pulse sensor 48) of the detection part 48a in the spacer 40b is formed as a cylindrical boss part 40c that protrudes radially outward. In this case, the detection unit 48 a passes through the boss 40 c toward the ring unit 46. Further, the flange portion 48b is fixed to the boss portion 40c by one-point fixing with a screw member or the like (not shown) in a state where the tip portion (outer surface) of the boss portion 40c is in surface contact with the boss portion 40c from the outside. The coupler portion 48c extends from the flange portion 48b toward the oil filter 50 toward the inside in the vehicle width direction. A harness 54 is attached to the coupler portion 48c.
　ここで、図６に示すように、中心軸５２に沿ったカプラ部４８ｃの全長をａとし、検出部４８ａの全長をｂとし、検出部４８ａの外径をｃとし、ボス部４０ｃのフランジ部４８ｂ側の外径をｄとする。この場合、検出部４８ａの全長ｂは、カプラ部４８ｃの全長ａよりも長い（ａ＜ｂ）。また、ボス部４０ｃの外径ｄは、検出部４８ａの外径ｃの１．５倍以上であればよい（ｄ≧１．５ｃ）。 Here, as shown in FIG. 6, the total length of the coupler portion 48c along the central axis 52 is a, the total length of the detection portion 48a is b, the outer diameter of the detection portion 48a is c, and the flange portion of the boss portion 40c. The outer diameter on the 48b side is defined as d. In this case, the full length b of the detection unit 48a is longer than the full length a of the coupler unit 48c (a <b). Moreover, the outer diameter d of the boss | hub part 40c should just be 1.5 times or more of the outer diameter c of the detection part 48a (d> = 1.5c).
　また、クランク軸１２及びアウタロータ部３０ａを挟んでパルスセンサ４８とは反対側の箇所、すなわち、パルスセンサ４８に対して後方且つ上方の箇所には、スタータモータとしてのセルモータ５６と、該セルモータ５６の回転を減速させてクランク軸１２に伝達するリダクションギア５８とが配置されている。なお、リダクションギア５８とクランク軸１２との間には、該リダクションギア５８の回転をクランク軸１２に伝達する他のギアがさらに設けられるが、図２～図４及び図７では、説明の便宜上、他のギアの図示を省略している。 Further, a cell motor 56 as a starter motor, a cell motor 56 serving as a starter motor, and a portion on the opposite side of the pulse sensor 48 with respect to the crankshaft 12 and the outer rotor portion 30a, A reduction gear 58 that decelerates the rotation and transmits it to the crankshaft 12 is disposed. Note that another gear for transmitting the rotation of the reduction gear 58 to the crankshaft 12 is further provided between the reduction gear 58 and the crankshaft 12, but in FIGS. 2 to 4 and 7, for convenience of explanation. The illustration of other gears is omitted.
　なお、エンジン１０内におけるクランク軸１２、ＡＣＧ３０、セルモータ５６及びリダクションギア５８等の作用は、従来のエンジンにおける対応する構成要素と同様であるため、その詳細な説明は、省略する。 Note that the operations of the crankshaft 12, the ACG 30, the cell motor 56, the reduction gear 58, and the like in the engine 10 are the same as corresponding components in the conventional engine, and thus detailed description thereof is omitted.
［本実施形態の効果］
　以上のように構成される本実施形態に係るセンサ（パルスセンサ４８）の取付構造について、その効果を以下に説明する。 [Effect of this embodiment]
The effects of the sensor (pulse sensor 48) mounting structure according to the present embodiment configured as described above will be described below.
　従来の手法では、カバーの内側にセンサを取り付けるため、該カバーを大型化する必要があった。これに対して、本実施形態では、パルスセンサ４８がカバー部４０（のスペーサ４０ｂ）を貫通した状態で該カバー部４０に取り付けられる。これにより、パルスセンサ４８の取付スペースを確保するために、カバー部４０の外径を大きくする必要がない。また、クランク軸１２とクランクケース１４の下端（オイルパン２２の底面）との間に収まるようにパルスセンサ４８が配置されているので、該パルスセンサ４８の取付スペースを確保するために、クランクケース１４を下方向に大型化することを抑制することができる。この結果、クランクケース１４を含めたエンジン１０の大型化を回避することができる。 In the conventional method, since the sensor is mounted inside the cover, it is necessary to enlarge the cover. On the other hand, in this embodiment, the pulse sensor 48 is attached to the cover part 40 in a state of penetrating the cover part 40 (the spacer 40b). Thereby, it is not necessary to increase the outer diameter of the cover portion 40 in order to secure a mounting space for the pulse sensor 48. In addition, since the pulse sensor 48 is disposed so as to fit between the crankshaft 12 and the lower end of the crankcase 14 (bottom surface of the oil pan 22), in order to secure a space for mounting the pulse sensor 48, the crankcase An increase in size of 14 in the downward direction can be suppressed. As a result, an increase in the size of the engine 10 including the crankcase 14 can be avoided.
　さらに、パルスセンサ４８を固定するカバー部４０がクランクケース１４に取り付けられているので、エンジン１０の振動によるパルスセンサ４８の検出動作への影響を抑えることができる。さらにまた、クランク軸１２とクランクケース１４の下端との間にパルスセンサ４８が配置されているので、パルスセンサ４８は、エンジン１０の上方にある熱源としてのシリンダブロック２０の熱影響を受けにくい。これにより、振動や熱等の外乱が存在しても、パルスセンサ４８によるリング部４６の突起部４６ａの検出を安定した状態で行うことができる。 Furthermore, since the cover 40 for fixing the pulse sensor 48 is attached to the crankcase 14, the influence of the vibration of the engine 10 on the detection operation of the pulse sensor 48 can be suppressed. Furthermore, since the pulse sensor 48 is disposed between the crankshaft 12 and the lower end of the crankcase 14, the pulse sensor 48 is not easily affected by the heat of the cylinder block 20 as a heat source above the engine 10. Thereby, even if disturbances, such as vibration and heat, exist, detection of projection part 46a of ring part 46 by pulse sensor 48 can be performed in a stable state.
　また、本実施形態では、パルスセンサ４８がオイルフィルタ５０から後方に位置するので、エンジン１０が前後方向に大型化することを抑制することができる。この結果、車両の走行中、オイルフィルタ５０側からの飛び石等からパルスセンサ４８を適切に保護することができる。 Further, in the present embodiment, since the pulse sensor 48 is located rearward from the oil filter 50, the engine 10 can be prevented from being enlarged in the front-rear direction. As a result, the pulse sensor 48 can be appropriately protected from a stepping stone or the like from the oil filter 50 side while the vehicle is traveling.
　さらに、本実施形態では、クランク軸１２を挟んで、一方にパルスセンサ４８が配置され、他方に大きな取付スペースが必要なセルモータ５６及びリダクションギア５８が配置される。これにより、クランクケース１４の内部で各部品を効率良く配置することができ、エンジン１０の大型化を抑制することができる。また、セルモータ５６とパルスセンサ４８とを離して配置することにより、セルモータ５６内の磁石による磁界がパルスセンサ４８の検出動作に及ぼす影響を小さくすることができる。 Furthermore, in the present embodiment, the pulse sensor 48 is disposed on one side of the crankshaft 12, and the cell motor 56 and the reduction gear 58 that require a large mounting space are disposed on the other side. Thereby, each component can be efficiently arranged inside the crankcase 14, and an increase in size of the engine 10 can be suppressed. Further, by arranging the cell motor 56 and the pulse sensor 48 apart from each other, the influence of the magnetic field generated by the magnet in the cell motor 56 on the detection operation of the pulse sensor 48 can be reduced.
　さらにまた、本実施形態では、ＡＣＧ３０の左側（車幅方向の外側部分）が開口部３０ｆであるため、該ＡＣＧ３０の磁石３０ｃ等が剥き出しになっている。そのため、開口部３０ｆの近傍は、該磁石３０ｃによる磁界の影響が大きい。そこで、リング部４６を開口部３０ｆよりも車幅方向内側に設けることにより、パルスセンサ４８の検出動作に及ぼす磁界の影響を小さくすることができる。 Furthermore, in this embodiment, since the left side (outer portion in the vehicle width direction) of the ACG 30 is the opening 30f, the magnet 30c and the like of the ACG 30 are exposed. Therefore, the vicinity of the opening 30f is greatly affected by the magnetic field generated by the magnet 30c. Therefore, by providing the ring part 46 on the inner side in the vehicle width direction than the opening 30f, the influence of the magnetic field on the detection operation of the pulse sensor 48 can be reduced.
　また、本実施形態では、リング部４６に設けられた突起部４６ａをパルスセンサ４８で検出することにより、クランク角に応じたパルス信号を精度良く出力することが可能となる。 Further, in the present embodiment, it is possible to accurately output a pulse signal corresponding to the crank angle by detecting the protrusion 46a provided on the ring portion 46 with the pulse sensor 48.
　さらに、本実施形態では、ピストン２６が圧縮上死点にあるときに、パルスセンサ４８の検出面４８ｄと、いずれか１つの突起部４６ａ（の中央部分である先端部分）とが対向するので、パルス信号に応じたクランク角の初期設定を容易に行うことができる。 Further, in the present embodiment, when the piston 26 is at the compression top dead center, the detection surface 48d of the pulse sensor 48 and any one of the protrusions 46a (the tip portion which is the central portion thereof) face each other. Initial setting of the crank angle according to the pulse signal can be easily performed.
　さらにまた、本実施形態では、パルスセンサ４８は、カバー部４０（のスペーサ４０ｂ）を貫通してクランクケース１４の内部でリング部４６に向かって延び且つ突起部４６ａを検出する検出部４８ａと、該検出部４８ａに連接し且つスペーサ４０ｂに固定されるフランジ部４８ｂと、該フランジ部４８ｂからクランクケース１４の外方に延びるカプラ部４８ｃとから構成される。これにより、エンジン１０を大型化することなく、パルスセンサ４８をカバー部４０に好適に固定することが可能となる。 Furthermore, in the present embodiment, the pulse sensor 48 extends through the cover portion 40 (the spacer 40b thereof) toward the ring portion 46 inside the crankcase 14 and detects the protrusion 46a. The flange portion 48b is connected to the detection portion 48a and fixed to the spacer 40b, and the coupler portion 48c extends from the flange portion 48b to the outside of the crankcase 14. Thereby, the pulse sensor 48 can be suitably fixed to the cover part 40 without increasing the size of the engine 10.
　また、本実施形態では、図２～図４の側面視で、検出部４８ａの全長ｂがカプラ部４８ｃの全長ａよりも長いので（ａ＜ｂ）、ボス部４０ｃを肉厚にすることにより（ｄ≧１．５ｃ）、検出部４８ａを保持する部分に対して十分な強度を確保することができる。 Further, in this embodiment, since the total length b of the detection portion 48a is longer than the total length a of the coupler portion 48c (a <b) in the side views of FIGS. 2 to 4, the boss portion 40c is made thicker. (D ≧ 1.5c), sufficient strength can be ensured for the portion holding the detection unit 48a.
　さらに、本実施形態では、フランジ部４８ｂがカバー部４０に一点止めで固定されるので、検出部４８ａをボス部４０ｃに差し込むだけの固定よりも確実にパルスセンサ４８をカバー部４０に取り付けることが可能となる。 Furthermore, in this embodiment, since the flange part 48b is fixed to the cover part 40 by one point stop, the pulse sensor 48 can be more reliably attached to the cover part 40 than the fixing by simply inserting the detection part 48a into the boss part 40c. It becomes possible.
　さらにまた、本実施形態では、カプラ部４８ｃがフランジ部４８ｂから車幅方向内側に向かって延び、カプラ部４８ｃにはハーネス５４が取り付けられているので、エンジン１０の前方に配置されたオイルフィルタ５０により、カプラ部４８ｃ及びハーネス５４を好適に保護することが可能となる。 Furthermore, in the present embodiment, the coupler portion 48c extends inward in the vehicle width direction from the flange portion 48b, and the harness 54 is attached to the coupler portion 48c. Therefore, the oil filter 50 disposed in front of the engine 10 is used. Thus, the coupler part 48c and the harness 54 can be suitably protected.
　また、本実施形態では、ＡＣＧ３０は、比較的重量のある重い部品であるため、アウタロータ部３０ａには大きな慣性力が働く。そこで、該アウタロータ部３０ａにリング部４６を一体に形成することにより、該リング部４６に発生する振動を小さくすることができる。この結果、リング部４６の振動によるパルスセンサ４８の検出誤差を小さくすることができる。 Further, in the present embodiment, since the ACG 30 is a relatively heavy and heavy part, a large inertial force acts on the outer rotor portion 30a. Thus, by forming the ring portion 46 integrally with the outer rotor portion 30a, vibration generated in the ring portion 46 can be reduced. As a result, the detection error of the pulse sensor 48 due to the vibration of the ring portion 46 can be reduced.
　さらに、本実施形態では、少なくとも３つの軸受部２８ａ～２８ｃでクランク軸１２を軸支することにより、該クランク軸１２の撓みを抑えることができる。また、クランク軸１２を一体成形とすることにより、組み立て式のクランク軸と比較して、該クランク軸１２に発生する撓みを一層抑えることが可能となる。 Furthermore, in this embodiment, the crankshaft 12 can be restrained from being bent by pivotally supporting the crankshaft 12 with at least three bearing portions 28a to 28c. Further, by integrally forming the crankshaft 12, it is possible to further suppress the bending generated in the crankshaft 12 as compared with an assembled crankshaft.
　さらにまた、本実施形態では、車幅方向の長さが異なるクランク軸１２に対しても、クランクケース１４とカバー部材４０ａとの間にスペーサ４０ｂを設けるだけで、カバー部材４０ａ及びクランクケース１４の大きさを変えることなく、パルスセンサ４８を容易に取り付けることができる。 Furthermore, in the present embodiment, the cover member 40a and the crankcase 14 are provided only for the crankshaft 12 having different lengths in the vehicle width direction by providing the spacer 40b between the crankcase 14 and the cover member 40a. The pulse sensor 48 can be easily attached without changing the size.
　なお、上記の説明では、カバー部４０を構成するカバー部材４０ａとスペーサ４０ｂとが別体である場合について説明した。本実施形態に係るセンサ（パルスセンサ４８）の取付構造では、カバー部材４０ａとスペーサ４０ｂとを一体に構成しても、上記の各効果が得られることは勿論である。 In the above description, the case where the cover member 40a and the spacer 40b constituting the cover portion 40 are separate has been described. In the mounting structure of the sensor (pulse sensor 48) according to the present embodiment, it is a matter of course that the above effects can be obtained even if the cover member 40a and the spacer 40b are integrally formed.
　また、本実施形態に係るセンサ（パルスセンサ４８）の取付構造では、図１～図８の構成に代えて、図９に示すように、カバー部４０をカバー部材４０ａのみで構成することも可能である。この場合、パルスセンサ４８は、カバー部材４０ａを貫通した状態で配設される。このような構成でも、スペーサ４０ｂを介挿させたことによる効果以外の各効果を容易に奏することができる。 Further, in the mounting structure of the sensor (pulse sensor 48) according to the present embodiment, as shown in FIG. 9, the cover portion 40 can be configured by only the cover member 40a, instead of the configuration of FIGS. It is. In this case, the pulse sensor 48 is disposed in a state of penetrating the cover member 40a. Even in such a configuration, it is possible to easily achieve each effect other than the effect obtained by inserting the spacer 40b.
　さらに、本実施形態において、リング部４６は、クランク軸１２と一体に回転できればよいので、該リング部４６をクランク軸１２に設け、該クランク軸１２及びリング部４６が一体に回転する際に、検出面４８ｄの前方を通過する突起部４６ａをパルスセンサ４８で検出することも可能である。 Furthermore, in this embodiment, the ring portion 46 only needs to be able to rotate integrally with the crankshaft 12, so when the ring portion 46 is provided on the crankshaft 12 and the crankshaft 12 and the ring portion 46 rotate integrally, It is also possible for the pulse sensor 48 to detect the protrusion 46a that passes in front of the detection surface 48d.
　以上、本発明について好適な実施形態を用いて説明したが、本発明の技術的範囲は、上記の実施形態の記載範囲に限定されることはない。上記の実施形態に、多様な変更又は改良を加えることが可能であることは、当業者に明らかである。そのような変更又は改良を加えた形態も、本発明の技術的範囲に含まれ得ることが、請求の範囲の記載から明らかである。また、請求の範囲に記載された括弧書きの符号は、本発明の理解の容易化のために添付図面中の符号に倣って付したものであり、本発明がその符号をつけた要素に限定されて解釈されるものではない。 As mentioned above, although this invention was demonstrated using suitable embodiment, the technical scope of this invention is not limited to the description range of said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above-described embodiments. It is apparent from the scope of the claims that the embodiments added with such changes or improvements can also be included in the technical scope of the present invention. Further, the reference numerals in parentheses described in the claims are appended to the reference numerals in the attached drawings for easy understanding of the present invention, and the present invention is limited to the elements to which the reference numerals are attached. Is not to be interpreted.

Claims (13)

  1. 　エンジン（１０）のクランクケース（１４）の内部に、前記エンジン（１０）を搭載する車両の車幅方向に延びるクランク軸（１２）と、該クランク軸（１２）の一端部に接続される交流発電機（３０）と、前記クランク軸（１２）と一体に回転する被検出部（４６）と、該被検出部（４６）を検出するセンサ（４８）とが配置され、前記車幅方向の外側から前記交流発電機（３０）を覆うカバー部（４０）が前記クランクケース（１４）に取り付けられた前記エンジン（１０）におけるセンサ（４８）の取付構造において、
    　前記センサ（４８）は、前記クランク軸（１２）と前記クランクケース（１４）の下端との間で、前記カバー部（４０）を貫通した状態で該カバー部（４０）に取り付けられていることを特徴とするセンサ（４８）の取付構造。     Inside the crankcase (14) of the engine (10), a crankshaft (12) extending in the vehicle width direction of the vehicle on which the engine (10) is mounted, and an alternating current connected to one end of the crankshaft (12) A generator (30), a detected part (46) that rotates integrally with the crankshaft (12), and a sensor (48) that detects the detected part (46) are arranged, and are arranged in the vehicle width direction. In the mounting structure of the sensor (48) in the engine (10) in which a cover portion (40) covering the AC generator (30) from the outside is attached to the crankcase (14),
    The sensor (48) is attached to the cover part (40) in a state of passing through the cover part (40) between the crankshaft (12) and the lower end of the crankcase (14). The mounting structure of the sensor (48) characterized by these.
  2. 　請求項１記載のセンサ（４８）の取付構造において、
    　前記エンジン（１０）の前方に補機（５０）が取り付けられ、
    　前記センサ（４８）は、側面視で、少なくとも一部が前記補機（５０）と重なり、且つ、該補機（５０）から後方に位置するように前記カバー部（４０）に取り付けられていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to claim 1,
    An auxiliary machine (50) is mounted in front of the engine (10),
    The sensor (48) is attached to the cover part (40) so that at least a part thereof overlaps the auxiliary machine (50) and is located rearward from the auxiliary machine (50) in a side view. A sensor (48) mounting structure characterized by the above.
  3. 　請求項１又は２記載のセンサ（４８）の取付構造において、
    　前記センサ（４８）は、前記クランク軸（１２）よりも前方に位置し、
    　前記クランク軸（１２）を挟んで前記センサ（４８）とは反対側の箇所には、スタータモータ（５６）と、該スタータモータ（５６）の回転を減速させて前記クランク軸（１２）に伝達するリダクションギア（５８）とが配置されていることを特徴とするセンサ（４８）の取付構造。     In the mounting structure of the sensor (48) according to claim 1 or 2,
    The sensor (48) is located in front of the crankshaft (12),
    A starter motor (56) and the rotation of the starter motor (56) are decelerated and transmitted to the crankshaft (12) at a position opposite to the sensor (48) across the crankshaft (12). The sensor (48) mounting structure, wherein a reduction gear (58) is disposed.
  4. 　請求項１～３のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記交流発電機（３０）における前記車幅方向の外側部分は、開口部（３０ｆ）として形成され、
    　前記被検出部（４６）は、前記開口部（３０ｆ）よりも前記車幅方向の内側に設けられていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 1 to 3,
    The outer portion of the AC generator (30) in the vehicle width direction is formed as an opening (30f),
    The sensor (48) mounting structure, wherein the detected part (46) is provided on the inner side in the vehicle width direction than the opening (30f).
  5. 　請求項１～４のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記被検出部（４６）は、前記クランク軸（１２）と一体に回転し、且つ、複数の突起部（４６ａ）が周方向に所定間隔で設けられたリング部であり、
    　前記センサ（４８）は、前記突起部（４６ａ）を検出することにより、クランク角に応じたパルス信号を出力するパルスセンサであることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 1 to 4,
    The detected portion (46) is a ring portion that rotates integrally with the crankshaft (12), and a plurality of protrusions (46a) are provided at predetermined intervals in the circumferential direction,
    The sensor (48) mounting structure, wherein the sensor (48) is a pulse sensor that outputs a pulse signal corresponding to a crank angle by detecting the protrusion (46a).
  6. 　請求項５記載のセンサ（４８）の取付構造において、
    　前記エンジン（１０）のピストン（２６）が圧縮上死点にあるときに、前記パルスセンサ（４８）の検出部分（４８ｄ）と、いずれか１つの前記突起部（４６ａ）の中央部分とが対向することを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to claim 5,
    When the piston (26) of the engine (10) is at the compression top dead center, the detection portion (48d) of the pulse sensor (48) and the central portion of any one of the protrusions (46a) face each other. A mounting structure for the sensor (48),
  7. 　請求項５又は６記載のセンサ（４８）の取付構造において、
    　前記パルスセンサ（４８）は、前記カバー部（４０）を貫通して前記クランクケース（１４）の内部で前記リング部（４６）に向かって延び且つ前記突起部（４６ａ）を検出する検出部（４８ａ）と、該検出部（４８ａ）に連接し且つ前記カバー部（４０）に固定される取付部（４８ｂ）と、該取付部（４８ｂ）から前記クランクケース（１４）の外方に延びるカプラ部（４８ｃ）とから構成されることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to claim 5 or 6,
    The pulse sensor (48) extends through the cover portion (40) toward the ring portion (46) inside the crankcase (14) and detects the protrusion (46a). 48a), an attachment part (48b) connected to the detection part (48a) and fixed to the cover part (40), and a coupler extending from the attachment part (48b) to the outside of the crankcase (14) A structure for mounting the sensor (48), comprising a portion (48c).
  8. 　請求項７記載のセンサ（４８）の取付構造において、
    　前記カバー部（４０）における前記検出部（４８ａ）の貫通部分は、外方に向かって突出する筒状のボス部（４０ｃ）として形成され、
    　前記検出部（４８ａ）は、前記リング部（４６）に向かって前記ボス部（４０ｃ）を挿通し、
    　前記取付部（４８ｂ）は、前記ボス部（４０ｃ）の先端部分で該ボス部（４０ｃ）に固定され、
    　側面視で、前記検出部（４８ａ）は、前記カプラ部（４８ｃ）よりも長く、前記ボス部（４０ｃ）の外径（ｄ）は、前記検出部（４８ａ）の外径（ｃ）の１．５倍以上であることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to claim 7,
    The penetration part of the detection part (48a) in the cover part (40) is formed as a cylindrical boss part (40c) protruding outward,
    The detection part (48a) is inserted through the boss part (40c) toward the ring part (46),
    The attachment portion (48b) is fixed to the boss portion (40c) at a tip portion of the boss portion (40c),
    In the side view, the detection part (48a) is longer than the coupler part (48c), and the outer diameter (d) of the boss part (40c) is 1 of the outer diameter (c) of the detection part (48a). .Mounting structure of sensor (48), characterized in that it is 5 times or more.
  9. 　請求項７又は８記載のセンサ（４８）の取付構造において、
    　前記取付部（４８ｂ）は、前記カバー部（４０）の外面に接触するフランジ部であり、
    　前記フランジ部（４８ｂ）は、一点止めにより前記カバー部（４０）に固定されていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to claim 7 or 8,
    The mounting portion (48b) is a flange portion that contacts the outer surface of the cover portion (40),
    The mounting structure of the sensor (48), wherein the flange portion (48b) is fixed to the cover portion (40) by one point stop.
  10. 　請求項７～９のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記カプラ部（４８ｃ）は、前記取付部（４８ｂ）から前記車幅方向の内側に向かって延び、
    　前記カプラ部（４８ｃ）にハーネス（５４）が取り付けられていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 7 to 9,
    The coupler part (48c) extends inward in the vehicle width direction from the attachment part (48b),
    A sensor (48) mounting structure, wherein a harness (54) is mounted on the coupler section (48c).
  11. 　請求項１～１０のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記被検出部（４６）は、前記クランク軸（１２）に連結された前記交流発電機（３０）のロータ部（３０ａ）と一体に形成されていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 1 to 10,
    Mounting of the sensor (48), wherein the detected part (46) is formed integrally with a rotor part (30a) of the AC generator (30) connected to the crankshaft (12). Construction.
  12. 　請求項１～１１のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記クランク軸（１２）は、少なくとも３つの軸受部（２８ａ～２８ｃ）によって回転可能に軸支され、且つ、一体成形されていることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 1 to 11,
    The sensor (48) mounting structure, wherein the crankshaft (12) is rotatably supported by at least three bearing portions (28a to 28c) and is integrally formed.
  13. 　請求項１～１２のいずれか１項に記載のセンサ（４８）の取付構造において、
    　前記カバー部（４０）は、前記車幅方向の外側から前記交流発電機（３０）の外側部分を覆うカバー部材（４０ａ）であるか、又は、該カバー部材（４０ａ）、及び、前記クランクケース（１４）と前記カバー部材（４０ａ）との間に介挿されたスペーサ（４０ｂ）から構成され、
    　前記カバー部（４０）が前記カバー部材（４０ａ）及び前記スペーサ（４０ｂ）から構成される場合、前記センサ（４８）は、前記スペーサ（４０ｂ）に取り付けられることを特徴とするセンサ（４８）の取付構造。     The mounting structure of the sensor (48) according to any one of claims 1 to 12,
    The cover portion (40) is a cover member (40a) that covers an outer portion of the AC generator (30) from the outside in the vehicle width direction, or the cover member (40a) and the crankcase (14) and a spacer (40b) interposed between the cover member (40a),
    When the cover part (40) includes the cover member (40a) and the spacer (40b), the sensor (48) is attached to the spacer (40b). Mounting structure.
PCT/JP2017/011384 2017-03-22 2017-03-22 Sensor mounting structure WO2018173140A1 (en)

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