JP4739138B2 - Sensor cover structure - Google Patents

Description

  The present invention relates to a cover structure such as a wheel speed sensor for a vehicle such as a motorcycle.

2. Description of the Related Art Conventionally, a transmission case that houses a belt-type transmission that transmits engine driving force is provided, and a front portion of the transmission case is swingably supported by a vehicle body frame, and a rear wheel is provided at a rear portion of the transmission case. A gear for transmitting the output of the belt-type transmission to the axle and a gear case for housing the gear are provided at the rear part of the transmission case, and the gear case includes the rear wheel as vehicle speed information. There is a wheel speed sensor that detects a rotation speed and a cover member that covers the wheel speed sensor (see, for example, Patent Document 1).
JP 2002-205633 A

However, in the above conventional sensor cover structure, there is a problem that the shape of the cover member is complicated in order to cover the entire wheel speed sensor.
On the other hand, when the wheel speed sensor is disposed opposite to the sensor ring provided so as to be integrally rotatable on the inner side of the rear wheel, it is desirable to have a configuration that suppresses the influence on the rear wheel shape and unsprung weight. .
Therefore, the present invention provides a sensor cover structure that covers the entire wheel speed sensor with a simple configuration and can suppress the influence on the rear wheel shape and the unsprung weight.

As a means for solving the above problems, the invention described in claim 1 houses a belt-type transmission (for example, the belt-type continuously variable transmission mechanism 24 of the embodiment) that transmits the driving force of the engine (for example, the engine E of the embodiment). A transmission case (for example, the transmission case 23 of the embodiment), and a front portion of the transmission case is swingably supported by a vehicle body frame (for example, the vehicle body frame F of the embodiment), and at the rear of the transmission case The rear wheel (for example, the rear wheel WR of the embodiment) is supported by an axle (for example, the axle S of the embodiment), and a gear for transmitting the output of the belt-type transmission to the axle (for example, the rear of the transmission case) Each of the gears 27a, 28a, 28b, 29a) of the embodiment and a gear case (for example, the gear case 26 of the embodiment) for housing the gear are provided, and the gear case detects the rotational speed of the rear wheel. Motorcycle and vehicle facing the wheel speed sensors (eg, the first wheel speed sensor 71 in the embodiment) is attached (e.g., Example (sensor ring 71d in the Examples) sensor ring provided integrally rotatable in a circle inside In the sensor cover structure of 1), a concave portion (for example, the concave portion 26c of the embodiment) is formed on the upper end side of the gear case so as to be close to the gear in the gear case, and the wheel speed sensor is disposed in the concave portion. It is characterized by that.

  The invention described in claim 2 includes a cover member (for example, the cover member 73 of the embodiment) that is attached to at least one of the transmission case and the gear case and covers the wheel speed sensor, and the cover member is the transmission case. The wheel speed sensor wiring (for example, the wiring 71c in the embodiment) is supported by extending forward along the line.

  According to the first aspect of the present invention, the recess is formed so as not to interfere with the gear in the gear case, and the wheel speed sensor can be disposed close to the axle by attaching the wheel speed sensor in the recess. Can be set compactly, the wheel speed sensor can be brought closer to the axle, and the sensor ring inside the rear wheel can be reduced in diameter. Thereby, the influence on a rear wheel shape and unsprung weight can be suppressed. In addition, since the wheel speed sensor is disposed in the recess on the upper end side of the gear case, it is possible to prevent the wheel speed sensor from jumping up from the road surface with a simple configuration, and to easily attach and detach the wheel speed sensor to improve maintenance. Can be improved.

  According to the second aspect of the present invention, the cover member covers the wheel speed sensor together with the recess, and the entire wheel speed sensor can be covered after simplifying the cover member. Moreover, the number of parts can be reduced by rationalizing the design by providing the function of supporting the wiring of the wheel speed sensor in the front extending portion of the cover member.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle unless otherwise specified. In the figure, the arrow FR indicates the front of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow UP indicates the upper side of the vehicle.

  In the scooter type motorcycle 1 that is a low-floor type vehicle shown in FIG. 1, the vehicle body frame F includes a head pipe 13 at the front end, and a front fork 11 and a steering handle 12 that pivotally support the front wheel WF are mounted on the head pipe 13. It is supported so that it can be turned. Also, on the lower rear side of the vehicle body frame F, an integral swing type power unit (hereinafter referred to as an engine E) which is a motor of the motorcycle 1 is disposed at the front and an axle S of the rear wheel WR which is a drive wheel is disposed at the rear. U (referred to as swing unit) is arranged.

  The lower side of the front part of the swing unit U is supported by the rear part of the vehicle body frame F via the link member 61 so as to be swingable up and down. On the other hand, the rear end portion of the swing unit U is supported by the rear end portion of the vehicle body frame F via a rear cushion 7 that is a shock absorber. The swing unit U can swing up and down together with the rear wheel WR about the link member 61 as a pivot, and constitutes a so-called unit swing type rear suspension.

  The vehicle body frame F includes a pair of left and right upper down frames 14 extending rearward and downward from the head pipe 13, and a pair of left and right extending below the upper down frame 14 and extending rearwardly downward from the head pipe 13 and then bent backward. And a lower down frame 15. The rear portion of the lower down frame 15 is a rear inclined portion 15a that is bent and extended rearward, and the rear end of the upper down frame 14 is joined to the lower side of the rear inclined portion 15a.

  The front end of a pair of left and right seat rails 16 that slopes rearward and upward is joined to the rear portion of the upper down frame 14, and the upper end of the rear slope portion 15 a is joined to the middle portion of the seat rail 16. A bracing support frame 10 is provided between the rear portion of the seat rail 16 and the intermediate portion of the rear inclined portion 15a. The vehicle body frame F is mainly composed of the head pipe 13, the upper down frame 14, the lower down frame 15, the seat rail 16, and the support frame 10.

  The vehicle body frame F is covered with a vehicle body cover 19. A tandem occupant seat 20 is disposed on the rear portion of the vehicle body cover 19 so as to be openable and closable. An article storage box 18 that can store a helmet or the like is disposed below the passenger seat 20 and above the power unit U.

The swing unit U is integrally provided with a front engine E and a rear left power transmission mechanism M.
The engine E is a single-cylinder engine with the crankshaft 31 extending in the left-right direction (vehicle width direction), and is substantially horizontal with the cylinder portion 22 facing forward from the front end portion of the crankcase 21 (specifically, slightly forward) It is made to protrude (inclined upward).

  Referring also to FIG. 2, the crankcase 21 is divided into left and right case halves 21a and 21b. The left case half 21a of the crankcase 21 is integrally formed with a left case main body 23a that protrudes leftward from the left side of the rear portion and then extends rearward. The left case main body 23a constitutes the transmission case 23 in the power transmission mechanism M together with the left case cover 23b attached to the left side thereof. A right case cover 21 c is attached to the right side portion of the crankcase 21.

  The power transmission mechanism M includes a belt-type continuously variable transmission mechanism 24 that continuously changes the driving force of the engine E, and a gear-type reduction mechanism 25 that reduces the output of the belt-type continuously variable transmission mechanism 24 and outputs it to the axle S. (See FIG. 3). The belt type continuously variable transmission mechanism 24 is accommodated across the transmission case 23, and the gear reduction mechanism 25 is accommodated in the rear right side (in the vehicle width direction) of the transmission case 23 and in the outer gear case 26 of the transmission case 23. . An axle S projects rightward from the gear case 26, and a rear wheel WR is attached to the axle S. The gear case 26 may be provided inside the transmission case 23, and the gear case 26 and the transmission case 23 may be provided integrally instead of being separated.

The cylinder portion 22 mainly includes a cylinder body 32 attached to the front end portion of the crankcase 21, a cylinder head 33 attached to the front end portion of the cylinder body 32, and a head cover 33 a attached to the front end portion of the cylinder head 33. .
A piston 34 is fitted in the cylinder body 32 so as to be able to reciprocate. The piston 34 is connected to the crankshaft 31 via a connecting rod 35. The left and right journals 31c of the crankshaft 31 are rotatably supported by left and right bearing portions 36 formed in the left and right case halves 21a and 21b, respectively.

The rotational power of the crankshaft 31 is transmitted to the axle S via the power transmission mechanism M.
The belt-type continuously variable transmission mechanism 24 of the power transmission mechanism M is formed by winding a V belt 103 around the drive pulley 101 and the driven pulley 102, and with a change in the rotational speed of the crankshaft 31, a reduction ratio for the rotational power is predetermined. Within the range of the stepless change. The drive pulley 101 is disposed coaxially with the crankshaft 31 in the front portion of the transmission case 23, and a driven pulley 102 is disposed behind the drive pulley 101, that is, in the rear portion of the transmission case 23.

  The right side portion of the crankshaft 31 extends further to the right from the right journal 31c to form a generator shaft 31a, and the generator shaft 31a supports the generator 37 accommodated in the right case cover 21c. A drive sprocket 51 for driving the camshaft 52 in the cylinder head 33 is coaxially provided on the base end side of the generator shaft 31a.

  The camshaft 52 is disposed in the cylinder head 33 in parallel with the crankshaft 31 (that is, along the left-right direction), and both left and right sides thereof are rotatably supported by the cylinder head 33. A driven sprocket 53 is coaxially provided at the left end of the camshaft 52, and a cam chain 54 is wound around the driven sprocket 53 and the drive sprocket 51 of the crankshaft 31, so that the camshaft 52 is synchronized with the crankshaft 31. Is driven to rotate. A cam chain chamber 55 that houses the cam chain 54 is provided on the left side of the cylinder 32.

  Inlet and exhaust cams 52a and 52b are arranged in parallel at the left and right intermediate portions of the camshaft 52, and the input ends of the intake side and exhaust side rocker arms 56a and 56b are in contact with the intake and exhaust cams 52a and 52b. When the camshaft 52 is rotationally driven as described above, the rocker arms 56a and 56b swing according to the cam patterns of the intake and exhaust cams 52a and 52b, and the intake and exhaust valves (not shown) are operated to operate the cylinder head 33. Open and close the intake and exhaust ports. In the figure, reference numeral 38 denotes a spark plug.

  The left side portion of the crankshaft 31 extends further leftward from the left journal 31c to form a drive pulley shaft 31b, and the drive pulley shaft 31b supports the drive pulley 101 of the belt type continuously variable transmission mechanism 24. A cooling fan 107 is formed on the left side of the drive pulley 101. When the cooling fan 107 rotates with the drive pulley 101 when the engine E is driven, the transmission case 23 is connected via an intake duct 23c attached to the front right side of the transmission case 23. Outside air is introduced into the belt, and the belt-type continuously variable transmission mechanism 24 and the like are forcibly cooled. An engine intake passage is provided in the intake duct 23c separately from the transmission cooling air passage.

  As shown in FIG. 2, the drive pulley 101 rotates integrally with the drive pulley shaft 31b (crankshaft 31). The left side is a fixed pulley half 101a fixed to the drive pulley shaft 31b, and the right side is The movable pulley half 101b is movable in the axial direction with respect to the drive pulley shaft 31b. The pulley halves 101a and 101b are cup-shaped, and a V-groove 101c is formed between the pulley halves 101a and 101b.

On the other hand, referring also to FIG. 3, the driven pulley 102 rotates relative to the driven pulley shaft 104 rotatably supported on the rear side of the transmission case 23 via the sleeve 105, and the right side of the driven pulley 102 is the sleeve 105. The fixed pulley half 102a is fixed to the sleeve 105, and the left side is a movable pulley half 102b that is movable in the axial direction with respect to the sleeve 105. The pulley halves 102a and 102b are cup-shaped, and a V-groove 102c is formed between the pulley halves 102a and 102b.
An endless V-belt 103 aligned with the inclined surface is wound around the V grooves 101c and 102c of both pulleys 101 and 102 with a predetermined tension.

  The movable pulley half 101b in the drive pulley 101 is biased to the right side, that is, the side away from the fixed pulley half 101a. A plurality of weight rollers 106 are disposed on the inner side (right side) of the movable pulley half 101b. When the drive pulley 101 stops rotating (when the crankshaft 31 stops rotating), the movable pulley half 101b is fixed pulley. The left and right widths of the V-groove 101c are widened away from the half body 101a, the V-belt 103 is wound around the inner peripheral side of the V-groove 101c, and each weight roller 106 is moved along the shape of the movable pulley half body 101b. Guided to the circumference.

  When the drive pulley 101 is rotated (when the crankshaft 31 is rotated), when the rotational speed exceeds a predetermined value, the centrifugal force acting on each weight roller 106 is gradually moved to the outer peripheral side. At the same time, the movable pulley half 101b gradually moves to the left against the urging force, the left and right width of the V groove 101c narrows, and the winding position of the V belt 103 changes to the outer peripheral side of the drive pulley 101. If the rotational speed of the drive pulley 101 decreases, each weight roller 106 gradually moves to the inner peripheral side and the movable pulley half 101b gradually moves to the right side to return to the time when the rotation stops, and the V-groove The left and right width of 101c widens and the winding position of the V belt 103 changes to the inner peripheral side.

  On the other hand, the movable pulley half 102b of the driven pulley 102 is urged to the right side, that is, the side close to the fixed pulley half 102a, and when the driven pulley 102 stops rotating (when the drive pulley 101 stops rotating). The movable pulley half 102b approaches the fixed pulley half 102a to narrow the left and right width of the V groove 102c, and the V belt 103 guided to the outer periphery along the shape of both pulley halves 102a and 102b The outer peripheral side of 102c is wound.

  When the driven pulley 102 rotates (when the drive pulley 101 rotates), the winding position of the V belt 103 in the drive pulley 101 changes to the outer peripheral side as described above, so that the length of the V belt 103 is constant. Therefore, while the V belt 103 gradually moves the movable pulley half 102b to the left side against the biasing force so as to widen the left and right width of the V groove 102c of the driven pulley 102, its winding position is changed to the inner peripheral side. To change. If the rotational speed of the driven pulley 102 decreases, the movable pulley half 102b gradually moves to the right side to return to the time when the rotation is stopped, the left and right width of the V groove 102c is narrowed, and the winding position of the V belt 103 is reduced. It changes to the inner circumference side.

  As described above, as the rotational speed of the crankshaft 31, that is, the rotational speed of the engine E is increased or decreased, the winding diameter of the V belt 103 in the drive pulley 101 and the winding diameter of the V belt 103 in the driven pulley 102 are gradually increased in inverse proportion. Thus, the reduction ratio with respect to the rotational power of the crankshaft 31 is automatically and continuously changed, and a smooth stepless speed change according to the engine speed is performed.

  On the left side of the driven pulley 102, a centrifugal clutch 108 that interrupts power transmission between the sleeve 105 and the driven pulley shaft 104 is disposed. The centrifugal clutch 108 is formed in a cup shape facing the movable pulley half 102b and is coaxially fixed to the driven pulley shaft 104, and a disc disposed in the clutch outer 108a and coaxially fixed to the sleeve 105. The inner plate 108b and a plurality of shoes 108c attached to the right side of the outer peripheral portion of the inner plate 108b so as to be capable of expanding the diameter.

Each shoe 108c is urged in the diameter reducing direction, and when the rotational speed of the driven pulley 102 is equal to or less than a predetermined value, each shoe 108c is separated from the clutch outer 108a, so that the inner plate 108b and the clutch outer 108a are separated from each other. Becomes rotatable relative to each other, and power transmission between the sleeve 105 and the driven pulley shaft 104 is interrupted.
On the other hand, when the rotational speed of the driven pulley 102 exceeds a predetermined value, the shoes 108c are expanded in diameter by centrifugal force and frictionally engaged with the clutch outer 108a, so that the inner plate 108b and the clutch outer 108a are engaged with each other. Integral rotation is possible, power is transmitted between the sleeve 105 and the driven pulley shaft 104, and the driven pulley shaft 104 is driven.

As shown in FIG. 3, the rotational power transmitted to the driven pulley shaft 104 is further decelerated via the gear type reduction mechanism 25 and then output to the rear wheel WR.
A gear case 26 that accommodates the gear type speed reduction mechanism 25 is attached to the rear right side in a cup shape facing the rear right side of the transmission case 23. The gear case 26 is provided so as to protrude rightward (inward in the vehicle width direction) from the right side wall 23e of the transmission case 23 and enter the rear wheel WR. The right side wall 26a of the gear case 26 is separated from the right side wall 23e of the transmission case 23, and these right side walls 23e, 26a rotatably support the gear shafts 27, 28, 29. The internal space of the gear case 26 is an oil chamber that is isolated from the internal space of the transmission case 23.

The gear type speed reduction mechanism 25 has a driven pulley shaft 104 extending rightward to form a first gear shaft 27, and second and third gear shafts 28 and 29 are arranged behind the first gear shaft 27. The third gear shaft 29 is configured on the left side of the axle S.
A first gear 27 a is formed on the outer periphery of the first gear shaft 27, and a relatively large second gear 28 a meshing with the first gear 27 a is provided coaxially on the right side of the second gear shaft 28. A third gear 28 b is formed on the left outer periphery of the second gear shaft 28, and a relatively large fourth gear 29 a meshing with the third gear 28 b is provided coaxially on the left side of the third gear shaft 29. Through these gears 27a, 28a, 28b, 29a, the rotational power of the driven pulley shaft 104 is appropriately decelerated and transmitted to the axle S.

Referring also to FIG. 6, the hub portion 26b that supports the axle S on the right side wall 26a of the gear case 26 protrudes in a substantially truncated cone shape toward the right side (rear wheel WR side) with respect to the flat right wall. . In the figure, reference numeral 39 denotes a starter motor of the engine E, and reference numeral 7a denotes a connecting portion of the lower end portion of the rear cushion 7.
Here, a concave portion 26c formed by displacing a part of the right wall wall to the left is formed on the upper end side (above the axle shaft S) on the inner side in the vehicle width direction of the gear case 26. The concave portion 26 c is also formed so as to be close to the fourth gear 29 a in the gear case 26 by cutting out a part of the inclined surface of the hub portion 26 b. A first wheel speed sensor 71 for detecting the rotational speed of the rear wheel WR is attached to the recess 26c, for example, for ABS control.

  The first wheel speed sensor 71 is arranged so that the detection portion 71a protrudes to the right (rear wheel WR side) and the wiring connection portion 71b protrudes upward. The detection unit 71a is disposed to face a sensor ring (ring gear) 71d disposed inside the wheel (rear wheel) of the rear wheel WR. The wiring 71c connected to the wiring connection part 71b is routed toward the front of the swing unit U along an extension part 75 of a cover member 73 described later.

  Further, on the rear upper side of the transmission case 23 (above the first wheel speed sensor 71 and outside in the vehicle width direction), for example, the rotational speed of the rear wheel WR is detected from the gear rotational speed of the gear type reduction mechanism 25 for engine control. A second wheel speed sensor 72 is attached. The second wheel speed sensor 72 is arranged so that a detection portion (not shown) faces the transmission case 23 and the wiring connection portion 72b protrudes upward. The wiring 72c connected to the wiring connection portion 72b is routed toward the front of the swing unit U along the extending portion 75 of the cover member 73, like the wiring 71c.

  Here, as shown in FIGS. 4 and 5, a cover member 73 is attached to the rear upper side of the swing unit U so as to straddle the rear upper end of the transmission case 23 and the upper end of the gear case 26. The cover member 73 is an integrally formed product made of resin, for example, and has a cover main body 74 that covers both the wheel speed sensors 71 and 72, and an extending portion 75 that extends forward from the front side of the upper end of the cover main body 74. Do it.

  The cover main body 74 has a rear wall 74a that covers the first wheel speed sensor 71 from the rear, and a right wall that has a through hole of the detection unit 71a and covers the first wheel speed sensor 71 from the right side (in the vehicle width direction). 74b and an inclined wall 74c that inclines so that the inner side in the vehicle width direction is lowered and covers the first wheel speed sensor 71 from above. A lower rear attachment portion 76 for the transmission case 23 is provided behind the rear wall 74a, and an upper front and rear attachment portion 77 for the gear case 26 is provided before and after the inclined wall 74c.

  The first wheel speed sensor 71 is disposed in the recess 26c so that the left side (vehicle width direction outer side), the front, and the lower side thereof are covered with the recess 26c, and the cover main body 74 (cover member 73). ) Is a relatively simple configuration that only covers the periphery of the first wheel speed sensor 71 from the remaining three sides. The cover member 73 may be attached to only one of the transmission case 23 and the gear case 26.

  An upper cover portion 78 that covers the second wheel speed sensor 72 is formed on the upper portion of the cover body 74 so as to be continuous with the outer side in the vehicle width direction of the upper rear attachment portion 77. The upper cover portion 78 covers the second wheel speed sensor 72 from above, behind, and both the left and right sides, and forms a predetermined gap K between the second wheel speed sensor 72 and the transmission case 23 in front of the second wheel speed sensor 72, The wiring 72c of the second wheel speed sensor 72 can be pulled out through the gap K, and the wiring 71c of the first wheel speed sensor 71 can be similarly pulled out (see FIG. 6).

  The extending portion 75 of the cover member 73 has a belt shape and extends forward along the upper surface of the transmission case 23 to form a standing wall having a predetermined height on the transmission case 23. The wires 71c and 72c of the wheel speed sensors 71 and 72 are routed around and extended forward while being supported by a predetermined wiring clip on the left side surface of the extending portion 75, for example.

  Incidentally, as shown in FIG. 3, the left end portion of the driven pulley shaft 104 is rotatably supported inside the left case cover 23 b via a ball bearing 81. Inside the left case cover 23b is provided a cup-shaped bearing support portion 82 that opens to the right (driven pulley shaft 104 side), and the ball bearing 81 is fitted to the open side (right side) of the bearing support portion 82. Held together.

  Referring also to FIG. 7, the ball bearing 81 has oil seals 85 between the outer race 83 and the inner race 84 on both sides in the axial direction in order to prevent oil from flowing into the transmission case 23. A seal bearing in which grease is sealed between 84 is used. A closed space H is formed in the bearing support portion 82 while the ball bearing 81 is held. In order to prevent the temperature of the closed space H from rising, a predetermined breathing structure is applied to the bearing support portion 82.

  That is, with reference to FIGS. 8 to 10, at least one of the outer race 83 and the inner race 84 and the oil seal 85 on both sides in the axial direction of the ball bearing 81 are isolated from the inside and outside of the seal (inside and outside the bearing). Annular communication paths 86 extending along the circumferential direction of the bearing are formed. In addition, inner and outer communication ports 87 and 88 that communicate the communication path 86 with the inside of the seal or the outside of the seal are formed in two portions of each communication path 86 that are separated by, for example, about ¼ circumference.

  As a result, the air in the bearing support portion 82 reaches from the outer communication port 88 inside the bearing support portion 82 to the inner communication port 87 through the communication passage 86, and passes between the steel balls 89 to the outside of the bearing support portion 82 (inside the transmission case 23. ) To the outer communication port 88 through the communication path 86 from the inner communication port 87 outside the bearing support portion 82 to the outside of the bearing support portion 82, that is, into the transmission case 23. On the other hand, the air outside the bearing support portion 82 reaches the bearing support portion 82 through a path reverse to the above.

By connecting the inside and outside of the bearing support portion 82 through the breathing path having such a labyrinth structure, the grease in the ball bearing 81 is prevented from flowing out and the temperature of the closed space H in the bearing support portion 82 is prevented from rising. In addition, the operation of the ball bearing 81 can be kept good over a long period of time.
As the breathing structure, for example, as shown in FIG. 11, a concave communication path 86 ′ may be formed on the inner periphery of the bearing support portion 82 so as to communicate the inside and the outside.

  As described above, the sensor cover structure in the above embodiment has the transmission case 23 that houses the belt-type continuously variable transmission mechanism 24 that transmits the driving force of the engine E, and the front portion of the transmission case 23 is the vehicle body frame. A rear wheel WR axle S is supported at the rear of the transmission case 23, and the output of the belt type continuously variable transmission mechanism 24 is output at the rear of the transmission case 23. Gears 27a, 28a, 28b, 29a that transmit to the axle S and a gear case 26 that accommodates these gears are provided, and the gear case 26 rotates integrally with the rear wheel WR so as to detect the rotational speed of the rear wheel WR. The present invention is applied to the motorcycle 1 to which a first wheel speed sensor 71 facing a sensor ring 71d provided so as to be mounted is provided, on the upper end side of the gear case 26, Gear case recess 26c so as to be closer to the fourth gear 29a in the 26 is formed, in which the in the recess 26c first wheel speed sensor 71 is disposed.

  According to this configuration, the recess 26c is formed to such an extent that it does not interfere with the fourth gear 29a in the gear case 26, and the first wheel speed sensor 71 is attached to the recess 26c, so that the first wheel speed sensor 71 is connected to the axle S. The first wheel speed sensor 71 can be moved closer to the axle S and the diameter of the sensor ring 71d inside the rear wheel WR can be reduced. Thereby, the influence on a rear wheel shape and unsprung weight can be suppressed. Further, since the first wheel speed sensor 71 is disposed in the recess 26c on the upper end side of the gear case 26, the first wheel speed sensor 71 can be prevented from jumping up from the road surface with respect to the first wheel speed sensor 71 with a simple configuration. The sensor 71 can be easily attached and detached to improve maintainability.

  Further, the sensor cover structure includes a cover member 73 that is attached across the transmission case 23 and the gear case 26 and covers the first wheel speed sensor 71, and the cover member 73 extends along the transmission case 23. By extending forward and supporting the wiring 71c of the first wheel speed sensor 71, the cover member 73 covers the first wheel speed sensor 71 together with the recess 26c. The entire one-wheel speed sensor 71 can be covered. In addition, by providing the extending portion 75 forward of the cover member 73 with a function of supporting the wiring 71c of the first wheel speed sensor 71, the number of parts can be reduced by rationalizing the design.

The present invention is not limited to the above embodiment, and for example, the engine and the power transmission mechanism (transmission case) may be relatively swingable, and only the transmission case may be swingably supported on the vehicle body frame.
And the structure in the said Example is an example of this invention, Of course, it can apply not only to a two-wheeled motor vehicle but to a three-wheeled or four-wheeled vehicle, A various change is possible in the range which does not deviate from the summary of this invention. Needless to say.

1 is a left side view of a motorcycle according to an embodiment of the present invention. FIG. 3 is a developed sectional view of the engine of the motorcycle. FIG. 3 is a developed sectional view of the power transmission mechanism of the motorcycle. It is the perspective view which looked at the transmission case of the said power transmission mechanism from diagonally rear upper and the vehicle width direction outer side. It is the perspective view which looked at the above-mentioned transmission case from diagonally rear upper and the vehicle width direction inside. It is a principal part enlarged view of the state which removed the sensor cover member in FIG. It is a front view of the ball bearing which the above-mentioned transmission case supports. It is A sectional drawing in FIG. It is B sectional drawing in FIG. It is C sectional drawing in FIG. It is a front view which shows the modification of the bearing support part of the said transmission case.

Explanation of symbols

1 Motorcycle (vehicle)
E engine F body frame WR rear wheel S axle 23 transmission case 24 belt type continuously variable transmission mechanism (belt type transmission)
26 gear case 26c recess 27a first gear (gear)
28a Second gear (gear)
28b Third gear (gear)
29a Fourth gear (gear)
71 First wheel speed sensor (wheel speed sensor)
71c Wiring 71d Sensor ring 73 Cover member

Claims (2)

A transmission case that houses a belt-type transmission that transmits the driving force of the engine; a front portion of the transmission case is swingably supported by a vehicle body frame; and a rear axle is provided at a rear portion of the transmission case And a gear case for transmitting the output of the belt-type transmission to the axle and a gear case for receiving the gear are provided at a rear portion of the transmission case, and the gear case detects a rotational speed of the rear wheel. Therefore, in the sensor cover structure of the vehicle to which the wheel speed sensor facing the sensor ring provided so as to be integrally rotatable inside the rear wheel is attached,
A sensor cover structure, wherein a concave portion is formed on an upper end side of the gear case so as to be close to a gear in the gear case, and the wheel speed sensor is disposed in the concave portion. A cover member attached to at least one of the transmission case and the gear case and covering the wheel speed sensor; the cover member extending forward along the transmission case to support wiring of the wheel speed sensor; The sensor cover structure according to claim 1.

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