JP2024137622A - Throttle control device - Google Patents

Abstract

To provide a throttle operation device capable of simplifying a constitution, reducing manufacturing costs by using magnet of general purpose, and detecting a throttle grip rotated and operated in a reverse direction over an arbitrary rotation angle regardless of the magnitude of the magnet.SOLUTION: A throttle operation device includes: an interlock member 1; a magnet m rotatable with the interlock member 1; a magnetic sensor 2 capable of detecting magnetic variation of the magnet m; first energization means 3 for energizing in a rotating operation in a normal direction α of the throttle grip; second energization means 4 energizing in a rotating operation in a reverse direction β of the throttle grip G; and resistance force application means 5 for applying resistance force in the rotating operation of the throttle grip G. The interlock member 1 is formed by arranging a plurality of magnets m in a circular arc shape, and the plurality of magnets m, the resistance force application means 5 and the second energization means 4 are formed on the same circumstance.SELECTED DRAWING: Figure 10

Description

The present invention relates to a throttle operating device that controls the drive source of a vehicle based on the rotational operation of an operating means.

Recently, throttle operating devices have become common in motorcycles, which detect the rotation angle of the throttle grip with a throttle opening sensor such as a potentiometer, and send the detected value as an electrical signal to an electronic control device or the like mounted on the motorcycle. The electronic control device then performs a predetermined calculation based on the detection signal, and the vehicle's drive source (for example, the engine ignition timing, the opening and closing of the intake valve or throttle valve) is controlled based on the calculation results.

One example of a conventional throttle operating device is that disclosed in Patent Document 1. In this conventional throttle operating device, an arc-shaped magnet is attached to an interlocking member that is interlocked with the throttle grip, and the magnetic change of the magnet is detected by a magnetic sensor to detect the rotation angle of the interlocking member and the throttle grip, thereby controlling the engine.

In addition, conventional throttle operating devices are equipped with a first biasing means that biases the throttle grip and interlocking member toward their initial positions when the throttle grip is rotated in the forward direction, and a second biasing means that biases the throttle grip and interlocking member toward their initial positions when the throttle grip is rotated in the reverse direction, and the second biasing means is formed on the interlocking member together with a magnet. In this way, the magnet and second biasing means are formed on the interlocking member, making it possible to simplify the configuration.

JP 2020-122476 A

However, in the above-mentioned conventional technology, although the configuration can be simplified because the arc-shaped magnet and the second biasing means are formed on the interlocking member, a special arc-shaped magnet is required, which may increase manufacturing costs. Recently, there has also been a demand to detect a throttle grip that has been rotated in the reverse direction over any rotation angle, regardless of the size of the magnet. This demand is not limited to throttle grips that can be rotated while being held by the driver, but also exists for other types of operating means, such as operating levers that can be operated by the driver while holding a grip portion attached to the vehicle handlebar.

The present invention was made in consideration of these circumstances, and aims to provide a throttle operating device that can simplify the configuration, can use a general-purpose magnet to reduce manufacturing costs, and can detect an operating means rotated in the reverse direction over any rotation angle regardless of the size of the magnet.

The invention described in claim 1 is a throttle operating device that includes an interlocking member that can rotate with the rotation of the operating means of a vehicle, a magnet attached to the interlocking member and rotatable with the interlocking member, a rotation angle detection means that can detect the rotation angle of the operating means by detecting a magnetic change in the magnet that rotates with the interlocking member, a first biasing means that biases the operating means and the interlocking member toward an initial position when the operating means is rotated in the forward direction, a second biasing means that biases the operating means and the interlocking member toward an initial position when the operating means is rotated in the reverse direction, and a resistance force applying means that generates friction when the interlocking member rotates and applies resistance force when the operating means is rotated, and that can control the drive source of the vehicle according to the rotation angle of the operating means detected by the rotation angle detection means, and is characterized in that the interlocking member is formed with multiple magnets arranged in an arc shape, and the multiple magnets, the resistance force applying means, and the second biasing means are formed on the same circumference.

The invention described in claim 2 is characterized in that in the throttle operating device described in claim 1, the interlocking member has a plurality of first accommodating recesses that respectively accommodate the magnets and a second accommodating recess that accommodates the resistance force applying means, which are arranged in an arc shape on one surface.

The invention described in claim 3 is characterized in that, in the throttle operating device described in claim 1, it comprises a case that rotatably houses the interlocking member and has a housing portion in which the rotation angle detection means is arranged, and a fixed member that is attached to the interlocking member and fixed to the case, the resistance force applying means has a friction material pressed against the surface of the fixed member, and the second biasing means has a coil spring that generates a biasing force by being pressed and compressed at a predetermined portion of the fixed member when the interlocking member rotates in conjunction with the rotation of the operating means in the reverse direction.

The invention described in claim 4 is the throttle operating device described in claim 3, characterized in that the first biasing means is made of a torsion coil spring, one end of which is engaged with the interlocking member and the other end of which is engaged with the fixed member.

The invention of claim 5 is characterized in that in the throttle operating device of claim 1, the magnet or the resistance force applying means is arranged on one side bisected by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member, and the second biasing means is arranged on the other side bisected by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member.

The invention described in claim 6 is characterized in that in the throttle operating device described in claim 1, the operating means comprises a throttle grip that can be held and rotated by the driver.

The invention described in claim 7 is characterized in that in the throttle operating device described in claim 1, the operating means comprises an operating lever that can be operated by the driver's fingers while holding a grip attached to the handlebar of the vehicle.

According to the invention of claim 1, the interlocking member is formed by arranging multiple magnets in an arc shape, and the multiple magnets, resistance force imparting means, and second biasing means are formed on the same circumference, so that the structure can be simplified, general-purpose magnets can be used, manufacturing costs can be reduced, and the rotation angle of the operating means in the reverse direction can be set arbitrarily regardless of the size of the magnet.

According to the invention of claim 2, the interlocking member has a plurality of first accommodating recesses each accommodating a magnet and a second accommodating recess accommodating a resistance force applying means arranged in an arc shape on one side, so that the magnets and the resistance force applying means can be positioned with high precision and easily attached to the interlocking member.

According to the invention of claim 3, the resistance force applying means has a friction material pressed against the surface of the fixed member, and the second biasing means has a coil spring that generates a biasing force by being pressed and compressed at a predetermined portion of the fixed member when the interlocking member rotates in conjunction with the rotation of the operating means in the reverse direction, so that the application of resistance force by the resistance force applying means and the biasing force by the second biasing means can be reliably performed by the fixed member.

According to the invention of claim 4, the first biasing means is composed of a torsion coil spring, one end of which is engaged with the interlocking member and the other end of which is engaged with the fixed member, so that in addition to the application of resistance by the resistance applying means and the biasing by the second biasing means, the biasing by the first biasing means can be reliably performed by the fixed member.

According to the invention of claim 5, the magnet or resistance force applying means is disposed on one side of the interlocking member divided by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member, and the second biasing means is disposed on the other side of the interlocking member divided by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member, so that the weight balance in the rotational direction of the interlocking member can be set well, and the interlocking member can rotate stably.

According to the invention of claim 6, the operating means comprises a throttle grip that can be held and rotated by the driver, so it can be applied to vehicles equipped with a throttle grip.

According to the invention of claim 7, the operating means is comprised of an operating lever that the driver can operate with his/her fingers while holding a grip attached to the handlebar of the vehicle, so it can be applied to vehicles equipped with an operating lever.

FIG. 1 is a front view and a left side view showing the appearance of a throttle operating device according to a first embodiment of the present invention; Cross-sectional view taken along line II-II in FIG. Cross-sectional view taken along line III-III in FIG. FIG. 2 is a perspective view showing a case of the throttle operating device. FIG. 3 is a three-dimensional view showing a unit including interlocking members of the throttle operating device. FIG. FIG. FIG. FIG. 3 is a three-dimensional view showing an interlocking member of the throttle operating device. FIG. 2 is a schematic diagram showing the positional relationship between a magnet of an interlocking member and a magnetic sensor in the throttle operating device; FIG. 2 is a schematic diagram showing the positional relationship between the magnet of the interlocking member and the magnetic sensor when the interlocking member of the throttle operating device is rotated in the forward direction; FIG. 2 is a schematic diagram showing the positional relationship between the magnet of the interlocking member and the magnetic sensor when the interlocking member of the throttle operating device is rotated in the reverse direction; FIG. 4 is a perspective view showing a second biasing means of the throttle operating device. 1 is a front view and a side view showing the appearance of a throttle operating device according to a second embodiment of the present invention; FIG. 1 is a right side view showing the appearance of the throttle operating device. 3A and 3B are views showing a unit including an interlocking member and an operating lever of the throttle operating device; FIG. FIG. FIG. FIG. 2 is a schematic diagram showing the positional relationship between a magnet of an interlocking member and a magnetic sensor in the throttle operating device; FIG. 2 is a schematic diagram showing a state in which the operation lever of the throttle operation device is operated; 11A and 11B are front and side views showing the appearance of a throttle operating device according to a third embodiment of the present invention; FIG. 1 is a right side view showing the appearance of the throttle operating device. 3A and 3B are views showing a unit including an interlocking member and an operating lever of the throttle operating device; FIG. FIG. FIG. FIG. 2 is a schematic diagram showing the positional relationship between a magnet of an interlocking member and a magnetic sensor in the throttle operating device; FIG. 2 is a schematic diagram showing a state in which the operation lever of the throttle operation device is operated;

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in Fig. 1, the throttle operating device according to the first embodiment is for detecting the rotation angle of a throttle grip G (operating means) attached to a handlebar H of a motorcycle and transmitting the detection signal to an electronic control device such as an ECU mounted on the motorcycle. Specifically, as shown in Figs. 1 to 9, the throttle operating device according to this embodiment is configured to include an interlocking member 1, a magnetic sensor 2 (rotation angle detecting means), a first biasing means 3, a second biasing means 4, a resistance force applying means 5, a fixed member 6, and a case C. The throttle grip G according to this embodiment can be rotated while being gripped by the rider.

The interlocking member 1 can rotate together with the rotation of the throttle grip G of the vehicle, and as shown in Figures 7 to 9, is made of a resin molded product having a substantially cylindrical shape, and is formed with a fitting portion 1a into which the base end portion of the throttle grip G can be fitted, a plurality of first accommodating recesses 1b (three in this embodiment) each accommodating a magnet m, a plurality of second accommodating recesses 1d (two in this embodiment) each accommodating a resistance force applying means 5, and a third accommodating recess 1c accommodating a second biasing means 4.

Furthermore, in the interlocking member 1 according to this embodiment, a plurality of first accommodating recesses 1b for accommodating magnets m and a plurality of second accommodating recesses 1d for accommodating resistance force applying means 5 are formed in an arc shape on one surface, and a third accommodating recess 1c is formed at a position on the same circumference as the first accommodating recesses 1b and the second accommodating recesses 1d. In addition, a fitted portion 1a is formed on the other surface of the interlocking member 1.

The interlocking member 1 is attached by fitting the magnet m into the first accommodating recess 1b, the resistance force applying means 5 into the second accommodating recess 1d, and the second biasing means 4 into the third accommodating recess 1c. In this way, the interlocking member 1 according to this embodiment is configured with multiple magnets m arranged in an arc shape, and with multiple magnets m, resistance force applying means 5, and second biasing means 4 formed on the same circumference.

More specifically, the magnets m are each formed in a block shape (cubic or rectangular parallelepiped shape with a rectangular cross section) and are attached to the first storage recess 1b, so that they are arranged in an arc shape with a predetermined distance between them, and resistance force applying means 5 is formed at the spaced apart portions of adjacent magnets m. The first storage recess 1b, which is arranged in an arc shape, is covered with a cover member D (see Figures 7 and 8), which prevents the magnets m inserted in the first storage recess 1b from falling out.

Case C is fixed to the tip side (base end side of the throttle grip G) of the handlebar H (see Figs. 1 and 2) of the motorcycle (vehicle), and is constructed by assembling a lower case Ca and an upper case Cb (see Fig. 4) with bolts B (see Fig. 2). The lower case Ca and upper case Cb each have an accommodation recess formed inside, and when the lower case Ca and upper case Cb are fitted together and assembled, an accommodation space is formed inside.

As shown in Figures 1, 2 and 4, the lower case Ca is formed with a housing section Caa that houses a substrate K on which a magnetic sensor 2 is attached. As shown in Figures 1 and 2, the magnetic sensor 2 (rotation angle detection means) is made up of a sensor disposed in the housing section Caa of the lower case Ca, and is capable of detecting the rotation angle of the interlocking member 1 and the rotation angle of the throttle grip G by detecting changes in magnetism generated by a magnet m. Note that the symbol h in the figures indicates a wire extended from the magnetic sensor 2, and is configured to transmit a detection signal to the vehicle side via the wire h.

Specifically, the magnetic sensor 2 can obtain an output voltage corresponding to the change in the magnetic field (change in magnetic flux density) of the magnet m accompanying the rotation of the interlocking member 1, and is composed of, for example, a Hall element, which is a magnetic sensor that utilizes the Hall effect (specifically, a linear Hall IC that can obtain an output voltage proportional to the magnetic field (magnetic flux density) of the magnet m). When the throttle grip G is rotated to rotate the interlocking member 1, the magnetism acting on the magnetic sensor 2 changes as the multiple magnets m rotate.

However, as shown in FIG. 10, the magnets m according to this embodiment are arranged in three around the circumferential direction of the interlocking member 1 (the magnet m1 in the center, and the magnets m2 and m3 at both ends), and the poles (north or south) of the outer parts a of the magnets (m2, m3) at both ends are set to be different from the poles (north or south) of the outer parts a of the magnet m1 in the center. For example, the magnet m1 in the center is arranged so that the outer part a is a north pole and the inner part b is a south pole, while the two magnets m2 and m3 at the adjacent two ends are arranged so that the outer part a is a south pole and the inner part b is a north pole, or the magnet m1 in the center is arranged so that the outer part a is a south pole and the inner part b is a north pole, while the two magnets m2 and m3 at the adjacent two ends are arranged so that the outer part a is a north pole and the inner part b is a south pole.

As a result, in the throttle operating device according to this embodiment, magnetism changes depending on the rotation angle of the interlocking member 1, so it is possible to obtain an output voltage corresponding to that rotation angle, and it is possible to detect the rotation angle of the interlocking member 1 (i.e., the rotation angle of the throttle grip G) based on that output voltage. The rotation angle of the throttle grip G detected in this way is transmitted as an electrical signal to an ECU (engine control unit) mounted on the motorcycle, and the vehicle's engine (drive source) can be controlled according to the transmitted rotation angle of the throttle grip G.

The magnetic sensor 2 according to this embodiment is capable of detecting rotation of the throttle grip G in the forward direction α as well as in the reverse direction β. This allows the driver to rotate the throttle grip G from its initial position in the forward direction α while holding it, and thus allows the engine to be controlled according to the rotation angle of the throttle grip G, enabling driving at any speed. In addition, by rotating the throttle grip G in the reverse direction β from its initial position, electrical equipment installed in the vehicle (such as a cruise control cancellation function) can be activated or deactivated.

The first biasing means 3 is made of a torsion coil spring that biases the throttle grip G and the interlocking member 1 toward their initial positions when the throttle grip G is rotated in the forward direction α, and as shown in Figures 7 and 8, has one end 3a that is engaged with the interlocking member 1, the other end 3b that is engaged with the engaging portion 6a of the fixed member 6, and a coil portion 3c that is located between the one end 3a and the other end 3b.

In this way, the first biasing means 3 in this embodiment is composed of a torsion coil spring, with one end 3a attached to the interlocking member 1 and the other end 3b attached to the fixed member. When the throttle grip G is rotated, the interlocking member 1 rotates against the biasing force of the first biasing means 3, and this biasing force is transmitted to the throttle grip G, acting to return the throttle grip G and interlocking member 1 to their initial positions.

The second biasing means 4 biases the throttle grip G and the interlocking member 1 toward the initial position when the throttle grip G is rotated in the reverse direction β, and as described above, is attached to the third housing recess 1c of the interlocking member 1. The second biasing means 4 is configured with a movable part 4a formed on an overall arc and a coil spring 4b housed within the movable part 4a.

The movable part 4a is made of an arc-shaped part extending in the circumferential direction of the interlocking member 1, and as shown in Figures 7, 8, and 13, is integrally formed with an accommodation groove 4aa that holds the coil spring 4b, a spring receiving part 4ac that is made of the wall surface of the accommodation groove 4aa and receives one end of the coil spring 4b, and a protruding part 4ab that can abut against the abutment part 6c of the fixed member 6 (see Figure 6). The coil spring 4b is held in the accommodation groove 4aa of the movable part 4a, and is assembled with one end abutting against the spring receiving part 4ac of the movable part 4a and the other end abutting against the wall surface 1ca of the third accommodation recess 1c in the interlocking member 1.

As a result, when the throttle grip G is rotated in the reverse direction β, the interlocking member 1 rotates in conjunction with it, but the protrusion 4ab of the movable part 4a abuts against the abutment part 6c, restricting its rotation, compressing the coil spring 4b and applying a biasing force generated by this compression to the throttle grip G, thereby acting to return the throttle grip G and the interlocking member 1 to their initial positions. When the throttle grip G is rotated in the forward direction α, the protrusion 4ab of the movable part 4a moves away from the abutment part 6c, so the coil spring 4b is not compressed and no biasing force is applied.

The resistance force applying means 5 applies resistance force when the throttle grip G is rotated by generating friction when the interlocking member 1 rotates, and as shown in Figures 7 and 8, is configured with a cylindrical friction material 5a and a biasing spring 5b that biases the friction material 5a against the surface of the fixed member 6. The resistance force applying means 5 according to this embodiment is fitted and assembled into the second accommodation recess 1d of the interlocking member 1, and is attached to the spaced apart portion of the adjacent magnets m, with the magnets m and the resistance force applying means 5 being formed on the same circumference in the interlocking member 1.

The fixed member 6 holds the interlocking member 1 in position while allowing it to rotate, and as shown in Figures 6 to 8, is made of a metal plate-like member on which are formed a locking portion 6a that locks the other end 3b of the first biasing means 3, a guide portion 6b that holds the interlocking member 1 while positioning it, and a contact portion 6c that can come into contact with or separate from the protrusion 4ab of the second biasing means 4. At a predetermined position on the fixed member 6, a screw hole is formed through which a screw n (see Figure 6) can be inserted, and the fixed member 6 can be fixed to a predetermined position inside the lower case Ca by screwing it in.

The locking portion 6a is made of a portion obtained by bending a part of the fixed member 6, and is configured to reliably lock the other end 3b of the first biasing means 3. The guide portion 6b is made of a portion of the fixed member 6 that is formed into a circular ring shape by burring or other processing, and is inserted into the central hole of the interlocking member 1 to rotatably engage with it and position it (particularly in the radial direction).

As described above, the abutment portion 6c is made up of a portion that abuts against the protrusion 4ab of the second biasing means 4 and holds it in the circumferential direction. When the throttle grip G is rotated in the reverse direction β and the interlocking member 1 rotates in the same direction, the abutment portion 6c engages the movable portion 4a of the second biasing means 4 and restricts rotation in the same direction, thereby moving the interlocking member 1 and the movable portion 4a relative to each other and generating the biasing force of the coil spring 4b.

In this way, by holding the interlocking member 1 and the first biasing means 3 on the fixed member 6, a unit Y that can be handled as an integrated part is formed. That is, the fixed member 6 holds the various parts that constitute the unit Y, and can generate a resistance force by the resistance force applying means 5 when the throttle grip G is rotated. It can also generate a biasing force by the first biasing means 3 when the throttle grip G is rotated in the forward direction α, and generate a biasing force by the second biasing means 4 when the throttle grip G is rotated in the reverse direction β. Then, by fixing the fixed member 6 to the case C (lower case Ca) with the screw n, the unit Y can be assembled into the case C as an integrated part.

Here, in the throttle operating device according to this embodiment, as shown in FIG. 10, the substrate K and the magnetic sensor 2 are disposed in the vicinity of the magnets m arranged in a circular arc. That is, as shown in FIG. 10, the magnetic sensor 2 and the substrate K are attached to the side of the interlocking member 1 in a position close to the central magnet m1 of the three magnets m, and when the throttle grip G is rotated in the forward direction α and the interlocking member 1 rotates in the forward direction α, as shown in FIG. 11, the magnetic sensor 2 approaches the magnet m2 on the right side in the figure, and when the throttle grip G is rotated in the reverse direction β and the interlocking member 1 rotates in the reverse direction β, as shown in FIG. 12, the magnetic sensor 2 approaches the magnet m3 on the left side in the figure.

According to this embodiment, the interlocking member 1 is formed with multiple magnets m arranged in an arc shape, and the multiple magnets m, the resistance force applying means 5, and the second biasing means 4 are formed on the same circumference, so the configuration can be simplified. In addition, this embodiment can use a general-purpose magnet m (block-shaped magnet), reducing manufacturing costs, and can detect the throttle grip G rotated in the reverse direction β over any rotation angle regardless of the size of the magnet.

In other words, in this embodiment, if the distance between the magnets m arranged in a circular arc and the individual positions of the magnets m can be set arbitrarily, the range that can be detected by the magnetic sensor 2 can be set arbitrarily. For example, the rotation angle that the magnetic sensor 2 can detect when the throttle grip G is rotated in the forward direction α and the rotation angle that the magnetic sensor 2 can detect when the throttle grip G is rotated in the reverse direction β can each be set arbitrarily.

In addition, the interlocking member 1 according to this embodiment has a plurality of first accommodating recesses 1b that each accommodate a magnet m, and a second accommodating recess 1d that accommodates a resistance force applying means 5, which are arranged in an arc shape on one side, so that the magnets m and the resistance force applying means 5 can be positioned with high precision and easily attached to the interlocking member 1.

Furthermore, the resistance force applying means 5 according to this embodiment has a friction material 5a pressed against the surface of the fixed member 6, and the second biasing means 4 has a coil spring 4b that generates a biasing force by being pressed against a predetermined portion (contact portion 6c) of the fixed member 6 and compressed when the interlocking member 1 rotates in conjunction with the rotation of the throttle grip G in the reverse direction β. As a result, this embodiment can ensure that the application of resistance force by the resistance force applying means 5 and the biasing by the second biasing means 4 are performed by the fixed member 6.

Furthermore, this embodiment includes a case C that rotatably houses the interlocking member 1 and has a housing section Caa in which the magnetic sensor 2 is disposed, and a fixed member 6 that is attached to the interlocking member 1 and fixed to the case C. In addition, the first biasing means 3 according to this embodiment is made of a torsion coil spring, and one end 3a is engaged with the interlocking member 1 and the other end 3b is engaged with the fixed member 6. Therefore, in addition to the application of resistance force by the resistance force applying means 5 and the biasing force by the second biasing means 4, the biasing force by the first biasing means 3 can be reliably performed by the fixed member 6.

In addition, as shown in FIG. 10, the magnet m or resistance force applying means 5 according to this embodiment is arranged on one side (lower side in the figure) of a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member 1, and the second biasing means 4 is arranged on the other side (upper side in the figure) of a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member 1, so that the weight balance in the rotation direction of the interlocking member 1 can be set well, and the interlocking member 1 can be rotated stably. Furthermore, since the operating means is made up of a throttle grip G that can be held and rotated by the driver, it can be applied to vehicles equipped with a throttle grip G.

Next, a throttle operating device according to a second embodiment of the present invention will be described.
As shown in FIG. 21 , the throttle operating device of the second embodiment is configured to detect the rotation angle of an operating lever L (operating means) that can be operated with a finger (thumb) while gripping a grip M attached to a handlebar H of a motorcycle, and to transmit the detection signal to an electronic control device such as an ECU mounted on the motorcycle.

Specifically, as shown in Figures 14 to 20, the throttle operating device according to this embodiment is configured to include an interlocking member 1, a magnetic sensor 2 (rotation angle detection means), a first biasing means 3, a second biasing means 4, a resistance force applying means 5, a fixed member 6, a case C, an operating lever L, and a grip M. Note that the same components as those in the first embodiment are given the same reference numerals, and detailed descriptions thereof will be omitted.

The grip M is a handle grip attached to the tip of the vehicle's handlebar H, has a gripping area Mb that can be gripped by the driver, and has a flange Ma formed integrally at its base end, which protrudes in the circumferential direction and has a diameter larger than the gripping area Mb. The grip M in this embodiment is intended to be gripped exclusively by the driver, and is fixed to the tip of the handlebar H by adhesive or the like so that it does not rotate (cannot be rotated).

As shown in Figs. 14 and 15, the operating lever L is attached to the right side (between the grip M and the case C) of the case C which rotatably houses the interlocking member 1, and as shown in Figs. 17 and 18, it is configured with a cylindrical rotating part N1 and an extension part N2 which is extended from the rotating part N1. The rotating part N1 is the part which is attached to the interlocking member 1, and is formed with a protruding part Lb which is formed to protrude in an annular shape, and a fitting part Lba which can fit into the fitting part 1a of the interlocking member 1 is formed on a part of the protruding part Lb.

The extension N2 is an arm-shaped part that protrudes from the rotating part N1 toward the driver, and has an operating part La at its tip. The operating part La in this embodiment is bent to the left (case C side) in the direction of extension of the extension N2, and as shown in FIG. 21, the driver can operate it with the thumb of the hand holding the grip M. Then, by fitting the mating part Lba of the rotating part N1 into the mated part 1a of the interlocking member 1 and assembling it, and by holding the interlocking member 1 and the first biasing means 3, etc. against the fixed member 6, a unit Y that can be handled as an integrated part is formed, as shown in FIGS. 16 and 19.

In this embodiment, the operating part La can be pushed down to swing in the forward direction α, and can be pushed up to swing in the reverse direction β. As a result, the throttle operating device according to this embodiment allows the driver to rotate the operating lever L from the initial position in the forward direction α to control the engine according to the rotation angle of the operating lever L, making it possible to travel at any speed, and can activate or deactivate electrical equipment (such as a cruise control cancel function) installed in the vehicle by swinging the operating lever L from the initial position in the reverse direction β.

Here, in the throttle operating device according to this embodiment, as shown in FIG. 20, the substrate K and the magnetic sensor 2 are disposed in the vicinity of the magnets (m1 to m3) arranged in a circular arc. That is, as shown in FIG. 20, the magnetic sensor 2 and the substrate K are attached to the side of the interlocking member 1, close to the central magnet m1 of the three magnets (m1 to m3). When the operating lever L is rotated in the forward direction α and the interlocking member 1 rotates in the forward direction α, the magnetic sensor 2 approaches the magnet m2 on the right side in the figure, and when the operating lever L is rotated in the reverse direction β and the interlocking member 1 rotates in the reverse direction β, the magnetic sensor 2 approaches the magnet m3 on the left side in the figure.

According to this embodiment, as in the first embodiment, the interlocking member 1 is formed with multiple magnets m arranged in an arc shape, and the multiple magnets m, the resistance force applying means 5, and the second biasing means 4 are formed on the same circumference, so that the configuration can be simplified. In addition, this embodiment can use a general-purpose magnet m (a block-shaped magnet), reducing manufacturing costs, and can detect the operating lever L rotated in the reverse direction β over any rotation angle regardless of the size of the magnet. In addition, the operating means is composed of the operating lever L that can be operated with the driver's fingers while holding the grip M attached to the handlebar H of the vehicle, so that it can be applied to vehicles equipped with an operating lever L.

Furthermore, as shown in Figures 14 and 15, the upper case Cb of the case C according to this embodiment is integrally formed with a cover Cba that protrudes toward the operating lever L. This cover Cba extends to a position that covers the upper part of the operating lever L, and is formed to protrude so that its tip is directed toward the tip of the flange Ma of the grip M. This allows the cover Cba to protect the rotating part N1 of the operating lever L (particularly the connection part with the interlocking member 1), and allows the rotating operation to be performed reliably and smoothly.

Next, a throttle operating device according to a third embodiment of the present invention will be described.
As shown in Figure 29, the throttle operating device of the third embodiment is configured to detect the rotation angle of an operating lever L (operating means) that can be operated with a finger (thumb) while gripping a grip M attached to a handlebar H of a motorcycle, and to transmit the detection signal to an electronic control device such as an ECU mounted on the motorcycle.

Specifically, as shown in Figures 22 to 28, the throttle operating device according to this embodiment is configured to include an interlocking member 1, a magnetic sensor 2 (rotation angle detection means), a first biasing means 3, a second biasing means 4, a resistance force applying means 5, a fixed member 6, a case C, an operating lever L, and a grip M. Note that components similar to those in the first and second embodiments are given the same reference numerals, and detailed descriptions thereof will be omitted.

As shown in Figs. 22 and 23, the operating lever L is attached to the left side (opposite the mounting position of the grip M) of the case C that rotatably houses the interlocking member 1, and as shown in Figs. 25 and 26, it is configured with a cylindrical rotating part N1 and an extension part N2 that extends from the rotating part N1. The rotating part N1 is the part that is attached to the interlocking member 1, and is formed with a protruding part Lb that protrudes in an annular shape, and a fitting part Lba that can fit into the fitting part 1a of the interlocking member 1 is formed on a part of the protruding part Lb.

The extension N2 is an arm-shaped part that protrudes from the rotating part N1 toward the driver, and has an operating part La at its tip. The operating part La in this embodiment is bent to the right (case C side) with respect to the extension direction of the extension N2, and as shown in FIG. 29, the driver can operate it with the thumb of the hand holding the grip M. Then, by fitting the mating part Lba of the rotating part N1 to the mated part 1a of the interlocking member 1 and assembling it, and by holding the interlocking member 1 and the first biasing means 3, etc. against the fixed member 6, a unit Y that can be handled as an integrated part is formed, as shown in FIGS. 24 and 27.

In this embodiment, as in the second embodiment, the operating part La can be pushed downward to swing in the forward direction α, and can be pushed upward to swing in the reverse direction β. As a result, the throttle operating device according to this embodiment can control the engine according to the rotation angle of the operating lever L by the driver rotating the operating lever L from the initial position in the forward direction α, making it possible to travel at any speed, and can activate or deactivate electrical equipment (such as a cruise control cancel function) installed in the vehicle by swinging the operating lever L from the initial position in the reverse direction β.

Here, in the throttle operating device according to this embodiment, as shown in FIG. 28, the substrate K and the magnetic sensor 2 are disposed in the vicinity of the magnets (m1 to m3) arranged in a circular arc. That is, as shown in FIG. 28, the magnetic sensor 2 and the substrate K are attached to the side of the interlocking member 1, close to the central magnet m1 of the three magnets (m1 to m3), and when the operating lever L is rotated in the forward direction α and the interlocking member 1 rotates in the forward direction α, the magnetic sensor 2 approaches the magnet m2 on the right side in the figure, and when the operating lever L is rotated in the reverse direction β and the interlocking member 1 rotates in the reverse direction β, the magnetic sensor 2 approaches the magnet m3 on the left side in the figure.

According to this embodiment, as in the first embodiment, the interlocking member 1 is formed with multiple magnets m arranged in an arc shape, and the multiple magnets m, the resistance force applying means 5, and the second biasing means 4 are formed on the same circumference, so that the configuration can be simplified. In addition, this embodiment can use a general-purpose magnet m (a block-shaped magnet), reducing manufacturing costs, and can detect the operating lever L rotated in the reverse direction β over any rotation angle regardless of the size of the magnet. In addition, the operating means is composed of the operating lever L that can be operated with the driver's fingers while holding the grip M attached to the handlebar H of the vehicle, so that it can be applied to vehicles equipped with an operating lever L.

Although the present embodiment has been described above, the present invention is not limited thereto. For example, the interlocking member 1 may be integrated with the throttle grip G or the operating lever L, which is the operating means, or may not be fixed by the fixed member 6. Furthermore, the first and second biasing means 3 and 4 may have other forms capable of applying a biasing force. In addition, although three magnets m are formed on the interlocking member 1 in this embodiment, two or four or more magnets may be formed, and one or three or more resistance force applying means 5 may be formed on the interlocking member 1. The vehicle to which the present embodiment is applied is not limited to a two-wheeled vehicle as in this embodiment, but may be applied to other vehicles having handlebars H (for example, ATVs and snowmobiles). In addition, the vehicle to which the present embodiment is applied is not limited to a vehicle with an engine as the driving source, but may be a vehicle with an electric motor as the driving source, for example.

As long as the throttle operating device is in line with the spirit of the present invention, it can be applied to devices with different external shapes or devices with additional functions.

1 Interlocking member 1a Fitted portion 1b First accommodating recess 1c Third accommodating recess 1ca Wall surface 1d Second accommodating recess 2 Magnetic sensor (rotation angle detection means)
3 First biasing means 3a One end 3b Other end 3c Coil portion 4 Second biasing means 4a Movable portion 4aa Accommodation groove portion 4ab Protrusion portion 4ac Spring receiving portion 4b Coil spring 5 Resistance force imparting means 5a Friction material 5b Biasing spring 6 Fixed member 6a Locking portion 6b Guide portion 6c Contact portion C Case Ca Lower case Caa Accommodation portion Cb Upper case Cba Cover portion m Magnet h Wiring n Screw B Bolt K Board D Cover member Y Unit G Throttle grip (operation means)
L Operating lever (operating means)
La: Operating portion Lb: Protruding portion Lba: Fitting portion N1: Rotating portion N2: Extension portion M: Holding grip Ma: Flange portion

Claims (7)

An interlocking member that can rotate together with the rotation operation of the operating means of the vehicle;
a magnet attached to the interlocking member and rotatable together with the interlocking member;
a rotation angle detection means for detecting a magnetic change of the magnet which rotates together with the interlocking member, thereby detecting a rotation angle of the operating means;
a first biasing means for biasing the operating means and the interlocking member toward an initial position when the operating means is rotated in a forward direction;
a second biasing means for biasing the operating means and the interlocking member toward an initial position when the operating means is rotated in the reverse direction;
a resistance applying means for applying a resistance force to the operation means when the operation means is rotated by generating friction when the interlocking member is rotated;
A throttle operation device capable of controlling a drive source of a vehicle in accordance with a rotation angle of the operation means detected by the rotation angle detection means,
A throttle operating device characterized in that the interlocking member is formed with a plurality of the magnets arranged in an arc shape, and the plurality of magnets, the resistance force applying means and the second biasing means are formed on the same circumference. The throttle operating device according to claim 1, characterized in that the interlocking member has a plurality of first accommodating recesses each accommodating one of the magnets and a second accommodating recess accommodating the resistance force applying means arranged in an arc shape on one surface. a case having a housing portion in which the interlocking member is rotatably housed and in which the rotation angle detection means is disposed;
a fixing member attached to the interlocking member and fixed to the case;
2. The throttle operating device according to claim 1, wherein the resistance force applying means has a friction material pressed against a surface of the fixed member, and the second biasing means has a coil spring which is pressed against a predetermined portion of the fixed member and compressed to generate a biasing force when the interlocking member rotates in conjunction with the rotation of the operating means in the reverse direction. The throttle operating device according to claim 3, characterized in that the first biasing means is made of a torsion coil spring, one end of which is fastened to the interlocking member and the other end of which is fastened to the fixed member. The throttle operating device according to claim 1, characterized in that the magnet or the resistance force applying means is disposed on one side bisected by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member, and the second biasing means is disposed on the other side bisected by a plane perpendicular to a line perpendicular to the rotation axis of the interlocking member. The throttle operating device according to claim 1, characterized in that the operating means comprises a throttle grip that can be held and rotated by the driver. The throttle operating device according to claim 1, characterized in that the operating means is comprised of an operating lever that can be operated by the driver's fingers while holding a grip attached to the handlebars of the vehicle.

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