Harness holder fixing structure in engine

A harness holder is disposed to extend along the inside of a cover member which covers a driving pulley and a timing belt, and a harness extending from a crank angle sensor is supported in the harness holder and prevented from contacting the belt and/or pulley. A locking claw projectingly provided at an end of the harness holder is fitted into a grommet mounted on the cover member to guide the harness 21 to the outside of the cover member. Thus, a fixing device such as a bolt for fixing the harness holder can be eliminated and moreover, a tip end of the locking claw can be visually observed from the outside of the cover member to confirm the mounted state of the harness holder.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to an engine including a harness disposed to 
extend inside and outside a cover member which covers a driving-force 
transmitting means for transmitting a driving force of a crankshaft, and 
particularly, to a harness holder fixing structure in the engine. 
2. Description of the Related Art 
An engine revolution detecting device is described in Japanese Utility 
Model Application Laid-open No. 4-44451, in which an engine-revolution 
sensor and a crank angle sensor are disposed so that they are opposed to 
teeth of a driving pulley mounted at an axial end of a crank shaft of the 
engine, and a harness extending from the sensors is passed in the vicinity 
of a timing belt reeved around the driving pulley and drawn to the 
outside. 
In the above known arrangement, however, the harness is not fixed in the 
vicinity of the timing belt and for this reason, there is a possibility 
that if the position of the harness is displaced, the harness may come 
into contact with the driving-force transmitting means such as the timing 
belt and the like. Thereupon, it is conceived that the harness may be 
fixed by a harness holder and thus prevented from contacting the 
driving-force transmitting means. However, in general, the driving-force 
transmitting means, such as the driving pulley and the timing belt, is 
disposed inside a cover member. Therefore, the following problem is 
encountered: if an attempt is made to fix the harness holder in a narrow 
space within the cover member by a fixing means such as a bolt, such 
attempt not only increases the number of parts involved in securing the 
harness to the engine, but also the process of assembling the engine 
structure becomes more difficult. 
SUMMARY OF THE INVENTION 
Accordingly, it is an object of the present invention to reliably support 
the harness using a simple structure and to prevent the contact of the 
harness with the driving-force transmitting means. 
To achieve the above object, according to the present invention, there is 
provided a harness holder fixing structure in an engine in which a harness 
is disposed to extend inside and outside a cover member which covers a 
driving-force transmitting means for transmitting a driving force of a 
crankshaft, wherein the harness holder fixing structure comprises a 
harness holder mounted within the cover member for supporting the harness 
and a locking portion for engaging the cover member provided to the 
harness holder. 
With the above construction, the harness holder for supporting the harness 
is mounted within the cover member and therefore, it is possible to 
reliably support the harness within the cover member to prevent it from 
contacting the driving-force transmitting means. In addition, the locking 
portion for engaging the cover member is provided on the harness holder 
and therefore, a special fixing member such as a bolt required to fix the 
harness holder can be eliminated to make the engine compact and to 
facilitate the assembly. 
The above and other objects, features and advantages of the invention will 
become apparent from the following detailed description of the preferred 
embodiments taken in conjunction with the accompanying drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
A first preferred embodiment of the present invention will now be described 
with reference to FIGS. 1 to 10. 
Referring to FIG. 1, a V-shaped multi-cylinder engine E includes a cylinder 
block 1 having a crankcase integrally provided thereon, a pair of front 
and rear cylinder heads 2.sub.F and 2.sub.R coupled to an upper portion of 
the cylinder block 1, a pair of front and rear head covers 3.sub.F and 
3.sub.R coupled to upper portions of the respective cylinder heads 2.sub.F 
and 2.sub.R, and an oil pan 4 coupled to a lower surface of the cylinder 
block 1. A timing belt 9 comprised of a belt having a cog is reeved around 
a driving pulley 6 mounted at an axial end of a crankshaft 5 supported in 
the cylinder block 1, and cam pulleys 8.sub.F and 8.sub.R mounted at axial 
ends of cam shafts 7.sub.F and 7.sub.R supported in the respective 
cylinder heads 2.sub.F and 2.sub.R. Two guide pulleys 10 and 11 and a 
single tension pulley 12 are in abutment against an outer surface of the 
timing belt 9. Rib-like timing belt cover coupling portions 13, 14.sub.F 
and 14.sub.R are projectingly provided to an oil pump body 15 and the 
cylinder heads 2.sub.F and 2.sub.R coupled to the cylinder block 1, and 
are coupled to a timing belt cover 25 (see FIG. 5) which covers the timing 
belt 9. In the present embodiment, the driving pulley 6 and the timing 
belt 9 constitute a driving-force transmitting means, and the timing belt 
cover coupling portion 13 and the timing belt cover 25 constitute a cover 
member. 
As shown in FIGS. 2 to 8, a crank angle sensor 16 for detecting the phase 
of the crankshaft 5 is mounted between the timing belt cover coupling 
portion 13 formed on the oil pump body 15 and the driving pulley 6. Twelve 
detected projections 6.sub.1 are provided at distances of 30.degree. 
therebetween around an outer periphery of the driving pulley 6, to which 
the crank angle sensor 16 is opposed, so as to radially project therefrom. 
A sensor holder 17 made of a synthetic resin for supporting the crank 
angle sensor 16 includes a substantially trapezoidal base plate 17.sub.1. 
A pair of legs 17.sub.2, 17.sub.2 and a locking pin 17.sub.3 are 
projectingly provided on a lower surface of the base plate 17.sub.1, and a 
pin bore 17.sub.4 and a bolt bore 17.sub.5 are provided through the base 
plate 17.sub.1. 
The crank angle sensor 16 is fastened to an end face of the base plate 
17.sub.1 of the sensor holder 17 by a bolt 18 passing through a mounting 
flange 16.sub.1 in a condition in which the crank angle sensor 16 is 
clamped between the pair of legs 17.sub.2, 17.sub.2 of the sensor holder 
17. The sensor holder 17 is fastened to the oil pump body 15 by threadedly 
inserting a bolt 20 passing through the bolt bore 17.sub.5 in the sensor 
holder 17 into a bolt bore 15.sub.2 defined in the oil pump body 15 in a 
condition in which a positioning pin 19 is fitted into the pin bore 
17.sub.4 in the sensor holder 17 and a pin bore 15.sub.1 defined in a wall 
surface of the oil pump body 15. 
The harness 21 comprised of two lead wires extending from the crank angle 
sensor 16 is drawn to the outside of the engine E through a notch 13.sub.1 
defined in the timing belt cover coupling portion 13 leftwardly of and 
above the crankshaft 5. A harness holder 22 made of a synthetic resin for 
supporting the harness 21 while preventing the harness 21 from contacting 
with the driving-force transmitting means is disposed to extend along an 
inner wall surface of the timing belt cover coupling portion 13 from the 
crank angle sensor 16 to the notch 13.sub.1 in the timing belt cover 
coupling portion 13. 
The harness holder 22 curves in an arcuate shape to extend along the inner 
wall surface of the timing belt cover coupling portion 13 which curves in 
an arcuate shape. The cross section of the harness holder 22 is formed 
into a U-shape with a surface opposed to the oil pump body 15 being open, 
so that the harness 21 can be accommodated in the harness holder 22 (see 
FIG. 8). Elliptic openings 22.sub.1 are provided at a plurality of 
lengthwise points in the harness holder 22, and locking projections 
22.sub.2 are provided in the vicinity of the openings 22.sub.1 for 
retaining the harness 21 to prevent the harness 21 from dropping (see FIG. 
7). 
As is clear from FIGS. 4 to 6, a mounting plate 22.sub.3 is integrally and 
projectingly provided at one end of the harness holder 22, and a locking 
pin 17.sub.3 integrally formed on the sensor holder 17 is fitted into a 
pin bore 22.sub.4 defined in the mounting plate 22.sub.3. As is clear from 
FIG. 6, the harness holder 22 is positioned by fitting the locking pin 
17.sub.3 into the pin bore 22.sub.4. Further, the movement of the harness 
holder 22 in an upward direction in FIG. 6 is prevented by abutment 
against the base plate 17.sub.1 of the sensor holder 17, and the movement 
of the harness holder 22 in a downward direction in FIG. 6 is prevented by 
abutment against the oil pump body 15. 
As is clear from FIGS. 4 and 5, a locking claw 22.sub.5 extending in the 
same direction as the harness 21 is integrally and projectingly provided 
at the other end of the harness holder 22. The locking claw 22.sub.5 
passes through a body portion 23.sub.2 of a grommet 23 made of a rubber 
with a groove 23.sub.1 thereof fitted into the notch 13.sub.1 in the 
timing belt cover coupling portion 13, thereby locking the other end of 
the harness holder 22 to the timing belt cover coupling portion 13 through 
the grommet 23. The harness 21 passes through the body portion 23.sub.2 of 
the grommet 23 and the inside of a harness guide portion 23.sub.3 to the 
outside of the timing belt cover coupling portion 13. The grommet 23 
constitutes a resilient seal member of the present invention. 
As can be seen from FIG. 5, the body portion 23.sub.2 of the grommet 23 is 
formed into a substantially square shape in cross section, and the locking 
claw 22.sub.5 of the harness holder 22 passing through the body portion 
23.sub.2 is formed into a flat rectangular shape in cross section. The 
locking claw 22.sub.5 of the harness holder 22 is offset to one side of 
the center of the body portion 23.sub.2 of the grommet 23, and the two 
lead wires of the harness 21 pass through the other side of the center of 
the body portion 23.sub.2. The cross sections of the two lead wires of the 
harness 21 are disposed to extend along a longer side of the rectangular 
cross section of the locking claw 22.sub.5, i.e., at an equal distance 
from such longer side. Thus, the locking claw 22.sub.5 and the two lead 
wires of the harness 21 can be disposed in a compact manner within the 
cross section of the body portion 23.sub.2 of the grommet 23, thereby 
miniaturizing the grommet. 
By using the harness holder 22 in the above manner, the harness 21 can be 
reliably supported and prevented from contacting the driving-force 
transmitting means. Also, by supporting the locking claw 22.sub.5 provided 
at the other end of the harness holder 22 using the grommet 23 mounted in 
the notch 13.sub.1 in the timing belt cover coupling portion 13 to guide 
the harness 21, the harness holder 22 can be fixed without using a special 
fixing member such as a bolt, thereby making the engine E compact, as well 
as facilitating the assembly thereof due to a reduction in the number of 
parts. The process of locking the locking claw 22.sub.5 of the harness 
holder 22 to the grommet 23 is extremely easy, because the grommet 23 made 
of a rubber is resiliently deformable. 
Moreover, the harness holder 22 and the grommet 23 are joined together in 
advance of being assembled to the engine E, and the harness 21 is inserted 
through the harness holder 22 and the grommet 23. Therefore, there is no 
possibility that the harness 21 protrudes from between the harness holder 
22 and the grommet 23 and interferes with other members during 
transportation before assembly and after assembly. In addition, even in a 
state in which the timing belt cover 25 is mounted, the tip end of the 
locking claw 22.sub.5 of the harness holder 22 covered with the timing 
belt cover 25 passes through the grommet 23 and is visible from outside of 
the cover. Therefore, the mounted state of the harness holder 22, namely, 
whether the harness 21 is reliably supported, can be easily checked from 
outside without removing the timing belt cover 25. 
By locking the locking claw 22.sub.5 of the harness holder 22 to the 
grommet 23 in the state in that the locking claw 22.sub.5 passes through 
the grommet 23 in the above manner, it is possible to reduce the number of 
parts for supporting the harness holder 22 and confirm the mounted state 
of the harness holder 22. 
As is clear from FIG. 4, a water-draining notch 13.sub.2 is defined in a 
lowest end of the timing belt cover coupling portion 13 in the vicinity of 
the crank angle sensor 16. The notch 13.sub.2 is also effective for a 
ventilation between the inside and outside of the timing belt cover 
coupling portion 13 and can contribute to the cooling of the crank angle 
sensor 16. A belt guide surface 17.sub.6 curving smoothly is formed on the 
base plate 17.sub.1 of the sensor holder 17 in an opposed relation to the 
outer surface of the timing belt 9 with a small gap left therebetween. The 
belt guide surface 17.sub.6 enables the timing belt 9 to be guided 
smoothly while preventing the timing belt 9 from skipping the teeth of the 
driving pulley 6. Further, the timing belt cover coupling portion 13 and 
the harness holder 22 curve inwards toward the timing belt 9 and hence, an 
oil filter 24 can be disposed compactly by utilizing a space defined 
outside the timing belt cover coupling portion 13 and the harness holder 
22. 
A structure of a TDC detecting mechanism mounted on the cam shaft 7.sub.F 
will be described below with reference to FIGS. 1, 9 and 10. The timing 
belt cover 25 (see FIG. 10) and the timing belt 9 are not shown in FIG. 9. 
The cam pulley 8.sub.F fixed to an end of the intake-side cam shaft 7.sub.F 
by a washer 31 and a bolt 32 includes six spoke portions 33 disposed 
radiately at distances of 60.degree. from each other, and six lightening 
bores 34 and 34' defined between the spoke portions 33. The five 
lightening bores 34 excluding the single lightening bore 34' are bisected 
into radially inner and outer ones by ring portions 35 which are arcuate 
about an axis of the cam shaft 7.sub.F. Four detected projections 33.sub.1 
are projectingly provided on backs (i.e., surfaces opposed to the cylinder 
head 2.sub.F) of four of the spoke portions 33, so that they are located 
on a circle concentric with the ring portions 35. Two TDC (top dead center 
of a piston) sensors 36 and 37 are provided so that they are located on a 
diametrical line extending through the axis of the cam shaft 7.sub.F and 
are opposed to the detected projections 33.sub.1. The two TDC sensors 36 
and 37 are fixed to a timing belt back cover 14.sub.F (which corresponds 
to a timing belt cover coupling portion) fixed to the cylinder head 
2.sub.F and hence, it is easy to mount the two TDC sensors 36 and 37. 
Thus, when the cam pulley 8.sub.F rotates along with the cam shaft 7.sub.F, 
the four detected projections 33.sub.1 pass in front of the two TDC 
sensors 36 and 37 at a predetermined timing, and TDC is detected based on 
such timing. At this time, even if the height of the detected projections 
33.sub.1 is relatively small, the spoke portions 33 having no detected 
projections 33.sub.1 provided thereon cannot be recognized as the detected 
projections 33.sub.1 by mistake, because the ring portions 35 are 
provided. This contributes to an enhancement in detecting accuracy by the 
TDC sensors 36 and 37 and making the engine E compact. Moreover, the spoke 
portions 33 are connected by the ring portions 35, leading to an enhanced 
rigidity of the cam pulley 8.sub.F, and an enhanced accuracy of detection 
by the TDC sensors 36 and 37. 
The reason why the ring portion 35 is not provided through the single 
lightening bore 34' is that the weight of one side of the diametrical line 
of the cam pulley 8.sub.F provided with the four detected projections 
33.sub.1 is larger than the weight of the other side and for this reason, 
the weight on the one side is decreased by omitting of the ring portion 35 
to make the weight balance of the cam pulley 8.sub.F circumferentially 
uniform. 
FIG. 11 illustrates a second embodiment of the present invention. The 
second embodiment is characterized by the structure of positioning and 
fixing the harness holder 22 by the sensor holder 17. More specifically, 
although the pin bore 22.sub.4 in the harness holder 22 is locked by the 
locking pin 17.sub.3 of the sensor holder 17 in the first embodiment, the 
locking pin 17.sub.3 is not used in the second embodiment because the 
positioning pin 19 is moved from its location in the first embodiment such 
that it functions not only for positioning the sensor holder base plate 
17.sub.1 relative to the oil pump body 15, but also functions to lock the 
harness holder 22 relative to the sensor holder 17. Thus, it is possible 
to simplify the shape of the harness holder 22 to reduce the cost of 
manufacturing and assembling same. 
Although the presently preferred embodiments of the present invention have 
been described in detail, it will be understood that the present invention 
is not limited to the above-described embodiments, and various 
modifications and variations may be made thereto without departing from 
the spirit and scope of the invention defined in the claims appended 
hereto. 
For example, although the grommet 23 is mounted to the timing belt cover 
coupling portion 13 in the embodiments, the grommet 23 may be mounted to 
the timing belt cover 25, or may be mounted to extend astride both the 
timing belt cover coupling portion 13 and the timing belt cover 25. The 
harness 21 may not be limited to be connected to the crank angle sensor 
16, but may be a harness for any other applications. Also, the 
driving-force transmitting means may not be limited to the driving pulley 
6 and the timing belt 9. The timing belt cover 25 may be made of a resin 
or a metal.