JP2014031035A - Engine-assisted saddle-riding type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an accelerator operating switch for an engine-assisted saddle-riding type vehicle which has high durability and detection accuracy and downsizing is realized.SOLUTION: An accelerator operating switch is equipped with: an accelerator grip 12; a magnetic field generating section 13 supported by an accelerator grip; and a sensor 14 for detecting the magnetic field supported by a handlebar 11. The magnetic field generating section is made up of a magnet 16 and a yoke 17, the magnet is magnetized in two poles in a rotational axis direction of the accelerator grip, and the magnetic pole 16a is arranged so as to face a sensor side. One end 17a of the yoke is brought closer or connected to the magnetic pole 16a, and the other end 17b is brought closer or connected to a magnetic pole 16b. One end 17a of the yoke and the magnetic pole 16a are arrayed in a moving direction of the accelerator grip, and a detection point 14a of the sensor crosses a boundary surface 20 between one end 17a of the yoke and the magnetic pole 16a of the magnet immediately before the accelerator grip is fully closed. When the accelerator grip is fully closed, the magnetic pole 16a faces the detection point 14a of the sensor.

Description

  The present invention relates to a straddle-type vehicle with a prime mover equipped with a sensor that detects that an operation angle of an accelerator grip has reached a predetermined angle.

  In a straddle-type vehicle with a prime mover in which an occupant sits across a seat, an output adjustment operation device is often provided on a handlebar. The prime mover of this type of vehicle is an engine or a motor. The output adjustment operation device includes an accelerator grip that is rotatably supported by a handle bar. Examples of the straddle-type vehicle with a motor include motorcycles, scooters, rough terrain vehicles, snow vehicles, and small planing boats.

  In recent years, an output adjustment operation device that can be used in this type of vehicle has been proposed as a so-called by-wire type. This detects an accelerator operation angle with an operation angle detector, and adjusts the output of a motor | power_engine via a control apparatus according to the detected value.

As a conventional by-wire type output adjustment operation device, for example, there is one described in Patent Document 1. The output adjustment operation device disclosed in Patent Document 1 includes an accelerator operation switch that switches between a detection state and a non-detection state in conjunction with an accelerator operation element, in addition to the accelerator operation angle sensor. Examples of the accelerator operation switch include an accelerator fully closed switch and an accelerator fully open switch. This accelerator operation switch is a contact type switch, and a circuit is closed when a pressing member interlocked with the accelerator operation member presses a contact.
By the way, as a switch used for the conventional accelerator operation switch, there is a non-contact type switch that does not use a contact. This type of non-contact switch is an optical switch, a magnetic detection switch, or the like.

  As shown in FIG. 15A, the magnetic detection type switch includes a magnet 1 and a sensor 2 that detects a magnetic field around the magnet 1. One member of the magnet 1 and the sensor 2 moves integrally with an accelerator operation member (not shown) operated by the occupant and crosses the vicinity of the other member. FIG. 15 shows an example where the sensor 2 crosses the vicinity of the magnet 1. A magnet 1 shown in FIG. 15 is magnetized so that magnetic poles 3 and 4 are formed at both ends in a direction orthogonal to the moving direction of the sensor 2.

  The sensor 2 shifts from the non-detection state to the detection state when the magnetic flux density of the detected magnetic field exceeds a predetermined detection threshold value. The magnetic flux density detected by the sensor 2 changes as the sensor 2 moves relative to the magnet 1 as shown in FIG. The magnitude of the magnetic flux density increases as the distance between the magnet 1 and the movement path of the sensor 2 decreases. The magnetic flux density when the distance between the magnet 1 and the movement path of the sensor 2 is relatively narrow changes as shown by the solid line in FIG. The magnetic flux density when the interval is relatively wide changes as indicated by a broken line in FIG. When the interval is relatively narrow or when the magnetic force strength of the magnet 1 is relatively large, the sensor 2 shifts from the non-detection state to the detection state at the detection position indicated by reference numeral P1 in FIG.

When the interval is relatively large, or when the magnetic strength of the magnet 1 is relatively small, the sensor 2 shifts from the non-detection state to the detection state at the detection position indicated by reference numeral P2 in FIG. The detection position P1 is located upstream of the detection position P2 in the movement direction of the sensor 2. That is, when the interval and the magnetic force intensity are different, the sensor 2 shifts from the non-detection state to the detection state at different positions.
When the magnetic poles of the magnet 1 are aligned in the moving direction of the sensor 2, the polarity of the magnetic field detected by the sensor 2 is reversed as the sensor 2 moves as shown in FIGS. 16 and 17. Even in this case, if the interval or the magnetic force intensity is different, the sensor 2 shifts from the non-detection state to the detection state at different positions.

Japanese Patent Laid-Open No. 10-83224

  The accelerator operation switch described in Patent Document 1 has a problem that the contact is worn and the detection position changes when used for a long period of time. Such a problem can be solved to some extent by using a large contact in order to reduce the amount of wear of the contact. However, when this configuration is adopted, a new problem that the switch becomes large is caused. In addition, the problem that the contacts are worn by long-term use can be solved by using a non-contact type switch.

  In this type of non-contact type switch, in order to obtain high detection accuracy, it is important to reduce the manufacturing error of each component as much as possible. For example, a magnetic detection type switch, which is one of the non-contact type switches, changes its detection position when the distance between the magnet and the magnetic field detection element or the magnetic strength of the magnet changes. For this reason, if the interval or the magnetic force intensity varies due to a manufacturing error, the accuracy of the detection position decreases.

  In order to reduce the manufacturing error of a component while keeping the manufacturing cost low, it is desirable to increase the size of the component. In addition, depending on the type of detection element, the single unit accuracy is inferior, and thus a larger occupied space is required to ensure the required accuracy. For this reason, even a non-contact switch is difficult to form compactly.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a straddle-type vehicle with a prime mover equipped with an accelerator operation switch that has high durability, high detection accuracy, and a small size. And

  To achieve this object, a straddle-type vehicle with a motor according to the present invention is provided with an accelerator grip that is rotatably supported by a handlebar, and any one member of the handlebar and the accelerator grip. A magnetic field generator that is supported to generate a magnetic field; and a magnetic field detection sensor that is supported so that the magnetic field can be detected by the other member of the handlebar and the accelerator grip that is not provided with the magnetic field generator. The magnetic field generator is composed of a magnet and a yoke, and the magnet is magnetized in two poles in the direction of the rotation axis of the accelerator grip and arranged so that one of the magnetic poles faces the sensor side. , One end is close to or connected to one magnetic pole of the magnet, the other end is close to or connected to the other magnetic pole of the magnet, one end of the yoke and one of the magnets The poles are arranged in the direction in which the member that moves integrally with the accelerator grip of the magnetic field generation unit and the magnetic field detection sensor moves, and immediately before the operation angle of the accelerator grip reaches a predetermined angle, When the detection point of the sensor crosses the boundary surface between one end of the yoke and one magnetic pole of the magnet and the operation angle of the accelerator grip becomes a predetermined angle, one end of the yoke or one magnetic pole of the magnet Is positioned so as to face the detection point of the sensor.

  According to the present invention, in the above invention, the detection point of the sensor is arranged so as to be aligned with one magnetic pole of the magnet in the rotation axis direction in a state where the operation angle of the accelerator grip is the predetermined angle. It is characterized by.

  According to the present invention, in the above invention, the detection point of the sensor is arranged so as to be aligned with one end of the yoke in the rotation axis direction in a state where the operation angle of the accelerator grip is the predetermined angle. It is characterized by that.

  According to the present invention, in the above invention, the magnetic field generator is supported by a member that rotates integrally with the accelerator grip, and the sensor is supported by a member that does not move relative to a handlebar. Features.

  According to the present invention, in the above invention, one end of the yoke is disposed at a position approaching the sensor before the one magnetic pole when the accelerator grip rotates in a direction in which the accelerator opening decreases. When the angle becomes the predetermined angle, the one magnetic pole of the magnet faces the detection point of the sensor, and the operation angle that becomes the predetermined angle is an operation angle that fully closes the accelerator grip. It is characterized by that.

According to the present invention, in the invention, the one magnetic pole of the magnet is disposed at a position approaching the sensor before one end of the yoke when the accelerator grip rotates in a direction in which the accelerator opening decreases. When the operation angle becomes the predetermined angle, one end of the yoke faces the detection point of the sensor, and the operation angle that becomes the predetermined angle is an operation angle at which the accelerator grip is fully closed. It is characterized by that.
In the present invention, “accelerator grip fully closed” refers to a state where the throttle valve is fully closed or a state where the motor output is minimized.

  In the present invention, the magnetic flux of the magnet concentrates on the one end of the yoke, and a high magnetic flux density portion where the magnetic flux density is relatively high is generated between the one magnetic pole of the magnet and one end of the yoke. When the accelerator grip is operated and one of the one end of the yoke and the one magnetic pole of the magnet approaches the magnetic field detection sensor, the high magnetic flux density having the polarity of one end of the yoke or the polarity of one magnetic pole of the magnet The magnetic field of the part is applied to the detection point of the magnetic field detection sensor. By further operating the accelerator grip, the boundary surface between one end of the yoke and one magnetic pole of the magnet passes through the detection point of the magnetic field detection sensor. Thus, in the process in which the boundary surface passes through the detection point, the magnitude and polarity of the magnetic field of the high magnetic flux density portion applied to the detection point change sharply.

That is, due to the presence of the boundary surface between one end of the yoke and one magnetic pole of the magnet, the polarity of the magnetic field applied to the detection point of the magnetic field detection sensor is abruptly reversed with high accuracy, and the magnitude of the magnetic flux density is highly accurate. Changes sharply. Therefore, it is possible to obtain a magnetic detection type accelerator operation switch that is not easily affected by variations in the distance between the magnetic field generation unit and the magnetic field detection sensor, the magnetic strength of the magnet, the magnetization pattern of the magnet, and the like. This accelerator operation switch has high accuracy by managing only the two-dimensional positional accuracy of the magnetic field generator. The accelerator operation switch can be formed by using a relatively inexpensive magnetic field intensity detection type hall switch and the like, and there is no fear of contact wear. Furthermore, since this accelerator operation switch obtains high accuracy by partially increasing the magnetic flux density, it is not necessary to increase the size of parts in order to obtain high accuracy.
Therefore, according to the present invention, it is possible to provide a straddle-type vehicle with a prime mover including an accelerator operation switch that has high durability and high detection accuracy and is downsized.

It is a top view which shows the structure of the output adjustment operating device by the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the principal part of the output adjustment operating device by the 1st Embodiment of this invention, The figure (A) is a top view of a magnetic field generation | occurrence | production part and a magnetic field detection sensor, The figure (B) is a magnetic flux density and a magnetic field. It is a graph which shows the relationship with the position of a generation | occurrence | production part. It is a side view of the motorcycle provided with the output adjustment operation apparatus by 2nd Embodiment. It is a perspective view of the output adjustment operating device by 2nd Embodiment. It is sectional drawing of the output adjustment operating device by 2nd Embodiment. It is sectional drawing which expands and shows the principal part of the output adjustment operating device by 2nd Embodiment. It is a disassembled perspective view of the housing part of the output adjustment operating device by 2nd Embodiment. It is a disassembled perspective view of the housing part of the output adjustment operating device by 2nd Embodiment. It is a perspective view which shows the structure of the input gear by the 2nd Embodiment, and a return spring. It is a perspective view of the operation angle detection mechanism by 2nd Embodiment. It is a disassembled perspective view of the input gear by 2nd Embodiment. It is a front view which expands and shows the meshing part of the input gear by the 2nd Embodiment, and a driven gear. It is a figure which shows the magnet by 2nd Embodiment, The figure (A) is a top view, The figure (B) is a BB sectional drawing in (A) figure. It is a figure which shows the principal part of the output adjustment operating device by the 3rd Embodiment of this invention, The figure (A) is a top view of a magnetic field generation | occurrence | production part and a magnetic field detection sensor, The figure (B) is a magnetic flux density and a magnetic field. It is a graph which shows the relationship with the position of a generation | occurrence | production part. It is a figure for demonstrating the structure of the conventional magnetic detection type switch, The figure (A) is a top view of a magnet and a sensor, The figure (B) is a graph which shows the relationship between a magnetic flux density and the position of a magnetic field generation part. is there. It is a figure for demonstrating the structure of the conventional magnetic detection type switch, The figure (A) is a top view of a magnet and a sensor, The figure (B) is a graph which shows the relationship between a magnetic flux density and the position of a magnetic field generation part. is there. It is a figure for demonstrating the structure of the conventional magnetic detection type switch, The figure (A) is a top view of a magnet and a sensor, The figure (B) is a graph which shows the relationship between a magnetic flux density and the position of a magnetic field generation part. is there.

(First embodiment)
An embodiment of a straddle-type vehicle with a motor according to the present invention will be described in detail with reference to FIGS.
The output adjusting operation device 10 shown in FIG. 1 can detect an accelerator grip 12 rotatably supported by a handle bar 11, a magnetic field generator 13 supported by the accelerator grip 12, and a magnetic field in the handle bar 11. And a magnetic field detection sensor 14 supported in this manner.

The magnetic field generator 13 and the magnetic field detection sensor 14 constitute a magnetic detection type accelerator operation switch 15.
The magnetic field generator 13 can be supported by a member that rotates integrally with the accelerator grip 12. The magnetic field detection sensor 14 can be supported by a member that does not move relative to the handle bar 11. Note that the output adjustment operation device for a straddle-type vehicle with a motor according to the present invention can be configured such that the magnetic field generator 13 is supported by the handlebar 11 and the magnetic field detection sensor 14 is supported by the accelerator grip 12.

The magnetic field generation unit 13 generates a magnetic field, and includes a magnet 16 and a yoke 17 made of a magnetic material disposed adjacent to the magnet 16.
The magnet 16 is magnetized in two poles so that two magnetic poles (N pole) 16a and magnetic pole (S pole) 16b are aligned in the axial direction of the accelerator grip 12 (left and right direction in FIG. 1). The magnet 16 is positioned so that one of the magnetic poles 16a faces the detection point 14a of the sensor 14 when the operation angle of the accelerator grip 12 (hereinafter simply referred to as the accelerator operation angle) is a predetermined angle. It has been. The predetermined angle may be, for example, an accelerator grip fully closed position, that is, an accelerator operation angle at which the output is minimized.

  The magnetic field detection sensor 14 used for adopting this embodiment is for an N magnetic field that detects a magnetic field having a polarity of N poles. That is, the sensor 14 is in a non-detection state when the polarity is not in the N-pole magnetic field, and shifts from the non-detection state to the detection state by entering the polarity in the N-pole magnetic field. It is. The sensor 14 according to this embodiment is configured to output a detection signal when the detected magnetic flux density of the N-pole magnetic field exceeds a predetermined detection threshold. The detection point 14a of the sensor 14 is a position where a detector such as a Hall element is provided.

  The yoke 17 has an L shape in which one end 17 a is close to or connected to one magnetic pole 16 a of the magnet 16 and the other end 17 b is close to or connected to the other magnetic pole 16 b of the magnet 16. That is, the one end 17 a of the yoke 17 has substantially the same polarity as the other magnetic pole (S pole) 16 b of the magnet 16. For this reason, as shown in FIG. 2 (A), the magnetic field lines 18 coming out from one magnetic pole (N pole) 16a of the magnet 16 enter the one end 17a of the yoke 17. A part of the lines of magnetic force 18 emitted from one magnetic pole (N pole) 16a of the magnet 16 enters the other magnetic pole (S pole) 16b through the space S1 on the side of the magnet 16. Further, most of the magnetic force lines 18 coming out of the one magnetic pole (N pole) 16a pass through the space S2 facing the magnetic pole 16a (the space opposite to the other magnetic pole 16b), and the yoke 17 having a narrow width. Converges at one end 17a.

  For this reason, the magnetic flux of the magnet 16 concentrates on the one end 17a of the yoke 17, and the high magnetic flux density portion where the magnetic flux density is relatively high between the one magnetic pole (N pole) 16a of the magnet 16 and the one end 17a. 19 occurs. As shown in FIG. 2A, the magnetic field lines 18 passing through the high magnetic flux density portion 19 exit from one magnetic pole (N pole) 16a of the magnet 16 and form a detection area 18a detected by the magnetic field detection sensor 14. pass. The magnetic field lines 18 are reversed immediately after passing through the detected region 18a, and then passed through the reversing region 18b having the polarity of the S pole opposite to the polarity detected by the magnetic field detection sensor 14, and then one end of the yoke 17 is reached. 17a.

  One end 17 a of the yoke 17 and one magnetic pole 16 a of the magnet 16 are arranged in the direction in which the magnetic field generator 13 moves. The accelerator grip 12 according to this embodiment rotates in the direction indicated by the arrow R in FIG. When the accelerator grip 12 is thus rotated, the magnetic field generator 13 moves from the position indicated by the two-dot chain line in FIG. 1 to the position indicated by the solid line. That is, the one end 17a shown in FIG. 1 is disposed at a position that approaches the sensor 14 before the one magnetic pole 16a when the accelerator grip 12 rotates in the direction in which the accelerator opening decreases.

  When the accelerator grip 12 rotates in the direction in which the accelerator opening decreases, the magnetic flux density acting in the vicinity of the detection point 14a of the magnetic field detection sensor 14 varies depending on the change in the position of the magnetic field generator 13 with respect to the detection point 14a. It changes as shown in (B). The magnetic flux density when the distance between the moving path of the magnetic field generation unit 13 and the magnetic field detection sensor 14 is relatively narrow changes as shown by a solid line in FIG. The magnetic flux density when the interval is relatively wide changes as indicated by a broken line in FIG. When the accelerator grip 12 rotates in the direction in which the accelerator opening decreases, first, the magnetic field of the S pole approaches the detection point 14a, and then the magnetic field of the N pole approaches the detection point 14a. For this reason, as shown in FIG. 2B, the curve indicating the change in the magnetic flux density extends in a U-shape that is a downward convex on the S magnetic field side, and then the boundary surface 20 is detected at the detection point 14a. It moves to the N magnetic field side by exceeding. The magnetic flux density acting in the vicinity of the detection point 14a increases on the N magnetic field side when the accelerator grip 12 further rotates, and becomes maximum after the accelerator grip fully closed position is exceeded. A curve indicating a change in the magnitude of the magnetic flux density extends in an inverted U shape that is an upward convex on the N magnetic field side.

When the accelerator grip 12 rotates in the direction in which the accelerator opening decreases, the inversion region 18b of the high magnetic flux density portion 19 approaches the sensor 14, and the detection point 14a of the sensor 14 enters the inversion region 18b. In this state, since the magnetic field having the polarity (S) of the one end 17a of the yoke 17 is applied to the detection point 14a, the sensor 14 is not detected.
When the accelerator grip 12 is further rotated, the boundary surface 20 between the one end 17a of the yoke 17 and one magnetic pole 16a of the magnet 16 passes through the detection point 14a. Thus, in the process in which the boundary surface 20 passes through the detection point 14a, as shown in FIG. 2B, the magnitude and polarity of the magnetic field of the high magnetic flux density portion 18 applied to the detection point 14a change sharply.

That is, due to the presence of the boundary surface 20 between the one end 17a of the yoke 17 and one magnetic pole 16a of the magnet 16, the polarity of the magnetic field applied to the detection point 14a is sharply reversed from S to N with high accuracy, and the magnetic flux density The size changes sharply with high accuracy.
When the boundary surface 20 exceeds the detection point 14a, the detection point 14a enters the detection area 18a of the high magnetic flux density portion 18, so that the state of the sensor 14 shifts from the non-detection state to the detection state. The magnitude of the magnetic flux density detected by the sensor 14 increases rapidly as the accelerator grip 12 is turned toward the accelerator grip fully closed position.

  In this embodiment, when the accelerator grip 12 is further turned so that one magnetic pole 16a of the magnet 16 faces the detection point 14a of the sensor 14, the magnetic flux density detected by the sensor 14 reaches the detection threshold. . That is, the detection point 14a of the sensor 14 crosses the boundary surface 20 between the one end 17a of the yoke 17 and one magnetic pole 16a of the magnet 16 immediately before the operation angle of the accelerator grip 12 reaches a predetermined angle. And when the operating angle of the accelerator grip 12 becomes a predetermined angle, it opposes the said magnetic pole 16a. After the magnetic flux density detected by the sensor 14 reaches the detection threshold and the accelerator grip 12 is further rotated, the accelerator grip 12 reaches the accelerator grip fully closed position.

  As described above, the magnitude and polarity of the magnetic field applied to the detection point 14a abruptly change while the boundary surface 20 passes through the detection point 14a. This means that the accelerator operation angle when the sensor 14 shifts from the non-detection state to the detection state hardly changes even if the distance from the sensor 14 and the magnetic strength of the magnet 16 are different. Further, the position where the polarity of the magnetic field is reversed is also in the vicinity of the extended plane of the boundary surface 20 between the one end 17a of the yoke 17 and one magnetic pole 16a of the magnet, so that there is no geometric variation in the magnetized state of the magnet. Little affected.

For this reason, according to this embodiment, it is difficult to be affected by variations in the distance between the movement path of the magnetic field generation unit 13 and the magnetic field detection sensor 14, the magnetic strength of the magnet 16, the magnetization pattern of the magnet 16, and the like. A magnetic detection type accelerator operation switch 15 is obtained.
The accelerator operation switch 15 has high accuracy by managing only the two-dimensional positional accuracy of the magnetic field generator 13 (the rotational grip and radial positional accuracy of the accelerator grip 12). The accelerator operation switch 15 can be formed by using a relatively inexpensive magnetic field intensity detection type hall switch and the like, and there is no fear of contact wear. Further, since the accelerator operation switch 15 obtains high accuracy by partially increasing the magnetic flux density, it is not necessary to increase the size of parts in order to obtain high accuracy.

Therefore, according to this embodiment, it is possible to provide a straddle-type vehicle with a prime mover that includes the output adjustment operation device 10 having the accelerator operation switch 15 that has high durability and high detection accuracy and is downsized.
The magnet 16 can be formed of a brittle material such as ferrite. This type of material can be partially impacted to cause local chipping. Since the magnetic field generator 13 according to this embodiment includes the yoke 17 that partially increases the magnetic flux density, the magnetic field strength distribution does not change greatly even if the chipping occurs. That is, according to this embodiment, it is possible to provide an output adjustment operating device having high redundancy with respect to local chipping of the magnet 16.

The magnet 16 according to this embodiment is magnetized in two poles so that the two magnetic poles 16 a and 16 b are aligned in the axial direction of the accelerator grip 12. The detection point 14a of the sensor 14 is arranged so as to be aligned with one magnetic pole 16a of the magnet 16 and the rotation axis direction of the accelerator grip 12 in a state where the operation angle of the accelerator grip 12 is a predetermined angle. Has been.
For this reason, since the magnetic field generation unit 13 and the magnetic field detection sensor 14 are arranged in the axial direction of the accelerator grip 12, the magnetic field generation unit 13 and the magnetic field detection sensor 14 are compactly disposed in the vicinity of the accelerator grip 12. be able to. Therefore, according to this embodiment, it is possible to provide a further miniaturized output adjustment operation device.

The magnetic field generator 13 according to this embodiment is supported by the accelerator grip 12 or a member that rotates integrally with the accelerator grip 12. The sensor 14 is supported by the handle bar 11 or a member that does not move relative to the handle bar 11.
The rotation range of the accelerator grip of a normal motorcycle is about 60 to 70 deg. For this reason, when the magnetic field detection sensor 14 is supported by the accelerator grip 12 or a member that rotates integrally with the accelerator grip 12, special design considerations are required for taking out the signal line. That is, in this case, a mechanism for winding the signal line and a member for accommodating the extra length portion are required.

  However, according to this embodiment, since the magnetic field generator 13 rotates integrally with the accelerator grip 12, the signal line can be easily wired. For this reason, a mechanism for winding the signal line as described above and a member for accommodating the extra length portion are not required in the vicinity of the accelerator grip 12, so that a more compact output adjustment operation device can be provided.

  By the way, in general, the acceleration due to the impact at the time of hitting the stopper that defines the fully closed and fully opened positions by the accelerator operation is larger on the accelerator grip 12 side than on the handle bar 11 side. Moreover, it is difficult to suppress this acceleration. According to this embodiment, since the acceleration applied to the magnetic field detection sensor 14 is relatively small, an output adjustment operation device with high reliability of the accelerator operation switch 15 can be obtained.

One end 17a of the yoke 17 according to this embodiment is disposed at a position approaching the sensor 14 before the one magnetic pole 16a when the accelerator grip 12 rotates in the direction in which the accelerator opening decreases. In this embodiment, the operating angle of the accelerator grip 12 when one magnetic pole 16a of the magnet 16 faces the detection point 14a of the sensor 14 is an operating angle at which the accelerator grip is fully closed.
For this reason, when the accelerator grip 12 is returned to the accelerator grip fully closed position, the polarity of the magnetic field applied to the detection point 14 of the sensor 14 changes abruptly from S to N, and the magnetic flux density detected by the detection point 14 suddenly changes. To increase. As a result, according to this embodiment, it is possible to provide an output adjustment operating device that can detect with high accuracy that the accelerator grip 12 has been returned to the fully closed position of the accelerator grip.

(Second Embodiment)
A specific embodiment when the present invention is applied to a motorcycle will be described in detail with reference to FIGS. In these drawings, members that are the same as or equivalent to those described with reference to FIGS. 1 and 2 are given the same reference numerals, and detailed descriptions thereof are omitted as appropriate.

The motorcycle 21 shown in FIG. 3 is a vehicle in which an occupant (not shown) sits across a seat 22 and grips the steering handle 23 with his arms. Reference numeral 24 denotes a front wheel, 25 denotes a front fork, 26 denotes an engine, and 27 denotes a rear wheel. As will be described in detail later, the steering handle 23 is provided with an output adjustment operating device 10 (see FIG. 4) operated by an occupant.
When the output adjustment operation device 10 is operated by a passenger, the electronic throttle device 28 of the engine 26 operates to adjust the output of the engine 26. The electronic throttle device 28 opens and closes the throttle valve 30 with a motor (not shown) under the control of the control device 29 located below the seat 22. The opening degree of the throttle valve 30 is set based on the accelerator operation angle detected by the output adjustment operation device 10.

  As shown in FIG. 4, the output adjustment operating device 10 detects an accelerator grip part 31 that is operated by a passenger gripping with the right hand and an operation angle of the accelerator grip part 31 (hereinafter simply referred to as an accelerator operation angle). The detection part 32 is provided. The detection unit 32 has a function of sending the detected accelerator operation angle to the control device 29 as detection data.

  As shown in FIG. 5, the accelerator grip 31 includes a cylindrical grip sleeve 35 rotatably supported by bearings 33 and 34 on the handle bar 11 and an accelerator attached to the outer periphery of the grip sleeve 35. And a grip 12. The accelerator grip 12 according to this embodiment is rotatably supported by the handle bar 11 via the grip sleeve 35.

  As shown in FIGS. 5 and 6, the detection unit 32 is formed by accommodating various functional components in a box-shaped housing 36. The functional parts are an annular friction member 37, a sliding bearing member 38, a return spring 39, an operation angle detection mechanism 40, and the like, details of which will be described later.

As shown in FIG. 7, the housing 36 is constituted by first to third housing members 41 to 43 that can be divided in the longitudinal direction of the handle bar 11, and is located on the center side in the left-right direction of the vehicle from the accelerator grip 12. Is arranged.
Among these first to third housing members 41 to 43, the first housing member 41 located on the center side in the left-right direction of the vehicle has a handlebar 11 in a state where the handlebar 11 penetrates as shown in FIG. It is fixed to the bar 11 with fixing bolts 44. As shown in FIG. 8, a sensor substrate 45 is attached to the inner surface of the first housing member 41.

  The sensor substrate 45 includes a fully-closed detection sensor 46 for detecting that the accelerator grip 12 is located at the fully-closed position of the accelerator grip, and an operation angle detection for detecting the operation angle of the accelerator grip 12. Sensor 47 is provided. These sensors 46 and 47 are connected to the control device 29 by lead wires 48, and send detection data to the control device 29, respectively. In this embodiment, the full-closed detection sensor 46 constitutes a “magnetic field detection sensor” in the present invention. In this embodiment, the first housing member 41 constitutes a “member that does not move relative to the handlebar” according to the third aspect of the present invention.

  Of the first to third housing members 41 to 43, the second housing member 42 located on the outermost side of the vehicle is a pair of half parts divided in the radial direction of the handlebar 11 as shown in FIGS. 7 and 8. The portions 42a and 42b are formed. The second housing member 42 is attached to the first housing member 41 by mounting bolts 39 in a state where a third housing member 43 (to be described later) is sandwiched in cooperation with the first housing member 41.

As shown in FIG. 8, a plurality of annular members are accommodated in the second housing member 42. The annular member includes two friction members 37 and 37 that contact the outer peripheral surface of the grip sleeve 35, and a pair of sliding bearing members 38 that sandwich the flange portion 35a (see FIG. 6) of the grip sleeve 35 from both sides in the axial direction. , 38.
The friction member 37 is for imparting frictional resistance to the grip sleeve 35. The friction member 37 according to this embodiment is formed in the same shape as a general lip type oil seal and is supported by the second housing member 42 so as not to rotate.
The pair of plain bearing members 38, 38 are for restricting the movement of the grip sleeve 35 in the axial direction, and are formed so that the flange portion 35a can be rotated while contacting.

  Among the first to third housing members 41 to 43, the third housing member 43 located in the center has an accommodation space S formed between the first housing member 41 and the second housing member 42. Thus, it is formed in a cylindrical shape. As shown in FIG. 8, a return spring 39 and an input gear 51 that constitutes a part of the operation angle detection mechanism 40 are accommodated in the accommodation space S.

  The return spring 39 is for urging the grip sleeve 35 in a direction in which the accelerator opening decreases. The return spring 39 is formed by a torsion coil spring, and is housed in the third housing member 43 with the grip sleeve 35 penetrating therethrough. One end portion 39a of the return spring 39 (an end portion outside the vehicle body in the left-right direction of the vehicle) is hung on a connecting piece 52 (see FIGS. 7 and 9) provided on the second housing member. As shown in FIG. 9, the other end 39b of the return spring 39 is hung on a connecting piece 53 of an input gear 51 described later. As will be described later, the input gear 51 is fixed to the grip sleeve 35 so as to be positioned on the same axis as the grip sleeve 35. Therefore, the spring force of the return spring 39 is transmitted to the grip sleeve 35 via the input gear 51.

The third housing member 43 includes a fully closed stopper 54 (see FIGS. 8 and 9) for stopping the grip sleeve 35 in the accelerator grip fully closed position, and a fully opened position for stopping the grip sleeve 35 in the throttle fully opened position. A side stopper 55 is provided. The fully closed stopper 54 restricts the movement of the connecting piece 53 of the input gear 51 to stop the grip sleeve 35 at the accelerator grip fully closed position.
The fully open side stopper 55 stops the grip sleeve 35 at the accelerator grip fully open position by restricting the movement of the projecting piece 56 (see FIG. 9) provided on the input gear 51.

As shown in FIG. 10, the operation angle detection mechanism 40 includes the input gear 51, a driven gear 61 that meshes with the input gear 51, a magnet 62 that rotates integrally with the driven gear 61, and the magnet 62. And the operation angle detection sensor 47.
The input gear 51 is formed by overlapping two gear members (a main gear member 63 and an auxiliary gear member 64) in the axial direction. That is, as shown in FIG. 11, the input gear 51 includes a main gear member 63 fixed to the outer peripheral portion of the grip sleeve 35, and an auxiliary gear member 64 that overlaps the main gear member 63. The teeth 63a and 64a of these gear members 63 and 64 are provided in a part in the rotational direction. The teeth 63a and 64a according to this embodiment are formed in a range of about 60 ° in the rotation direction in accordance with the rotation range of the accelerator grip 35 from fully closed to fully open.

  The main gear member 63 is formed in an annular shape with which the outer peripheral portion of the grip sleeve 35 is fitted. The teeth 63a of the main gear member 63 are integrally formed on the outer peripheral portion 65 of the main gear member 63 by integral molding. The outer peripheral portion 65 is made of plastic. The inner peripheral portion 66 of the main gear member 63 is fixed to the grip sleeve 35 by three fixing bolts 67. The inner peripheral portion 66 is made of metal. The inner peripheral portion 66 and the outer peripheral portion 65 are fixed to each other so as to rotate integrally. The three fixing bolts 67 extend in the axial direction at the boundary between the grip sleeve 35 and the main gear member 63. A semi-cylindrical protrusion 68 is provided in each portion of the main gear member 63 through which each fixing bolt 67 is passed. These protrusions 68 are formed such that a semicircular outer peripheral surface protrudes radially outward from the grip sleeve 35 when viewed from the axial direction of the grip sleeve 35.

The connecting piece 53 and the protruding piece 56 are integrally formed on the outer peripheral portion 65 of the main gear member 63 by integral molding. The connecting piece 53 and the projecting piece 56 are provided at a position where the connecting piece 53 and the protruding piece 56 are distributed to one and the other of the main gear member 63 in the radial direction. It extends.
A concave groove 69 and a pressure receiving plate 70 are formed in the inner peripheral portion 66 of the main gear member 63. The concave groove 69 and the pressure receiving plate 70 are respectively provided at positions where the main gear member 63 is equally divided into three in the circumferential direction.

  The concave groove 69 is formed so as to open in a direction directed to the auxiliary gear member 64 and to extend in a direction orthogonal to the radial direction and the axial direction of the main gear member 63. A compression coil spring 71 is inserted into the concave groove 69. The pressure receiving plate 70 is formed in a shape protruding from one end of the recessed groove 69 toward the auxiliary gear member 64. One end portion of the concave groove 69 provided with the pressure receiving plate 70 is an end portion located forward in the rotational direction when the accelerator grip 12 rotates in a direction in which the accelerator opening is decreased. The accelerator grip 12 and the grip sleeve 35 rotate in the direction indicated by the arrow A in FIG. 11 when the occupant decreases the accelerator opening.

  The auxiliary gear member 64 is formed in an annular plate shape. The teeth 64a of the auxiliary gear member 64 are integrally formed on the outer peripheral portion 72 of the auxiliary gear member 64 by integral molding. The outer peripheral portion 72 is made of plastic. In the inner peripheral portion 73 of the auxiliary gear member 64, a hole 74 into which the outer peripheral portion of the grip sleeve 35 is fitted and a semicircular hole 75 into which the semi-cylindrical protrusion 68 is inserted are formed. . The inner peripheral portion 73 of the auxiliary gear member 64 is made of metal. The inner peripheral portion 73 and the outer peripheral portion 72 are fixed to each other so as to rotate integrally. The semicircular hole 75 is formed so that a gap with a predetermined width is formed between the auxiliary gear member 64 and the protrusion 68 in a state where the auxiliary gear member 64 is superimposed on the main gear member 63. For this reason, the auxiliary gear member 64 can rotate with respect to the main gear member 63 by the gap. That is, the auxiliary gear member 64 is provided on the same axis as the main gear member 63 so as to be relatively rotatable.

  A concave groove 76 and a pressure receiving plate 77 are formed in the inner peripheral portion 73 of the auxiliary gear member 64. The concave groove 76 and the pressure receiving plate 77 are respectively provided at positions where the auxiliary gear member 64 is equally divided into three in the circumferential direction. The concave groove 76 is formed to open in a direction toward the main gear member 63 and to extend in a direction orthogonal to the radial direction and the axial direction of the auxiliary gear member 64. The concave grooves 76 of these auxiliary gear members 64 are provided at positions that overlap the concave grooves 69 of the main gear member 63 in the axial direction when the auxiliary gear member 64 is overlapped with the main gear member 63. For this reason, the auxiliary gear member 64 is overlapped with the main gear member 63 to form a compression coil spring accommodating space surrounded by the concave grooves 69 and 76 of both gear members.

  The pressure receiving plate 77 of the auxiliary gear member 64 is formed in a shape protruding from one end of the concave groove 76 toward the main gear member 63 side. One end portion of the concave groove 76 provided with the pressure receiving plate 77 is an end portion positioned forward in the rotational direction when the accelerator grip 12 rotates in a direction in which the accelerator opening increases. The accelerator grip 12 and the grip sleeve 35 rotate in the direction indicated by the arrow B in FIG. 11 when the occupant increases the accelerator opening.

  The pressure receiving plate 70 of the main gear member 63 and the pressure receiving plate 77 of the auxiliary gear member 64 are the other ends of the concave grooves provided in the other gear member when the auxiliary gear member 64 is superimposed on the main gear member 63. Inserted in the department. One end of the compression coil spring 71 pushes the pressure receiving plate 70 of the main gear member 63 and the other end pushes the pressure receiving plate 77 of the auxiliary gear member 64. It is installed in (space). For this reason, the auxiliary gear member 64 is biased in one direction of rotation with respect to the main gear member 63 by the spring force of the compression coil spring 71. The direction in which the auxiliary gear member 64 is urged by the compression coil spring 71 is the rotation direction when the accelerator grip 12 rotates in the direction in which the accelerator opening increases, and is the direction indicated by the arrow B in FIG.

  The auxiliary gear member 64 urged by the spring force of the compression coil spring 71 in this way is overlapped with the main gear member 63 and is not engaged with the driven gear 61, so that the wall surface of the semicircular hole 75 is in a natural state. Stops against the main gear member 63 by hitting the peripheral surface of the semi-cylindrical protrusion 68. When the driven gear 61 of the input gear 51 having the main gear member 63 and the auxiliary gear member 64 meshes, the teeth 61a of the driven gear 61 are pressed against the teeth 63a of the main gear member 63 by the teeth 64a of the auxiliary gear member 64. .

Therefore, the main gear member 63 and the auxiliary gear member 64 urged by the spring force of the compression coil spring 71 constitute a so-called pinching gear mechanism 78 (see FIG. 12), and the input gear 51 and the driven gear 61 are There is no backlash in the meshing part.
When the accelerator grip 12 (grip sleeve 35) is rotated by the occupant in the direction in which the accelerator opening decreases, that is, when the input gear 51 rotates in the direction indicated by the arrow A in FIG. The rotation is transmitted to. At this time, the auxiliary gear member 64 rotates integrally with the main gear member 63 while pressing the teeth 61 a of the driven gear 61 against the teeth 63 a of the main gear member 63.

  On the other hand, when the accelerator grip 12 is rotated by the occupant in the direction in which the accelerator opening increases, that is, when the input gear 51 rotates in the direction indicated by the arrow B in FIG. 12, the auxiliary gear member 64 rotates to the driven gear 61. Is transmitted. At this time, the rotational force is transmitted from the main gear member 63 that rotates integrally with the grip sleeve 35 to the auxiliary gear member 64 via the compression coil spring 71.

As shown in FIG. 10, the outer peripheral portion 62 of the auxiliary gear member 64 on the side opposite to the main gear member 63 has a magnet 16 and a yoke 17 constituting the magnetic field generating portion 13 according to the present invention. And are provided. The magnet 16 is magnetized in two poles so that the magnetic pole (N pole) 16 a and the magnetic pole (S pole) 16 b are aligned in the axial direction of the grip sleeve 35, and is attached to the auxiliary gear member 64 via the yoke 17 and the holder 81. It is supported. In this embodiment, the auxiliary gear member 64 (input gear 51) constitutes the “member that rotates integrally with the accelerator grip” according to the third aspect of the present invention.
The magnet 16 is arranged so that one magnetic pole 16a faces a detection point (not shown) of the full-close detection sensor 46 when the operation angle of the accelerator grip 12 is a predetermined angle (for example, 0 °). It is positioned.

The yoke 17 has an L shape in which one end 17 a is close to or connected to one magnetic pole 16 a of the magnet 16 and the other end 17 b is close to or connected to the other magnetic pole 16 b of the magnet 16. One end 17a of the yoke 17 is disposed at a position approaching the sensor 46 before the one magnetic pole 16a when the accelerator grip 12 rotates in a direction in which the accelerator opening decreases.
The full-closed detection sensor 46 can be formed by a Hall IC. The fully-closed detection sensor 46 according to this embodiment detects an N-pole magnetic field generated between one magnetic pole 16a of the magnet 16 and one end 17a of the yoke 17, and the accelerator operation angle is, for example, 0 °. The data is sent to the control device 29 as identifiable detection data. That is, the sensor 46 has a function equivalent to that of the sensor described in the first embodiment.

The driven gear 61 has a pitch circle radius smaller than that of the input gear 51. The driven gear 61 according to this embodiment makes one rotation when the accelerator grip 12 rotates 60 ° from the accelerator grip fully closed position to the throttle fully open position.
As shown in FIG. 6, the driven gear 61 is supported so as to rotate integrally with a support shaft 82 provided in the third housing member 43. The driven gear 61 is accommodated in a recessed portion 83 formed in the third housing member 43.

  The magnet 62 is provided at one end of the driven gear 61 in the axial direction so as to rotate integrally. As shown in FIG. 13, the magnet 62 is formed in an annular shape, and is provided so as to be positioned on the same axis as the driven gear 61 of one end of the driven gear 61. The one end portion of the driven gear 61 provided with the magnet 62 is an end portion (an end portion on the center side in the left-right direction of the vehicle) of the driven gear 61 facing the first housing member 41.

  Further, as shown in FIG. 13, the magnet 62 is magnetized so that the magnetic poles 62a and 52b are divided into two by a virtual straight line 84 orthogonal to the axis when viewed from the axial direction of the driven gear 61. It is used. The magnetic force line 85 of the magnet 62 extends in a direction orthogonal to the axis when viewed from the axial direction of the magnet 62 as indicated by a two-dot chain line in FIG. A line of magnetic force 85 passing near the center of the magnet 62 extends in a straight line in the radial direction of the magnet 62 when viewed from the axial direction.

  The operation angle detection sensor 47 is disposed at a position facing the magnet 62 with a predetermined interval. As the sensor 47, a magnetic field detection sensor that detects the direction of a two-dimensional vector of a magnetic field can be used. An example of such a sensor is a vector detection type Hall IC. By using this sensor, the rotation angle of the magnet 62 can be detected. The detection data of the operation angle detection sensor 47 is sent to the control device 29, and is converted into data that can specify the operation angle of the accelerator grip 12 by the control device 29.

In the output adjustment operation device 10 configured as described above, the rotation of the accelerator grip 12 is transmitted from the grip sleeve 35 to the input gear 51 when the occupant operates the accelerator grip 12. When the accelerator grip 12 is operated toward the accelerator grip fully closed position, the input gear 51 rotates integrally with the accelerator grip 12, and the magnet 16 and the yoke 17 approach the fully closed detection sensor 46. At this time, one end 17 a of the yoke 17 approaches the sensor 46 before one magnetic pole 16 a of the magnet 16.
Therefore, even when this embodiment is adopted, the same effect as that of the first embodiment can be obtained.

(Third embodiment)
The output adjustment operation device for a straddle-type vehicle with a motor according to the present invention can be configured as shown in FIG. In FIG. 14, the same or equivalent members as those described with reference to FIGS. 1 and 2 are given the same reference numerals, and detailed description thereof is omitted as appropriate.

In the output adjustment operating device 10 according to this embodiment, the position of the yoke 17 and the polarity of the magnet 16 are different from those in the case of adopting the first embodiment.
The magnet 16 according to this embodiment is magnetized in two poles in the direction of the rotation axis of the accelerator grip, and is arranged so that one magnetic pole (S pole) 16a faces the sensor 14 side.
In the yoke 17 according to this embodiment, one end 17a is close to or connected to one magnetic pole (S pole) 16a of the magnet 16, and the other end 17b is close to or connected to the other magnetic pole (N pole) 16b of the magnet 16. The L shape is made. That is, the one end 17 a of the yoke 17 has substantially the same polarity as the other magnetic pole (N pole) 16 b of the magnet 16.

  Further, one magnetic pole (S pole) 16a of the magnet is positioned so as to approach the sensor 14 before one end 17a of the yoke 17 when the accelerator grip 12 (not shown) rotates in the direction in which the accelerator opening decreases. Is arranged. That is, in this embodiment, when the accelerator grip 12 rotates in the direction in which the accelerator opening decreases, the detection point 14a of the sensor 14 starts from the position facing the one magnetic pole (S pole) 16a of the magnet 16. (S pole) Crosses the boundary surface 20 between the 16 a and one end 17 a of the yoke 17, and then faces the one end 17 a of the yoke 17.

  In this case, the magnetic flux density acting near the detection point 14 of the sensor 14 changes as shown in FIG. That is, when the accelerator grip 12 rotates in the direction in which the accelerator opening decreases, first, the magnetic field of the S pole approaches the detection point 14a, and then the magnetic field of the N pole approaches the detection point 14a. For this reason, as shown in FIG. 14B, the curve indicating the change in the magnetic flux density extends in a U shape that is a downward convex on the S magnetic field side, and then the boundary surface 20 is detected at the detection point 14a. It moves to the N magnetic field side by exceeding. The magnetic flux density acting in the vicinity of the detection point 14a increases on the N magnetic field side when the accelerator grip 12 further rotates, and becomes maximum after the accelerator grip fully closed position is exceeded. A curve indicating a change in the magnitude of the magnetic flux density extends in an inverted U shape that is an upward convex on the N magnetic field side.

The detection point 14a of the sensor 14 according to this embodiment is such that the operation angle of the accelerator grip 12 is a predetermined angle at which the accelerator grip is fully closed, and the one end 17a of the yoke 17 and the rotation axis of the accelerator grip 12 are rotated. They are arranged in the direction.
Therefore, also in the third embodiment, the magnitude and polarity of the magnetic field of the high magnetic flux density portion 18 applied to the detection point 14a are steep in the process in which the boundary surface 20 passes the detection point 14a of the sensor 14. Therefore, an effect equivalent to that obtained when the above-described embodiments are adopted can be obtained.

  In the first to third embodiments described above, an example in which the magnetic field detection sensor 14 is for an N magnetic field that detects an N-pole magnetic field has been described. However, the present invention is not limited to such a limitation. That is, as the magnetic field detection sensor 14, an S magnetic field sensor that detects an S magnetic field can be used. When using the magnetic field detection sensor 14 for the S magnetic field, it is necessary to reverse the polarities of the magnetic poles 16a and 16b of the magnet 16 from those of the first to third embodiments. In this case, the one magnetic pole 16a of the magnet 16 is an S pole and the other magnetic pole 16b is an N pole as shown in FIG. In the case of FIG. 14, the one magnetic pole 16a is an N pole and the other magnetic pole 16b is an S pole, as shown in parentheses in FIG.

  In each of the above-described embodiments, an example in which the present invention is applied to a motorcycle has been shown. However, the present invention is a straddle type with a motor in which an accelerator grip is rotatably supported by a handlebar. Any vehicle can be used. The present invention can be applied to, for example, a scooter, an automatic tricycle, an automatic four-wheel vehicle, a rough terrain vehicle, a snow vehicle, and a small planing boat.

  DESCRIPTION OF SYMBOLS 10 ... Output adjustment operation device, 11 ... Handlebar, 12 ... Accelerator grip, 13 ... Magnetic field generator, 14 ... Magnetic field detection sensor, 15 ... Accelerator operation switch, 16 ... Magnet, 16a, 16b ... Magnetic pole, 17 ... Yoke, 17a ... one end, 17b ... the other end, 20 ... a boundary surface, 36 ... a housing, 51 ... an input gear.

Claims (6)

An accelerator grip that is pivotally supported by the handlebar;
A magnetic field generator that generates a magnetic field supported by one of the handlebar and the accelerator grip;
A magnetic field detection sensor supported so that a magnetic field can be detected by the other member of the handlebar and the accelerator grip that is not provided with the magnetic field generation unit;
The magnetic field generator is composed of a magnet and a yoke,
The magnet is arranged so that two poles are magnetized in the direction of the rotation axis of the accelerator grip, and one magnetic pole faces the sensor side,
One end of the yoke is close to or connected to one magnetic pole of the magnet, and the other end is close to or connected to the other magnetic pole of the magnet,
One end of the yoke and one magnetic pole of the magnet are arranged in a moving direction of a member that moves integrally with an accelerator grip among the magnetic field generation unit and the magnetic field detection sensor,
The detection point of the sensor crosses the boundary surface between one end of the yoke and one magnetic pole of the magnet immediately before the operation angle of the accelerator grip reaches a predetermined angle, and the operation angle of the accelerator grip is a predetermined angle. The straddle-type vehicle with a prime mover, wherein one end of the yoke or one magnetic pole of the magnet is positioned so as to face the detection point of the sensor.   The straddle-type vehicle with a motor according to claim 1, wherein the detection point of the sensor is aligned with one magnetic pole of the magnet in the direction of the rotation axis in a state where the operation angle of the accelerator grip is the predetermined angle. A straddle-type vehicle with a prime mover, which is arranged as described above.   The straddle-type vehicle with a prime mover according to claim 1, wherein the detection point of the sensor is aligned with one end of the yoke in the direction of the rotation axis in a state where the operation angle of the accelerator grip is the predetermined angle. A straddle-type vehicle with a prime mover, characterized by being arranged.   4. The straddle-type vehicle with a prime mover according to claim 1, wherein the magnetic field generator is supported by a member that rotates integrally with the accelerator grip, and the sensor includes a handlebar. A straddle-type vehicle with a motor, which is supported by a member that does not move relative to the motor. 5. The straddle-type vehicle with a prime mover according to claim 1, wherein one end of the yoke is ahead of the one magnetic pole when the accelerator grip rotates in a direction in which the accelerator opening decreases. Arranged close to the sensor,
When the operating angle of the accelerator grip becomes the predetermined angle, one magnetic pole of the magnet faces the detection point of the sensor,
The straddle-type vehicle with a prime mover, wherein the operation angle that is the predetermined angle is an operation angle that fully closes an accelerator grip. 5. The straddle-type vehicle with a prime mover according to claim 1, wherein one magnetic pole of the magnet has one end of the yoke when the accelerator grip rotates in a direction in which the accelerator opening decreases. It is arranged at a position that approaches the sensor earlier,
One end of the yoke faces the detection point of the sensor when the operating angle of the accelerator grip becomes the predetermined angle,
The straddle-type vehicle with a prime mover, wherein the operation angle that is the predetermined angle is an operation angle that fully closes an accelerator grip.

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