WO2015146914A1 - Sensor mounting section structure for transmission - Google Patents

Sensor mounting section structure for transmission Download PDF

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Publication number
WO2015146914A1
WO2015146914A1 PCT/JP2015/058745 JP2015058745W WO2015146914A1 WO 2015146914 A1 WO2015146914 A1 WO 2015146914A1 JP 2015058745 W JP2015058745 W JP 2015058745W WO 2015146914 A1 WO2015146914 A1 WO 2015146914A1
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WO
WIPO (PCT)
Prior art keywords
transmission
sensor mounting
bead
hole
sensor
Prior art date
Application number
PCT/JP2015/058745
Other languages
French (fr)
Japanese (ja)
Inventor
文則 水谷
玲奈 黒須
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to CN201580005788.8A priority Critical patent/CN105934608B/en
Priority to MYPI2016703487A priority patent/MY186670A/en
Priority to JP2016510349A priority patent/JP6093089B2/en
Publication of WO2015146914A1 publication Critical patent/WO2015146914A1/en
Priority to PH12016501881A priority patent/PH12016501881B1/en

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01MLUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02Arrangements of lubricant conduits
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01PMEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42Devices characterised by the use of electric or magnetic means
    • G01P3/44Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/443Devices characterised by the use of electric or magnetic means for measuring angular speed mounted in bearings
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/02Gearboxes; Mounting gearing therein
    • F16H57/03Gearboxes; Mounting gearing therein characterised by means for reinforcing gearboxes, e.g. ribs
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating

Definitions

  • the present invention relates to a sensor mounting portion structure of a transmission.
  • This application claims priority based on Japanese Patent Application No. 2014-068392 filed in Japan on March 28, 2014, the contents of which are incorporated herein by reference.
  • Some transmissions that change the driving speed of an engine include a rotation sensor for detecting the rotation of a rotating element such as a transmission gear (see, for example, Patent Document 1).
  • a sensor mounting hole that penetrates the wall is provided in a wall of a transmission case that houses a transmission shaft, a transmission gear, and the like, and a rotation sensor is attached to the sensor mounting hole from the outside.
  • the rotation sensor the detection portion on the distal end side is brought close to the tooth surface of the gear to be detected in the transmission case, and the signal output cable is connected to the base end portion exposed to the outside of the transmission case.
  • the sensor mounting hole formed in the transmission case needs to have an inner diameter of a certain degree or more.
  • the sensor mounting hole may be smaller than the outer size and thickness of the transmission case.
  • the inner diameter is relatively large.
  • an aspect of the present invention provides a sensor mounting part structure for a transmission that can efficiently increase the rigidity of the transmission case even when a rotation sensor is installed in the vicinity of the end of the transmission case in the axial direction.
  • a sensor mounting hole penetrating the wall is provided in a wall of a transmission case that accommodates the transmission shaft, and the transmission is provided in the sensor mounting hole.
  • the transmission case includes a transverse bead extending in the direction substantially parallel to the transmission shaft as viewed from a direction along the axis of the sensor attachment hole, and an end of the transverse bead.
  • a bending bead extending toward the transmission shaft direction is provided to bulge outward, and the transverse bead and the bending bead form a transverse hole constituting an oil supply path for supplying lubricating oil to the transmission And bent holes It has been made.
  • the vicinity of the sensor mounting hole in the transmission case is reinforced by the hollow transverse bead and the bent bead, and the transverse hole and the bent hole serving as an oil supply path are provided to the transverse bead and the bent bead. Will be provided. Accordingly, the vicinity of the sensor mounting hole can be reinforced by using the peripheral wall of the oil supply passage for supplying the lubricating oil to the transmission, so that the rotation sensor is installed near the end of the transmission case in the axial direction. Therefore, the rigidity of the transmission case can be maintained high.
  • the wall thickness of the outer wall of the crossing hole of the crossing bead is different from that of the peripheral region of the sensor mounting hole of the transmission case. It may be formed thicker than the wall thickness of the region.
  • the thickness of the wall covering the outside of the transverse hole of the transverse bead extending substantially parallel to the transmission shaft is set to be thicker than the thickness of the other region.
  • the rigidity in the vicinity of the sensor mounting hole can be efficiently increased without increasing the thickness or size of the entire transmission case.
  • the bending bead is arranged in a side view as viewed from a direction along the transmission shaft of the transmission case. You may form so that at least one part may overlap.
  • the transmission case is configured as a case of a power unit integrated with an engine crankcase
  • the transverse bead may be arranged in the vicinity of the vehicle front side of the rotation sensor in a state where the power unit is mounted on the vehicle.
  • the crossing bead since the crossing bead is disposed in the vicinity of the front side of the rotation sensor in a state where the power unit is mounted on the vehicle, the crossing bead protects the rotation sensor from the scattered matter scattered from the front during traveling of the vehicle. Can do.
  • the output output portion of the transmission is provided at an end portion in the axial direction of the transmission case on the side where the rotation sensor is disposed.
  • a flange that covers the outside of the output take-out portion protrudes from an end of the transmission case in the axial direction, and the flange is in the state where the power unit is mounted on a vehicle. It may be formed so as to surround the lower rear part.
  • the rear lower part of the rotation sensor is surrounded by the collar part that covers the outside of the output output part of the transmission with the power unit mounted on the vehicle, the lower part of the vehicle body of the rotation sensor can be protected by the collar part. it can.
  • the flange portion and the bent bead are V-shaped in a side view as viewed from the direction along the transmission shaft of the transmission case.
  • the rotation sensor is disposed so as to be sandwiched in a V shape by the flange portion and the bent bead in a side view as viewed from a direction along the transmission shaft of the transmission case. Also good.
  • the detection portion of the rotation sensor can be more firmly protected from the outside.
  • a portion of the transmission case where the sensor mounting hole is formed is provided with a portion of the transmission case.
  • An inward convex portion that is convex toward the inside may be provided, and an end portion of the sensor mounting hole may be formed at the top of the inward convex portion.
  • the sensor mounting hole is formed in the inward convex portion provided in the transmission case so that the inner end opens at the top of the inward convex portion.
  • the rigidity around the hole and the support rigidity in the axial direction of the rotation sensor can be efficiently increased.
  • the rotation balance of the crankshaft is located at an upper position between the crankshaft of the engine and the transmission shaft.
  • a balancer shaft for maintaining the balance may be disposed, and the transverse bead and the transverse hole may be disposed between the balancer shaft and the rotation sensor.
  • the dead space between the balancer shaft and the rotation sensor can be used effectively, and the Orui passage can be arranged compactly together with the crossing bead.
  • the vicinity of the sensor mounting hole on the wall of the transmission case is reinforced by the hollow-structured transverse bead and the bent bead, and the transverse hole serving as an oil passage for the transverse bead and the bent bead. And a bent hole are provided. Therefore, the rigidity of the transmission case can be efficiently increased while the rotation sensor is installed near the end of the transmission case in the axial direction.
  • FIG. 1 is a left side view of a motorcycle employing a power unit according to an embodiment of the present invention. It is a right view of the power unit of one Embodiment of this invention. It is a left view of the power unit of one embodiment of the present invention. It is a top view of the power unit of one embodiment of the present invention.
  • FIG. 5 is a cross-sectional view substantially corresponding to the VV cross section of FIG.
  • FIG. 4 is a cross-sectional view substantially corresponding to the VI-VI cross section of FIG. 2 of the power unit of one embodiment of the present invention. It is a bottom view corresponding to the VII arrow of Drawing 2 of the cylinder block of one embodiment of the present invention.
  • FIG. 5 is a cross-sectional view substantially corresponding to the VV cross section of FIG.
  • FIG. 4 is a cross-sectional view substantially corresponding to the VI-VI cross section of FIG. 2 of the power unit of one embodiment of the present invention.
  • It is a bottom view corresponding to the VII
  • FIG. 8 is a partial cross-sectional perspective view in which the power unit according to the embodiment of the present invention is taken along a section VIII-VIII in FIG. 7. It is a perspective view of the case half of the right side of the crankcase of one embodiment of the present invention. It is a perspective view of the case half of the left side of the crankcase of one embodiment of the present invention. It is a top view centering on the direct upper part of the main axis
  • FIG. 12 is a partial cross-sectional perspective view in which the rotation sensor of the power unit according to the embodiment of the present invention is removed and the cross section is taken along the XII-XII portion of FIG.
  • FIG. 12 is a cross-sectional view corresponding to the XV-XV cross section of FIG. 11 of the power unit according to the embodiment of the present invention.
  • FIG. 1 is a diagram showing a left side surface of a motorcycle 1 on which a power unit PU employing an engine E according to this embodiment is mounted.
  • Wf and Wr are a front wheel supported by a body frame (not shown) via a front fork 2 and a rear wheel supported by a body frame via a swing arm 3.
  • H is a steering handle disposed above the front fork 2
  • S is a seat on which an occupant is seated
  • T is a fuel tank disposed in front of the seat S.
  • the power unit PU is mounted below the fuel tank T in the center of the body frame.
  • the power unit PU shifts the drive rotation of the engine E by the transmission M, and transmits the output to the rear wheel Wr via the transmission mechanism.
  • the directions such as front, rear, left and right are the same as those when mounted on a vehicle unless otherwise specified.
  • FIGS. 5 and 6 are cross-sectional views substantially corresponding to the VV cross section and the VI-VI cross section of FIG. 2 in the power unit PU.
  • the engine E of the power unit PU includes a crankcase 11 that rotatably supports the crankshaft 10 and a cylinder portion 12 that protrudes obliquely upward from the front upper portion of the crankcase 11.
  • the crankcase 11 also serves as a transmission case of the transmission M.
  • the crankshaft 10 is disposed on the front side, and the main shaft 13 (transmission shaft) and the counter shaft of the transmission M are disposed on the rear side of the crankshaft 10.
  • 14 is arranged in parallel with the crankshaft 10.
  • the main shaft 13 and the counter shaft 14 are rotatably supported by the crankcase 11.
  • the counter shaft 14 penetrates the left side wall of the crankcase 11 to the outside, and a sprocket 15 for taking out power is attached to the end of the countershaft 14.
  • a chain 9 is hung around the sprocket 15, and power is transmitted to the rear wheel through the chain 9.
  • the counter shaft 14 and the sprocket 15 constitute a power take-out unit in the power unit PU.
  • the cylinder portion 12 includes a cylinder block 17 having a cylinder bore 17a that accommodates the piston 16 so as to be movable back and forth, and a cylinder head 18 that is attached to the top of the cylinder block 17 and forms the combustion chamber 7 with the top surface of the piston 16. And a head cover 19 attached to the upper part of the cylinder head 18.
  • the cylinder head 18 is overlaid on the top of the cylinder block 17, and is fastened together with a plurality of (four) stud bolts 20 (fastening members) together with the cylinder block 17 on the upper surface of the crankcase 11. Yes.
  • the piston 16 is connected to the crankshaft 10 via a connecting rod 23 so that the piston 16 can move forward and backward in response to an explosion in the combustion chamber 7 as a rotational force.
  • reference numeral 8 in FIG. 5 is a spark plug provided facing the combustion chamber 7.
  • the cylinder head 18 is formed with an intake port and an exhaust port (not shown), and an intake valve and an exhaust valve (not shown) for opening and closing the intake port and the exhaust port are attached.
  • an inlet pipe 6 constituting an intake system of the engine E is connected to the intake port.
  • An exhaust pipe (not shown) constituting an exhaust system of the engine E is connected to the exhaust port.
  • a valve operating mechanism 21 that opens and closes the intake valve and the exhaust valve is provided between the cylinder head 18 and the head cover 19.
  • Reference numeral 22 in FIG. 6 is a cam shaft for operating a valve cam of the valve mechanism 21.
  • the camshaft 22 is connected to the crankshaft 10 via the timing chain 5 so as to be interlocked.
  • the engine E of this embodiment is a water-cooled single cylinder engine.
  • the cylinder block 17 is provided with a single cylinder bore 17a, and a water jacket 50 is formed in the peripheral area of the cylinder bore 17a.
  • Reference numeral 51 in FIGS. 2, 4, and 5 is a water pump for supplying cooling water cooled by a radiator (not shown) to the water jacket 50.
  • the crankcase 11 includes a pair of case halves 11 ⁇ / b> L and 11 ⁇ / b> R that are divided on the left and right sides with dividing surfaces 11 ⁇ / b> La and 11 ⁇ / b> Ra orthogonal to the crankshaft 10.
  • the left and right case halves 11L and 11R are divided into left and right in a plane passing through the cylinder center axis C1 of the cylinder block 17, and the divided case halves 11L and 11R are fastened and fixed by a plurality of bolts (not shown).
  • a crank cover 30 that forms a sealed space with the case half 11R is attached to the right side of the right case half 11R.
  • the right end portion of the crankshaft 10 penetrates the side wall of the right case half 11 ⁇ / b> R, and the penetrated end portion transmits power to the main shaft 13 of the transmission M.
  • a primary drive gear 24 is attached.
  • the left end portion of the crankshaft 10 penetrates the side wall of the left case half 11L, and the rotor 25a of the generator 25 is attached to the penetrated end portion.
  • the end portion and the peripheral region of the rotor 25a are covered with a cover 25c of the generator 25 that holds the stator 25b.
  • the right end of the main shaft 13 of the transmission M penetrates the side wall of the right case half 11R.
  • a primary driven gear 26 that meshes with the primary drive gear 24 on the crankshaft 10 side, a clutch 27 that connects and disconnects power by an external operation, at the end of the main shaft 13 that passes through the right case half 11R, Is supported.
  • the primary driven gear 26 is rotatably supported by the main shaft 13, and the clutch 27 is interposed in a power transmission path between the primary driven gear 26 and the main shaft 13. Therefore, the clutch 27 can appropriately switch between transmission and interruption of power between the primary driven gear 26 and the main shaft 13 by an operation from the outside.
  • the main shaft 13 and the counter shaft 14 of the transmission M are provided with a main gear group m1 and a counter gear group m2 composed of a plurality of transmission gears.
  • transmission gears of the main gear group m1 and the counter gear group m2 are selected by operating a change mechanism (not shown), thereby setting an arbitrary transmission gear stage (gear position) including neutral. Therefore, when the transmission power of the crankshaft 10 is transmitted to the main shaft 13 via the clutch 27 in the state where the transmission gear stage is set in this way, the transmission M changes the rotational power to the set ratio and counters it. Output from the shaft 14 to the outside.
  • reference numeral 28 in FIG. 5 denotes a kick shaft for rotating the crank shaft 10 at the time of kick start.
  • a balancer shaft 29 extending in parallel with the crankshaft 10 is disposed at an upper position between the crankshaft 10 and the main shaft 13 in the crankcase 11.
  • the balancer shaft 29 is rotatably supported by the crankcase 11.
  • the balancer shaft 29 rotates synchronously with the crankshaft 10 via a gear (not shown), thereby canceling the rotational fluctuation of the crankshaft 10 and maintaining the rotation balance.
  • an oil pan 31 is provided at the bottom of the crankcase 11 to store lubricating oil.
  • an oil pump 32 oil supply source
  • the oil pump 32 of this embodiment is operated by receiving rotational power from the crankshaft 10.
  • the oil supply path 33 in the power unit PU connected to the oil pump 32 supplies oil from the discharge part of the oil pump 32 through the crankshaft 10 to a portion requiring lubrication around the crankshaft 10 such as a crankpin and a journal part.
  • a crank system oil passage 33C, and a valve system oil passage 33B that supplies oil from the upper part of the crankcase 11 through the inside of the cylinder portion 12 to the lubrication required portion of the valve mechanism 21.
  • a branch oil passage 34 for supplying oil around shafts such as the main shaft 13 and the counter shaft 14 of the transmission M is connected in the middle of the valve operating oil passage 33B.
  • FIG. 7 is a bottom view of the cylinder block 17 corresponding to the view taken along the arrow VII in FIG. 2, and FIG. 8 is a perspective view of the crankcase 11 and the cylinder block 17 taken along the section VIII-VIII in FIG. .
  • 9 is a perspective view of the case half 11R on the right side of the crankcase 11 as seen from the rear obliquely upward side so that the dividing surface 11Ra faces almost the front
  • FIG. 10 shows the left side of the crankcase 11 It is the perspective view which looked at case half body 11L from the front side slanting upper side so that the division surface 11La may face the front almost. As shown in FIG.
  • a part of the valve operating oil passage 33 ⁇ / b> B of the oil supply passage 33 is formed between the upper end surfaces 11 ⁇ / b> Ru and 11 ⁇ / b> Lu (joint surface) of the crankcase 11 and the lower surface 17 d (joint surface) of the cylinder block 17. It is formed between.
  • the oil passage between the joint surface of the crankcase 11 and the cylinder block 17 is an oil inflow portion 35 a connected to the oil pump 32 in the vicinity of the front right corner of the cylinder block 17.
  • An oil outflow portion 36 a connected to the valve operating mechanism 21 side is provided at a corner on the left side of the rear portion of the cylinder block 17.
  • the inflow portion 35a and the outflow portion 36a of the oil passage between the joint surfaces are arranged in a range overlapping on a diagonal line L1 passing through the cylinder center axis C1, as shown in FIG.
  • the oil path between the joint surfaces of the crankcase 11 and the cylinder block 17 is a first oil formed between the end surface 11Ru of the right (one) case half 11R and the lower surface 17d of the cylinder block 17.
  • a passage 35 and a second oil passage 36 formed between the end face 11Lu of the left (other) case half 11L and the lower surface 17d of the cylinder block 17 are provided.
  • the first oil passage 35 includes a flat end surface 11Ru of the right case half 11R, and a groove 35c formed in the lower surface 17d of the cylinder block 17 substantially along the outer peripheral edge of the cylinder bore 17a. It is surrounded by.
  • An inflow portion 35 a connected to the oil pump 32 side is provided at one end of the first oil passage 35 in the extending direction.
  • the second oil passage 36 is formed by being surrounded by a flat end surface 11Lu of the left case half 11L and a groove 36c formed in the lower surface 17d of the cylinder block 17 substantially along the outer peripheral edge of the cylinder bore 17a. ing.
  • an outflow portion 36a connected to the valve operating mechanism 21 side is provided at one end in the extending direction of the second oil passage 36.
  • the cross section is adjusted so that the first oil passage 35 and the second oil passage 36 appear on the drawing.
  • the first oil passage 35 extends in an arc from the inflow portion 35 a on the right side of the front portion of the cylinder block 17 to the vicinity of the center of the rear portion via the right side of the rear portion of the cylinder block 17.
  • one end of a first bypass hole 37 formed in the right case half 11 ⁇ / b> R is electrically connected to the other end of the first oil passage 35.
  • the second oil passage 36 extends in an arc from the outflow portion 36a on the left side of the rear portion of the cylinder block 17 to the vicinity of the center of the rear portion of the cylinder block 17 and ends in the vicinity of the center of the rear portion.
  • one end of a second bypass hole 38 formed in the left case half 11 ⁇ / b> L is electrically connected to the other end of the second oil passage 36.
  • the first bypass hole 37 is configured by a substantially L-shaped hole having one end opened to the upper end surface 11Ru of the right case half 11R.
  • the other end 37a of the first bypass hole 37 opens at a position apart from the upper end surface 11Ru in the dividing surface 11Ra of the right case half 11R.
  • the second bypass hole 38 is configured by a substantially L-shaped hole having one end opened to the upper end surface 11Lu of the left case half 11L.
  • the other end 38a of the second bypass hole 38 opens at a position apart from the upper end surface 11Lu of the dividing surface 11La of the left case half 11L.
  • the other end of the first bypass hole 37 and the other end of the second bypass hole 38 are joined to each other by joining the left and right case halves 11L and 11R to each other.
  • the first oil passage 35 and the second oil passage 36 are connected to each other via the first bypass hole 37 and the second bypass hole 38.
  • the oil flowing into the inflow portion 35a from the oil pump 32 sequentially passes through the first oil passage 35, the first bypass hole 37, the second bypass hole 38, the second oil passage 36, and the outflow portion 36a. Supplied to the valve mechanism 21 of the section 12.
  • the second bypass hole 38 has a vertical hole portion that extends downward from the upper end surface 11Lu of the case half body 11L, and is further extended by a predetermined length beyond a lateral hole portion connected to the first bypass hole 37 side. ing.
  • a branch oil passage 34 for supplying oil around shafts such as the main shaft 13 and the counter shaft 14 of the transmission M is connected to a side surface of the extension 40 that is separated from the bottom 40a.
  • the cylinder block 17 is formed with insertion holes 39 through which the stud bolts 20 are inserted at the four corners of the peripheral portion surrounding the cylinder bore 17a.
  • the four insertion holes 39 are arranged on the same pitch circle P around the cylinder center axis C1.
  • a part of each of the inflow portion 35a of the first oil passage 35 and the outflow portion 36a of the second oil passage 36 is an area outside the pitch circle P and close to the insertion hole 39. Placed in position.
  • the inflow portion 35a and the outflow portion 36a are arranged in a range overlapping on the diagonal line L1 passing through the cylinder central axis C1 as described above, the first oil passage 35 and the second oil passage 36 are different from each other.
  • the crankcase 11 is formed over the cylinder bore 17a across the length of approximately a half circumference with the positions of the split surfaces 11La and 11Ra interposed therebetween.
  • a part of the branch oil passage 34 branched from the second bypass hole 38 includes an orifice hole 41 connected to the extension 40, a passage groove 49 formed along the dividing surface 11La of the left case half 11L, Have The passage groove 49 is abutted against the flat dividing surface 11Ra of the right case half body 11R by fastening the left and right case half bodies 11L and 11R, thereby part of the passage toward the transmission M direction. Is configured.
  • the orifice hole 41 is formed on the split surface 11La side of the left case half 11L so as to communicate with the side surface of the extension 40 from the bottom of the passage groove 49 by drilling or the like.
  • the passage groove 49 extends in an arc shape toward the lower rear part in a region surrounding the outer side of the balancer shaft 29 of the peripheral wall of the left case half 11 ⁇ / b> L.
  • the rear lower end of the passage groove 49 has a left passage hole 42 (transverse hole) and a right passage hole formed in a straight line in the left-right direction in the left case half 11L and the right case half 11R. 43 (see FIG. 11).
  • the left passage hole 42 constitutes a part of a passage for supplying oil to the lubrication necessary portion around the main shaft 13 of the transmission M
  • the right passage hole 43 serves as a lubrication necessary portion around the counter shaft 14 of the transmission M. It constitutes a part of the passage for supplying oil.
  • the region facing the dividing surface 11La of the peripheral wall of the left case half 11 ⁇ / b> L extends from the outer region of the second bypass hole 38 and the passage groove 49 to the rear side of the left passage hole 42.
  • a catching groove 44 extending in the direction is formed.
  • the extending end of the catching groove 44 extending around the rear side of the left passage hole 42 opens into the inner space of the crankcase 11.
  • the capture groove 44 captures and captures oil when the oil flowing through the passage groove 49 and the second bypass hole 38 leaks outside the passage groove 49 and the second bypass hole 38 along the dividing surfaces 11La and 11Ra. It functions to return the returned oil into the crankcase 11.
  • FIG. 11 is a top view centering on the immediate upper part of the main shaft 13 of the transmission M of the power unit PU, and FIG. It is the perspective view seen from the part upper side. 13 is a perspective view of the power unit PU as seen from the upper left rear side, and FIGS. 14 and 15 are cross-sectional views corresponding to the XIV-XIV cross section and the XV-XV cross section of FIG.
  • the rotation of the rotating element on the main shaft 13 of the transmission M is detected in a portion of the upper wall 11Le of the left case half 11L adjacent to the rear portion of the left passage hole 42.
  • a rotation sensor 53 is attached. The rotation sensor 53 detects the rotation of the detection target gear near the left end in the axial direction on the main shaft 13.
  • a sensor attachment hole 54 penetrating the upper wall 11Le is formed in the upper wall 11Le near the left end of the case half 11L.
  • the rotation sensor 53 is attached to the sensor attachment hole 54, and the detection portion 53 a on the front end side is close to the tooth surface of the detection target gear on the main shaft 13 in the crankcase 11.
  • the axis C2 of the sensor mounting hole 54 is formed to be inclined slightly forward toward the lower side as shown in FIG. For this reason, the detection part 53a of the rotation sensor 53 is directed in the direction of the main shaft 13 in a state where it is slightly inclined forward.
  • a transverse bead 55 that crosses the vicinity of the front side of the sensor mounting hole 54 in a direction parallel to the main shaft 13 as viewed from the direction along the axis C2 of the sensor mounting hole 54 is outward. It is formed to bulge out.
  • the transverse bead 55 bulges upward and to the left with respect to the upper wall 11Le near the left end of the case half 11L.
  • a bent bead 56 that extends from the outer end of the transverse bead 55 toward the vicinity of the left end in the axial direction of the main shaft 13 bulges to the left on the left end wall of the case half 11L. Is formed.
  • the left passage hole 42 constituting a part of the oil supply passage 33 is formed, and in the bending bead 56, a bent hole whose upper end portion is electrically connected to the left passage hole 42. 57 is formed.
  • the lower end of the bent hole 57 is electrically connected to the left end portion of the main shaft 13 in the axial direction, and the oil introduced through the left passage hole 42 and the bent hole 57 is lubricated around the main shaft 13 through the passage in the main shaft 13. It is designed to supply necessary parts.
  • the transverse bead 55 and the left passage hole 42 inside thereof extend in the left-right direction between the balancer shaft 29 and the rotation sensor 53.
  • the bending bead 56 and the bending hole 57 inside thereof are inclined rearward from the upper end portion toward the lower end portion at the left end side position with respect to the sensor mounting hole 54.
  • the bent bead 56 is formed so as to partially overlap the detection portion 53a on the distal end side of the rotation sensor 53 in a side view as viewed from the direction along the main shaft 13. Therefore, the bent bead 56 covers a part of the left side portion of the rotation sensor 53 at the left end portion of the left case half 11L.
  • the wall thickness T1 of the upper wall of the left passage hole 42 of the transverse bead 55 is the wall of the other region around the sensor mounting hole 54 of the left case half 11L. It is formed thicker than.
  • the left end portion of the counter shaft 14 of the transmission M protrudes laterally from the side wall of the left case half 11L, and the discharged portion is covered with the cover wall 58.
  • the cover wall 58 has an arcuate flange 58a that protrudes from the left end side of the case half 11L.
  • the flange portion 58a covers the protruding portion of the counter shaft 14 and the peripheral area of the substantially front half of the sprocket 15 (see FIG. 5), and protects them from the outside.
  • the flange portion 58a is formed so as to surround the lower rear side of the detection portion 53a of the rotation sensor 53.
  • a part of the flange portion 58 a extends from the upper side of the counter shaft 14 across the left side of the detection portion 53 a of the rotation sensor 53 toward the diagonally lower front side.
  • the collar part 58a and the bending bead 56 are formed so that both form V shape in the side view seen from the direction along the main axis
  • the rotation sensor 53 is disposed so as to be sandwiched between V-shaped shapes formed by the flange portion 58 a and the bent bead 56 when viewed from the side along the direction along the main shaft 13.
  • the portion of the upper wall 11Le of the left case half 11L where the sensor mounting hole 54 is formed is convex toward the inside of the crankcase 11 (downward).
  • An orientation convex portion 59 is formed.
  • the sensor mounting hole 54 is formed from the upper surface of the upper wall 11Le to the top of the inward convex portion 59, and the lower end of the sensor mounting hole 54 opens at the top of the inward convex portion 59. Therefore, the sensor mounting hole 54 surrounding the rotation sensor 53 has a sufficiently long axial length.
  • the oil pump 32 When the crankshaft 10 is rotated by driving the engine E, the oil pump 32 is activated by receiving the rotation of the crankshaft 10. As shown in FIG. 6, the oil pump 32 sucks up the oil stored in the oil pan 31 and discharges the oil to the oil supply path 33 side.
  • the oil discharged from the oil pump 32 branches into a crank system oil path 33C and a valve system oil path 33B in the upper part of the case half 11R on the right side of the crankcase 11.
  • crank system oil passage 33C The oil that has flowed into the crank system oil passage 33C passes through the passage in the crankshaft 10 from the right end of the crankshaft 10 and is supplied to lubrication-needed parts around the crankshaft 10, such as a crankpin and a journal portion.
  • the oil flowing into the valve operating oil passage 33B passes through a passage extending upward from the front right side of the right case half body 11R, and as shown in FIGS. 6 and 7, the upper side of the right case half body 11R. Flows into the first oil passage 35 formed between the end face 11Ru and the lower surface 17d of the cylinder block 17 through the inflow portion 35a.
  • the oil that has flowed into the first oil passage 35 flows in an arc shape around the cylinder bore 17a along the first oil passage 35 toward the center of the rear portion, and below the portion immediately before the dividing surface 11Ra of the right case half 11R. The direction is changed to flow into the first bypass hole 37 of the case half 11R.
  • the oil that has flowed into the first bypass hole 37 changes its direction at the lower end in a substantially L shape in the direction of the dividing surface 11La, and a coupling portion between the dividing surfaces 11Ra and 11La of the right case half body 11R and the left case half body 11L.
  • a part of the oil flowing into the second bypass hole 38 is formed between the upper end surface 11Lu of the left case half 11L and the lower surface 17d of the cylinder block 17 by changing the direction upward in a substantially L shape.
  • the remaining oil that has flowed into the second bypass hole 38 changes its direction downward and flows into the extension 40, and enters the branch oil passage 34 on the transmission M side through the orifice hole 41 provided on the side surface of the extension 40. Flows in.
  • the oil flowing into the second oil passage 36 from the second bypass hole 38 flows from the rear center side of the cylinder block 17 around the cylinder bore 17a toward the outflow portion 36a near the rear left corner, and from the outflow portion 36a to the cylinder block. 17 is supplied to a portion requiring lubrication of the valve mechanism 21 through a passage in the valve 17.
  • the oil that has flowed into the orifice hole 41 from the second bypass hole 38 through the extension 40 passes through the passage groove 49 formed in the dividing surface 11La of the left case half 11L, as shown in FIGS.
  • the flow then branches into the left passage hole 42 and the right passage hole 43 on the rear side of the balancer shaft 29.
  • the oil that has flowed into the left passage hole 42 flows into the bent hole 57 in the left end region in the axial direction of the left case half 11L, and changes its direction rearward and obliquely downward to the left end of the main shaft 13 of the transmission M.
  • the oil passes through a passage in the main shaft 13 and is supplied to a portion requiring lubrication around the main shaft 13 such as a bearing portion and a transmission gear.
  • the oil that has flowed into the right passage hole 43 turns rearward in the right end region in the axial direction of the right case half 11R, and enters the counter shaft 14 from the right end portion of the counter shaft 14 of the transmission M.
  • the oil is supplied to a portion requiring lubrication around the counter shaft 14 through the passage.
  • the sensor mounting hole 54 is formed in the upper wall 11Le near the one end in the axial direction of the crankcase 11, and the vicinity of the sensor mounting hole 54 has a hollow structure.
  • the transverse beads 55 and the bent beads 56 are provided with a left passage hole 42 (transverse hole) and a bent hole 57 that constitute an oil supply path.
  • the vicinity of the sensor mounting hole 54 can be efficiently reinforced using the peripheral wall of the passage for supplying oil around the main shaft 13 of the transmission M. Therefore, in this power unit PU, the rigidity of the peripheral region of the sensor mounting hole 54 can be maintained high even though the rotation sensor 53 is installed near the end of the crankcase 11 in the axial direction.
  • the wall thickness T1 covering the outside of the left passage hole 42 of the transverse bead 55 that extends substantially parallel to the main shaft 13 in the vicinity of the sensor mounting hole 54 Since it is set to be thicker than the wall thickness of the other region around the mounting hole 54, the rigidity of the vicinity of the sensor mounting hole 54 is increased without causing the crankcase 11 to be thick and large. It can be increased efficiently.
  • the bending bead 56 is formed so as to partially overlap the rotation sensor 53 when viewed from the side along the main shaft 13.
  • the rigidity of one side of 54 can be increased efficiently.
  • the power unit PU is arranged so that the crossing bead 55 is positioned in the vicinity of the front side of the vehicle when mounted on the vehicle.
  • the rotation sensor 53 can be protected from the scattered objects by the crossing bead 55.
  • the collar portion 58a that covers the end portion of the counter shaft 14 that is the output extraction portion and the peripheral area of the sprocket 15 surrounds the rear lower side of the rotation sensor 53 in the vehicle mounted state. Therefore, the lower side of the vehicle body of the rotation sensor 53 can be efficiently protected by the flange portion 58a.
  • the side of the detection portion 53a of the rotation sensor 53 is covered with a substantially V-shaped intersection between the flange portion 58a and the bent bead 56.
  • the detection unit 53a can be more securely protected from the outside of the vehicle body.
  • an inward convex portion 59 that is convex toward the inside of the crankcase 11 is provided at a portion where the sensor mounting hole 54 of the upper wall 11Le of the crankcase 11 is formed. Since the sensor mounting hole 54 is formed so that the end portion opens at the top of the inward convex portion 59, the inward convex portion 59 provides rigidity around the sensor mounting hole 54 and the axial direction of the rotation sensor 53. Support rigidity can be increased efficiently.
  • the transverse bead 55 and the left passage hole 42 are disposed between the balancer shaft 29 and the rotation sensor 53, a dead space between the balancer shaft 29 and the rotation sensor 53 is obtained.
  • the oil passage can be arranged in a compact manner by effectively using the space.
  • the vehicle on which the power unit is mounted may be not only a motorcycle but also a three-wheel vehicle (including a front two-wheel vehicle and a rear two-wheel vehicle in addition to a front one wheel and a rear two-wheel vehicle) or a four-wheel vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • General Details Of Gearings (AREA)
  • Control Of Transmission Device (AREA)

Abstract

This sensor mounting section structure for a transmission is configured in such a manner that a rotation sensor (53) for detecting the rotation of the rotating element of the transmission (M) is provided to a sensor mounting hole (54). The sensor mounting hole (54) is provided close to one axial end of the wall of a transmission case (11), the wall surrounding a transmission shaft (13). The transmission case (11) is provided with: a transverse bead (55) which, when viewed in the direction of the axis of the sensor mounting hole (54), extends near the sensor mounting hole (54) in the direction substantially parallel to the transmission shaft (13); and a bent bead (56) which extends from an end of the transverse bead (55) toward the transmission shaft (53), the transverse bead (55) and the bent bead (56) protruding outward. The transverse bead (55) and the bent bead (56) have formed therein a transverse hole (42) and a bent hole (57), which constitute an oil supply passage for supplying lubricating oil to the transmission (M).

Description

変速機のセンサ取付部構造Transmission sensor mounting structure
 本発明は、変速機のセンサ取付部構造に関する。
 本願は、2014年3月28日に、日本に出願された特願2014-068392号に基づき優先権を主張し、その内容をここに援用する。
The present invention relates to a sensor mounting portion structure of a transmission.
This application claims priority based on Japanese Patent Application No. 2014-068392 filed in Japan on March 28, 2014, the contents of which are incorporated herein by reference.
 エンジンの駆動回転を変速する変速機には、変速歯車等の回転要素の回転を検出するために回転センサが付設されたものがある(例えば、特許文献1参照)。 Some transmissions that change the driving speed of an engine include a rotation sensor for detecting the rotation of a rotating element such as a transmission gear (see, for example, Patent Document 1).
 このような変速機においては、変速軸や変速歯車等を収容する変速機ケースの壁に、上記壁を貫通するセンサ取付孔が設けられ、そのセンサ取付孔に回転センサが外部から取り付けられている。回転センサは、先端側の検出部を変速機ケース内の検出対象歯車の歯面に近接させ、変速機ケースの外部に露出する基端部に信号出力ケーブルが接続される。 In such a transmission, a sensor mounting hole that penetrates the wall is provided in a wall of a transmission case that houses a transmission shaft, a transmission gear, and the like, and a rotation sensor is attached to the sensor mounting hole from the outside. . In the rotation sensor, the detection portion on the distal end side is brought close to the tooth surface of the gear to be detected in the transmission case, and the signal output cable is connected to the base end portion exposed to the outside of the transmission case.
日本国特開2010-127265号公報Japanese Unexamined Patent Publication No. 2010-127265
 ところで、変速機ケースに形成されるセンサ取付孔はある程度以上の内径が必要となるが、小型のエンジン等で用いられる変速機においては、変速機ケースの外形サイズや肉厚に対してセンサ取付孔の内径が相対的に大きなものとなる。そして、センサ取付孔の内径が変速機ケースの外形サイズや肉厚に対して相対的に大きくなると、剛性確保の観点から変速機ケースの軸方向の中央領域に配置することが必要となる。 By the way, the sensor mounting hole formed in the transmission case needs to have an inner diameter of a certain degree or more. However, in a transmission used in a small engine or the like, the sensor mounting hole may be smaller than the outer size and thickness of the transmission case. The inner diameter is relatively large. When the inner diameter of the sensor mounting hole is relatively large with respect to the outer size and thickness of the transmission case, it is necessary to dispose the sensor mounting hole in the central region in the axial direction of the transmission case from the viewpoint of securing rigidity.
 しかしながら、変速機によっては検出対象となる変速歯車の位置等の関係で回転センサを変速機ケースの軸方向の端部付近に設置せざるを得ない場合がある。このため、回転センサを変速機ケースの軸方向の端部付近に設置する場合にも、変速機ケースの剛性を高く維持することが重要となる。 However, depending on the transmission, there are cases where the rotation sensor must be installed in the vicinity of the end of the transmission case in the axial direction due to the position of the transmission gear to be detected. For this reason, even when the rotation sensor is installed near the end of the transmission case in the axial direction, it is important to maintain high rigidity of the transmission case.
 そこで本発明の態様は、回転センサを変速機ケースの軸方向の端部付近に設置した場合にも、変速機ケースの剛性を効率良く高めることのできる変速機のセンサ取付部構造を提供する。 Therefore, an aspect of the present invention provides a sensor mounting part structure for a transmission that can efficiently increase the rigidity of the transmission case even when a rotation sensor is installed in the vicinity of the end of the transmission case in the axial direction.
 (1)本発明の態様に係る変速機のセンサ取付部構造は、変速軸を収容する変速機ケースの壁に、前記壁を貫通するセンサ取付孔が設けられ、前記センサ取付孔に、変速機の回転要素の回転を検出する回転センサが取り付けられる変速機のセンサ取付部構造であって、前記センサ取付孔は、前記変速機ケースの前記変速軸まわりの壁の軸方向の一端寄りに設けられ、前記変速機ケースには、前記センサ取付孔の軸線に沿う方向から見て前記センサ取付孔の近傍を前記変速軸と略平行な方向に延出する横断ビードと、前記横断ビードの端部から変速軸方向に向かって延出する屈曲ビードと、が外側に膨出して設けられ、前記横断ビードと前記屈曲ビードとには、前記変速機に潤滑オイルを供給するオイル供給路を構成する横断孔と屈曲孔とが形成されている。 (1) In the sensor mounting portion structure for a transmission according to an aspect of the present invention, a sensor mounting hole penetrating the wall is provided in a wall of a transmission case that accommodates the transmission shaft, and the transmission is provided in the sensor mounting hole. A sensor mounting portion structure for a transmission to which a rotation sensor for detecting the rotation of the rotating element is mounted, wherein the sensor mounting hole is provided near one end in an axial direction of a wall around the transmission shaft of the transmission case. The transmission case includes a transverse bead extending in the direction substantially parallel to the transmission shaft as viewed from a direction along the axis of the sensor attachment hole, and an end of the transverse bead. A bending bead extending toward the transmission shaft direction is provided to bulge outward, and the transverse bead and the bending bead form a transverse hole constituting an oil supply path for supplying lubricating oil to the transmission And bent holes It has been made.
 これにより、変速機ケースのうちのセンサ取付孔の近傍部が、中空構造の横断ビードと屈曲ビードとによって補強されるとともに、横断ビードと屈曲ビードとに、オイル供給路となる横断孔と屈曲孔とが設けられることになる。したがって、変速機に潤滑オイルを供給するオイル供給路の周壁を利用してセンサ取付孔の近傍部を補強できるため、回転センサが変速機ケースの軸方向の端部付近に設置されるにも拘わらず、変速機ケースの剛性を高く維持することができる。 Accordingly, the vicinity of the sensor mounting hole in the transmission case is reinforced by the hollow transverse bead and the bent bead, and the transverse hole and the bent hole serving as an oil supply path are provided to the transverse bead and the bent bead. Will be provided. Accordingly, the vicinity of the sensor mounting hole can be reinforced by using the peripheral wall of the oil supply passage for supplying the lubricating oil to the transmission, so that the rotation sensor is installed near the end of the transmission case in the axial direction. Therefore, the rigidity of the transmission case can be maintained high.
 (2)上記(1)に記載の変速機のセンサ取付部構造では、前記横断ビードの前記横断孔の外側の壁の肉厚は、前記変速機ケースの前記センサ取付孔の周域の他の領域の壁の肉厚よりも厚く形成されてもよい。 (2) In the sensor mounting part structure for a transmission described in (1) above, the wall thickness of the outer wall of the crossing hole of the crossing bead is different from that of the peripheral region of the sensor mounting hole of the transmission case. It may be formed thicker than the wall thickness of the region.
 この場合、センサ取付孔の近傍において、変速軸と略平行に延出する横断ビードの横断孔の外側を覆う壁の肉厚が、他の領域の肉厚よりも厚く設定されていることから、変速機ケース全体の厚肉化や大型化を招くことなく、センサ取付孔の近傍部の剛性を効率良く高めることができる。 In this case, in the vicinity of the sensor mounting hole, the thickness of the wall covering the outside of the transverse hole of the transverse bead extending substantially parallel to the transmission shaft is set to be thicker than the thickness of the other region. The rigidity in the vicinity of the sensor mounting hole can be efficiently increased without increasing the thickness or size of the entire transmission case.
 (3)上記(1)又は(2)に記載の変速機のセンサ取付部構造では、前記屈曲ビードは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、前記回転センサと少なくとも一部が重なるように形成されてもよい。 (3) In the sensor mounting portion structure of the transmission according to (1) or (2), the bending bead is arranged in a side view as viewed from a direction along the transmission shaft of the transmission case. You may form so that at least one part may overlap.
 この場合、回転センサの少なくとも一部の側方が屈曲ビードによって覆われ、屈曲ビードによってセンサ取付孔の軸方向の一側の剛性が効率良く高められる。 In this case, at least a part of the side of the rotation sensor is covered with the bent bead, and the rigidity of one side in the axial direction of the sensor mounting hole is efficiently increased by the bent bead.
 (4)上記(1)から(3)のいずれか一項に記載の変速機のセンサ取付部構造では、前記変速機ケースは、エンジンのクランクケースと一体化されたパワーユニットのケースとして構成され、前記横断ビードは、前記パワーユニットが車両に搭載された状態において、前記回転センサの車両前方側の近傍に配置されてもい。 (4) In the transmission sensor mounting portion structure according to any one of (1) to (3), the transmission case is configured as a case of a power unit integrated with an engine crankcase, The transverse bead may be arranged in the vicinity of the vehicle front side of the rotation sensor in a state where the power unit is mounted on the vehicle.
 この場合、パワーユニットが車両に搭載された状態で、横断ビードが回転センサの前方側近傍に配置されるため、横断ビードにより、車両の走行時に前方からの飛散した飛散物から回転センサを保護することができる。 In this case, since the crossing bead is disposed in the vicinity of the front side of the rotation sensor in a state where the power unit is mounted on the vehicle, the crossing bead protects the rotation sensor from the scattered matter scattered from the front during traveling of the vehicle. Can do.
 (5)上記(4)に記載の変速機のセンサ取付部構造では、前記変速機の出力取り出し部は、前記変速機ケースの前記回転センサが配置される側の軸方向の端部に設けられ、前記変速機ケースの前記軸方向の端部には、前記出力取り出し部の外側を覆う庇部が突出して設けられ、前記庇部は、前記パワーユニットが車両に搭載された状態において、前記回転センサの後部下方を取り囲むように形成されてもよい。 (5) In the transmission sensor mounting portion structure described in (4) above, the output output portion of the transmission is provided at an end portion in the axial direction of the transmission case on the side where the rotation sensor is disposed. A flange that covers the outside of the output take-out portion protrudes from an end of the transmission case in the axial direction, and the flange is in the state where the power unit is mounted on a vehicle. It may be formed so as to surround the lower rear part.
 この場合、パワーユニットが車両に搭載された状態で、変速機の出力取り出し部の外側を覆う庇部によって回転センサの後部下方が取り囲まれるため、回転センサの車体下方側を庇部によって保護することができる。 In this case, since the rear lower part of the rotation sensor is surrounded by the collar part that covers the outside of the output output part of the transmission with the power unit mounted on the vehicle, the lower part of the vehicle body of the rotation sensor can be protected by the collar part. it can.
 (6)上記(5)に記載の変速機のセンサ取付部構造では、前記庇部と前記屈曲ビードとは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、V字形状を成すように形成され、前記回転センサは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、前記庇部と前記屈曲ビードとによるV字形状に挟まれるように配置されてもよい。 (6) In the transmission sensor mounting portion structure according to (5), the flange portion and the bent bead are V-shaped in a side view as viewed from the direction along the transmission shaft of the transmission case. The rotation sensor is disposed so as to be sandwiched in a V shape by the flange portion and the bent bead in a side view as viewed from a direction along the transmission shaft of the transmission case. Also good.
 この場合、回転センサの先端側の検出部の側方が、庇部と屈曲ビードとの交差部によって覆われるため、回転センサの検出部を外部からより強固に保護することができる。 In this case, since the side of the detection portion on the tip side of the rotation sensor is covered with the intersection of the flange portion and the bent bead, the detection portion of the rotation sensor can be more firmly protected from the outside.
 (7)上記(4)から(6)のいずれか一項に記載の変速機のセンサ取付部構造では、前記変速機ケースの前記センサ取付孔の形成される部位には、前記変速機ケースの内側に向かって凸となる内向き凸部が設けられ、前記内向き凸部の頂部に前記センサ取付孔の端部が開口するように形成されてもよい。 (7) In the sensor mounting portion structure for a transmission according to any one of (4) to (6) above, a portion of the transmission case where the sensor mounting hole is formed is provided with a portion of the transmission case. An inward convex portion that is convex toward the inside may be provided, and an end portion of the sensor mounting hole may be formed at the top of the inward convex portion.
 この場合、変速機ケースに設けられた内向き凸部に、前記内向き凸部の頂部に内側の端部が開口するようにセンサ取付孔が形成されることから、内向き凸部によってセンサ取付孔まわりの剛性と、回転センサの軸方向の支持剛性とを効率良く高めることができる。 In this case, the sensor mounting hole is formed in the inward convex portion provided in the transmission case so that the inner end opens at the top of the inward convex portion. The rigidity around the hole and the support rigidity in the axial direction of the rotation sensor can be efficiently increased.
 (8)上記(4)から(7)のいずれか一項に記載の変速機のセンサ取付部構造では、エンジンのクランク軸と前記変速軸との間の上方位置に、前記クランク軸の回転バランスを保つためのバランサ軸が配置され、前記横断ビードと横断孔とは、前記バランサ軸と前記回転センサとの間に配置されてもよい。 (8) In the sensor mounting portion structure for a transmission according to any one of (4) to (7) above, the rotation balance of the crankshaft is located at an upper position between the crankshaft of the engine and the transmission shaft. A balancer shaft for maintaining the balance may be disposed, and the transverse bead and the transverse hole may be disposed between the balancer shaft and the rotation sensor.
 この場合、バランサ軸と回転センサとの間のデッドスペースを有効利用して、横断ビードとともにオルイ通路をコンパクトに配置することが可能になる。 ∙ In this case, the dead space between the balancer shaft and the rotation sensor can be used effectively, and the Orui passage can be arranged compactly together with the crossing bead.
 本発明の態様によれば、変速機ケースの壁のセンサ取付孔の近傍部が、中空構造の横断ビードと屈曲ビードとによって補強されるとともに、横断ビードと屈曲ビードとにオイル通路となる横断孔と屈曲孔とが設けられる。そのため、回転センサが変速機ケースの軸方向の端部付近に設置される構造でありながら、変速機ケースの剛性を効率良く高めることができる。 According to the aspect of the present invention, the vicinity of the sensor mounting hole on the wall of the transmission case is reinforced by the hollow-structured transverse bead and the bent bead, and the transverse hole serving as an oil passage for the transverse bead and the bent bead. And a bent hole are provided. Therefore, the rigidity of the transmission case can be efficiently increased while the rotation sensor is installed near the end of the transmission case in the axial direction.
本発明の一実施形態のパワーユニットを採用した自動二輪車の左側面図である。1 is a left side view of a motorcycle employing a power unit according to an embodiment of the present invention. 本発明の一実施形態のパワーユニットの右側面図である。It is a right view of the power unit of one Embodiment of this invention. 本発明の一実施形態のパワーユニットの左側面図である。It is a left view of the power unit of one embodiment of the present invention. 本発明の一実施形態のパワーユニットの上面図である。It is a top view of the power unit of one embodiment of the present invention. 本発明の一実施形態のパワーユニットの図2のV-V断面にほぼ対応する断面図である。FIG. 5 is a cross-sectional view substantially corresponding to the VV cross section of FIG. 本発明の一実施形態のパワーユニットの図2のVI-VI断面にほぼ対応する断面図である。FIG. 4 is a cross-sectional view substantially corresponding to the VI-VI cross section of FIG. 2 of the power unit of one embodiment of the present invention. 本発明の一実施形態のシリンダブロックの図2のVII矢視に対応する下面図である。It is a bottom view corresponding to the VII arrow of Drawing 2 of the cylinder block of one embodiment of the present invention. 本発明の一実施形態のパワーユニットを図7のVIII-VIII部分で断面にした部分断面斜視図である。FIG. 8 is a partial cross-sectional perspective view in which the power unit according to the embodiment of the present invention is taken along a section VIII-VIII in FIG. 7. 本発明の一実施形態のクランクケースの右側のケース半体の斜視図である。It is a perspective view of the case half of the right side of the crankcase of one embodiment of the present invention. 本発明の一実施形態のクランクケースの左側のケース半体の斜視図である。It is a perspective view of the case half of the left side of the crankcase of one embodiment of the present invention. 本発明の一実施形態のパワーユニットのメイン軸の直上部を中心とした上面図である。It is a top view centering on the direct upper part of the main axis | shaft of the power unit of one Embodiment of this invention. 本発明の一実施形態のパワーユニットの回転センサを取り去り、図11のXII-XII部分で断面にした部分断面斜視図である。FIG. 12 is a partial cross-sectional perspective view in which the rotation sensor of the power unit according to the embodiment of the present invention is removed and the cross section is taken along the XII-XII portion of FIG. 本発明の一実施形態のパワーユニットの回転センサを取り去った斜視図である。It is the perspective view which removed the rotation sensor of the power unit of one Embodiment of this invention. 本発明の一実施形態のパワーユニットの図11のXIV-XIV断面に対応する断面図である。It is sectional drawing corresponding to the XIV-XIV cross section of FIG. 11 of the power unit of one Embodiment of this invention. 本発明の一実施形態のパワーユニットの図11のXV-XV断面に対応する断面図である。FIG. 12 is a cross-sectional view corresponding to the XV-XV cross section of FIG. 11 of the power unit according to the embodiment of the present invention.
 以下、本発明の実施形態について図面を参照して説明する。なお、以下の説明に用いる図中適所には、車両前方を示す矢印FR、車両左方を示す矢印LH、車両上方を示す矢印UPが示されている。
 図1は、この実施形態に係るエンジンEを採用したパワーユニットPUが搭載された自動二輪車1の左側面を示す図である。
 図1において、Wf,Wrは、図示しない車体フレームにフロントフォーク2を介して支持された前輪と、車体フレームにスイングアーム3を介して支持された後輪である。また、Hは、フロントフォーク2の上方に配置された操舵ハンドルであり、Sは、乗員の着座するシート、Tは、シートSの前方に配置された燃料タンクである。パワーユニットPUは、車体フレームの中央の燃料タンクTの下方位置に搭載されている。
 パワーユニットPUは、エンジンEの駆動回転を変速機Mによって変速し、その出力を、伝達機構を介して後輪Wrに伝達する。なお、以下のパワーユニットPUの説明における前後左右等の向きは、特別に断らない限り、車両に搭載したときにおける向きと同一とする。
Embodiments of the present invention will be described below with reference to the drawings. In the drawings used for the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown.
FIG. 1 is a diagram showing a left side surface of a motorcycle 1 on which a power unit PU employing an engine E according to this embodiment is mounted.
In FIG. 1, Wf and Wr are a front wheel supported by a body frame (not shown) via a front fork 2 and a rear wheel supported by a body frame via a swing arm 3. Further, H is a steering handle disposed above the front fork 2, S is a seat on which an occupant is seated, and T is a fuel tank disposed in front of the seat S. The power unit PU is mounted below the fuel tank T in the center of the body frame.
The power unit PU shifts the drive rotation of the engine E by the transmission M, and transmits the output to the rear wheel Wr via the transmission mechanism. In the following description of the power unit PU, the directions such as front, rear, left and right are the same as those when mounted on a vehicle unless otherwise specified.
 図2,図3は、パワーユニットPUの右側面と左側面を示す図である。また、図4は、パワーユニットPUの上面を示す図であり、図5,図6は、パワーユニットPUにおける図2のV-V断面とVI-VI断面にほぼ対応する断面図である。
 パワーユニットPUのエンジンEは、クランク軸10を回転自在に支持するクランクケース11と、クランクケース11の前側上部から斜め上方に突出するシリンダ部12と、を備えている。クランクケース11は、変速機Mの変速機ケースを兼ね、前部側にクランク軸10が配置されるとともに、そのクランク軸10の後方側に変速機Mのメイン軸13(変速軸)とカウンタ軸14とがクランク軸10と平行に配置されている。メイン軸13とカウンタ軸14とは、クランクケース11に回転自在に支持されている。カウンタ軸14は、図5に示すようにクランクケース11の左側壁を外側に貫通し、その貫通した端部に動力取り出し用のスプロケット15が取り付けられている。スプロケット15には、チェーン9が掛け回され、そのチェーン9を通して後輪に動力を伝達するようになっている。
 この実施形態においては、カウンタ軸14とスプロケット15とがパワーユニットPUにおける動力取り出し部を構成している。
2 and 3 are diagrams showing a right side surface and a left side surface of the power unit PU. 4 is a view showing the upper surface of the power unit PU, and FIGS. 5 and 6 are cross-sectional views substantially corresponding to the VV cross section and the VI-VI cross section of FIG. 2 in the power unit PU.
The engine E of the power unit PU includes a crankcase 11 that rotatably supports the crankshaft 10 and a cylinder portion 12 that protrudes obliquely upward from the front upper portion of the crankcase 11. The crankcase 11 also serves as a transmission case of the transmission M. The crankshaft 10 is disposed on the front side, and the main shaft 13 (transmission shaft) and the counter shaft of the transmission M are disposed on the rear side of the crankshaft 10. 14 is arranged in parallel with the crankshaft 10. The main shaft 13 and the counter shaft 14 are rotatably supported by the crankcase 11. As shown in FIG. 5, the counter shaft 14 penetrates the left side wall of the crankcase 11 to the outside, and a sprocket 15 for taking out power is attached to the end of the countershaft 14. A chain 9 is hung around the sprocket 15, and power is transmitted to the rear wheel through the chain 9.
In this embodiment, the counter shaft 14 and the sprocket 15 constitute a power take-out unit in the power unit PU.
 シリンダ部12は、ピストン16を進退自在に収容するシリンダボア17aを有するシリンダブロック17と、シリンダブロック17の上部に取り付けられ、ピストン16の頂面との間で燃焼室7を形成するシリンダヘッド18と、シリンダヘッド18の上部に取り付けられるヘッドカバー19と、を備えている。図6に示すように、シリンダヘッド18はシリンダブロック17の上部に重ねられ、シリンダブロック17とともにクランクケース11の上面に複数本(4本)のスタッドボルト20(締結部材)によって共締め固定されている。 The cylinder portion 12 includes a cylinder block 17 having a cylinder bore 17a that accommodates the piston 16 so as to be movable back and forth, and a cylinder head 18 that is attached to the top of the cylinder block 17 and forms the combustion chamber 7 with the top surface of the piston 16. And a head cover 19 attached to the upper part of the cylinder head 18. As shown in FIG. 6, the cylinder head 18 is overlaid on the top of the cylinder block 17, and is fastened together with a plurality of (four) stud bolts 20 (fastening members) together with the cylinder block 17 on the upper surface of the crankcase 11. Yes.
 図5に示すように、ピストン16は、コネクティングロッド23を介してクランク軸10に連動可能に接続されており、燃焼室7での爆発に伴うピストン16の進退動作をクランク軸10に回転力として伝達する。なお、図5中の符号8は、燃焼室7に臨んで設けられた点火プラグである。 As shown in FIG. 5, the piston 16 is connected to the crankshaft 10 via a connecting rod 23 so that the piston 16 can move forward and backward in response to an explosion in the combustion chamber 7 as a rotational force. introduce. Note that reference numeral 8 in FIG. 5 is a spark plug provided facing the combustion chamber 7.
 シリンダヘッド18には、図示しない吸気口と排気口が形成されるとともに、これらの吸気口と排気口を開閉する図示しない吸気弁と排気弁とが取り付けられている。吸気口には、図2,図3に示すように、エンジンEの吸気系を構成するインレットパイプ6が接続されている。排気口には、エンジンEの排気系を構成する図示しないエキゾーストパイプが接続されている。また、図6に示すように、シリンダヘッド18とヘッドカバー19との間には、吸気弁と排気弁を開閉する動弁機構21が設けられている。図6中の符号22は、動弁機構21の動弁カムを作動するためのカム軸である。カム軸22は、タイミングチェーン5を介してクランク軸10に連動可能に接続されている。
 なお、この実施形態のエンジンEは水冷式の単気筒エンジンであり、シリンダブロック17には単一のシリンダボア17aが設けられ、そのシリンダボア17aの周域にはウォータージャケット50が形成されている。図2,図4,図5中の符号51は、図示しないラジエータで冷却された冷却水をウォータージャケット50に送給するためのウォーターポンプである。
The cylinder head 18 is formed with an intake port and an exhaust port (not shown), and an intake valve and an exhaust valve (not shown) for opening and closing the intake port and the exhaust port are attached. As shown in FIGS. 2 and 3, an inlet pipe 6 constituting an intake system of the engine E is connected to the intake port. An exhaust pipe (not shown) constituting an exhaust system of the engine E is connected to the exhaust port. As shown in FIG. 6, a valve operating mechanism 21 that opens and closes the intake valve and the exhaust valve is provided between the cylinder head 18 and the head cover 19. Reference numeral 22 in FIG. 6 is a cam shaft for operating a valve cam of the valve mechanism 21. The camshaft 22 is connected to the crankshaft 10 via the timing chain 5 so as to be interlocked.
The engine E of this embodiment is a water-cooled single cylinder engine. The cylinder block 17 is provided with a single cylinder bore 17a, and a water jacket 50 is formed in the peripheral area of the cylinder bore 17a. Reference numeral 51 in FIGS. 2, 4, and 5 is a water pump for supplying cooling water cooled by a radiator (not shown) to the water jacket 50.
 クランクケース11は、図5,図6に示すように、クランク軸10と直交する分割面11La,11Raを境にして左右に分割された一対のケース半体11L,11Rによって構成されている。左右のケース半体11L,11Rは、シリンダブロック17のシリンダ中心軸C1を通る平面において左右に分割され、分割されたケース半体11L,11R同士は図示しない複数のボルトによって締結固定されている。右側のケース半体11Rの右側部には、ケース半体11Rとの間に密閉空間を形成するクランクカバー30が取り付けられている。 As shown in FIGS. 5 and 6, the crankcase 11 includes a pair of case halves 11 </ b> L and 11 </ b> R that are divided on the left and right sides with dividing surfaces 11 </ b> La and 11 </ b> Ra orthogonal to the crankshaft 10. The left and right case halves 11L and 11R are divided into left and right in a plane passing through the cylinder center axis C1 of the cylinder block 17, and the divided case halves 11L and 11R are fastened and fixed by a plurality of bolts (not shown). A crank cover 30 that forms a sealed space with the case half 11R is attached to the right side of the right case half 11R.
 図5に示すように、クランク軸10の右側の端部は右側のケース半体11Rの側壁を貫通し、その貫通した端部には、変速機Mのメイン軸13に動力を伝達するためのプライマリドライブギヤ24が取り付けられている。また、クランク軸10の左側の端部は左側のケース半体11Lの側壁を貫通し、その貫通した端部には、発電機25のロータ25aが取り付けられている。ロータ25aの端部と周域部とは、ステータ25bを保持する発電機25のカバー25cによって覆われている。 As shown in FIG. 5, the right end portion of the crankshaft 10 penetrates the side wall of the right case half 11 </ b> R, and the penetrated end portion transmits power to the main shaft 13 of the transmission M. A primary drive gear 24 is attached. The left end portion of the crankshaft 10 penetrates the side wall of the left case half 11L, and the rotor 25a of the generator 25 is attached to the penetrated end portion. The end portion and the peripheral region of the rotor 25a are covered with a cover 25c of the generator 25 that holds the stator 25b.
 また、変速機Mのメイン軸13の右側の端部は右側のケース半体11Rの側壁を貫通している。右側のケース半体11Rを貫通したメイン軸13の端部には、クランク軸10側のプライマリドライブギヤ24と噛合するプライマリドリブンギヤ26と、外部からの操作によって動力の断接を行うクラッチ27と、が支持されている。プライマリドリブンギヤ26は、メイン軸13に回転自在に支持されており、クラッチ27は、プライマリドリブンギヤ26とメイン軸13との間の動力伝達経路に介装されている。したがって、クラッチ27は、プライマリドリブンギヤ26とメイン軸13との間の動力の伝達と遮断を外部からの操作によって適宜切り換えることができる。 Further, the right end of the main shaft 13 of the transmission M penetrates the side wall of the right case half 11R. A primary driven gear 26 that meshes with the primary drive gear 24 on the crankshaft 10 side, a clutch 27 that connects and disconnects power by an external operation, at the end of the main shaft 13 that passes through the right case half 11R, Is supported. The primary driven gear 26 is rotatably supported by the main shaft 13, and the clutch 27 is interposed in a power transmission path between the primary driven gear 26 and the main shaft 13. Therefore, the clutch 27 can appropriately switch between transmission and interruption of power between the primary driven gear 26 and the main shaft 13 by an operation from the outside.
 変速機Mのメイン軸13とカウンタ軸14とには、複数の変速歯車から成るメインギヤ群m1とカウンタギヤ群m2とが設けられている。変速機Mは、図示しないチェンジ機構の操作によってメインギヤ群m1とカウンタギヤ群m2との変速歯車が選択され、それによってニュートラルを含む任意の変速ギヤ段(ギヤポジション)が設定される。したがって、変速機Mは、こうして変速ギヤ段が設定された状態において、クランク軸10の回転動力がクラッチ27を介してメイン軸13に伝達されると、その回転動力を設定比に変速してカウンタ軸14から外部に出力する。
 なお、図5中の符号28は、キック始動時にクランク軸10を回転させるためのキック軸である。
The main shaft 13 and the counter shaft 14 of the transmission M are provided with a main gear group m1 and a counter gear group m2 composed of a plurality of transmission gears. In the transmission M, transmission gears of the main gear group m1 and the counter gear group m2 are selected by operating a change mechanism (not shown), thereby setting an arbitrary transmission gear stage (gear position) including neutral. Therefore, when the transmission power of the crankshaft 10 is transmitted to the main shaft 13 via the clutch 27 in the state where the transmission gear stage is set in this way, the transmission M changes the rotational power to the set ratio and counters it. Output from the shaft 14 to the outside.
Note that reference numeral 28 in FIG. 5 denotes a kick shaft for rotating the crank shaft 10 at the time of kick start.
 図2~図4に示すように、クランクケース11内のクランク軸10とメイン軸13との間の上方位置には、クランク軸10と平行に延出するバランサ軸29が配置されている。バランサ軸29は、クランクケース11に回転自在に支持されている。バランサ軸29は、図示しない歯車を介してクランク軸10と同期回転することにより、クランク軸10の回転変動を打消して回転バランスを維持する。 2 to 4, a balancer shaft 29 extending in parallel with the crankshaft 10 is disposed at an upper position between the crankshaft 10 and the main shaft 13 in the crankcase 11. The balancer shaft 29 is rotatably supported by the crankcase 11. The balancer shaft 29 rotates synchronously with the crankshaft 10 via a gear (not shown), thereby canceling the rotational fluctuation of the crankshaft 10 and maintaining the rotation balance.
 また、図6に示すように、クランクケース11の底部には潤滑オイルを貯留するためオイルパン31が設けられている。右側のケース半体11Rのオイルパン31の上方位置には、オイルパン31内のオイルを汲み上げてそのオイルをパワーユニットPU内の潤滑必要部位に圧送するオイルポンプ32(オイル供給源)が設置されている。この実施形態のオイルポンプ32は、クランク軸10から回転動力を受けて運転される。 Also, as shown in FIG. 6, an oil pan 31 is provided at the bottom of the crankcase 11 to store lubricating oil. Above the oil pan 31 of the right case half 11R, an oil pump 32 (oil supply source) that pumps up the oil in the oil pan 31 and pumps the oil to the lubrication-needed portion in the power unit PU is installed. Yes. The oil pump 32 of this embodiment is operated by receiving rotational power from the crankshaft 10.
 オイルポンプ32に接続されるパワーユニットPU内のオイル供給路33は、オイルポンプ32の吐出部からクランク軸10内を通ってクランクピンやジャーナル部等のクランク軸10まわりの潤滑必要部位にオイルを供給するクランク系油路33Cと、クランクケース11の上部からシリンダ部12の壁内を通って動弁機構21の潤滑必要部位にオイルを供給する動弁系油路33Bと、に分かれている。そして、動弁系油路33Bの途中には、変速機Mのメイン軸13やカウンタ軸14等の軸まわりにオイルを供給するための分岐オイル通路34が接続されている。 The oil supply path 33 in the power unit PU connected to the oil pump 32 supplies oil from the discharge part of the oil pump 32 through the crankshaft 10 to a portion requiring lubrication around the crankshaft 10 such as a crankpin and a journal part. A crank system oil passage 33C, and a valve system oil passage 33B that supplies oil from the upper part of the crankcase 11 through the inside of the cylinder portion 12 to the lubrication required portion of the valve mechanism 21. A branch oil passage 34 for supplying oil around shafts such as the main shaft 13 and the counter shaft 14 of the transmission M is connected in the middle of the valve operating oil passage 33B.
 図7は、図2のVII矢視に対応するシリンダブロック17の下面図であり、図8は、図7のVIII-VIII断面部分を断面にしたクランクケース11とシリンダブロック17の斜視図である。また、図9は、クランクケース11の右側のケース半体11Rを、分割面11Raがほぼ正面に向くように後側斜め上方側から見た斜視図であり、図10は、クランクケース11の左側のケース半体11Lを、分割面11Laがほぼ正面に向くように前側斜め上方側から見た斜視図である。
 オイル供給路33の動弁系油路33Bの一部は、図6に示すように、クランクケース11の上部の端面11Ru,11Lu(接合面)とシリンダブロック17の下面17d(接合面)との間に形成されている。このクランクケース11とシリンダブロック17の接合面間の油路とは、図7に示すように、オイルポンプ32に接続されるオイルの流入部35aがシリンダブロック17の前部右側の隅部の近傍に設けられ、動弁機構21側に接続されるオイルの流出部36aがシリンダブロック17の後部左側の隅部に設けられている。この接合面間の油路の流入部35aと流出部36aとは、図7に示すようにシリンダ中心軸C1を通る対角線L1上に重なる範囲に配置されている。
7 is a bottom view of the cylinder block 17 corresponding to the view taken along the arrow VII in FIG. 2, and FIG. 8 is a perspective view of the crankcase 11 and the cylinder block 17 taken along the section VIII-VIII in FIG. . 9 is a perspective view of the case half 11R on the right side of the crankcase 11 as seen from the rear obliquely upward side so that the dividing surface 11Ra faces almost the front, and FIG. 10 shows the left side of the crankcase 11 It is the perspective view which looked at case half body 11L from the front side slanting upper side so that the division surface 11La may face the front almost.
As shown in FIG. 6, a part of the valve operating oil passage 33 </ b> B of the oil supply passage 33 is formed between the upper end surfaces 11 </ b> Ru and 11 </ b> Lu (joint surface) of the crankcase 11 and the lower surface 17 d (joint surface) of the cylinder block 17. It is formed between. As shown in FIG. 7, the oil passage between the joint surface of the crankcase 11 and the cylinder block 17 is an oil inflow portion 35 a connected to the oil pump 32 in the vicinity of the front right corner of the cylinder block 17. An oil outflow portion 36 a connected to the valve operating mechanism 21 side is provided at a corner on the left side of the rear portion of the cylinder block 17. The inflow portion 35a and the outflow portion 36a of the oil passage between the joint surfaces are arranged in a range overlapping on a diagonal line L1 passing through the cylinder center axis C1, as shown in FIG.
 上記のクランクケース11とシリンダブロック17の接合面間の油路とは、右側の(一方の)ケース半体11Rの端面11Ruとシリンダブロック17の下面17dとの間に形成される第1のオイル通路35と、左側の(他方の)ケース半体11Lの端面11Luとシリンダブロック17の下面17dとの間に形成される第2のオイル通路36と、を有する。 The oil path between the joint surfaces of the crankcase 11 and the cylinder block 17 is a first oil formed between the end surface 11Ru of the right (one) case half 11R and the lower surface 17d of the cylinder block 17. A passage 35 and a second oil passage 36 formed between the end face 11Lu of the left (other) case half 11L and the lower surface 17d of the cylinder block 17 are provided.
 この実施形態の場合、第1のオイル通路35は、右側のケース半体11Rの平坦な端面11Ruと、シリンダブロック17の下面17dにシリンダボア17aの外周縁部に略沿って形成された溝35cとに囲まれて形成されている。そして、第1のオイル通路35の延出方向の一端には、オイルポンプ32側に接続される流入部35aが設けられている。
 第2のオイル通路36は、左側のケース半体11Lの平坦な端面11Luと、シリンダブロック17の下面17dにシリンダボア17aの外周縁部に略沿って形成された溝36cとに囲まれて形成されている。第2のオイル通路36の延出方向の一端には、動弁機構21側に接続される流出部36aが設けられている。
 なお、図6においては、第1のオイル通路35と第2のオイル通路36とが図上に現れるように断面を調整している。
In the case of this embodiment, the first oil passage 35 includes a flat end surface 11Ru of the right case half 11R, and a groove 35c formed in the lower surface 17d of the cylinder block 17 substantially along the outer peripheral edge of the cylinder bore 17a. It is surrounded by. An inflow portion 35 a connected to the oil pump 32 side is provided at one end of the first oil passage 35 in the extending direction.
The second oil passage 36 is formed by being surrounded by a flat end surface 11Lu of the left case half 11L and a groove 36c formed in the lower surface 17d of the cylinder block 17 substantially along the outer peripheral edge of the cylinder bore 17a. ing. At one end in the extending direction of the second oil passage 36, an outflow portion 36a connected to the valve operating mechanism 21 side is provided.
In FIG. 6, the cross section is adjusted so that the first oil passage 35 and the second oil passage 36 appear on the drawing.
 第1のオイル通路35は、シリンダブロック17の前部右側の流入部35aからシリンダブロック17の後部右側を経由して後部中央の近傍部まで弧状に伸びている。この第1のオイル通路35の他端部には、図6,図9に示すように、右側のケース半体11Rに形成された第1迂回孔37の一端が導通している。
 また、第2のオイル通路36は、シリンダブロック17の後部左側の流出部36aからシリンダブロック17の後部中央の近傍部まで弧状に伸び、その後部中央の近傍部で終わっている。この第2のオイル通路36の他端部には、図6,図8に示すように、左側のケース半体11Lに形成された第2迂回孔38の一端が導通している。
The first oil passage 35 extends in an arc from the inflow portion 35 a on the right side of the front portion of the cylinder block 17 to the vicinity of the center of the rear portion via the right side of the rear portion of the cylinder block 17. As shown in FIGS. 6 and 9, one end of a first bypass hole 37 formed in the right case half 11 </ b> R is electrically connected to the other end of the first oil passage 35.
The second oil passage 36 extends in an arc from the outflow portion 36a on the left side of the rear portion of the cylinder block 17 to the vicinity of the center of the rear portion of the cylinder block 17 and ends in the vicinity of the center of the rear portion. As shown in FIGS. 6 and 8, one end of a second bypass hole 38 formed in the left case half 11 </ b> L is electrically connected to the other end of the second oil passage 36.
 第1迂回孔37は、一端が右側のケース半体11Rの上側の端面11Ruに開口する略L字状の孔によって構成されている。第1迂回孔37の他端37aは、右側のケース半体11Rの分割面11Raのうちの、上側の端面11Ruから離間した位置に開口している。
 第2迂回孔38は、一端が左側のケース半体11Lの上側の端面11Luに開口する略L字状の孔によって構成されている。第2迂回孔38の他端38aは、左側のケース半体11Lの分割面11Laのうちの、上側の端面11Luから離間した位置に開口している。そして、第1迂回孔37の他端と第2迂回孔38の他端とは、左右のケース半体11L,11Rが結合されることで、端部同士が突き合せられて相互に接続されている。
 したがって、第1のオイル通路35と第2のオイル通路36とは、第1迂回孔37と第2迂回孔38とを介して相互に接続されている。これにより、オイルポンプ32から流入部35aに流れ込んだオイルは、第1のオイル通路35,第1迂回孔37,第2迂回孔38、第2のオイル通路36、流出部36aを順次通り、シリンダ部12の動弁機構21へと供給される。
The first bypass hole 37 is configured by a substantially L-shaped hole having one end opened to the upper end surface 11Ru of the right case half 11R. The other end 37a of the first bypass hole 37 opens at a position apart from the upper end surface 11Ru in the dividing surface 11Ra of the right case half 11R.
The second bypass hole 38 is configured by a substantially L-shaped hole having one end opened to the upper end surface 11Lu of the left case half 11L. The other end 38a of the second bypass hole 38 opens at a position apart from the upper end surface 11Lu of the dividing surface 11La of the left case half 11L. The other end of the first bypass hole 37 and the other end of the second bypass hole 38 are joined to each other by joining the left and right case halves 11L and 11R to each other. Yes.
Therefore, the first oil passage 35 and the second oil passage 36 are connected to each other via the first bypass hole 37 and the second bypass hole 38. Thereby, the oil flowing into the inflow portion 35a from the oil pump 32 sequentially passes through the first oil passage 35, the first bypass hole 37, the second bypass hole 38, the second oil passage 36, and the outflow portion 36a. Supplied to the valve mechanism 21 of the section 12.
 また、第2迂回孔38は、ケース半体11Lの上側の端面11Luから下方に延出する縦孔部が、第1迂回孔37側と接続される横孔部を超えてさらに所定長延長されている。
 この延長部40の底部40aから離間した側面には、変速機Mのメイン軸13やカウンタ軸14等の軸まわりにオイルを供給するための分岐オイル通路34が接続されている。
Further, the second bypass hole 38 has a vertical hole portion that extends downward from the upper end surface 11Lu of the case half body 11L, and is further extended by a predetermined length beyond a lateral hole portion connected to the first bypass hole 37 side. ing.
A branch oil passage 34 for supplying oil around shafts such as the main shaft 13 and the counter shaft 14 of the transmission M is connected to a side surface of the extension 40 that is separated from the bottom 40a.
 ところで、シリンダブロック17には、図7に示すように、シリンダボア17aを取り囲む周縁部の四隅に、前述したスタッドボルト20の挿通される挿通孔39が形成されている。この4つの挿通孔39は、シリンダ中心軸C1を中心とする同一ピッチ円P上に配置されている。そして、前述の第1のオイル通路35の流入部35aと第2のオイル通路36の流出部36aとの各一部は、上記ピッチ円Pよりも外側の領域で、かつ挿通孔39に近接する位置に配置されている。また、流入部35aと流出部36aとは、前述のようにシリンダ中心軸C1を通る対角線L1上に重なる範囲に配置されているため、第1のオイル通路35と第2のオイル通路36とは、クランクケース11の分割面11La,11Raの位置を挟んでシリンダボア17aまわりにほぼ半周分の長さにわたって形成されている。 Incidentally, as shown in FIG. 7, the cylinder block 17 is formed with insertion holes 39 through which the stud bolts 20 are inserted at the four corners of the peripheral portion surrounding the cylinder bore 17a. The four insertion holes 39 are arranged on the same pitch circle P around the cylinder center axis C1. A part of each of the inflow portion 35a of the first oil passage 35 and the outflow portion 36a of the second oil passage 36 is an area outside the pitch circle P and close to the insertion hole 39. Placed in position. Further, since the inflow portion 35a and the outflow portion 36a are arranged in a range overlapping on the diagonal line L1 passing through the cylinder central axis C1 as described above, the first oil passage 35 and the second oil passage 36 are different from each other. The crankcase 11 is formed over the cylinder bore 17a across the length of approximately a half circumference with the positions of the split surfaces 11La and 11Ra interposed therebetween.
 第2迂回孔38から分岐した分岐オイル通路34の一部は、延長部40に接続されるオリフィス孔41と、左側のケース半体11Lの分割面11Laに沿って形成される通路溝49と、を有する。通路溝49は、左右のケース半体11L,11Rが締結固定されることにより、右側のケース半体11Rの平坦な分割面11Raに突き合せられ、それによって変速機M方向に向かう通路の一部を構成している。
 オリフィス孔41は、左側のケース半体11Lの分割面11La側において、通路溝49の底部から孔あけ加工等によって延長部40の側面に連通するように形成されている。
A part of the branch oil passage 34 branched from the second bypass hole 38 includes an orifice hole 41 connected to the extension 40, a passage groove 49 formed along the dividing surface 11La of the left case half 11L, Have The passage groove 49 is abutted against the flat dividing surface 11Ra of the right case half body 11R by fastening the left and right case half bodies 11L and 11R, thereby part of the passage toward the transmission M direction. Is configured.
The orifice hole 41 is formed on the split surface 11La side of the left case half 11L so as to communicate with the side surface of the extension 40 from the bottom of the passage groove 49 by drilling or the like.
 通路溝49は、図10に示すように、左側のケース半体11Lの周壁のバランサ軸29の外側を取り囲む領域において、後部下方に向かって円弧状に延びている。そして、通路溝49の後部下方側の端部は、左側のケース半体11Lと右側のケース半体11Rとに左右方向に一直線状に形成された左通路孔42(横断孔)と右通路孔43(図11参照)とに接続されている。左通路孔42は、変速機Mのメイン軸13まわりの潤滑必要部位にオイルを供給する通路の一部を構成し、右通路孔43は、変速機Mのカウンタ軸14まわりの潤滑必要部位にオイルを供給する通路の一部を構成している。 As shown in FIG. 10, the passage groove 49 extends in an arc shape toward the lower rear part in a region surrounding the outer side of the balancer shaft 29 of the peripheral wall of the left case half 11 </ b> L. The rear lower end of the passage groove 49 has a left passage hole 42 (transverse hole) and a right passage hole formed in a straight line in the left-right direction in the left case half 11L and the right case half 11R. 43 (see FIG. 11). The left passage hole 42 constitutes a part of a passage for supplying oil to the lubrication necessary portion around the main shaft 13 of the transmission M, and the right passage hole 43 serves as a lubrication necessary portion around the counter shaft 14 of the transmission M. It constitutes a part of the passage for supplying oil.
 また、図10に示すように、左側のケース半体11Lの周壁の分割面11Laに臨む領域には、第2迂回孔38と通路溝49の外側領域から左通路孔42の後方側に回り込むように延びる捕捉溝44が形成されている。左通路孔42の後方側に回り込んで延びた捕捉溝44の延出端はクランクケース11の内側空間に開口している。捕捉溝44は、通路溝49や第2迂回孔38を流れるオイルが分割面11La,11Raに沿って通路溝49や第2迂回孔38の外側に漏れ出たときに、そのオイルを捕捉し捕捉したオイルをクランクケース11内に戻すように機能する。 Further, as shown in FIG. 10, the region facing the dividing surface 11La of the peripheral wall of the left case half 11 </ b> L extends from the outer region of the second bypass hole 38 and the passage groove 49 to the rear side of the left passage hole 42. A catching groove 44 extending in the direction is formed. The extending end of the catching groove 44 extending around the rear side of the left passage hole 42 opens into the inner space of the crankcase 11. The capture groove 44 captures and captures oil when the oil flowing through the passage groove 49 and the second bypass hole 38 leaks outside the passage groove 49 and the second bypass hole 38 along the dividing surfaces 11La and 11Ra. It functions to return the returned oil into the crankcase 11.
 図11は、パワーユニットPUの変速機Mのメイン軸13の直上部を中心とした上面図であり、図12は、図11のXII-XII断面に対応する部分を断面にしたパワーユニットPUを左側前部上方側から見た斜視図である。また、図13は、パワーユニットPUを左側後部上方側から見た斜視図であり、図14,図15は、図11のXIV-XIV断面とXV-XV断面に対応する断面図である。
 図11に示すように、左側のケース半体11Lの上壁11Leのうちの、左通路孔42の後部に隣接する部位には、変速機Mのメイン軸13上の回転要素の回転を検出するための回転センサ53が取り付けられている。この回転センサ53は、メイン軸13上の軸方向の左側の端部の近傍の検出対象歯車の回転を検出する。ケース半体11Lの左側の端部寄りの上壁11Leには、図12~図14に示すように、上壁11Leを貫通するセンサ取付孔54が形成されている。回転センサ53は、このセンサ取付孔54に取り付けられ、先端側の検出部53aが、クランクケース11内においてメイン軸13上の検出対象歯車の歯面に近接している。この実施形態の場合、センサ取付孔54の軸線C2は、図14に示すように下方に向かって若干前方側に傾斜して形成されている。このため、回転センサ53の検出部53aは、若干前方に傾斜した状態において、メイン軸13方向に指向している。
FIG. 11 is a top view centering on the immediate upper part of the main shaft 13 of the transmission M of the power unit PU, and FIG. It is the perspective view seen from the part upper side. 13 is a perspective view of the power unit PU as seen from the upper left rear side, and FIGS. 14 and 15 are cross-sectional views corresponding to the XIV-XIV cross section and the XV-XV cross section of FIG.
As shown in FIG. 11, the rotation of the rotating element on the main shaft 13 of the transmission M is detected in a portion of the upper wall 11Le of the left case half 11L adjacent to the rear portion of the left passage hole 42. A rotation sensor 53 is attached. The rotation sensor 53 detects the rotation of the detection target gear near the left end in the axial direction on the main shaft 13. As shown in FIGS. 12 to 14, a sensor attachment hole 54 penetrating the upper wall 11Le is formed in the upper wall 11Le near the left end of the case half 11L. The rotation sensor 53 is attached to the sensor attachment hole 54, and the detection portion 53 a on the front end side is close to the tooth surface of the detection target gear on the main shaft 13 in the crankcase 11. In the case of this embodiment, the axis C2 of the sensor mounting hole 54 is formed to be inclined slightly forward toward the lower side as shown in FIG. For this reason, the detection part 53a of the rotation sensor 53 is directed in the direction of the main shaft 13 in a state where it is slightly inclined forward.
 左側のケース半体11Lの上壁11Leには、センサ取付孔54の軸線C2に沿う方向から見て、センサ取付孔54の前側近傍をメイン軸13と平行な方向に横切る横断ビード55が外側に膨出して形成されている。この横断ビード55は、ケース半体11Lの左側の端部寄りの上壁11Leに対して上方側と左側方側に膨出している。また、ケース半体11Lの左側の端部壁には、横断ビード55の外側の端部からメイン軸13の軸方向の左端部の近傍に向かって延出する屈曲ビード56が左側方に膨出して形成されている。 On the upper wall 11Le of the left case half 11L, a transverse bead 55 that crosses the vicinity of the front side of the sensor mounting hole 54 in a direction parallel to the main shaft 13 as viewed from the direction along the axis C2 of the sensor mounting hole 54 is outward. It is formed to bulge out. The transverse bead 55 bulges upward and to the left with respect to the upper wall 11Le near the left end of the case half 11L. In addition, a bent bead 56 that extends from the outer end of the transverse bead 55 toward the vicinity of the left end in the axial direction of the main shaft 13 bulges to the left on the left end wall of the case half 11L. Is formed.
 横断ビード55内には、オイル供給路33の一部を構成する上記の左通路孔42(横断孔)が形成され、屈曲ビード56内には、上端部が左通路孔42に導通する屈曲孔57が形成されている。屈曲孔57の下端は、メイン軸13の軸方向の左端部に導通し、左通路孔42と屈曲孔57を介して導入されたオイルを、メイン軸13内の通路を通してメイン軸13まわりの潤滑必要部位に供給するようになっている。 In the transverse bead 55, the left passage hole 42 (transverse hole) constituting a part of the oil supply passage 33 is formed, and in the bending bead 56, a bent hole whose upper end portion is electrically connected to the left passage hole 42. 57 is formed. The lower end of the bent hole 57 is electrically connected to the left end portion of the main shaft 13 in the axial direction, and the oil introduced through the left passage hole 42 and the bent hole 57 is lubricated around the main shaft 13 through the passage in the main shaft 13. It is designed to supply necessary parts.
 横断ビード55とその内部の左通路孔42とは、図14,図15に示すように、バランサ軸29と回転センサ53との間において左右方向に延出している。また、屈曲ビード56とその内部の屈曲孔57とは、センサ取付孔54よりも左端側位置において、上端部から下端部に向かって後方側に傾斜している。そして、屈曲ビード56は、メイン軸13に沿う方向から見た側面視において、回転センサ53の先端側の検出部53aと一部が重なるように形成されている。したがって、屈曲ビード56は左側のケース半体11Lの左端部において、回転センサ53の左側の側部の一部を覆っている。
 また、図12,図14に示すように、横断ビード55の左通路孔42の上側の壁の肉厚T1は、左側のケース半体11Lのセンサ取付孔54の周域の他の領域の壁よりも肉厚に形成されている。
As shown in FIGS. 14 and 15, the transverse bead 55 and the left passage hole 42 inside thereof extend in the left-right direction between the balancer shaft 29 and the rotation sensor 53. Further, the bending bead 56 and the bending hole 57 inside thereof are inclined rearward from the upper end portion toward the lower end portion at the left end side position with respect to the sensor mounting hole 54. The bent bead 56 is formed so as to partially overlap the detection portion 53a on the distal end side of the rotation sensor 53 in a side view as viewed from the direction along the main shaft 13. Therefore, the bent bead 56 covers a part of the left side portion of the rotation sensor 53 at the left end portion of the left case half 11L.
Also, as shown in FIGS. 12 and 14, the wall thickness T1 of the upper wall of the left passage hole 42 of the transverse bead 55 is the wall of the other region around the sensor mounting hole 54 of the left case half 11L. It is formed thicker than.
 また、変速機Mのカウンタ軸14の左側の端部は、左側のケース半体11Lの側壁から側方に突出し、その吐出した部分がカバー壁58によって覆われている。カバー壁58は、ケース半体11Lの左端側から突出する円弧状の庇部58aを有している。この庇部58aは、カウンタ軸14の突出部とスプロケット15(図5参照)の略前半部の周域を覆い、これらを外部から保護するようになっている。また、庇部58aは、回転センサ53の検出部53aの後部下方側を囲むように形成されている。 Further, the left end portion of the counter shaft 14 of the transmission M protrudes laterally from the side wall of the left case half 11L, and the discharged portion is covered with the cover wall 58. The cover wall 58 has an arcuate flange 58a that protrudes from the left end side of the case half 11L. The flange portion 58a covers the protruding portion of the counter shaft 14 and the peripheral area of the substantially front half of the sprocket 15 (see FIG. 5), and protects them from the outside. The flange portion 58a is formed so as to surround the lower rear side of the detection portion 53a of the rotation sensor 53.
 さらに、庇部58aの一部は、図15に示すように、カウンタ軸14の上方側から回転センサ53の検出部53aの左側方を、斜め下前方側に向かって横切って延出している。
 このため、庇部58aと屈曲ビード56とは、メイン軸13に沿う方向から見た側面視において、両者がV字形状を成すように形成されている。そして、回転センサ53は、メイン軸13に沿う方向から見た側面視においては、庇部58aと屈曲ビード56とによるV次形状に挟まれるように配置されている。
Further, as shown in FIG. 15, a part of the flange portion 58 a extends from the upper side of the counter shaft 14 across the left side of the detection portion 53 a of the rotation sensor 53 toward the diagonally lower front side.
For this reason, the collar part 58a and the bending bead 56 are formed so that both form V shape in the side view seen from the direction along the main axis | shaft 13. As shown in FIG. The rotation sensor 53 is disposed so as to be sandwiched between V-shaped shapes formed by the flange portion 58 a and the bent bead 56 when viewed from the side along the direction along the main shaft 13.
 また、図14に示すように、左側のケース半体11Lの上壁11Leのセンサ取付孔54の形成される部位には、クランクケース11の内部に向かって(下方に向かって)凸となる内向き凸部59が形成されている。センサ取付孔54は、上壁11Leの上面から内向き凸部59の頂部にかけて形成され、センサ取付孔54の下端は内向き凸部59の頂部に開口している。したがって、回転センサ53の周域を取り囲むセンサ取付孔54は充分に長い軸長とされている。 Further, as shown in FIG. 14, the portion of the upper wall 11Le of the left case half 11L where the sensor mounting hole 54 is formed is convex toward the inside of the crankcase 11 (downward). An orientation convex portion 59 is formed. The sensor mounting hole 54 is formed from the upper surface of the upper wall 11Le to the top of the inward convex portion 59, and the lower end of the sensor mounting hole 54 opens at the top of the inward convex portion 59. Therefore, the sensor mounting hole 54 surrounding the rotation sensor 53 has a sufficiently long axial length.
 つづいて、この実施形態に係るパワーユニツトPUにおけるユニット内各部のオイルの流れについて説明する。
 エンジンEの駆動によってクランク軸10が回転すると、そのクランク軸10の回転を受けてオイルポンプ32が作動する。オイルポンプ32では、図6に示すように、オイルパン31内に貯留されているオイルを吸い上げ、そのオイルをオイル供給路33側に吐出する。オイルポンプ32から吐出されたオイルは、クランクケース11の右側のケース半体11Rの上部において、クランク系油路33Cと動弁系油路33Bとに分岐する。クランク系油路33Cに流れ込んだオイルは、クランク軸10の右側の端部からクランク軸10内の通路を通り、クランクピンやジャーナル部等のクランク軸10まわりの潤滑必要部位に供給される。
Next, the flow of oil in each part in the unit in the power unit PU according to this embodiment will be described.
When the crankshaft 10 is rotated by driving the engine E, the oil pump 32 is activated by receiving the rotation of the crankshaft 10. As shown in FIG. 6, the oil pump 32 sucks up the oil stored in the oil pan 31 and discharges the oil to the oil supply path 33 side. The oil discharged from the oil pump 32 branches into a crank system oil path 33C and a valve system oil path 33B in the upper part of the case half 11R on the right side of the crankcase 11. The oil that has flowed into the crank system oil passage 33C passes through the passage in the crankshaft 10 from the right end of the crankshaft 10 and is supplied to lubrication-needed parts around the crankshaft 10, such as a crankpin and a journal portion.
 一方、動弁系油路33Bに流れ込んだオイルは、右側のケース半体11Rの前部右側から上方に延びる通路を通り、図6,図7に示すように、右側のケース半体11Rの上側の端面11Ruとシリンダブロック17の下面17dの間に形成された第1のオイル通路35に流入部35aを通して流れ込む。 On the other hand, the oil flowing into the valve operating oil passage 33B passes through a passage extending upward from the front right side of the right case half body 11R, and as shown in FIGS. 6 and 7, the upper side of the right case half body 11R. Flows into the first oil passage 35 formed between the end face 11Ru and the lower surface 17d of the cylinder block 17 through the inflow portion 35a.
 第1のオイル通路35に流れ込んだオイルは、第1のオイル通路35に沿ってシリンダボア17aまわりを後部中央側に向かって弧状に流れ、右側のケース半体11Rの分割面11Raの直前部分で下方に向きを変えてケース半体11Rの第1迂回孔37に流れ込む。 The oil that has flowed into the first oil passage 35 flows in an arc shape around the cylinder bore 17a along the first oil passage 35 toward the center of the rear portion, and below the portion immediately before the dividing surface 11Ra of the right case half 11R. The direction is changed to flow into the first bypass hole 37 of the case half 11R.
 第1迂回孔37に流れ込んだオイルは、下端で分割面11La方向に略L字状に向きを変え、右側のケース半体11Rと左側のケース半体11Lの分割面11Ra,11La同士の結合部を挟んで左側のケース半体11Lの第2迂回孔38に流れ込む。第2迂回孔38に流れ込んだオイルの一部は、上方に向かって略L字状に向きを変えて左側のケース半体11Lの上側の端面11Luとシリンダブロック17の下面17dの間に形成された第2のオイル通路36に流れ込む。また、第2迂回孔38に流れ込んだ残余のオイルは、下方に向きを変えて延長部40に流れ込み、延長部40の側面に設けられたオリフィス孔41を通して変速機M側の分岐オイル通路34に流れ込む。 The oil that has flowed into the first bypass hole 37 changes its direction at the lower end in a substantially L shape in the direction of the dividing surface 11La, and a coupling portion between the dividing surfaces 11Ra and 11La of the right case half body 11R and the left case half body 11L. Flows into the second bypass hole 38 of the left case half 11L. A part of the oil flowing into the second bypass hole 38 is formed between the upper end surface 11Lu of the left case half 11L and the lower surface 17d of the cylinder block 17 by changing the direction upward in a substantially L shape. Into the second oil passage 36. The remaining oil that has flowed into the second bypass hole 38 changes its direction downward and flows into the extension 40, and enters the branch oil passage 34 on the transmission M side through the orifice hole 41 provided on the side surface of the extension 40. Flows in.
 第2迂回孔38から第2のオイル通路36に流れ込んだオイルは、シリンダブロック17の後中央側からシリンダボア17aまわりを後部左隅部の近傍の流出部36aに向かって流れ、流出部36aからシリンダブロック17内の通路を通して動弁機構21の潤滑必要部位に供給される。 The oil flowing into the second oil passage 36 from the second bypass hole 38 flows from the rear center side of the cylinder block 17 around the cylinder bore 17a toward the outflow portion 36a near the rear left corner, and from the outflow portion 36a to the cylinder block. 17 is supplied to a portion requiring lubrication of the valve mechanism 21 through a passage in the valve 17.
 また、第2迂回孔38から延長部40を通してオリフィス孔41に流れ込んだオイルは、図10,図11に示すように、左側のケース半体11Lの分割面11Laに形成された通路溝49を通ってバランサ軸29の後方側の左通路孔42と右通路孔43とに分岐して流れ込む。
 左通路孔42に流れ込んだオイルは、左側のケース半体11Lの軸方向の左端領域で屈曲孔57内に流れ込み、後部斜め下方に向きを変えて変速機Mのメイン軸13の左側の端部からメイン軸13内の通路を通り、軸受部や変速歯車等のメイン軸13まわり潤滑必要部位に供給される。一方、右通路孔43に流れ込んだオイルは、右側のケース半体11Rの軸方向の右端領域で後方に向きを変えて、変速機Mのカウンタ軸14の右側の端部からカウンタ軸14内の通路を通ってカウンタ軸14まわりの潤滑必要部位に供給される。
The oil that has flowed into the orifice hole 41 from the second bypass hole 38 through the extension 40 passes through the passage groove 49 formed in the dividing surface 11La of the left case half 11L, as shown in FIGS. The flow then branches into the left passage hole 42 and the right passage hole 43 on the rear side of the balancer shaft 29.
The oil that has flowed into the left passage hole 42 flows into the bent hole 57 in the left end region in the axial direction of the left case half 11L, and changes its direction rearward and obliquely downward to the left end of the main shaft 13 of the transmission M. Then, the oil passes through a passage in the main shaft 13 and is supplied to a portion requiring lubrication around the main shaft 13 such as a bearing portion and a transmission gear. On the other hand, the oil that has flowed into the right passage hole 43 turns rearward in the right end region in the axial direction of the right case half 11R, and enters the counter shaft 14 from the right end portion of the counter shaft 14 of the transmission M. The oil is supplied to a portion requiring lubrication around the counter shaft 14 through the passage.
 以上のように、この実施形態に係るパワーユニットPUにおいては、クランクケース11の軸方向の一端寄りの上壁11Leにセンサ取付孔54が形成され、そのセンサ取付孔54の近傍部が、中空構造の横断ビード55と屈曲ビード56とによって補強されるとともに、横断ビード55と屈曲ビード56とに、オイル供給路を構成する左通路孔42(横断孔)と屈曲孔57とが設けられている。このため、変速機Mのメイン軸13まわりにオイルを供給する通路の周壁を利用してセンサ取付孔54の近傍部を効率良く補強することができる。したがって、このパワーユニットPUにおいては、回転センサ53がクランクケース11の軸方向の端部付近に設置されるにも拘わらず、センサ取付孔54の周域部の剛性を高く維持することができる。 As described above, in the power unit PU according to this embodiment, the sensor mounting hole 54 is formed in the upper wall 11Le near the one end in the axial direction of the crankcase 11, and the vicinity of the sensor mounting hole 54 has a hollow structure. In addition to being reinforced by the transverse beads 55 and the bent beads 56, the transverse beads 55 and the bent beads 56 are provided with a left passage hole 42 (transverse hole) and a bent hole 57 that constitute an oil supply path. For this reason, the vicinity of the sensor mounting hole 54 can be efficiently reinforced using the peripheral wall of the passage for supplying oil around the main shaft 13 of the transmission M. Therefore, in this power unit PU, the rigidity of the peripheral region of the sensor mounting hole 54 can be maintained high even though the rotation sensor 53 is installed near the end of the crankcase 11 in the axial direction.
 特に、この実施形態に係るパワーユニットPUにおいては、センサ取付孔54の近傍で、メイン軸13と略平行に延出する横断ビード55の左通路孔42の外側を覆う壁の肉厚T1が、センサ取付孔54の周域の他の領域の壁の肉厚よりも厚く設定されているため、クランクケース11全体の厚肉化や大型化を招くことなく、センサ取付孔54の近傍部の剛性を効率良く高めることができる。 In particular, in the power unit PU according to this embodiment, the wall thickness T1 covering the outside of the left passage hole 42 of the transverse bead 55 that extends substantially parallel to the main shaft 13 in the vicinity of the sensor mounting hole 54 Since it is set to be thicker than the wall thickness of the other region around the mounting hole 54, the rigidity of the vicinity of the sensor mounting hole 54 is increased without causing the crankcase 11 to be thick and large. It can be increased efficiently.
 また、この実施形態のパワーユニットPUは、メイン軸13に沿う方向から見た側面視において、屈曲ビード56が回転センサ53と一部が重なるように形成されているため、屈曲ビード56によってセンサ取付孔54の一側の剛性を効率良く高めることができる。 Further, in the power unit PU of this embodiment, the bending bead 56 is formed so as to partially overlap the rotation sensor 53 when viewed from the side along the main shaft 13. The rigidity of one side of 54 can be increased efficiently.
 また、この実施形態に係るパワーユニットPUは、横断ビード55が、車両搭載状態で、車両前方側の近傍に位置されるように配置されているため、車両の走行時に万が一前方から飛散物から飛散することがあっても、横断ビード55によって飛散物から回転センサ53を保護することができる。 In addition, the power unit PU according to this embodiment is arranged so that the crossing bead 55 is positioned in the vicinity of the front side of the vehicle when mounted on the vehicle. In some cases, the rotation sensor 53 can be protected from the scattered objects by the crossing bead 55.
 さらに、この実施形態に係るパワーユニットPUにおいては、出力取り出し部であるカウンタ軸14の端部とスプロケット15の周域を覆う庇部58aが、車両搭載状態で回転センサ53の後部下方側を取り囲むように形成されているため、回転センサ53の車体下方側を庇部58aによって効率良く保護することができる。 Furthermore, in the power unit PU according to this embodiment, the collar portion 58a that covers the end portion of the counter shaft 14 that is the output extraction portion and the peripheral area of the sprocket 15 surrounds the rear lower side of the rotation sensor 53 in the vehicle mounted state. Therefore, the lower side of the vehicle body of the rotation sensor 53 can be efficiently protected by the flange portion 58a.
 さらに、この実施形態のパワーユニットPUの場合、回転センサ53の検出部53aの側方が、庇部58aと屈曲ビード56とによる略V字状の交差部によって覆われているため、回転センサ53の検出部53aを車体外部からより強固に保護することができる。 Furthermore, in the case of the power unit PU of this embodiment, the side of the detection portion 53a of the rotation sensor 53 is covered with a substantially V-shaped intersection between the flange portion 58a and the bent bead 56. The detection unit 53a can be more securely protected from the outside of the vehicle body.
 また、この実施形態に係るパワーユニットPUにおいては、クランクケース11の上壁11Leのセンサ取付孔54の形成される部位に、クランクケース11の内側に向かって凸となる内向き凸部59が設けられ、その内向き凸部59の頂部に端部が開口するようにセンサ取付孔54が形成されているため、内向き凸部59によってセンサ取付孔54まわりの剛性と、回転センサ53の軸方向の支持剛性とを効率良く高めることができる。 Further, in the power unit PU according to this embodiment, an inward convex portion 59 that is convex toward the inside of the crankcase 11 is provided at a portion where the sensor mounting hole 54 of the upper wall 11Le of the crankcase 11 is formed. Since the sensor mounting hole 54 is formed so that the end portion opens at the top of the inward convex portion 59, the inward convex portion 59 provides rigidity around the sensor mounting hole 54 and the axial direction of the rotation sensor 53. Support rigidity can be increased efficiently.
 また、この実施形態のパワーユニットPUにおいては、横断ビード55と左通路孔42が、バランサ軸29と回転センサ53との間に配置されているため、バランサ軸29と回転センサ53との間のデッドスペースを有効に利用して、オイル通路をコンパクトに配置することができる。 Further, in the power unit PU of this embodiment, since the transverse bead 55 and the left passage hole 42 are disposed between the balancer shaft 29 and the rotation sensor 53, a dead space between the balancer shaft 29 and the rotation sensor 53 is obtained. The oil passage can be arranged in a compact manner by effectively using the space.
 なお、本発明は上記の実施形態に限定されるものではなく、その要旨を逸脱しない範囲で種々の設計変更が可能である。例えば、上記のパワーユニットを搭載する車両は、自動二輪車のみならず、三輪(前一輪かつ後二輪の他に、前二輪かつ後一輪の車両も含む)または四輪の車両であっても良い。 The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the vehicle on which the power unit is mounted may be not only a motorcycle but also a three-wheel vehicle (including a front two-wheel vehicle and a rear two-wheel vehicle in addition to a front one wheel and a rear two-wheel vehicle) or a four-wheel vehicle.
 10 クランク軸
 11 クランクケース(変速機ケース)
 13 メイン軸(変速軸)
 14 カウンタ軸(出力取り出し部)
 15 スプロケット(出力取り出し部)
 29 バランサ軸
 42 左通路孔(横断孔)
 53 回転センサ
 54 センサ取付孔
 55 横断ビード
 56 屈曲ビード
 57 屈曲孔
 58a 庇部
 59 内向き凸部
 C2 軸線
 E エンジン
 M 変速機
 PU パワーユニット
10 Crankshaft 11 Crankcase (Transmission case)
13 Main shaft (transmission shaft)
14 Counter shaft (output take-out part)
15 Sprocket (output take-out part)
29 Balancer shaft 42 Left passage hole (transverse hole)
53 Rotation sensor 54 Sensor mounting hole 55 Crossing bead 56 Bending bead 57 Bending hole 58a Hook 59 Inward convex C2 Axis E Engine M Transmission PU Power unit

Claims (8)

  1.  変速軸を収容する変速機ケースの壁に、前記壁を貫通するセンサ取付孔が設けられ、
     前記センサ取付孔に、変速機の回転要素の回転を検出する回転センサが取り付けられる変速機のセンサ取付部構造であって、
     前記センサ取付孔は、前記変速機ケースの前記変速軸まわりの壁の軸方向の一端寄りに設けられ、
     前記変速機ケースには、前記センサ取付孔の軸線に沿う方向から見て前記センサ取付孔の近傍を前記変速軸と略平行な方向に延出する横断ビードと、前記横断ビードの端部から変速軸方向に向かって延出する屈曲ビードと、が外側に膨出して設けられ、
     前記横断ビードと前記屈曲ビードとには、前記変速機に潤滑オイルを供給するオイル供給路を構成する横断孔と屈曲孔とが形成されていることを特徴とする変速機のセンサ取付部構造。
    A sensor mounting hole penetrating the wall is provided on the wall of the transmission case that houses the transmission shaft,
    A sensor mounting part structure of a transmission in which a rotation sensor for detecting rotation of a rotation element of the transmission is mounted in the sensor mounting hole,
    The sensor mounting hole is provided near one end in the axial direction of a wall around the transmission shaft of the transmission case,
    The transmission case includes a transverse bead extending in a direction substantially parallel to the transmission shaft as viewed from a direction along the axis of the sensor attachment hole, and a speed change from an end of the transverse bead. A bent bead extending in the axial direction is provided to bulge outward,
    A sensor mounting portion structure for a transmission, wherein the transverse bead and the bent bead are formed with a transverse hole and a bent hole constituting an oil supply path for supplying lubricating oil to the transmission.
  2.  前記横断ビードの前記横断孔の外側の壁の肉厚は、前記変速機ケースの前記センサ取付孔の周域の他の領域の壁の肉厚よりも厚く形成されていることを特徴とする請求項1に記載の変速機のセンサ取付部構造。 The wall thickness of the outer side of the transverse hole of the transverse bead is formed to be thicker than the wall thickness of the other region around the sensor mounting hole of the transmission case. Item 2. A sensor mounting portion structure for a transmission according to Item 1.
  3.  前記屈曲ビードは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、前記回転センサと少なくとも一部が重なるように形成されていることを特徴とする請求項1または2に記載の変速機のセンサ取付部構造。 The said bending bead is formed so that at least one part may overlap with the said rotation sensor in the side view seen from the direction in alignment with the said transmission shaft of the said transmission case. The sensor mounting part structure of the transmission.
  4.  前記変速機ケースは、エンジンのクランクケースと一体化されたパワーユニットのケースとして構成され、
     前記横断ビードは、前記パワーユニットが車両に搭載された状態において、前記回転センサの車両前方側の近傍に配置されていることを特徴とする請求項1~3のいずれか1項に記載の変速機のセンサ取付部構造。
    The transmission case is configured as a case of a power unit integrated with an engine crankcase,
    The transmission according to any one of claims 1 to 3, wherein the crossing bead is disposed in the vicinity of a vehicle front side of the rotation sensor in a state where the power unit is mounted on the vehicle. Sensor mounting structure.
  5.  前記変速機の出力取り出し部は、前記変速機ケースの前記回転センサが配置される側の軸方向の端部に設けられ、
     前記変速機ケースの前記軸方向の端部には、前記出力取り出し部の外側を覆う庇部が突出して設けられ、
     前記庇部は、前記パワーユニットが車両に搭載された状態において、前記回転センサの後部下方を取り囲むように形成されていることを特徴とする請求項4に記載の変速機のセンサ取付部構造。
    The output output portion of the transmission is provided at an axial end of the transmission case on the side where the rotation sensor is disposed,
    At the end of the transmission case in the axial direction, a flange that covers the outside of the output extraction portion is provided to protrude,
    The sensor mounting portion structure for a transmission according to claim 4, wherein the flange portion is formed so as to surround a lower rear portion of the rotation sensor in a state where the power unit is mounted on a vehicle.
  6.  前記庇部と前記屈曲ビードとは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、V字形状を成すように形成され、
     前記回転センサは、前記変速機ケースの前記変速軸に沿う方向から見た側面視において、前記庇部と前記屈曲ビードとによるV字形状に挟まれるように配置されていることを特徴とする請求項5に記載の変速機のセンサ取付部構造。
    The flange portion and the bent bead are formed so as to form a V shape in a side view as viewed from a direction along the transmission shaft of the transmission case,
    The rotation sensor is disposed so as to be sandwiched in a V shape by the flange portion and the bent bead in a side view as viewed from a direction along the transmission shaft of the transmission case. Item 6. A sensor mounting portion structure for a transmission according to Item 5.
  7.  前記変速機ケースの前記センサ取付孔の形成される部位には、前記変速機ケースの内側に向かって凸となる内向き凸部が設けられ、前記内向き凸部の頂部に前記センサ取付孔の端部が開口するように形成されていることを特徴とする請求項4~6のいずれか1項に記載の変速機のセンサ取付部構造。 An inward convex portion that is convex toward the inside of the transmission case is provided at a portion of the transmission case where the sensor mounting hole is formed, and the top of the inward convex portion is provided with the sensor mounting hole. The sensor mounting part structure for a transmission according to any one of claims 4 to 6, wherein the end part is formed so as to open.
  8.  エンジンのクランク軸と前記変速軸との間の上方位置に、前記クランク軸の回転バランスを保つためのバランサ軸が配置され、
     前記横断ビードと横断孔とは、前記バランサ軸と前記回転センサとの間に配置されていることを特徴とする請求項4~7のいずれか1項に記載の変速機のセンサ取付部構造。
    A balancer shaft for maintaining a rotational balance of the crankshaft is disposed at an upper position between the crankshaft of the engine and the transmission shaft,
    The sensor mounting portion structure for a transmission according to any one of claims 4 to 7, wherein the crossing bead and the crossing hole are disposed between the balancer shaft and the rotation sensor.
PCT/JP2015/058745 2014-03-28 2015-03-23 Sensor mounting section structure for transmission WO2015146914A1 (en)

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CN201580005788.8A CN105934608B (en) 2014-03-28 2015-03-23 The sensor mount construction of speed changer
MYPI2016703487A MY186670A (en) 2014-03-28 2015-03-23 Structure for sensor attachment portion of transmission
JP2016510349A JP6093089B2 (en) 2014-03-28 2015-03-23 Transmission sensor mounting structure
PH12016501881A PH12016501881B1 (en) 2014-03-28 2016-09-23 Structure for sensor attachment portion of transmission

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Cited By (2)

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WO2017090564A1 (en) * 2015-11-24 2017-06-01 マツダ株式会社 Structure case
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MY186670A (en) 2021-08-05
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