JP4777943B2 - Vehicle throttle device - Google Patents

Description

  The present invention relates to a throttle device for a vehicle such as a motorcycle.

  Conventionally, the throttle device described above has a cable type (mechanical) transmission mechanism that controls the throttle opening by the rotation torque of the throttle grip, and is used for predetermined power control such as constant vehicle speed holding control (auto cruise control). When the rotation operation is performed, there is one that detects the input to the transmission mechanism or the like by the rotation operation and cancels the power control (for example, see Patent Document 1).

On the other hand, in the throttle device, the throttle grip can be rotated between a throttle fully open position and a throttle fully closed excess position exceeding the throttle fully closed position, and the throttle grip has a throttle fully closed position and a throttle fully closed excess position. Engaging means for suppressing the rotation of the throttle grip and detecting means for detecting that the throttle grip has been rotated to the fully closed throttle position is provided. When rotation to the over-close position is detected, there is one that performs predetermined power control such as idling stop (see, for example, Patent Document 2).
This is because the rotation of the throttle grip toward the throttle closing side is temporarily stopped by the engagement with the engaging means, and the throttle grip is released by operating the throttle grip relatively strongly from this state. Can be rotated to the fully closed throttle position. Similarly, when the throttle grip is rotated from the throttle fully closed position to the throttle opening side, the engagement needs to be released.
JP 2001-246960 A JP 2005-147007 A

By the way, in the former configuration, it is necessary to provide detection means for detecting the rotation of the throttle grip in the middle of the transmission mechanism, or to be connected via a separate transmission mechanism. There is a problem that the configuration required for motion detection becomes complicated.
In the latter configuration, when the throttle grip is rotated from the throttle fully closed position to the throttle fully closed position and when the throttle grip is returned from the throttle fully closed position to the throttle fully closed position, a relatively strong operating force is applied. Therefore, there is a problem that an operation burden required for predetermined power control is large.
Therefore, the present invention aims to simplify the configuration required for detecting the rotation of the throttle grip in a vehicle throttle device that performs predetermined power control when the throttle grip is rotated to a position where the throttle is fully closed. The purpose is to reduce the operation burden before and after the throttle is fully closed.

As a means for solving the above-mentioned problems, the invention described in claim 1 is characterized in that the throttle grip (21, 41) rotatably supported by the handlebar (15) is provided with a throttle that exceeds the throttle fully open position and the throttle fully closed position. In the throttle device of the vehicle (1) , which is rotatable between a fully closed excess position and performs predetermined power control when the throttle grip (21, 41) is rotated to the fully closed excess position.
The throttle grips (21 , 41) are biased toward the throttle fully closed position from either the throttle fully open position or the throttle fully closed excess position by a grip biasing mechanism (35, 45) . In the housing (25) which maintains the throttle fully closed position only by the urging force from the grip urging mechanism (35, 45) and holds the handle base end side of the throttle grip (21 , 41) , A sensor (26) is provided for detecting that the throttle grip (21, 41) has been rotated to the throttle fully closed excess position, while the throttle grip (21, 41) is provided in the direction of rotation at the handle proximal end side. A notch hole (32) is provided, and the notch hole (32) is positioned with respect to the handlebar (15) in the housing (25). Inserting the projections (31) determined, characterized by defining the range of rotation of the throttle grip (21, 41) by the positioning protrusion (31) and the cutout holes (32).

According to the second aspect of the present invention, the throttle grip (41) rotatably supported by the handlebar (15) is rotated between the throttle fully open position and the throttle fully closed excess position exceeding the throttle fully closed position. In the throttle device of the vehicle (1), wherein the throttle grip (41) performs predetermined power control when the throttle grip (41) rotates to the throttle fully closed excess position.
The throttle grip (41) is directed toward the throttle fully closed position from either the throttle fully open position or the throttle fully closed excess position by a grip biasing mechanism (45) having a single return spring (46). In the housing (25), the throttle fully closed position is maintained only by the urging force from the grip urging mechanism (45) and the handle base end side of the throttle grip (41) is held. The throttle grip (41) is provided with a sensor (26) for detecting that the throttle grip (41) has been rotated to the fully closed throttle position .

The invention described in claim 3 is characterized in that the constant vehicle speed holding control is canceled when the throttle grip (21, 41) rotates to the throttle fully closed excess position .

The invention described in claim 4 is characterized in that the sensor (26) electrically detects the amount of rotation of the throttle grip (21, 41) .

The invention as set forth in claim 5, wherein the housing (25) of the manual switch (S) on the handle tip side, said housing (25) the grip urging mechanism on the handle base end side of the (35, 45) The sensor (26) is disposed between the grip urging mechanism (35, 45) and the switch (S) .

According to the present invention , the sensor that detects the rotation of the throttle grip to the fully closed throttle position is provided in the housing that holds the handle base end side of the throttle grip, so that the sensor and the throttle grip can be directly connected. It is possible to link them, and it is possible to simplify the configuration required for detecting the rotation of the throttle grip and improve the detection accuracy.
Further, the throttle grip is urged by the grip urging mechanism from either the throttle fully open position or the throttle fully closed excess position toward the throttle fully closed position, and the throttle grip is only urged by the grip urging mechanism. By maintaining the fully closed position, it is possible to continuously rotate the throttle grip before and after the throttle fully closed position with a relatively small operating force that resists the biasing force of the grip biasing mechanism. Thereby, the operation burden before and after the throttle fully closed position of the throttle grip can be reduced, and the operation burden required for predetermined power control (for example, release of constant vehicle speed holding control) can be reduced.

According to the present invention , a so-called by-wire type throttle device that electrically detects the amount of rotation of the throttle grip and electrically controls the throttle opening based on the detected data can be easily configured.

According to the present invention , the means for defining the rotation range of the throttle grip can be simply configured by using the positioning protrusions with respect to the handle bar in the housing.

According to the present invention , the switch, the grip urging mechanism, and the sensor are arranged in the axial direction of the handlebar, the increase in the size of the handlebar in the radial direction of the housing is suppressed, and the existing lever member having the adjusting mechanism is throttled. A layout space can be easily secured when it is arranged in front of the grip. Further, the operability is improved by bringing a manual switch closer to the throttle grip held by the occupant, and the electrical wiring can be easily connected by making the switch and the sensor adjacent to each other.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle unless otherwise specified. In the figure, the arrow FR indicates the front of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow UP indicates the upper side of the vehicle.

  A motorcycle (bar handle vehicle) 1 shown in FIG. 1 has a front wheel 2 pivotally supported by a front end portion of a vehicle body frame 4 via a front fork type steering mechanism 3 so as to be steerable. The base end portion of the front wheel steering bar handle 11 is integrally attached to the upper end portion of the front fork type steering mechanism 3. A motor-cooled motor, for example, a water-cooled four-stroke horizontally opposed six-cylinder engine 5, which is a motor of the motorcycle 1, is mounted at a substantially central part of the motorcycle 1.

  The front part of the motorcycle 1 is covered with a front cowl 6. A meter panel 7 is provided inside the front portion of the front cowl 6, and a portion extending from the meter panel 7 to an occupant seat 8 behind the meter panel 7 is covered with a top shelter 9. An insertion hole 9 a for the bar handle 11 extending upward from below is provided in the front portion of the top shelter 9.

  The bar handle 11 is provided symmetrically with respect to the left-right center of the vehicle body (center in the vehicle width direction), and is composed of, for example, separate left-right handle members. The left and right handle members extend obliquely upward from the upper end of the front fork type steering mechanism 3 toward the rear and left and right sides, respectively, and then extend the left and right handlebars 14 and 15 slightly rearward and downward toward the left and right sides. To do. The left and right handlebars 14 and 15 are respectively cylindrical members extending linearly. The bar handle 11 may be made of a left and right handle member.

  The motorcycle 1 includes a hydraulic brake device, and a front brake lever 16 that is one operation element of the brake device is provided in front of the right handle bar 15 along the front brake lever 16. The base end side (the vehicle body left and right center side) of the front brake lever 16 is pivotally supported by the brake master cylinder 17 so as to be swingable so as to approach and separate from the right handlebar 15. The brake master cylinder 17 is attached to the base end side (the vehicle body left and right center side) of the right handlebar 15 via a clamp 17a (see FIG. 2). In FIG. 1, reference numeral 16a denotes an adjusting mechanism provided on the base end side of the front brake lever 16.

  Referring also to FIG. 2, a throttle grip 21 that passes through the right handlebar 15 is rotatably supported on the distal end side (the left and right outer sides of the vehicle body) of the right handlebar 15. The throttle grip 21 includes a resin sleeve 22 constituting an inner layer thereof, and a rubber grip body 23 that is integrally attached to the outer periphery of the sleeve 22. The sleeve 22 extends further to the handle base end side than the end of the handle base end side (the left and right center side of the vehicle body) of the grip main body 23 that serves as a grip portion for the occupant, and the portion extends to the handle base end side of the throttle grip 21. An extending portion 24 is formed.

  The extending portion 24 is accommodated and held in a right switch box 25 attached to the right handle bar 15 on the handle base end side of the grip body 23. The clamp 17 a is attached to the right handle bar 15 on the handle base end side of the right switch box 25. In FIG. 2, symbol C indicates the central axis of the right handle bar 15, and symbol 15a indicates a vibration-proof handle weight attached to the distal end side of the right handle bar 15.

  Referring to FIG. 1, the motorcycle 1 includes a hydraulic clutch device, and a clutch lever (not shown) that is an operator of the clutch device is provided in front of the left handle bar 14. The base end portion of the clutch lever is pivotally supported by the clutch master cylinder 18, and the clutch master cylinder 18 is attached to the base end side of the left handle bar 14. A rubber grip body 14 a is integrally attached to the distal end side of the left handlebar 14. The left switch box 19 is attached to the left handle bar 14 on the handle base end side of the grip body 14a.

  Here, the motorcycle 1 electrically detects the amount of rotation of the throttle grip 21 using a non-contact type magnetic sensor 26, and electrically controls the throttle opening of the engine 5 based on the detected data. A so-called by-wire type throttle device is provided.

  In addition, the motorcycle 1 includes a constant vehicle speed holding device (auto cruise device) that keeps the traveling speed constant in order to reduce driver fatigue and fuel consumption by suppressing fluctuations in vehicle speed. The constant vehicle speed holding device is operated under a predetermined condition to control the throttle opening degree so as to maintain the vehicle speed at that time, thereby reducing the operation burden on the throttle grip 21 by the driver. .

  Further, the throttle grip 21 rotates between a throttle fully open position (a position where the throttle opening is maximized) and a throttle fully closed excess position where the throttle fully closed position (position where the throttle opening is minimized) exceeds a predetermined amount. It is configured to be movable. The throttle grip 21 increases or decreases the throttle opening by rotating between the throttle fully opened position and the throttle fully closed position, but the throttle opening is not adjusted by rotating between the throttle fully closed position and the throttle fully closed position. Do not increase or decrease (keep throttle opening at minimum).

When the throttle grip 21 is rotated to the fully closed throttle position in a state where the constant vehicle speed holding control (auto cruise control) is performed by the constant vehicle speed holding device, the constant vehicle speed holding control is released by the rotation. The
The rotation amount of the throttle grip 21 from the throttle fully closed position to the throttle fully closed position is made smaller than the rotation amount from the throttle fully closed position to the throttle fully open position. The constant vehicle speed holding control can be canceled by a brake operation, a clutch operation, or the like, in addition to the rotation of the throttle grip 21 to the throttle fully closed excess position.

As shown in FIGS. 2 and 3, for example, a flange-shaped enlarged diameter portion 27 is integrally formed on the outer periphery of the intermediate portion of the extending portion 24 of the throttle grip 21 in the handle shaft direction (direction along the axis C). . In the enlarged diameter portion 27, a plurality of magnets 28 in the magnetic sensor 26 are held, for example, in a state in which they are aligned in the circumferential direction (rotating direction of the throttle grip 21).
The extending portion 24 passes through the side wall 25a on the handle distal end side (the left and right outer sides of the vehicle body) in the right switch box 25, and the distal end portion of the extending portion 24 reaches the vicinity of the sidewall 25b on the handle proximal end side in the right switch box 25. .

  On the other hand, a hall sensor 29 that is a sensor main body of the magnetic sensor 26 is integrally held in the middle portion in the handle shaft direction in the right switch box 25. The hall sensor 29 is provided at one location in the rotational direction of the throttle grip 21 with respect to the plurality of magnets 28, and the throttle sensor according to the magnetic force that changes according to the rotational position of each magnet 28. The amount of rotation of 21 is detected.

  The hall sensors 29 are provided as a pair on both sides of the enlarged diameter portion 27 in the axial direction of the right handlebar 15 (handle axial direction). That is, each hall sensor 29 and the enlarged diameter portion 27 (each magnet 28) are provided so as to face each other in the handle shaft direction. In other words, the hall sensors 29, the enlarged diameter portion 27, and the magnets 28 are arranged with their positions shifted in the handle shaft direction.

In the right switch box 25, a pair of support walls 29a that are substantially orthogonal to the handle shaft direction are erected so as to sandwich the enlarged diameter portion 27 in the handle shaft direction, and each hall sensor 29 is provided on each support wall 29a. It is attached.
In the throttle device, the sensor state is determined by comparing the magnitude of the magnetic force detected by each Hall sensor 29.

  Manual switches such as a kill switch for stopping the engine 5, a lamp switch for headlamps, a starter switch for starting the engine 5 and the like are provided on the front end side of the handle in the right switch box 25 (these switches are collectively referred to as FIG. 2). Middle symbol S).

  A positioning protrusion 31 for positioning in the axial direction and circumferential direction with respect to the right handle bar 15 is erected on the handle front end side in the right switch box 25. The positioning protrusion 31 is erected so as to be substantially orthogonal to the axis C from the inner surface of the right switch box 25, and engages the tip engagement portion 31 a with the engagement hole 31 b formed in the right handle bar 15.

  On the other hand, a slit-like cutout hole 32 extending along the rotation direction is provided on the handle distal end side of the extending portion 24 of the throttle grip 21. The notch hole 32 is provided at a position corresponding to the positioning protrusion 31 of the right switch box 25, and the positioning protrusion 31 passes through the notch hole 32 and the tip engaging part 31 a is engaged with the engaging hole 31 b of the right handlebar 15. Engage with.

  The cutout holes 32 and the positioning protrusions 31 define a rotation limit position (throttle fully open position) of the throttle grip 21 toward the throttle opening side and a rotation limit position (throttle fully closed excess position) of the throttle grip 21 toward the throttle closing side. It constitutes a rotation range defining means. That is, the throttle grip 21 rotates to the throttle opening side, and the positioning protrusion 31 abuts against one end of the notch hole 32 in the rotation direction, whereby the throttle fully open position of the throttle grip 21 is defined. On the other hand, when the throttle grip 21 rotates to the throttle closing side and the positioning protrusion 31 abuts against the other end of the notch hole 32 in the rotation direction, the throttle fully closed excess position of the throttle grip 21 is defined.

By the way, the throttle grip 21 receives the urging force from the grip urging mechanism 35 in the throttle fully closed position and stops the rotation.
The grip urging mechanism 35 is disposed on the handle base end side in the right switch box 25, and a first return spring 36 that urges the throttle grip 21 toward the throttle closing side and the throttle grip 21 toward the throttle opening side. The main part is a second return spring 37 that energizes and a spring case 38 that houses the return springs 36 and 37.

  The return springs 36 and 37 are torsion coil springs that are inserted through the extending portion 24, and are arranged coaxially with each other so as to share the axis C. The spring case 38 has a disk shape substantially coaxial with the return springs 36 and 37, and houses one side of each return spring 36 and 37 in a recess formed on both sides thereof.

  For example, a pair of flange-like engaging projections 36a and 37a are provided on the outer periphery of the handle base end side of the extending portion 24 of the throttle grip 21 so as to sandwich the grip urging mechanism 35 in the handle axial direction. One coil end of each return spring 36, 37 engages with each engagement protrusion 36a, 37a. The other coil ends of the return springs 36 and 37 engage with the spring case 38, respectively.

The spring case 38 is fixedly supported by the right switch box 25. When the throttle grip 21 is rotated, the throttle grip 21 and the spring case 38 are rotated relative to each other, so that the return springs 36 and 37 are appropriately set. Elastically deform.
The first return spring 36 and the engaging protrusion 36 a are located on the handle proximal end side of the spring case 38, and the second return spring 37 and the engaging protrusion 37 a are located on the handle distal end side of the spring case 38, respectively. Further, the number of coil turns of the first return spring 36 is larger than that of the second return spring 37, and the spring reaction force of the first return spring 36 is made stronger than that of the second return spring 37.

  When the throttle grip 21 is in the throttle fully closed position, the return springs 36 and 37, for example, set the spring reaction force to 0 so that the spring reaction force in the throttle fully closed position is caught on the throttle opening side and the throttle closing side. In addition, the rotation of the throttle grip 21 is stopped at the throttle fully closed position. When the throttle grip 21 rotates from the throttle fully closed position to any side of the throttle fully open position or the throttle fully closed position, the throttle grip 21 is caused by the spring reaction force of any of the return springs 36 and 37. Is biased toward the throttle fully closed position.

  Here, the throttle grip 21 stops its rotation only by the spring reaction force from the return springs 36 and 37 in the throttle fully closed position. As a result, the throttle grip 21 can be moved from the fully open position to the full throttle position only with a relatively small operating force that resists the spring reaction force without requiring a relatively large operating force before and after the throttle fully closed position as in the prior art. It is possible to continuously rotate to the over-close position.

  When the throttle grip 21 is rotated from the throttle fully closed position to the throttle fully open position side by, for example, making the engagement portion of the coil end of the first return spring 36 into a long hole, the engagement protrusion 36a is When the throttle grip 21 rotates from the fully closed position to the fully closed position of the throttle, the first return spring 36 is engaged. Is disengaged from the spring so as not to receive the spring reaction force.

  On the other hand, when the throttle grip 21 is rotated from the throttle fully closed position to the throttle fully open position side by, for example, making the engagement portion of the coil end of the second return spring 37 a long hole, the engagement protrusion 37a is When the throttle grip 21 is rotated from the throttle fully closed position to the throttle fully closed excess position side by releasing the engagement with the second return spring 37 so as not to receive the spring reaction force, The spring 37 is engaged and elastically deformed to receive the spring reaction force.

When the throttle grip 21 is rotated to the throttle fully closed position during the constant vehicle speed holding control by the constant vehicle speed holding device, the constant vehicle speed holding device cancels the constant vehicle speed holding control based on the detection data from the magnetic sensor 26. Is done.
It should be noted that the predetermined rotation range in the vicinity of the throttle fully closed position of the throttle grip 21 is a control dead zone based on mechanical play (backlash) or the like of the throttle grip 21, and in this range, the throttle grip 21 is rotated. Various controls are disabled.

  As described above, in the throttle device of the vehicle (motorcycle 1) in the above embodiment, the throttle grip 21 that is rotatably supported by the right handlebar 15 is provided with the throttle that exceeds the throttle fully open position and the throttle fully closed position. It is possible to turn between the fully closed excess position, and when the throttle grip 21 is turned to the fully closed excess position, predetermined power control (for example, release of constant vehicle speed holding control) is performed. The strol grip 21 is urged by the grip urging mechanism 35 from either the throttle fully opened position or the throttle fully closed excess position toward the throttle fully closed position, and from the grip urging mechanism 35. A right switch that maintains the throttle fully closed position with only the urging force of the throttle and holds the handle base end side of the throttle grip 21. The Chi box 25, in which the magnetic sensor 26 is provided for detecting that the throttle grip 21 is rotated to the throttle full 閉超 over position.

According to this configuration, the magnetic sensor 26 that detects the rotation of the throttle grip 21 to the fully closed throttle position is provided in the right switch box 25 that holds the handle base end side of the throttle grip 21. 26 and the throttle grip 21 can be directly linked, so that the configuration required for detecting the rotation of the throttle grip 21 can be simplified and the detection accuracy can be improved.
The throttle grip 21 is urged by the grip urging mechanism 35 from either the throttle fully open position or the throttle fully closed position toward the throttle fully closed position, and the urging force from the grip urging mechanism 35 is also applied. By simply maintaining the throttle fully closed position, the throttle grip 21 can be continuously rotated before and after the throttle fully closed position with a relatively small operating force that resists the biasing force of the grip biasing mechanism 35. Is possible. Thereby, the operation burden before and after the throttle fully closed position of the throttle grip 21 can be reduced, and the operation burden required for predetermined power control can be reduced.

  In the throttle device, the magnetic sensor 26 electrically detects the rotation amount of the throttle grip 21 by electrically detecting the rotation amount of the throttle grip 21, and based on this detection data, the throttle opening degree is detected. A so-called by-wire type throttle device that electrically controls the motor can be easily configured.

  In the throttle device, a notch hole 32 is provided on the handle proximal end side of the throttle grip 21 along the rotation direction thereof, and a positioning protrusion for the right handle bar 15 in the right switch box 25 is provided in the notch hole 32. 31 is inserted, and the rotation range of the throttle grip 21 is defined by the positioning protrusion 31 and the cutout hole 32, so that the positioning protrusion 31 with respect to the right handlebar 15 in the right switch box 25 is used. A means for defining the rotation range of the throttle grip 21 can be simply configured.

  In the throttle device, a manual switch S is provided on the handle distal end side of the right switch box 25, the grip biasing mechanism 35 is disposed on the handle proximal end side of the right switch box 25, and the grip biasing mechanism is provided. By arranging the magnetic sensor 26 between the switch 35 and the switch S, the switch S, the grip urging mechanism 35 and the magnetic sensor 26 are arranged in the axial direction of the right handlebar 15, and the right switch box 25 has the right An increase in the size of the handle bar 15 in the radial direction is suppressed, and a layout space when an existing lever member having an adjustment mechanism is disposed in front of the throttle grip 21 can be easily secured. Further, the operability is improved by bringing the manual switch S closer to the throttle grip 21 held by the occupant, and the electrical wiring can be easily connected by making the switch S and the magnetic sensor 26 adjacent to each other.

Next, a second embodiment of the present invention will be described with reference to FIG.
This embodiment is different from the first embodiment mainly in that the grip urging mechanism 45 has a single return spring 46. The same reference numerals are given to the same parts as in the first embodiment. Description is omitted.

The extending portion 44 of the throttle grip 41 (sleeve 42) of this embodiment is a portion in which a portion of the handle grip base end side of the extending portion 24 of the throttle grip 21 is cut away from the extending portion 24 of the throttle grip 21. is there.
The grip urging mechanism 45 is disposed on the handle base end side in the right switch box 25, and a single return spring (46) for applying an urging force to the throttle grip 41 toward the throttle closing side and the throttle opening side. 46 and a spring case 48 for housing the return spring (46) 46.

  The return spring 46 is a torsion coil spring that passes through the right handle bar 15 and is arranged so as to share the axis C. The spring case 48 has a disk shape substantially coaxial with the return spring 46, and the return spring 46 is accommodated in a recess formed on the distal end side of the handle.

One coil end of the return spring 46 is engaged with the engaging protrusion 37 a, and the other coil end is engaged with the spring case 48.
The spring case 48 is fixedly supported by the right switch box 25. When the throttle grip 41 is rotated, the throttle grip 41 and the spring case 48 are relatively rotated, so that the return spring 46 is appropriately elastically deformed. .

  When the throttle grip 41 is in the throttle fully closed position, the return spring 46 balances the biasing force toward the throttle opening side and the throttle closing side in the throttle fully closed position by setting the spring reaction force to 0, for example. The rotation of 41 is stopped at the throttle fully closed position. When the throttle grip 41 rotates from the throttle fully closed position to either the throttle fully opened position or the throttle fully closed position, the throttle grip 41 is directed toward the throttle fully closed position by the spring reaction force of the return spring 46. Is energized.

Thus, by constituting the grip urging mechanism 45 with the single return spring 46, in addition to the effects described in the first embodiment, it is possible to reduce the cost by reducing the number of parts.

The present invention is not limited to the above-described embodiments. For example, idling stop control is performed by turning the throttle grip to a position where the throttle is fully closed, and switching between driving modes such as a sports mode and a low fuel consumption mode is performed. Or power control such as changing the gears of the transmission may be possible.
Further, if the switch, the grip urging mechanism, and the sensor are arranged in the handle shaft direction, the arrangement order may be changed.
Furthermore, although the said Example is applied to the motorcycle which has a by-wire type throttle device and a constant vehicle speed holding | maintenance apparatus, it is applicable also to the general motorcycle which does not have these structures, and more than three wheels The present invention may be applied to other bar handle vehicles (saddle-ride type vehicles and scooter type vehicles), or to electric vehicles other than internal combustion engine vehicles.
The configuration in the above embodiment is an example of the present invention, and it goes without saying that various modifications can be made without departing from the gist of the invention.

1 is a perspective view of a motorcycle according to an embodiment of the present invention when viewed obliquely from the upper rear. It is AA sectional drawing of FIG. FIG. 3 is a perspective view of a throttle grip sleeve of the motorcycle. It is sectional drawing equivalent to FIG. 2 in 2nd Example of this invention.

Explanation of symbols

1 Motorcycle (vehicle)
15 Right handlebar (handlebar)
21, 41 Throttle grip 25 Right switch box (housing)
26 Magnetic sensor (sensor)
31 Positioning protrusion 32 Notch hole 35, 45 Grip urging mechanism S Switch

Claims (5)

The throttle grip (21, 41) rotatably supported by the handlebar (15) is rotatable between a throttle fully open position and a throttle fully closed excess position exceeding the throttle fully closed position. In the throttle device of the vehicle (1) that performs predetermined power control when (21, 41) is rotated to the throttle fully closed excess position,
The throttle grips (21 , 41) are biased toward the throttle fully closed position from either the throttle fully open position or the throttle fully closed excess position by a grip biasing mechanism (35, 45) . The throttle fully closed position is maintained only by the urging force from the grip urging mechanism (35, 45) ,
Wherein the throttle grip (21, 41) housing (25) for holding the handle base end side of a sensor for detecting that the throttle grip (21, 41) is rotated to the throttle full閉超over position (26 ), while is provided,
A notch hole (32) is provided along the direction of rotation of the throttle grip (21, 41) on the handle proximal end side, and the notch hole (32) with respect to the handle bar (15) in the housing (25). A vehicle throttle device characterized by inserting a positioning projection (31) and defining a rotation range of the throttle grip (21, 41) by the positioning projection (31) and the cutout hole (32). . A throttle grip (41) rotatably supported by the handlebar (15) is rotatable between a throttle fully open position and a throttle fully closed excess position exceeding the throttle fully closed position, and the throttle grip (41 ) In the throttle device of the vehicle (1) that performs predetermined power control when it is rotated to the fully closed throttle position,
The throttle grip (41) is directed toward the throttle fully closed position from either the throttle fully open position or the throttle fully closed excess position by a grip biasing mechanism (45) having a single return spring (46). And the throttle fully closed position is maintained only by the urging force from the grip urging mechanism (45),
A sensor (26) for detecting that the throttle grip (41) has rotated to the fully-closed throttle position is provided in the housing (25) that holds the handle base end side of the throttle grip (41). A throttle device for a vehicle. Wherein when the throttle grip (21, 41) is rotated to the throttle full閉超over position, the throttle apparatus for a vehicle according to claim 1 or 2, characterized in that to release the constant vehicle speed maintaining control. 4. The vehicle throttle device according to claim 1, wherein the sensor (26) electrically detects a rotation amount of the throttle grip (21, 41) . 5. Manual switch (S) on the handle tip side of the housing (25), said housing (25) together with the handle base end side to place the grip urging mechanism (35, 45), the grip urging mechanism (35, 45) and a throttle device for a vehicle according to any one of 4 the preceding claims, characterized in that a said sensor (26) between said switch (S).

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