JP2016205324A - Operation mechanism of choke mechanism of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate an operation of a choke mechanism, and to prevent the forgetting of a return of the choke mechanism.SOLUTION: An operation mechanism 6 of a choke mechanism 5 has: a choke lever 62 which makes the choke mechanism 5 transit to a state that an air-fuel ratio of an air-fuel mixture is enhanced when moving toward the other end from one end of a reciprocation movable range; a first energization member 63 which energizes the choke lever 62 toward one end; and a holding member 64 which moves according to an operation of a brake lever 190. The holding member 64 has a lock part 641 which moves to a position in which the lock part is locked to the choke lever 62 when the brake lever 190 is operated, and holds the choke lever 62 so as not to move to one end.SELECTED DRAWING: Figure 3

Description

  The present invention has an operation mechanism of a choke mechanism of an internal combustion engine. In particular, the present invention relates to an operation mechanism for manually operating a choke mechanism when starting an internal combustion engine.

  Some automobiles and motorcycles are provided with a choke mechanism for urging the engine (internal combustion engine) to start at a low temperature. The choke mechanism increases the air-fuel ratio of the air-fuel mixture of combustion air and fuel in order to encourage the engine to start. However, if the operation is continued with the air-fuel ratio of the air-fuel mixture being higher than normal after the engine is started, the spark plug will be fouled or the fuel consumption will be reduced. Therefore, when the choke mechanism is a manual type, the user (driver) performs an operation for increasing the air-fuel ratio of the air-fuel mixture at the time of starting the engine, and the air-fuel ratio of the air-fuel mixture after the engine starts. Perform an operation to return to a state where normal is not raised (normal state).

  In order to prevent the manual choke mechanism from forgetting to return to the normal state, the air-fuel ratio of the air-fuel mixture is increased only while operating the operation members such as the operation button and the operation lever, and the operation to the operation member is performed. If this is not done, there are some that automatically return to the normal state. Patent Document 1 discloses a configuration in which a choke valve of an choke mechanism and an accelerator pedal are interlocked in a choke mechanism applied to an automobile in order to improve the operability of a manual choke mechanism. Specifically, when the choke button is pulled, the choke valve rotates in the fully closed direction, and when the choke button is returned, the choke valve is maintained in a half-open state. When the accelerator pedal is depressed in this state, the choke valve returns to the fully open state. With such a configuration, even after the choke button is returned, warm-up operation is possible without causing an engine stall or the like.

Japanese Utility Model Publication No. 58-33251

  However, the manual choke valve described in Patent Document 1 is for an automobile, and application to a motorcycle is not considered. That is, the self-starter type motorcycle has a configuration in which the cell motor does not rotate unless the cell motor switch is operated while operating the brake lever in order to prevent sudden start. With such a configuration, the choke button must be operated while operating the brake lever and the cell motor switch. In particular, if the choke mechanism automatically returns to the normal state, the operation of the brake lever and the cell motor switch and the operation of the choke button must be performed simultaneously. At this time, since both hands are used to operate the brake lever and the cell motor switch, it is difficult to operate the choke button while performing these operations.

  In view of the above circumstances, the problem to be solved by the present invention is to provide an operation mechanism for a choke mechanism of an internal combustion engine that is easy to operate the choke mechanism and can prevent forgetting to return the choke mechanism.

  In order to solve the above problems, the present invention is connected to a choke mechanism, is capable of reciprocating, and moves from one end of the movable range of the reciprocating movement toward the other end. A choke lever that shifts to a state in which the air-fuel ratio of the air-fuel mixture is increased, a first urging member that urges the choke lever toward the one end, and a brake lever. A holding member that moves in response to an operation, and the holding member moves to a position to be locked to the choke lever when the brake lever is operated, and the choke lever is moved to the one end. It has the latching | locking part hold | maintained so that it may not move, It is characterized by the above-mentioned.

  The holding member may further include a second urging member that urges the retaining portion to a position where the retaining portion does not engage the choke lever.

  The holding member is rotatable, and when the holding member is positioned at one end of the movable range of the rotation, the engaging portion may be positioned outside the reciprocating locus of the choke lever.

  When the choke lever is positioned at the one end of the reciprocating movable range, the choke lever may be positioned outside the locus of the locking portion of the holding member.

  The configuration may further include a housing to which the choke lever, the first biasing member, and the holding member are attached.

  According to the present invention, the holding member moves to a position where it is locked to the choke lever in conjunction with the operation of the brake lever. For this reason, by operating the brake lever, the choke lever can be maintained in the other position of the movable range. In this state, the choke mechanism can be maintained in a state in which the air-fuel ratio of the air-fuel mixture is increased. That is, the operation of the choke lever need not be maintained in order to maintain the choke mechanism in a state in which the air-fuel ratio of the air-fuel mixture is increased. For this reason, operation becomes easy. When the brake lever is released, the choke lever automatically moves to one end of the movable range by the biasing force of the first biasing member. For this reason, the choke mechanism automatically returns to a normal state (a state in which the air-fuel ratio of the air-fuel mixture is not increased) without performing an operation of returning the choke lever. Thus, according to the present invention, the operation of the choke mechanism is easy, and the forgetting to return the choke mechanism can be prevented.

FIG. 1 is a left side view showing a configuration example of a motorcycle. FIG. 2 is a block diagram showing a configuration related to starting of the engine of the motorcycle. FIG. 3 is a schematic diagram showing a configuration of a choke mechanism and an operation mechanism that operates the choke mechanism. FIG. 4 is a diagram schematically illustrating an operation example of the operation mechanism of the present embodiment. FIG. 5 is a diagram schematically illustrating an operation example of the operation mechanism of the present embodiment.

  Embodiments of the present invention will be described below in detail with reference to the drawings. As a motorcycle to which the operation mechanism of the choke mechanism of the embodiment of the present invention is applied, a self-starter type scooter type motorcycle is shown. This motorcycle is provided with a carburetor that creates an air-fuel mixture that is combusted by an engine (internal combustion engine). This carburetor has a manual choke mechanism that temporarily increases the air-fuel ratio of the air-fuel mixture when the engine is started. Provided. The motorcycle is provided with an operation mechanism for manually operating the choke mechanism.

(Overall structure of motorcycle)
First, a configuration example of a motorcycle 1 to which an operation mechanism 6 according to an embodiment of the present invention is applied will be described with reference to FIG. FIG. 1 is a left side view showing a configuration example of a motorcycle 1 to which an operation mechanism 6 according to an embodiment of the present invention is applied.

  A body frame 11 of the motorcycle 1 includes a steering head pipe 111, a down tube 112, and a pair of left and right rear frames 113. Each part of the body frame 11 is formed of a metal material such as steel or aluminum alloy, and is integrally joined by welding or the like. The steering head pipe 111 is a portion that rotatably supports a steering shaft 121 described later, and has a tubular configuration that tilts backward. The down tube 112 has a front end (upper end) joined to the steering head pipe 111 and a rear end joined to the rear frame 113. The front portion of the down tube 112 extends from the steering head pipe 111 obliquely downward to the rear, bends or curves rearward at the middle portion, and the rear portion extends substantially horizontally. The pair of left and right rear frames 113 are separated from each other by a predetermined distance in the vehicle width direction, and each extend from the rear end portion of the down tube 112 toward the rear upper side. A pivot bracket 114 is provided at the rear end of the down tube 112 or at the front ends of the pair of left and right rear frames 113.

  A steering shaft 121, a pair of left and right front forks 122, a front wheel 123, and a handle unit 124 are provided at the front portion of the motorcycle 1. The steering shaft 121 is rotatably supported by the steering head pipe 111. The pair of left and right front forks 122 are provided below the steering shaft 121 and rotate integrally with the steering shaft 121. The front wheel 123 is rotatably supported by the lower end portions of the pair of left and right front forks 122. A brake disk 184 that rotates integrally with the front wheel 123 is provided, and a brake caliper 185 for the front wheel 123 is provided at the lower end of the front fork 122.

  The handle unit 124 is provided at the upper end of the steering shaft 121 and rotates integrally with the steering shaft 121. The handle unit 124 is provided with a pair of left and right handle grips 181. The right handle grip 181 is a throttle grip for operating the throttle valve 53. The right handle grip 181 is provided with a brake lever 190 for operating the brake caliper 185 of the front wheel 123. The left handle grip 181 is provided with a brake lever 190 for operating a brake caliper (not shown) of the rear wheel 132. In addition, the handle unit 124 includes a meter unit in which instruments such as a speedometer are assembled, lights such as a headlight 183 and a winker, switches for operating each part of the motorcycle 1, and a rearview mirror. Provided. The switches for operating each part of the motorcycle 1 include a cell motor switch 203 for rotating the cell motor 204. Further, the brake lever 190 is provided with a starter inhibitor switch 202 that detects the operation of the brake lever 190.

  An article storage space 191 is provided in a region surrounded by the pair of left and right rear frames 113 in a top view. In addition, a seat 186 on which a passenger (driver) sits is provided above the pair of left and right rear frames 113. The seat 186 also serves as a lid of the article storage space 191 and is rotatably attached to the vehicle body frame 11 by a hinge or the like. A step board 189 on which the driver puts his / her foot is provided on the lower front side of the seat 186. The step board 189 is supported by the down tube 112.

  The vehicle body cover 14 is a member that is an exterior of the motorcycle 1. The vehicle body cover 14 includes a front frame cover 141 (front leg shield), a leg frame cover 142, and a rear frame cover 143. The front frame cover 141 covers the front part of the motorcycle 1. The leg frame cover 142 covers the lower part of the motorcycle 1. The rear frame cover 143 covers the rear part of the motorcycle 1. An article storage space 191 is provided in an area covered by the rear frame cover 143. The front frame cover 141, the leg frame cover 142, and the rear frame cover 143 constitute a design that looks as a whole as a whole. In addition, a rear fender 187 is provided on the rear upper side of the rear wheel 132.

  At the rear of the motorcycle 1, a power unit 131, a rear wheel 132, an intake device 134, a carburetor 135, and an exhaust device 133 are provided. The power unit 131 includes an engine (internal combustion engine), a transmission mechanism, and a clutch, and these are unitized. The power unit 131 is connected (suspended) to the pivot bracket 114 of the vehicle body frame 11 so as to be swingable in the vertical direction (pitching direction). The rear wheel 132 is disposed at the center of the vehicle width at the rear portion of the power unit 131, and rotates by rotational power transmitted from the power unit 131.

  The intake device 134 has an air cleaner that purifies combustion air taken from the outside. The intake device 134 is provided, for example, on the upper rear side of the power unit 131. The carburetor 135 mixes fuel with combustion air taken from the intake device 134 to create an air-fuel mixture, and adjusts the flow rate of the air-fuel mixture. The carburetor 135 is provided with a choke mechanism 5 for temporarily increasing the air-fuel ratio of the air-fuel mixture when the engine is started. Further, the carburetor 135 is provided with the operation mechanism 6 of the choke mechanism 5 according to the present embodiment. The carburetor 135 and the operating mechanism 6 are provided on the front side of the intake device 134 above the power unit 131, for example.

  The exhaust device 133 includes a silencer, and an exhaust pipe (not visible in the figure) that connects the silencer and the exhaust port of the engine of the power unit 131. The silencer is provided, for example, on the opposite side of the power unit 131 in the vehicle width direction.

  In addition, a buffer mechanism 188 is provided between the power unit 131 and one of the pair of left and right rear frames 113. The buffer mechanism 188 includes, for example, an oil damper and a coil spring, and reduces or absorbs vibration and impact transmitted from the power unit 131 to the vehicle body frame 11.

  The configuration of the motorcycle 1 described above is an example of a configuration of a motorcycle to which the operation mechanism 6 of the choke mechanism 5 according to the present embodiment can be applied, and is not limited to the above configuration. Except for the operation mechanism 6 of the choke mechanism 5, various conventionally known configurations can be applied.

  FIG. 2 is a block diagram showing a configuration related to starting of the engine of the motorcycle 1. As shown in FIG. 2, the motorcycle 1 includes a control unit 201 that controls each part of the motorcycle 1, a cell motor 204 that starts the engine, a cell motor switch 203 that operates the cell motor 204, and a brake lever 190. And a starter inhibitor switch 202 for detecting an operation (operation of applying a brake). When the control unit 201 detects that the brake lever 190 is operated (the brake is applied) by the starter inhibitor switch 202 and the cell motor switch 203 is operated. Then, the cell motor 204 is driven to start the engine. However, even when the cell motor switch 203 is operated, the control unit 201 does not operate the cell motor 204 when the brake lever 190 is not operated. Therefore, the user starts the engine by operating the cell motor switch 203 while operating the brake lever 190.

  Next, the choke mechanism 5 and the operation mechanism 6 for operating the choke mechanism 5 will be described with reference to FIG. FIG. 3 is a schematic diagram showing the configuration of the choke mechanism 5 and the operation mechanism 6 that operates the choke mechanism 5. As shown in FIG. 3, the motorcycle 1 includes a carburetor 135 that mixes combustion air to create an air-fuel mixture. The carburetor 135 is provided with a choke mechanism 5 that increases the air-fuel ratio of the air-fuel mixture. One end of the first connecting member 66 is connected to the choke mechanism 5. For example, a wire or a rod can be applied to the first connecting member 66. When the first connecting member 66 is pulled, the choke mechanism 5 shifts to a state where the amount of sucked air is reduced and the air-fuel ratio is increased. On the other hand, in a state where the first connecting member 66 is not pulled, the choke mechanism 5 is maintained in a normal state (a state in which the air-fuel ratio is not increased) in which the intake air amount is not limited most. When the first connecting member 66 returns from the pulled state to the undrawn state, the choke mechanism 5 automatically returns to the normal state.

  Various conventionally known configurations can be applied to the choke mechanism 5. In short, the choke mechanism 5 shifts to a state in which the air-fuel ratio of the air-fuel mixture is increased only while the first connecting member 66 is being pulled, and is in a normal state when the first connecting member 66 is not pulled. Any configuration that is maintained may be used. For example, in the case of the choke valve type choke mechanism 5, a butterfly choke valve 55 is provided in the intake path 52 of the carburetor 135. The first connecting member 66 is connected to the choke valve 55. When the first connecting member 66 is not pulled, the choke valve 55 is moved to the opening side of the intake passage 52 by the urging force of the urging member such as a spring and is maintained at the maximum opening. This state is a “normal state”. In a state where the first connecting member 66 is pulled, the choke valve 55 rotates and moves to the side of closing the intake passage 52, and the opening degree becomes small. When the opening of the choke valve 55 is reduced, the air pressure is lowered on the downstream side of the choke valve 55, so that more fuel is sucked from the jet nozzle 54 and the air-fuel ratio of the air-fuel mixture is increased. Further, in the case of the starter type choke mechanism 5, the carburetor 135 is provided with a fuel supply path (for example, a starter) different from the normal fuel supply path (for example, the jet nozzle 54) and a fuel supply path for this separate system. An opening / closing mechanism (for example, a starter plunger) that opens and closes is provided. When the first connecting member 66 is not pulled, the opening / closing mechanism is maintained in a state in which the fuel supply path of the other system is closed. This state is a “normal state”. When the first connection member 66 is pulled, the movement of the first connection member 66 opens the above-described separate system fuel supply path. By supplying fuel from a fuel supply path of another system in addition to the normal fuel supply path, the air-fuel ratio of the air-fuel mixture increases.

  The other end of the first connecting member 66 is connected to a choke lever 62 of the operation mechanism 6 described later, and the user operates the choke lever 62 of the operation mechanism 6 to operate the first connection. The member 66 is pulled and the choke mechanism 5 is operated. In other words, the operation mechanism 6 pulls the first connecting member 66 in response to a manual operation of the choke lever 62 by the user, and shifts the state of the choke mechanism 5 from a normal state to a state in which the air-fuel ratio of the air-fuel mixture is increased. Let

(Operation mechanism)
Next, a configuration example and an operation example of the operation mechanism 6 of the present embodiment will be described with reference to FIGS. 4 and 5 are diagrams schematically illustrating an operation example of the operation mechanism 6 according to the present embodiment. As shown in FIGS. 3 to 5, the operation mechanism 6 includes a casing 61 of the operation mechanism 6, a choke lever 62 that is an operation member operated by the user, and a choke lever 62 in conjunction with the brake lever 190. And a holding member 64 held at the position. The choke lever 62 and the holding member 64 are attached to the casing 61, and the operation mechanism 6 is unitized.

  The choke lever 62 is an operation member that is manually operated by the user, and is attached to the housing 61 so as to be able to reciprocate. As the choke lever 62, for example, a rod-shaped member is applied. In this case, one end portion in the longitudinal direction protrudes to the outside of the housing 61, and the other end portion is accommodated in the housing 61. For convenience of explanation, the end portion on the side protruding to the outside of the housing 61 is referred to as a “tip portion”, and the end portion on the side accommodated in the housing 61 is referred to as a “base end portion”. The front end portion is attached so as to be exposed to the outside such as the vehicle body cover 14 so that the user can operate even when the operation mechanism 6 is assembled to the motorcycle 1. The user can linearly move the choke lever 62 from one end of the reciprocating movable range to the other end side by grasping and pulling the tip end portion of the choke lever 62. For convenience of explanation, with respect to the direction of linear movement of the choke lever 62, the side where the projecting dimension from the housing 61 increases and pulls the connecting member 66 is referred to as the “operation side”, and the side where the projecting dimension from the housing 61 decreases. This is referred to as “non-operating side”. Further, the end portion on the non-operating side of the movable range is referred to as “non-operating position”. That is, the user can linearly move the choke lever 62 from the non-actuated position to the actuated side by pulling the tip of the choke lever 62. 3 shows a state in which the choke lever 62 is in the non-operating position, and FIGS. 4 and 5 show a state in which the choke lever 62 has moved from the non-operating position to the operating side.

  A grip 621 (handle) is provided at the tip of the choke lever 62. The user can easily pull the choke lever 62 by holding the grip 621. At the base end portion of the choke lever 62, a locked portion 622 that is locked by a locking portion 641 of a holding member 64 described later is provided. The locked portion 622 has, for example, a plate-like or flange-like configuration extending in a direction perpendicular to the longitudinal direction (reciprocating direction) of the choke lever 62. However, the to-be-latched part 622 should just be the structure which can latch the latching | locking part 641 of the holding member 64 mentioned later, and a specific structure is not limited.

  The choke lever 62 is urged to the non-operating side by the first urging member 63, and is maintained in the non-operating position when no external force is applied. As the first urging member 63, for example, a compression coil spring is applied. The compression coil spring is disposed so as to straddle the locked portion 622 provided on the choke lever 62 and the inner peripheral surface of the housing 61 in a state of being compressed and deformed to some extent. With such a configuration, the choke lever 62 is urged toward the non-actuated side by the urging force (restoring force) of the compression coil spring, which is an example of the first urging member 63, to the non-actuated position. Maintained in a position.

  The choke lever 62 is connected to the choke mechanism 5 via the first connecting member 66. For example, one end of the first connecting member 66 is attached to the base end of the choke lever 62, and the other end is attached to the choke valve 55 of the choke mechanism 5 or the starter opening / closing mechanism. When the choke lever 62 is pulled from the non-actuated position toward the actuating side, the movement of the choke lever 62 is transmitted to the choke mechanism 5 via the first connecting member 66, and the choke mechanism 5 receives the air-fuel ratio of the air-fuel mixture. Transition to a state of increasing. Accordingly, the user manually pulls the choke lever 62 against the urging force of the first urging member 63 (moves the choke lever 62 from the non-actuated position to the actuated side), thereby causing the choke mechanism 5 to empty the mixture. It is possible to shift to a state in which the fuel ratio is increased. When the user releases the choke lever 62, the choke lever 62 is automatically returned to the inoperative position by the urging force of the first urging member 63, and the choke mechanism 5 is in a normal state. . For this reason, the user does not have to perform an operation of returning the choke lever 62 to the non-actuated position. With such a configuration, forgetting to return the choke mechanism 5 is prevented. The first connecting member 66 can be a wire, a rod, or the like. In short, the first connecting member 66 transmits the movement of the choke lever 62 to the choke mechanism 5 when the choke lever 62 is pulled, and shifts the choke mechanism 5 to a state where the air-fuel ratio of the air-fuel mixture becomes high. (It is sufficient if the opening degree of the choke valve 55 can be reduced or the fuel supply path of another system can be opened).

  The holding member 64 is connected to the brake lever 190 via the second connecting member 67. While the brake lever 190 is operated, the choke lever 62 is pulled, that is, the choke mechanism 5 is mixed. The air-fuel ratio of the gas is kept high. The state in which the choke lever 62 is pulled refers to a state in which the choke lever 62 has moved from the non-actuated position to the actuated side. The holding member 64 is provided with a locking portion 641, and the locking portion 641 is locked to the locked portion 622 provided at the base end portion of the choke lever 62, whereby the choke lever 62 is pulled. Kept in a state. Specifically, it is as follows.

  The holding member 64 is rotatably attached to the housing 61 via the rotation shaft 642. The holding member 64 is urged toward the one end of the movable range of rotation by the second urging member 65. For this reason, the holding member 64 is maintained in a state positioned at one end of the movable range of rotation when no external force other than the urging force of the second urging member 65 is applied. For convenience of explanation, this position is referred to as a “non-holding position”. When the holding member 64 is in the non-holding position, the holding member 64 (particularly the locking part 641 provided on the holding member 64) is moved to the choke lever 62 (particularly the locked part 622 provided at the base end of the choke lever 62). It is located outside the reciprocation locus A. For this reason, when the holding member 64 is positioned at the non-holding position, the choke lever 62 can reciprocate without interfering with the holding member 64.

  The holding member 64 is connected to the brake lever 190 via the second connecting member 67. Specifically, the holding member 64 and the second connecting member 67 are rotated by the urging force of the second urging member 65 when the brake lever 190 is operated (when the brake is applied). It is connected to rotate in the direction opposite to the direction. Therefore, when the brake lever 190 is operated, the holding member 64 rotates from the non-holding position. In a state where the brake lever 190 is operated and the holding member 64 rotates, the locking portion 641 provided on the holding member 64 locks the locked portion 622 provided on the proximal end portion of the choke lever 62. Move to. Specifically, the locking portion 641 moves to a position where it enters the reciprocating locus A of the locked portion 622. With such a configuration, when the brake lever 190 is operated with the choke lever 62 moved from the non-actuated position to the actuated side, the locking portion 641 protrudes into the moving range of the locked portion 622, and the choke lever The locking portion 641 of the holding member 64 is locked to the locked portion 622 provided at the base end portion of 62. For this reason, the choke lever 62 cannot return to the non-operating position, and the choke lever 62 is moved from the non-operating position to the operating side, that is, the choke mechanism 5 is maintained in a state of increasing the air-fuel ratio of the air-fuel mixture. .

  When the choke lever 62 is in the non-actuated position, even if the brake lever 190 is operated and the holding member 64 rotates, the locking portion 641 of the holding member 64 is provided at the base end portion of the choke lever 62. The locked portion 622 is not locked. For example, as shown in FIG. 3, when the choke lever 62 is in the non-actuated position, the locked portion 622 provided at the base end portion of the choke lever 62 is rotated by the rotation locus of the holding member 64 (in particular, the locking lever It is located outside the rotation trajectory B) of the part 641. As described above, the choke lever 62 is maintained in the inoperative position by the urging force of the first urging member 63. Therefore, while the choke lever 62 is not operated, even if the brake lever 190 is operated, the choke lever 62 does not move from the non-operating position to the operating side, and the choke mechanism 5 is in a normal state (air mixture empty). (The state in which the fuel ratio is not increased).

  For example, a substantially “L” -shaped member can be applied to the holding member 64. In this case, the holding member 64 is provided with a rotation shaft 642 at a position corresponding to the corner portion of the “L” shape, and can rotate (swing) about the rotation shaft 642. The second connecting member 67 is connected to a portion corresponding to a vertical line of “L” shape. The portion corresponding to the “L” horizontal line is a locking portion 641 that is locked to the locked portion 622 of the choke lever 62. A coil spring can be applied to the second urging member 65. And the coil spring which is the 2nd biasing member 65 is attached so that the holding member 64 and the housing | casing 61 may be straddled.

  The second connecting member 67 may be directly connected to the brake lever 190 or may be indirectly connected. For example, the 2nd connection member 67 may be the structure connected to the middle of the brake wire connected to the brake lever 190 (it branches from a brake wire). In short, when the brake lever 190 is operated (when the brake is applied), the movement of the brake lever 190 is transmitted to the holding member 64, and the holding member 64 is moved from the non-holding position to a predetermined direction (first step). Any configuration may be used as long as it is rotated in the direction opposite to the biasing force of the second biasing member 65.

  Even if the locking portion 641 of the holding member 64 enters the reciprocation locus A of the locked portion 622 provided at the base end portion of the choke lever 62, the choke lever 62 is not operated. From the position, it can move to the operating side beyond the locking portion 641. FIG. 5 schematically shows this operation. As shown in FIG. 5, when the choke lever 62 is pulled by the user in a state in which the latching portion 641 enters the reciprocation locus A of the latched portion 622 of the choke lever 62, the choke lever 62 is pulled. The locked portion 622 provided on the holding member pushes the locking portion 641 of the holding member 64 to the operating side. For this reason, the holding member 64 further rotates and moves to the outside of the reciprocation locus A of the choke lever 62, and the locked portion 622 of the choke lever 62 moves beyond the locking portion 641 of the holding member 64 to the operating side. I can move. When the locked portion 622 of the choke lever 62 moves to the operating side beyond the locking portion 641 of the holding member 64, the holding member 64 is attached to the second attachment if the brake lever 190 is being operated. Due to the urging force of the urging member 65, the choke lever 62 returns to the position where it enters the reciprocating locus A of the engaged portion 622 of the choke lever 62. Therefore, even if the user releases the choke lever 62 after that, if the brake lever 190 is maintained in the operated state, the locking portion 641 and the locked portion 622 come into contact with each other, and the choke lever 62 is not operated. The state moved from the position to the operating side is maintained. For this reason, the choke mechanism 5 is maintained in a state in which the air-fuel ratio of the air-fuel mixture is increased.

  In the operation mechanism 6 of this embodiment, the choke lever 62 and the holding member 64 are attached to the housing 61. The first urging member 63 is disposed so as to straddle the locked portion 622 provided at the base end portion of the choke lever 62 and the inner peripheral surface of the housing 61, and the second urging member 65 is held. It arrange | positions so that the member 64 and the housing | casing 61 may be straddled. As described above, the operation mechanism 6 is unitized by attaching each member constituting the operation mechanism 6 to the housing 61. Therefore, since the operation mechanism 6 can be assembled and then assembled to the motorcycle 1, the assembly to the motorcycle 1 is easy.

  Next, the operation of the operation mechanism 6 will be described together with the procedure for starting the engine. As described above, the control unit 201 does not operate the cell motor 204 unless the cell motor switch 203 is operated and the brake lever 190 is operated. Therefore, the user pulls the choke lever 62 with one hand (that is, moves the choke lever 62 to the operating side) to operate the choke mechanism 5 to shift to a state in which the air-fuel ratio of the air-fuel mixture is increased. . Then, while pulling the choke lever 62 with one hand, the brake lever 190 is operated with the other hand. When the brake lever 190 is operated, as shown in FIG. 4, the holding member 64 is pulled and rotated by the second connecting member 67, and the locking portion 641 of the holding member 64 is locked to the locked portion of the choke lever 62. It moves to a position where it is locked to 622 (enters inside the reciprocating locus A).

  In this state, the user releases one hand from the choke lever 62 of the operation mechanism 6 while maintaining the operation of the brake lever 190. When the choke lever 62 is released, the choke lever 62 tends to move to the inoperative position by the urging force of the first urging member 63. However, since the locking portion 641 of the holding member 64 is locked to the locked portion 622 of the choke lever 62, the choke lever 62 cannot be moved to the inoperative position. Accordingly, the state in which the choke lever 62 is pulled, that is, the state in which the choke mechanism 5 increases the air-fuel ratio of the air-fuel mixture is maintained.

  Note that the user may pull the choke lever 62 with one hand after operating the brake lever 190 with the other hand. As described with reference to FIG. 5, even when the brake lever 190 is operated, the locked portion 622 of the choke lever 62 can move beyond the locking portion 641 of the holding member 64 to the operating side. it can.

  Then, the user operates the cell motor switch 203 with one free hand while maintaining the operation of the brake lever 190 with the other hand. As a result, the cell motor 204 is activated to start the engine. If the engine is difficult to start in this state, the user further operates the throttle grip to increase the opening of the throttle valve 53 and increase the combustion air supplied to the engine. This prompts the engine to start. When the engine is started, the user finishes the operation of the brake lever 190 (releases the brake lever 190). Then, the holding member 64 is rotated to the non-holding position by the biasing force of the second biasing member 65, and the choke lever 62 is moved to the non-operating position by the biasing force of the first biasing member 63. For this reason, the first connecting member 66 is not pulled, and the choke mechanism 5 returns to a normal state (a state in which the air-fuel ratio of the air-fuel mixture is not increased).

  Thus, according to this embodiment, the operation of the choke mechanism 5 is facilitated. That is, when the operation mechanism 6 has a configuration without the holding member 64, the choke mechanism 5 shifts to a state in which the air-fuel ratio of the air-fuel mixture is increased only while the choke lever 62 is pulled, and the choke lever 62 is released. And return to normal. Therefore, the user must operate the cell motor switch 203 while operating the brake lever 190 and pulling the choke lever 62 of the operation mechanism 6. Therefore, the user must operate the three operating members at the same time. Furthermore, if it is going to operate a throttle grip in this state, you have to operate four operation members simultaneously. Thus, if the operation mechanism 6 does not have the holding member 64, it is difficult to operate the choke mechanism 5 when starting the engine, and the operability is low.

  On the other hand, according to this embodiment, by operating the brake lever 190, the choke lever 62 of the operation mechanism 6 is pulled, that is, the choke mechanism 5 is maintained in a state of increasing the air-fuel ratio of the air-fuel mixture. Is done. Therefore, the cell motor switch 203 can be operated with the other hand while operating the brake lever 190 and the choke mechanism 5 together with one hand. Therefore, the operation is easy. Furthermore, it is easy to operate the throttle grip in this state. Thus, according to the present embodiment, it is possible to improve the operability of the choke mechanism 5 when the engine is started.

  When the user stops the operation of the brake lever 190 (releases the brake lever 190), the holding member 64 automatically rotates to the non-holding position by the urging force of the second urging member 65, and the choke lever 62 is also automatically moved to the inoperative position by the urging force of the first urging member 63. That is, the choke mechanism 5 automatically returns to the normal state. Therefore, forgetting to return the choke mechanism 5 can be prevented.

  Further, the choke lever 62 of the operation mechanism 6 is located outside the rotation locus B of the locking portion 641 of the holding member 64 in the non-operating position. For this reason, even if the holding member 64 rotates, the locking portion 641 is not locked to the locked portion 622 of the choke lever 62. Therefore, even if the brake lever 190 is operated during traveling, the first connecting member 66 is not pulled, so the choke mechanism 5 does not shift to a state in which the air-fuel ratio of the air-fuel mixture is increased. Therefore, according to the present embodiment, since the choke mechanism 5 does not operate during traveling, it is possible to prevent the spark plug from being dirty and fuel consumption from being lowered.

  Further, the operation mechanism 6 of the present embodiment only needs to add a holding member 64, a second urging member 65, and a second connecting member 67 as compared with the conventional configuration. For this reason, the structure is not complicated or enlarged. For example, in the configuration in which the carburetor 135 is provided on the upper side of the power unit 131, when the choke mechanism 5 and the operation mechanism 6 provided on the carburetor 135 are increased in size, they interfere with the article storage space 191 provided on the upper side. For this reason, the article storage space 191 may have to be reduced. On the other hand, according to this embodiment, since the operation mechanism 6 is not increased in size, the article storage space 191 does not have to be reduced. Further, as in the present embodiment, the assembly becomes easy by unitizing the support mechanism.

  As mentioned above, although embodiment of this invention was described in detail with reference to drawings, the said embodiment only showed the specific example in implementation of this invention. The technical scope of the present invention is not limited to the embodiment described above. The present invention can be variously modified without departing from the spirit thereof, and these are also included in the technical scope of the present invention.

  For example, although the scooter type motorcycle has been described in the above embodiment, the motorcycle to which the present invention can be applied is not limited to the scooter type motorcycle. The present invention can be applied to any motorcycle as long as the carburetor having the choke mechanism 5 is provided. Furthermore, the present invention can be applied not only to motorcycles but also to four-wheel buggy cars. In short, the present invention can be applied to any vehicle as long as the vehicle has an internal combustion engine provided with a starter and a carburetor having a choke mechanism, which make brake operation an essential requirement for starting. Further, in the embodiment, the locked portion 622 is formed on the choke lever 62, but the locked portion 622 may be formed on a member that interlocks with the choke lever 62.

  The present invention is a technique effective for an operation mechanism of a choke mechanism of an internal combustion engine. According to the present invention, it is possible to provide an operation mechanism for the choke mechanism that facilitates the operation of the choke mechanism and prevents forgetting to return the choke mechanism.

1: motorcycle, 201: control unit, 202: starter inhibitor switch, 203: cell motor switch, 204: cell motor, 5: choke mechanism, 52: intake path, 53: throttle valve, 54: jet nozzle, 55: choke Valve, 6: Choke mechanism operation mechanism, 61: Housing, 62: Choke lever, 621: Grip, 622: Locked portion, 63: First biasing member, 64: Holding member, 641: Locking portion 642: Rotating shaft 65: Second urging member 66: First connecting member 67: Second connecting member

Claims (5)

The choke mechanism is connected to the choke mechanism and is capable of reciprocating. When the reciprocating movable range moves from one end to the other end, the choke mechanism is shifted to a state in which the air-fuel ratio of the air-fuel mixture is increased. A choke lever,
A first biasing member that biases the choke lever toward the one end;
A holding member connected to the brake lever and moving in response to an operation of the brake lever;
Have
The holding member has a locking portion that moves to a position where it is locked to the choke lever when the brake lever is operated, and holds the choke lever so as not to move to the one end portion. An operation mechanism of a choke mechanism of an internal combustion engine.   2. The operation mechanism of the choke mechanism of the internal combustion engine according to claim 1, further comprising a second urging member that urges the holding member to a position where the engagement portion does not engage the choke lever. .   2. The holding member is rotatable, and when the holding member is located at one end of the movable range of the rotation, the engaging portion is located outside the reciprocating locus of the choke lever. Or an operation mechanism of the choke mechanism of the internal combustion engine according to 2;   The choke lever is located outside the locus of the locking portion of the holding member when the choke lever is located at the one end of the reciprocating movable range. The operation mechanism of the choke mechanism of the internal combustion engine according to the item.   5. The choke mechanism for an internal combustion engine according to claim 1, further comprising a housing to which the choke lever, the first urging member, and the holding member are attached. Operating mechanism.

Images