JP5896830B2 - Saddle riding vehicle - Google Patents

Description

  The present invention relates to a saddle-ride type vehicle such as a motorcycle or a four-wheel buggy, and has a change shaft that is rotated by an occupant's operation, and includes a speed change operation mechanism that operates the speed change mechanism according to the operation. It relates to a saddle type vehicle.

  In general, in a saddle-ride type vehicle, rotation generated by a power source such as an engine or an electric motor is shifted by a speed change mechanism and then transmitted to driving wheels. For this reason, the saddle riding type vehicle is equipped with a transmission case that houses the transmission mechanism. For example, when the rotation of the output shaft of the speed change mechanism is transmitted to the drive wheel by a chain, the end of the output shaft is projected from one side wall of the transmission case, and a sprocket for winding the chain is attached to the projected end. Sometimes. The sprocket and the chain are covered with a chain cover fastened to one side wall of the transmission case, thereby protecting the driver from the sprocket and the chain (for example, see Patent Document 1).

  When the speed change mechanism is a manual type, the transmission case houses a speed change operation mechanism for shift change. The speed change operation mechanism has a change shaft that rotates according to the operation of the occupant. In order to mechanically connect the change shaft to a shift pedal operated by an occupant, an end portion of the change shaft is disposed so as to protrude from the transmission case (for example, see Patent Document 2). And conventionally, the case where the chain cover is used as a part for rotatably supporting the end of the change shaft is also known.

  The straddle-type vehicle includes a speed sensor for detecting the vehicle speed, and notifies the driver of the detected vehicle speed or uses it as input information for travel control. As a method for detecting the vehicle speed, a method of detecting the rotational speed of the output shaft of the speed change mechanism with a speed sensor and measuring the vehicle speed from the rotational speed of the output shaft detected by the speed sensor is widely known. In order to improve the detection accuracy of the vehicle speed, it is required to increase the positional accuracy of the speed sensor with respect to the transmission mechanism. Therefore, as disclosed in Patent Document 1, as an example of a speed sensor mounting structure, a mode in which a speed sensor is mounted on a bracket that is positioned with high accuracy with respect to a transmission case is known.

JP-A-4-163286 JP 2005-30549 A

  When the change shaft is supported by the chain cover, not only the bracket but also the position accuracy of the chain cover with respect to the transmission case must be increased in order to improve the feeling of shifting operation. For this reason, the manufacturing process of the saddle riding type vehicle becomes complicated. Further, in order to improve the speed change feeling, the chain cover needs to have sufficiently high rigidity to support the change shaft. For this reason, it is necessary to take measures such that the chain cover is made of metal. Since the chain cover is a part for covering the sprocket and the chain, it is relatively large. Therefore, if the chain cover is made of metal for improving the rigidity, the weight and cost of the saddle riding type vehicle increase.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to simplify the vehicle manufacturing process and increase the weight and cost of the vehicle while increasing the positional accuracy of the change shaft and the speed sensor.

  The present invention has been made to achieve the above object. A straddle-type vehicle according to the present invention includes a transmission mechanism that shifts and outputs rotation generated by a power source, a chain that transmits rotation of an output shaft of the transmission mechanism to driving wheels, and a chain cover that covers the chain A change shaft that rotates according to the operation of the occupant, operates the transmission mechanism according to the operation, a transmission case that houses the transmission mechanism and the transmission operation mechanism, A speed sensor for detecting the rotational speed of the output shaft of the speed change mechanism; a bracket for positioning the speed sensor in the vicinity of the output shaft protruding from one side wall of the transmission case and attaching to the outer surface of the one side wall; One end portion of the change shaft projects from the one side wall of the transmission case and is rotated by a support portion provided integrally with the bracket. Capable supported, the bracket is made of metal the chain cover is made of resin.

  According to the said structure, since the speed sensor is positioned in the vicinity of an output shaft using a bracket, the position accuracy with respect to the speed change mechanism of a speed sensor can be made high. For this reason, the detection accuracy of the vehicle speed can be increased. In addition, since the bracket is integrally provided with a support portion that rotatably supports the change shaft and the bracket is made of metal and is relatively difficult to bend and deform, the position accuracy of the change shaft with respect to the transmission mechanism is increased. Since the support rigidity of the change shaft can be increased, the shift operation feeling is improved. Thus, if the bracket fulfills the function of supporting the change shaft, it is possible to reduce the accuracy of attaching the chain cover that has conventionally fulfilled the function. For this reason, the manufacturing process of a saddle-ride type vehicle can be simplified. In addition, the rigidity of the chain cover that has conventionally fulfilled this function need not be increased. Then, the freedom degree of selection of the material of a chain cover improves. Therefore, the weight and cost of the vehicle can be reduced by making the chain cover resin.

  The shift operation mechanism includes a shift operation input member operated by an occupant, a lever attached to the one end of the change shaft, and pulls the lever according to an operation on the shift operation input member, thereby changing the change A link member that rotates the shaft, and the support portion of the bracket includes a journal portion that rotatably supports the change shaft, and an extension portion that is bent and extends from the journal portion, A fastening portion for fastening the bracket to the transmission case may be provided at a distal end portion of the existing portion, and the extending direction of the extending portion may be substantially the same as the pulling direction by the link.

  According to the said structure, the load which acts on a change shaft and a bracket from a conversion mechanism can be received by compression of an extension part. Therefore, the support rigidity of a support part becomes high.

  The bracket has a first branch portion and a second branch portion that are bifurcated at an upper end portion, and the bracket is attached to the front end portion of the first branch portion and the front end portion of the second branch portion, respectively. A fastening portion for fastening to the case may be provided.

  According to the said structure, a bracket can be fixed firmly.

  The bracket has three fastening portions divided into an upper end portion and a lower end portion, and an opening portion provided in a central portion, and the opening portion is in a region of a triangle in a side view formed by the three fastening portions. At least a portion thereof may be disposed, and the end of the output shaft of the speed change mechanism may be received in the opening.

  According to the above configuration, since the end of the output shaft is received in the opening, the maintenance worker can visually recognize the output shaft through the opening, and the maintenance workability is improved. Since the opening is disposed in a triangular region formed by the three fastening portions, the positional accuracy of the opening with respect to the output shaft can be increased. For this reason, visibility can be ensured.

  The shift operation mechanism has a shift drum device and a shift fork for operating the transmission according to the rotation of the change shaft, and the transmission case has the shift fork around the shift drum device. A front shift rod and a rear shift rod for supporting are housed, and a drum presser that restricts the movement of the shift drum device in the horizontal direction on the other side wall of the transmission case, and the horizontal direction of the front shift rod. A single presser plate having a front rod presser that restricts movement and a rear rod presser that restricts movement of the rear shift rod in the left-right direction may be combined.

  According to the configuration, the shift drum device, the shift fork supported by the front shift rod, and the shift fork supported by the rear shift rod are stabilized in the left-right direction position, so that it is possible to maintain a feeling of speed change operation. The movement of these three types of elements in the left-right direction can be restricted by a single part, and the number of parts can be reduced and the manufacturing process of the saddle riding type vehicle can be prevented from becoming complicated.

  As is apparent from the above description, according to the present invention, it is possible to simplify the vehicle manufacturing process and reduce the weight and cost of the vehicle while increasing the positional accuracy of the change shaft and the speed sensor.

1 is a left side view of a motorcycle shown as an example of a saddle riding type vehicle according to an embodiment of the present invention. FIG. 2 is a left side view around the transmission case shown in FIG. 1. It is a left view which shows the state which removed the chain cover from FIG. It is a left view which expands and shows the bracket, drive sprocket, and change shaft which are shown in FIG. It is sectional drawing of the transmission case cut | disconnected and shown along the VV line | wire of FIG.3 and FIG.6. FIG. 2 is a right side view around the transmission case shown in FIG. 1. It is sectional drawing of the transmission case shown cut | disconnected along the VII-VII line of FIG.3 and FIG.6. It is sectional drawing of the transmission case shown cut | disconnected along the VIII-VIII line of FIG.3 and FIG.6. FIG. 7 is a right side view of the periphery of the shift drum device with the change lever, ratchet plate, and cover plate removed from FIG. 6.

  Hereinafter, embodiments of the present invention will be described. The same or corresponding elements are denoted by the same reference numerals throughout all the drawings, and redundant description is omitted. The concept of direction in the following description is based on a direction viewed from a driver riding a motorcycle shown as an example of a saddle riding type vehicle according to an embodiment of the present invention.

(Overall structure of motorcycle)
FIG. 1 is a left side view of a motorcycle 1 shown as an example of a saddle riding type vehicle according to an embodiment of the present invention. As shown in FIG. 1, the motorcycle 1 includes a front wheel 2, a rear wheel 3, and a vehicle body frame 4 disposed between the front and rear wheels 2 and 3 in the front-rear direction. The vehicle body frame 4 includes a head pipe 5 and a pair of left and right side frames 6 (see FIG. 4 for the right side frame) that are bent after extending rearward from the head pipe 5 and bent downward.

  The front wheel 2 is connected to the handle 8 via a front fork 7 extending upward from the front wheel 2. The head pipe 5 rotatably supports a steering shaft 10 connected to the handle 8 via a bracket 9, whereby the front wheel 2 is supported on the vehicle body frame 4 so as to be able to turn. The left and right side frames 6 are connected to the left and right pivot brackets 11 (see FIG. 4 for the right pivot bracket) at the lower end and the rear end. The pivot bracket 11 sandwiches the front end portion of the swing arm 12 and supports the swing arm 12 so as to be swingable. The swing arm 12 rotatably supports the rear wheel 3 at the rear end portion, and thereby the rear wheel 3 is supported by the vehicle body frame 4 so as to be swingable.

  The motorcycle 1 includes an engine 13 as a power source that rotationally drives the drive wheels, and includes a transmission 14 and a chain 15 as a power transmission device that transmits the rotation generated by the power source to the drive wheels. In the present embodiment, the rear wheel 3 is a driving wheel and the front wheel 2 is a driven wheel. In addition, the power transmission device includes a clutch for releasably connecting the engine 13 to the transmission 14 and a primary speed reduction mechanism for decelerating the rotation generated by the engine 13 and transmitting it to the clutch. The rotation generated by the engine 13 is transmitted to the transmission 14 via the primary speed reduction mechanism and the clutch, and the transmission 14 shifts and outputs the rotation generated by the engine 13. The rotation output from the transmission 14 is transmitted to the rear wheel 3 through the chain 15.

  The engine 13 includes an engine main body 16 in which one or more pistons (not shown) are reciprocally accommodated, and a crankcase that is connected to a lower end portion of the engine main body 16 and rotatably supports a crankshaft 41 (see FIG. 2). 17. The engine 13 according to the present embodiment is L-shaped when viewed from the left side, the crank axis extends in the left-right direction, the cylinder axis extends upward as viewed from the crank axis, and the upper end of the engine 11 is the front end of the left and right side frames 6. It is suspended in the department.

  The transmission 14 is accommodated in a transmission case 18 provided integrally with the rear portion of the crankcase 17, and the transmission case 18 is fastened to the front portions of the left and right pivot brackets 11 at the rear end portion. The transmission 14 may be of any type as long as the gear stage can be switched according to the driver's gear change request using the rotation of the change shaft 33 described later. In the present embodiment, as an example, a manual type, a multistage type (for example, five forward stages and a neutral stage), a sequential type, a parallel shaft type, a non-synchronous type, and a constant meshing type are applied to the transmission 14.

  The chain 15 is wound around a drive sprocket 19a (see FIG. 2) attached to the transmission 14 and a driven sprocket 19b attached to the rear wheel 3. The drive sprocket 19a is arranged on the left outside of the transmission case 18, and the tension side line 15a and the slack side line 15b of the chain 15 extend forward and away from the driven sprocket 19b, between the left and right pivot brackets 11. And reaches the drive sprocket 19a.

  A chain cover 20 is attached to the left wall of the transmission case 18. The chain cover 20 is disposed in front of the left pivot bracket 11 and covers the drive sprocket 19a and a portion of the chain 15 in front of the left pivot bracket 11 from the left.

  The motorcycle 1 includes a fuel tank 21 in which fuel of the engine 13 is stored, a seat 22 on which a driver is seated in a riding posture, and a pair of left and right foot steps 23 (only the left is illustrated) disposed below the seat 22. I have. The fuel tank 21 is disposed behind the handle 8 and supported on the left and right side frames 6 to cover the engine 13 from above. The seat 22 is disposed behind the fuel tank 21. The left and right foot steps 23 are respectively attached to the lower ends of the left and right pivot brackets 11 and protrude outward in the vehicle width direction. When manipulating the motorcycle 1, the driver sits across the seat 22, grasps a pair of left and right grips attached to the left and right ends of the handle 8, and pushes both knees to the rear of the fuel tank 21. Put both feet on the left and right footsteps 23 respectively. The driver can turn the front wheel 2 by turning the handle 8 about the axis of the steering shaft 10. The driver can adjust the intake air amount (and consequently the engine speed and the vehicle speed) supplied to the engine 13 by twisting the right grip (throttle grip) of the handle 8. The driver can pull the clutch lever 24 attached in front of the left grip of the handle 8 to disengage the clutch in the normal engagement state and disconnect the transmission 14 from the engine 13. .

  The motorcycle 1 includes a speed change operation mechanism 30 that operates the transmission 14 in accordance with a driver's operation. The shift operation mechanism 30 changes a shift pedal 31 operated by the driver, a change shaft 33 that is rotationally driven according to the operation of the shift pedal 31 by the driver, and a driver operation input to the shift pedal 31. A conversion mechanism 32 that converts the rotation of the shaft 33 is included.

  The shift pedal 31 is disposed in front of the left foot step 23. When the driver operates the shift pedal 31 with the left foot, the transmission 14 is operated by the operation of the transmission operation mechanism 30, thereby switching the gear set in the transmission 14. Thus, the shift pedal 31 is a shift operation input member for the driver to input a shift request. The shift pedal 31 overlaps the chain cover 20 in a side view, and is disposed on the left side (outward in the vehicle width direction) of the chain cover 20. For this reason, the left cover of the driver can be protected from the chain 15 and the drive sprocket 19a by the chain cover 20.

  The transmission case 18 accommodates a part of the speed change operation mechanism 30. As shown in the figure, the shift pedal 31 needs to be operated by the driver, and is therefore arranged on the left outside of the transmission case 18. Since the conversion mechanism 32 also needs to be mechanically coupled to the shift pedal 31, it is disposed on the left outside of the transmission case 18. The left end portion of the change shaft 33 protrudes from the left wall of the transmission case 18, and is mechanically connected to the conversion mechanism 32 on the outer left side of the transmission case 18. The right end portion of the change shaft 33 penetrates the transmission case 18 and protrudes from the right wall of the transmission case 18 (see FIGS. 4 and 5). The right end portion of the change shaft 33 is connected to other components (for example, the shift lever 34, the shift drum 35, etc.) of the speed change operation mechanism 30, and the component causes the transmission 14 to rotate according to the rotation of the change shaft 33. Make it work.

(Configuration on the left side of the transmission case)
FIG. 2 is a left side view of the periphery of the transmission case 18 shown in FIG. As shown in FIG. 2, the crankcase 17 rotatably supports a crankshaft 41 extending in the left-right direction. The crankshaft 41 is accommodated in the crankcase 17 except for the left end and the right end. The transmission 14 has an input shaft 42, an output shaft 43, and a transmission gear 44 (see FIG. 5). The input shaft 42 and the output shaft 43 are disposed substantially parallel to the crankshaft 41 and extend in the left-right direction. The input shaft 42 is housed in the transmission case 18 except for the right end (see also FIG. 4), and the output shaft 43 is housed in the transmission case 18 except for the left end (see also FIGS. 3 and 4). In the present embodiment, the integrated crankcase 17 and transmission case 18 are coupled so as to be approximately split into two in a direction perpendicular to the crank axis, and the dividing line extends in the front-rear direction in a side view. The crankshaft 41, the input shaft 42, and the output shaft 43 are arranged in this order from the front, and are all located on the dividing line.

  An AC generator 45 driven by the crankshaft 41 is attached to the left end portion of the crankshaft 41. The AC generator 45 is disposed on the left outside of the crankcase 17, and a generator cover 46 that covers the left end portion of the crankshaft 41 and the AC generator 45 is fastened to the left wall of the crankcase 17. The generator cover 46 covers the front part and the upper part of the left wall of the integrated crankcase 17 and transmission case 18 widely. The generator cover 46 is disposed in front of the chain cover 20, and in this embodiment, the covering range of the generator cover 46 and the covering range of the chain cover 20 are adjacent to each other without overlapping each other. Yes. The chain cover 20 is sandwiched between the generator cover 46 and the left pivot bracket 11 in the front-rear direction, and is relatively long in the up-down direction.

  The chain cover 20 covers the output shaft 43, the drive sprocket 19a, and the chain 15 from the left side. Furthermore, the chain cover 20 covers the bracket 100 fastened to the left wall of the transmission case 18, the speed sensor 47 (see FIG. 3) attached to the bracket 100, the cable 50, and the like from the left side. The peripheral configuration of the bracket 100 will be described in detail later with reference to FIG.

  The shift pedal 31 and the conversion mechanism 32 are disposed on the outer left side of the chain cover 20. The change shaft 33 is disposed between the input shaft 42 and the output shaft 43 in the front-rear direction and below the outer peripheral edge of the drive sprocket 19a, and is not covered by the generator cover 46 and the chain cover 20. The chain cover 20 has a bracket insertion portion 20a formed by notching the front lower end portion upward, and the lower end portion of the bracket 100 projects downward from the inside of the chain cover 20 via the bracket insertion portion 20a. The exposed part is exposed to the left.

  The left end portion of the change shaft 33 protrudes to the left from the left wall of the transmission case 18 for connection to the conversion mechanism 32, and is disposed below the bracket insertion portion 20a. The left end portion of the change shaft 33 is not directly supported by the chain cover 20 but is rotatably supported by the exposed portion of the bracket 100. As described above, the bracket 100 is integrally provided with the support portion 107 that supports the left end portion of the change shaft 33, and the exposed portion forms the support portion 107.

(Bracket configuration)
FIG. 3 is a left side view showing a state in which the chain cover 20 is removed from FIG. 4 is an enlarged left side view of the bracket 100, the drive sprocket 19a, and the change shaft 33 shown in FIG. 5 is a cross-sectional view of the transmission case 18 cut along the line VV in FIG. 3 (the line VV is also shown in the right side view of FIG. 6). As shown in FIGS. 3 and 4, a speed sensor 47 that detects the rotational speed of the output shaft 43 and the bracket 100 described above are provided inside the chain cover 20. The bracket 100 is a component for positioning the speed sensor 47 in the vicinity of the output shaft 43 protruding from the left wall of the transmission case 18 and attaching the speed sensor 47 to the left wall of the transmission case 18.

  The bracket 100 is made of metal such as steel, cast iron, or aluminum alloy, and is relatively long in the vertical direction. The bracket 100 includes fastening portions 101 to 103 that are fastened to the left wall of the transmission case 18 at each of an upper end portion and a lower end portion. The fastening portions 101 to 103 have through holes (not shown in detail) having a circular cross section extending in the left-right direction so that the bolts 91 are inserted from the left. The upper fastening portions 101 and 102 are disposed above the outer peripheral edge of the drive sprocket 19a, and the lower fastening portion 103 is disposed below the outer peripheral edge of the drive sprocket 19a. The bracket 100 is disposed so as to partially cover the drive sprocket 19a from the left outer side.

  The bracket 100 has an opening 104 penetrating in the left-right direction at the center, and the output shaft 43 is disposed at the back of the opening 104. The opening 104 has a circular cross section and is arranged substantially coaxially with the output shaft 43. The upper fastening portions 101 and 102 are arranged so as to be lined up in the front-rear direction, and the lower fastening portion 103 is disposed below these fastening portions 101 and 102, and at least a part of the opening 104 is The three fastening portions 103 are arranged in a region of a triangle in a side view formed by connecting the three fastening portions 103. Thereby, the positional accuracy of the opening 104 with respect to the output shaft 43 and the nut 49 is increased as compared with the case where the opening 104 is disposed outside the region. Thereby, the visibility of the output shaft 43 through the opening 104 is improved, and the detection accuracy of the speed sensor 47 can be increased.

  As shown in FIG. 5, the left end portion of the output shaft 43 projects leftward from a journal portion 48 provided on the left wall of the transmission case 18. On the outer peripheral surface of the left end portion of the output shaft 43, a spline 43a and a male screw 43b are formed so as to be aligned in the left-right direction (axial direction). The drive sprocket 19a is fitted in the right spline groove 43a, and a nut 49 is tightened in the left male screw groove 43b. The drive sprocket 19 a is fixed on the output shaft 43 by tightening the nut 49. When the output shaft 43 rotates, the drive sprocket 19a and the nut 49 rotate together with the output shaft 43. The inner surface (right side surface) of the bracket 100 is disposed on the left side of the drive sprocket 19a, and the nut 49 is received in the opening 104 of the bracket 100.

  As shown in FIG. 4, the nut 49 has a polygonal outer shape. In addition, although the case where the outer shape of the nut 49 is substantially rectangular is illustrated in FIG. 4, other shapes such as a hexagon may be used. The speed sensor 47 is fixed to the outer surface (left side surface) of the bracket 100 with a bolt 92. The speed sensor 47 detects the rotational phase of the nut 49 that rotates together with the output shaft 43. For this reason, the speed sensor 47 is disposed around the opening 104. The speed sensor 47 is mechanically and electrically connected to the cable 50 for power supply and signal transmission. A power supply battery (not shown) and a controller (not shown) for inputting a signal from the speed sensor 47 are disposed at appropriate positions above the transmission case 18, and the cable 50 is connected to the speed sensor 47. It is routed so as to extend generally upward. Therefore, the speed sensor 47 is disposed at the upper edge portion around the opening 104.

  As shown in FIG. 5, the bracket 100 has a sensor stay portion 105 to which the speed sensor 47 is attached at the upper edge portion of the opening 104. The speed sensor 47 according to the present embodiment has a flat mounting surface 47a installed on the bracket 100, and the sensor stay portion 105 has a flat stay surface 105a in surface contact with the mounting surface 47a. The stay surface 105 a is displaced in the left-right direction from the outer surface (left side surface) of the peripheral portion of the sensor stay portion 105. In the present embodiment, the stay surface 105a protrudes leftward from the peripheral portion, and therefore, the sensor stay portion 105 as a whole protrudes leftward from the peripheral portion.

  The speed sensor 47 according to the present embodiment is of an electromagnetic pickup type, has a pickup part 47b protruding from the mounting surface 47a, and the bracket 100 has a slit 106 that penetrates the sensor stay part 105. The left side of the slit 106 is opened to the stay surface 105 a, and the right side of the slit 106 is opened to the inside of the opening 104. The speed sensor 47 is coupled to the bracket 100 using a bolt 92 (see FIG. 4) in a state where the pickup portion 47b is inserted through the slit 106 and the mounting surface 47a is in surface contact with the stay surface 105a. As a result, the pickup portion 47 b comes close to and faces the side surface of the nut 49 in the radial direction of the output shaft 43 inside the opening 104. The speed sensor 47 detects the apex position of the nut 49 with the pickup unit 47 b, thereby detecting the rotation angle and / or rotation speed of the output shaft 43 that rotates together with the nut 49.

  In order to increase the detection accuracy of the speed sensor 47, it is required to provide the speed sensor 47 in the transmission case 18 so that the positional deviation of the pickup portion 47b with respect to the nut 49 is minimized. Therefore, the dimensional tolerance of the bracket 100 with respect to the transmission case 18 is set strictly, and the bracket 100 is precisely positioned on the left wall of the transmission case 18 using positioning means (not shown) such as a knock pin. In addition, the output shaft 43 is rotatably supported by the transmission case 18, and the dimensional tolerance with respect to the transmission case 18 of the output shaft 43 is also set severely.

  The speed sensor 47 has a fixed portion 47c having a cross section larger than that of the tip portion at the base portion of the pickup portion 47b. The fixing portion 47c is press-fitted into the slit 106, whereby the speed sensor 47 is precisely positioned on the bracket 100. Thus, since the bracket 100 is precisely positioned with respect to the transmission case 18 and the speed sensor 47 is precisely positioned with respect to the transmission case 18, the positional deviation of the pickup portion 47b with respect to the nut 49 is reduced. Can do. For this reason, the detection accuracy of the speed sensor 47 can be increased. In the present embodiment, the bracket 100 has a sensor stay portion 106 for attaching the speed sensor 47, and a slit 107 is provided in the sensor stay portion 106. Therefore, if only the sensor stay portion 106 is increased in processing accuracy, the positional accuracy of the speed sensor 47 with respect to the bracket 100 and the transmission case 18 can be increased. Even if the processing accuracy of the entire bracket 100 is not increased, the positional accuracy of the speed sensor 47 can be ensured, so that the manufacture of the bracket 100 and the position management of the speed sensor 47 can be prevented from becoming complicated.

  As described above, the bracket 100 is integrally provided with the support portion 107 that rotatably supports the left end portion of the change shaft 33 protruding from the left wall of the transmission case 18. Since the change shaft 33 is supported by the support portion 107 of the bracket 100 that is precisely positioned with respect to the transmission case 18 as described above, the positional accuracy of the change shaft 33 with respect to the transmission 14 is increased. In addition, since the bracket 100 is made of metal, it is relatively difficult to bend and deform, and thus the support rigidity of the change shaft 33 is increased. As a result, the shift operation feeling can be improved. In this way, if the bracket 100 fulfills the function of supporting the change shaft 33, the mounting accuracy of the chain cover 20 (see FIG. 2) that has conventionally fulfilled the function can be lowered. For this reason, the manufacturing process of the motorcycle 1 can be simplified. The bracket 100 is conventionally attached to the transmission case 18 with high positional accuracy in order to ensure the positional accuracy of the speed sensor 47.

  Furthermore, it is not necessary to increase the rigidity of the chain cover 20 (see FIG. 2) that has conventionally fulfilled this function. Then, the degree of freedom in selecting the material of the chain cover 20 (see FIG. 2) is improved, and a lighter and cheaper material can be selected. In this embodiment, the chain cover 20 (see FIG. 2) is not used to support the change shaft 33, and the chain cover 20 (see FIG. 2) is made of synthetic resin. Thereby, the weight and cost of the motorcycle 1 can be suppressed.

  As shown in FIG. 4, the bracket 100 includes a first branching portion 108 and a second branching portion 109 that are divided into two portions at the upper portion, particularly at a portion above the sensor stay portion 106. The 1st branch part 108 and the 2nd branch part 109 are extended in the up-down direction along with right and left. In the present embodiment, the change shaft 33 is disposed below the input shaft 42 and the output shaft 43, and a shift drum device 35 (see FIG. 6) described later is disposed above the input shaft 42 and the output shaft 43. As will be described later, the left wall of the transmission case 18 is provided with a non-through boss hole 66 (see FIG. 7) for rotatably supporting the left end portion of the drum body 63 (see FIG. 7) of the shift drum device 36. It has been. By dividing the upper portion of the bracket 100 into two parts, it is possible to avoid interference between the arrangement structure and the bracket 100 while arranging the shift drum device 35 above the input shaft 42 and the output shaft 43. .

  As described above, the two fastening portions 101 and 102 are provided on the upper portion of the bracket 100. One fastening portion 101 is provided at the distal end portion of the first branch portion 108, and the other fastening portion 102 is provided at the distal end portion of the second branch portion 109. With this structure, the upper portion of the bracket 100 can be firmly fixed to the left wall of the transmission case 18 while reducing the weight of the bracket 100.

  On the other hand, the cable 50 extends upward from the speed sensor 47 and is disposed in a space formed between the first branch portion 108 and the second branch portion 109 in the front-rear direction. As described above, the cable 50 is routed by effectively utilizing the space between the first branching portion 108 and the second branching portion 109, thereby arranging the cable 50 so as to smoothly extend in the vertical direction. In addition, the cable 50 can be protected by the branch portions 108 and 109.

  The tip of the first branch 108 is different from the tip of the second branch 109 in the vertical position. In the present embodiment, the tip of the right first branch portion 108 is located above the tip of the second branch portion 109. A cable clamp 51 is fastened together with a fastening portion 101 of a branch portion (for example, the first branch portion 108) arranged at a high level. The cable clamp 51 extends in the front-rear direction, and is directed from the fastening portion 101 toward the side where the other branch portion (for example, the second branch portion 109) is disposed. The cable 50 is held by a cable clamp 51. When this structure is adopted, the parts for fixing the cable clamp 51 to the transmission case 18 can be reduced. Further, since the cable clamp 51 extends from the tip of one branch portion (for example, the first branch portion 108) toward the other branch portion (for example, the second branch portion 109), the pair of branch portions 108, The cable 50 extending in the vertical direction between 109 can be satisfactorily held. Furthermore, since the cable clamp 51 is fixed to the distal end portion of the branch portion (for example, the first branch portion 108) arranged at the high level, it interferes with the branch portion (for example, the second branch portion 109) arranged at the low level. There is no risk of doing so. The cable clamp 51 also holds a wiring 51 connected to a sensor for detecting a gear position (in particular, the N position).

  A penetrating first upper viewing window 110 and a second upper viewing window 111 are provided in the root portion of the first branching portion 108 and the root portion of the second branching portion 109, respectively. These viewing windows 110 and 111 are arranged so as to overlap the upper part of the outer peripheral edge of the drive sprocket 19a in the left-right direction. For this reason, the maintenance worker can visually recognize and access the drive sprocket 19a and the chain 15 through the viewing windows 110 and 111 with the chain cover 20 (see FIG. 2) removed. Thereby, the maintenance work of the drive sprocket 19a and the chain 15 can be easily performed. The first upper viewing window 110 provided in the first branching portion 108 overlaps with the portion where the tension side line 15a begins to bite into the drive sprocket 19a in the left-right direction, and the first upper viewing window 110a passes through the first upper viewing window 110. The part is visible.

  The cable 50 extends in the vertical direction between the first upper viewing window 110 and the second upper viewing window 111 in the front-rear direction, and does not overlap the viewing windows 110 and 111 in the left-right direction. For this reason, the cable 50 does not interfere with the maintenance work, and it is possible to prevent foreign matter such as mud scraped up by the chain 15 from being applied to the cable 50 through the viewing windows 110 and 111 and being damaged. .

  The lower part of the bracket 100 extends downward while tilting slightly forward from the opening 104, then bends, and faces backward while tilting downward. The periphery of the bent portion and the portion extending rearward while tilting downward from the bent portion constitute the support portion 107 described above. A lower viewing window 112 is provided between the opening 104 and the support 107 at the lower portion of the bracket 100. The lower viewing window 112 is disposed so as to overlap the lower portion of the outer peripheral edge of the drive sprocket 19a in the left-right direction. Therefore, the maintenance worker can visually recognize and access the drive sprocket 19a and the chain 15 through the lower viewing window 112 with the chain cover 20 (see FIG. 2) removed. Thereby, the maintenance work of the drive sprocket 19a and the chain 15 can be easily performed. The lower viewing window 112 overlaps in the left-right direction with the portion where the slack side line 15b moves away from the drive sprocket 19a, so that the portion can be seen through the lower viewing window 112.

  Thus, the maintenance work can be easily performed using the three viewing windows 110 to 112. Moreover, the bracket 100 can be reduced in weight by providing such viewing windows 110 to 112. However, since it is possible to reduce the weight even when not penetrating, at least one of these three viewing windows may be replaced with a non-penetrating thin portion.

  As shown in FIG. 2, as described above, the chain cover 20 has the bracket insertion part 20 a, the lower part of the bracket 100 extends substantially downward from the bracket insertion part 20 a, and the support part 107 is below the chain cover 20. Is arranged. The lower half of the lower viewing window 112 is located below the bracket insertion portion 20a and is exposed to the left even when the chain cover 20 is attached. For this reason, the maintenance worker can easily perform the maintenance work of the drive sprocket 19a and the slack side line 15b through the lower viewing window 112 even when the chain cover 20 is removed as well as in the attached state. It can be carried out.

  On the other hand, the chain cover 20 covers substantially the entire first branch portion 108 and second branch portion 109 (see FIG. 4). For this reason, the cable 50 and the cable clamp 51 (see FIG. 3) disposed therebetween are also covered with the chain cover 20. Therefore, the cable 50 can also be protected by the chain cover 20.

  The chain cover 20 has a first slit 20b that penetrates to expose at least a part of the opening 104, and a second slit 20c that penetrates to expose at least a part of the first upper viewing window 110. The first slit 20 b is provided so as to expose the lower part of the opening 104. Thereby, it is possible to both protect the speed sensor 47 with the chain cover 20 and expose the opening 104. The 2nd slit 20c is located above the 1st slit 20b, and is provided so that the lower half part of the 1st upper side observation window 110 may be exposed. For this reason, the maintenance worker can perform the maintenance work of the nut 49 through the first slit 20b and the opening 104 even when the chain cover 20 is removed as well as in the attached state. Similarly, the maintenance work of the drive sprocket 19a and the tension side line 15a can be easily performed through the second slit 20c and the first upper viewing window 110.

(Change shaft support structure)
As shown in FIG. 4, the support portion 107 of the bracket 100 includes a journal portion 113 that rotatably supports the left end portion of the change shaft 33, and an extension portion 114 that extends rearward while tilting downward from the journal portion 113. And have. The journal portion 113 is provided at the lower portion of the bracket 100 and at the above-described bent portion, and is disposed below the lower viewing window 112.

  As shown in FIG. 5, the change shaft 33 extends in the left-right direction, like the crankshaft 41 (see FIG. 2), the input shaft 42, and the output shaft 43. The right end portion of the change shaft 33 is rotatably supported by a right journal portion 52 provided on the right wall of the transmission case 18 and projects rightward from the right journal portion 52. The left end portion of the change shaft 33 is rotatably supported by a left journal portion 53 provided on the left wall of the transmission case 18 and protrudes leftward from the left journal portion 53. The left and right journal portions 52 and 53 are provided in the lower half portion of the transmission case 18 that can be roughly divided into two in the vertical direction, and have a circular cross section.

  When the drive sprocket 19 a is disposed on the left outside of the left wall of the transmission case 18, the left end portion of the change shaft 33 needs to extend further to the left than the drive sprocket 19 a covered with the bracket 100. For this reason, the protrusion amount from the left wall of the left end part of the change shaft 33 is larger than the protrusion amount from the right wall of the right end part. The left end portion of the change shaft 33 extends leftward from the drive sprocket 19a, is inserted through the journal portion 113 of the bracket 100, and protrudes further leftward from the outer surface (left side surface) of the bracket 100. The journal portion 113 of the bracket 100 is formed in a cylindrical shape with both left and right ends open, and has a circular cross section. A cylindrical metal collar 54 is fitted into the journal portion 113, and the left end portion of the change shaft 33 is rotatably inserted inside the collar 54. As a result, the left end portion of the change shaft 33 is rotatably supported by the left journal portion 53 of the transmission case 18 and the journal portion 113 of the bracket 100. As described above, the left end portion of the change shaft 33 is supported by the two journal portions 53 and 113 that are separated in the left-right direction, so that twisting and bending due to rotation can be suppressed despite a large amount of protrusion from the left wall. Can do. Therefore, the shift operation feeling can be improved.

  As shown in FIG. 4, the left end portion of the change shaft 33 protrudes leftward from the journal portion 113, and a lever 55 that is mechanically connected to the conversion mechanism 32 is fixed to the protruding portion. The conversion mechanism 32 includes a link member 56 that moves in a substantially front-rear direction in response to an operation of the shift pedal 31, and the lever 55 is slidably connected to the front end portion of the link member 56. When the shift pedal 31 is operated and the link member 56 operates, the lever 55 is pulled by the link member 56 and the change shaft 33 rotates. The support portion 107 of the bracket 100 supports the change shaft 33 in the vicinity of the pole where the rotational force is input to the change shaft 33. Therefore, when the speed change operation feeling is improved as described above, the journal portion 113 has a radial load, particularly in a direction in which the link member 56 pulls the lever 55 (that is, a substantially front-rear direction in which the link member 56 operates). A load acts.

  As described above, the support portion 107 of the bracket 100 according to the present embodiment has the extending portion 114 that extends backward from the journal portion 113 while being inclined downward. The extending direction of the extending part 114 substantially coincides with the direction of the main load acting on the support part 107 of the bracket 100 when the shift pedal 31 is operated. Then, the support part 107 of the bracket 100 can receive the load by the compression of the extension part 114. For this reason, the support rigidity of the change shaft 33 is increased, and the shift operation feeling can be improved satisfactorily.

  The extension portion 114 has a thinned portion 115 having a smaller plate thickness than the peripheral portion thereof, and conversely, the thickness of the bent portion immediately behind the journal portion 113 is larger than the thickness of the thinned portion 115. large. As a result, the bracket 100 can be made as light as possible, and even when stress concentration occurs at the bent portion as the change shaft 33 rotates, it can withstand this.

(Configuration on the right side of the transmission case)
FIG. 6 is a right side view of the periphery of the transmission case 18 shown in FIG. As shown in FIG. 6, an annular peripheral wall 61 protrudes rightward from the right wall of the integrated crankcase 17 and transmission case 18 in a side view. A region surrounded by the right wall and the peripheral wall 61 of the integrated cases 17 and 18 is covered with a clutch cover (not shown) attached to the right end of the peripheral wall 61, thereby closing the closed clutch chamber 62. Form. In FIG. 6, the illustration of the clutch cover is omitted to illustrate the inside of the clutch chamber 62. The right end portion of the crankshaft 41 and the right end portion of the input shaft 42 protrude rightward from the right wall of the integrated cases 17 and 18 and are disposed in the clutch chamber 46. The right end portion of the input shaft 42 is provided with driven elements of the clutch (not shown) and the primary reduction mechanism (not shown), and the clutch and the primary reduction mechanism are arranged in the clutch chamber 62.

  The shift operation mechanism 30 includes a change lever 34, a shift drum device 35, a shift fork 36, and a shift sleeve 37 (see FIG. 5) in order to operate the transmission 14 according to the rotation of the change shaft 33. 7 to 9, the illustration of the change lever 34 is omitted for convenience of explanation. The right end portion of the change shaft 33 protrudes rightward from the right journal portion 52 and is disposed in the clutch chamber 62. Further, when the elements 34 to 37 on the downstream side of the change shaft 33 in the power transmission direction in the speed change operation mechanism 30 are projected in a side view, these elements 34 to 37 are also arranged in a region inside the peripheral wall 61. The change lever 34 engages with the right end portion of the change shaft 33 at the base end portion, and engages with the right end portion of the shift drum device 35 at the distal end portion.

  FIG. 7 is a cross-sectional view of the transmission case 18 cut along the line VII-VII in FIGS. 3 and 6. As shown in FIG. 7, the shift drum device 35 includes a drum main body 63 rotatably supported by the transmission case 18, a ratchet plate 64 attached to the right end portion of the drum main body 63, and a right end surface of the ratchet plate 64. And a cover plate 65 covering the. The left end portion of the drum body 63 is rotatably fitted in a non-penetrating boss hole 66 provided on the inner surface side of the left wall of the transmission case 18. The right end portion of the drum body 63 is received in a drum journal portion 67 provided on the right wall of the transmission case 18. The drum journal portion 67 is a through-hole having a circular cross section, and a bearing 68 that rotatably supports the right end portion of the drum body 63 is fitted into the drum journal portion 67. The bearing 68 has an annular right end surface, and the right end surface is disposed so as to be substantially flush with the outer surface (right side surface) of the right wall of the transmission case 18. A screw hole and a screw insertion hole are provided in the center of the right end of the drum body 63 and the center of the ratchet plate 64, and the cover plate 65 is attached to the drum body 63 with a bolt 93 inserted from the right side of the cover plate 65. At the same time, the ratchet plate 64 is fastened together with the drum body 63. The tip of the change lever 34 (see FIG. 6) described above constitutes a ratchet mechanism together with the ratchet plate 64. The change lever 34 determines the ratchet plate 64 in advance according to the rotation of the change shaft 33 (see FIG. 6). Rotate only the angular range.

  As shown in FIG. 6, a lever mechanism 75 (also shown in FIG. 7) that restricts the rotation of the ratchet plate 64 is provided above the shift drum device 34. A pair of front and rear shift rods 69 and 70 are provided below the shift drum device 34. Both shift rods 69 and 70 extend in the left-right direction. The front shift rod 69 supports one shift fork (not shown) so as to be slidable in the left-right direction, and the rear shift rod 70 supports two shift forks 36 (see FIGS. 5 and 8) in the left-right direction. Is slidably supported. Each of these shift forks 36 is fitted into a cam groove formed on the peripheral surface of the drum main body 63 at the base end portion, and is engaged with the shift sleeve at the tip end portion. The front shift fork engages with a shift sleeve (not shown) on the input shaft 42, and the two rear shift forks 36 are two shift sleeves arranged side by side on the output shaft 43. 37 (see FIG. 5). As described above, the transmission 14 according to the present embodiment is a multistage and sequential type, and when the drum body 63 rotates by a predetermined angle range, a required shift fork moves in the left-right direction by a cam action. The required shift sleeve moves in the left-right direction, so that the shift speed is switched to the next speed.

  FIG. 8 is a cross-sectional view of the transmission case 18 cut along the line VIII-VIII in FIGS. 3 and 6. As shown in FIG. 8, the front shift rod 69 and the rear shift rod 70 are pivot members that slidably support the shift fork 36, and may not be rotatable. The left end portion of the front shift rod 69 is inserted into a pin insertion hole 71 provided in the left wall of the transmission case 18, protrudes from the left wall of the transmission case 18, and is accommodated in the generator case 46. The right end portion of the front shift rod 69 is inserted into a pin insertion hole 72 provided in the right wall of the transmission case 18. The front shift rod 69 is disposed so that the right end surface thereof is substantially flush with the outer surface (right side surface) of the right wall. The left end of the rear shift rod 70 is received in a cylindrical boss 73 formed on the left wall of the transmission case 18. The left end portion of the rear shift rod 70 is inserted into a pin insertion hole 74 provided in the right wall of the transmission case 18 and protrudes rightward from the right wall.

  As shown in FIG. 5, the rear shift rod 70 is a hollow shaft, and has an axial hole 76 penetrating in the axial direction and a radial hole 77 opened in the journal portion 74 on the right wall of the transmission case 18. . The axial hole 76 and the radial hole 77 communicate with an oil passage 18 a formed in the upper half of the transmission case 18, and lubrication for supplying lubricating oil to the transmission gear 44 and the shift sleeve 36 on the output shaft 43. An oil passage 78 is formed. In order to prevent leakage of the lubricating oil, a pair of plugs 79a and 79b are press-fitted into the left end portion and the right end portion of the axial hole 76, respectively.

  FIG. 9 is a right side view of the periphery of the shift drum device 35 with the change lever 34, the ratchet plate 64, and the cover plate 65 removed from FIG. That is, FIG. 9 shows a stage during the assembly of the speed change operation mechanism 30 (after the drum body 63, the bearing 68, and the front and rear shift rods 69, 70 are attached, and the change lever 34, the ratchet plate 64, and the cover plate 65 are attached. It is a right view which shows the step before attachment. As shown in FIG. 9, these elements 68 to 70 are provided on the right wall of the transmission case 18 to restrict the bearing 68 (drum body 63) and the front and rear shift rods 69 and 70 from moving in the left-right direction. A presser plate 80 is coupled to prevent the gearbox case 18 from falling off to the right. The presser plate 80 contacts the outer surface (right side surface) of the right wall of the transmission case 18.

  The presser plate 80 includes a drum presser portion 81 for preventing the bearing 68 from dropping off, a front rod presser portion 82 for preventing the front shift rod 69 from dropping off, and a rear rod presser portion 83 for preventing the rear shift rod 70 from dropping off. And have. Conversely, the three pressing portions 81 to 83 that prevent the three elements 68 to 70 from dropping off are integrally provided on the pressing plate 80 that is a single component. For this reason, it is possible to maintain the shift operation feeling by reducing the left / right positional shift of the shift operation mechanism 30 while reducing the number of parts.

  As described above, the right end surface of the bearing 68 is formed in an annular shape, and the drum pressing portion 81 is formed in a downward arc shape. The outer diameter of the arc of the drum retainer 81 is larger than the outer diameter of the right end surface of the bearing 68, and the inner diameter of the arc of the drum retainer 81 is smaller than the outer diameter of the right end surface of the bearing 68. For this reason, the drum pressing portion 81 can cover the lower portion of the right end surface of the bearing 68 and the radially outer portion from the right side. Accordingly, the bearing 68 can be prevented from moving to the right, and the bearing 68 and the drum main body 63 can be prevented from falling off from the transmission case 18 to the right. Since the right end surface of the bearing 68 is substantially flush with the outer surface (right side surface) of the right wall of the transmission case 18 as described above, the movement of the bearing 68 can be well controlled by the presser plate 80.

  The front rod pressing portion 82 projects forward from the front tip portion of the drum pressing portion 81 and covers the rear half of the right end surface of the front shift rod 69 from the right side. Thereby, it is possible to restrict the front shift rod 69 from moving to the right, and to prevent the front shift rod 69 from falling off from the transmission case 18 to the right. Since the right end surface of the front shift rod 69 is substantially flush with the outer surface (right side surface) of the right wall of the transmission case 18 as described above, the press plate 80 restricts the movement of the front shift rod 69 well. can do.

  The right end portion of the rear shift rod 70 protrudes rightward from the right wall of the transmission case 18. In order to restrict the movement of the rear shift rod 70 arranged in this way, the rear rod pressing portion 83 is formed by cutting out the rear upper portion of the drum pressing portion 81 in a semicircular arc shape from the outer peripheral side. The rear shift rod 70 has a locking groove 70a continuous in the circumferential direction on the outer peripheral surface of the right end portion (see also FIG. 8). The inner diameter of the locking groove 70 a is substantially equal to the radius of curvature of the rear rod pressing portion 83. For this reason, the rear rod pressing portion 83 can bite into the locking groove 70 a and be locked to the rear shift rod 70.

  The retainer plate 80 is coupled to the right wall of the transmission case 18 using bolts 94 and 95. In the present embodiment, two bolts 94 and 95 are used, and the holding plate 80 includes a first fastening portion 84 into which one bolt 94 is inserted and a second fastening portion 85 into which the other bolt 95 is inserted. Have. The first fastening portion 84 projects downward from the outer peripheral portion of the drum presser portion 81, and the bolt 94 is inserted in the left-right direction so as to penetrate the first fastening portion 84 at a location away from the bearing 68 radially outward. Is included. The first fastening portion 84 is disposed between the front rod pressing portion 82 and the rear rod pressing portion 83 in the circumferential direction of the arc-shaped drum pressing portion 81. The second fastening portion 85 is provided at the rear end portion of the drum presser portion 81 and is disposed above the rear rod presser portion 83. The bolt 95 is inserted in the left-right direction so as to penetrate through the second fastening portion 85 at a location away from the bearing 68 and the rear shift rod 70 radially outward. By connecting the presser plate 80 to the transmission case 18 in this manner, the bolts 94 and 95 can be screwed into the transmission case 18 while avoiding interference with the three elements 68 to 70. The upper end portion of the second fastening portion 85 is close to the inner peripheral surface of the peripheral wall. Therefore, the second fastening portion 85 has a straight portion 86 formed by linearly cutting off the upper end portion in a side view. On the other hand, the inner peripheral surface of the peripheral wall 61 extends linearly in a side view around the location where the shift drum device 35 is disposed. For this reason, it is possible to move the straight portion 86 in the vertical direction and in the front-rear direction along the inner peripheral surface of the peripheral wall 61. Thereby, the rear rod pressing portion 83 and the locking groove 70a can be easily locked, and the position of the pressing plate 80 can be easily adjusted.

  Although the embodiment of the present invention has been described so far, the above configuration is merely an example, and can be appropriately changed within the scope of the present invention. Although the motorcycle is illustrated as an example of the saddle riding type vehicle in the above embodiment, the present invention can be applied to other types of saddle riding type vehicles such as a four-wheel buggy and a three-wheeled vehicle. Moreover, although the case where the engine was applied to the motive power source was illustrated, an electric motor may be applied to the motive power source instead of the engine, or an electric motor may be applied in addition to the engine. That is, the present invention can be applied not only to a vehicle driven by an engine but also to an electric vehicle and a hybrid vehicle.

  The present invention has the effect of simplifying the vehicle manufacturing process and reducing the weight and cost of the vehicle while increasing the positional accuracy of the change shaft and the speed sensor, and is rotated by the occupant's operation. The present invention is beneficial when applied to a straddle-type vehicle having a change shaft that has a shift operation mechanism that operates the speed change mechanism in response to the operation.

1 Motorcycle (saddle-ride type vehicle)
3 Rear wheels (drive wheels)
13 Engine (Power source)
14 Transmission 15 Chain 18 Transmission case 20 Chain cover 30 Shift operation mechanism 31 Shift pedal (shift operation input member)
32 Conversion mechanism 33 Change shaft 35 Shift drum device 36 Shift fork 43 Output shaft 47 Speed sensor 55 Lever 56 Link member 69 Front shift rod 70 Rear shift rod 80 Press plate 81 Drum presser part 82 Front rod presser part 83 Rear rod presser part 100 Brackets 101 to 103 Fastening portion 104 Opening portion 107 Support portion 108 First branch portion 109 Second branch portion 113 Journal portion 114 Extension portion

Claims (5)

A speed change mechanism for shifting and outputting the rotation generated by the power source;
A chain for transmitting the rotation of the output shaft of the speed change mechanism to the drive wheels;
A chain cover covering the chain;
A shift operation mechanism that has a change shaft that is rotated according to the operation of the occupant, and that operates the transmission mechanism according to the operation;
A transmission case housing the transmission mechanism and the transmission operation mechanism;
A speed sensor for detecting a rotation speed of the output shaft of the speed change mechanism;
A bracket for positioning the speed sensor in the vicinity of the output shaft projecting from one side wall of the transmission case and attaching to the outer surface of the one side wall;
One end portion of the change shaft protrudes from the one side wall of the transmission case and is rotatably supported by a support portion provided integrally with the bracket,
The bracket includes an opening for receiving an end of the output shaft of the speed change mechanism, and a sensor stay portion provided at a peripheral edge of the opening to which the speed sensor is attached, and the pickup of the speed sensor parts are you opposed to receptor has been said output shaft and radial to the opening, a straddle-type vehicle. A speed change mechanism for shifting and outputting the rotation generated by the power source;
A chain for transmitting the rotation of the output shaft of the speed change mechanism to the drive wheels;
A chain cover covering the chain;
A shift operation mechanism that has a change shaft that is rotated according to the operation of the occupant, and that operates the transmission mechanism according to the operation;
A transmission case housing the transmission mechanism and the transmission operation mechanism;
A speed sensor for detecting a rotation speed of the output shaft of the speed change mechanism;
A bracket for positioning the speed sensor in the vicinity of the output shaft projecting from one side wall of the transmission case and attaching to the outer surface of the one side wall;
One end portion of the change shaft protrudes from the one side wall of the transmission case and is rotatably supported by a support portion provided integrally with the bracket,
The shift operation mechanism includes a shift operation input member operated by an occupant, a lever attached to the one end of the change shaft, and pulls the lever according to an operation on the shift operation input member, thereby changing the change A link member for rotating the shaft,
The support portion of the bracket includes a journal portion that rotatably supports the change shaft, and an extending portion that is bent and extends from the journal portion, and the bracket is attached to the distal end portion of the extending portion. A fastening portion for fastening to the transmission case is provided,
The extending direction of the extending portion is substantially the same as the pulling direction by said link, straddle-type vehicle. The bracket has a first branch portion and a second branch portion that are bifurcated at the upper end,
The straddle-type vehicle according to claim 2, wherein a fastening portion for fastening the bracket to the transmission case is provided at each of a tip portion of the first branch portion and a tip portion of the second branch portion. . A speed change mechanism for shifting and outputting the rotation generated by the power source;
A chain for transmitting the rotation of the output shaft of the speed change mechanism to the drive wheels;
A chain cover covering the chain;
A shift operation mechanism that has a change shaft that is rotated according to the operation of the occupant, and that operates the transmission mechanism according to the operation;
A transmission case housing the transmission mechanism and the transmission operation mechanism;
A speed sensor for detecting a rotation speed of the output shaft of the speed change mechanism;
A bracket for positioning the speed sensor in the vicinity of the output shaft projecting from one side wall of the transmission case and attaching to the outer surface of the one side wall;
One end portion of the change shaft protrudes from the one side wall of the transmission case and is rotatably supported by a support portion provided integrally with the bracket,
The bracket has three fastening portions divided into an upper end portion and a lower end portion, and an opening portion provided in a central portion, and the opening portion is in a region of a triangle in a side view formed by the three fastening portions. At least part of which is disposed an end portion of the output shaft of the transmission mechanism in the opening is received, the straddle-type vehicle. The sensor stay portion is provided on an upper edge of the opening;
The shift operation mechanism has a shift drum device and a shift fork for operating the transmission according to the rotation of the change shaft;
The transmission case accommodates a front shift rod and a rear shift rod for supporting the shift fork around the shift drum device,
On the other side wall of the transmission case, a drum presser that restricts left-right movement of the shift drum device, a front rod presser that restricts left-right movement of the front shift rod, and a left-right direction of the rear shift rod. The straddle-type vehicle according to any one of claims 1 to 4, wherein a single presser plate having a rear rod presser part for restricting movement is coupled.

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