JP2024085860A - Throttle grip device - Google Patents

Abstract

A throttle grip device is provided that can generate an operating load when starting to rotate the throttle grip and before an interlocking member rotates.
[Solution] This throttle grip device comprises an interlocking member 2 that can rotate in conjunction with a throttle grip G, a case 1 that rotatably holds the interlocking member 2, and a magnetic sensor 9 that can detect the rotation angle of the throttle grip G, and is capable of controlling the vehicle's drive source in accordance with the rotation angle of the throttle grip G detected by the magnetic sensor 9 when the throttle grip G is rotated from its initial position in a predetermined direction a.The throttle grip device is attached to the interlocking member 2 and is equipped with an initial position biasing means 4 that applies a biasing force to the engaging portion Ga until it abuts against the engaged portion 2a when the throttle grip G rotates from its initial position in the predetermined direction a.
[Selection] Figure 13

Description

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

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

One example of a conventional throttle grip device is that disclosed in Patent Document 1. In this conventional throttle grip device, an engaging portion formed on the throttle grip engages with an engaged portion formed on the interlocking member to connect the throttle grip and the interlocking member, and the rotation angle of the interlocking member is detected by a sensor to detect the rotation angle of the throttle grip, thereby controlling the engine.

JP 2018-90065 A

However, in the above-mentioned conventional technology, when the throttle grip rotates in a predetermined direction from the initial position, no operating load is generated until the engaging portion abuts the engaged portion, which means that the operating feel is significantly different from that of a general-purpose wire-type throttle grip to which users are accustomed, and there is a risk of the operability being deteriorated.

In other words, with a general-purpose wire-type throttle grip, the wire connected to the throttle grip is constantly under tension from the engine, and this tension creates an operating load from the moment the throttle grip begins to be turned. In contrast, with conventional technology, no operating load is created until the engaging portion comes into contact with the engaged portion when the throttle grip begins to be turned (before the interlocking member rotates in conjunction with the engaging portion), resulting in a markedly different operating feel.

The present invention was made in consideration of these circumstances, and aims to provide a throttle grip device that can generate an operating load when the rotation operation of the throttle grip begins and before the interlocking member rotates.

The invention described in claim 1 is a throttle grip device comprising a throttle grip that can be rotated by a driver, an interlocking member that has an engaged portion that can engage with an engaging portion formed on the throttle grip and can rotate in conjunction with the throttle grip, a case that rotatably holds the interlocking member, and a rotation angle detection means that can detect the rotation angle of the throttle grip by detecting the rotation angle of the interlocking member, and that can control the drive source of a vehicle according to the rotation angle of the throttle grip detected by the rotation angle detection means when the throttle grip is rotated in a predetermined direction from an initial position, and is characterized by comprising an initial position biasing means that is attached to the interlocking member and applies a biasing force to the engaging portion until the engaging portion abuts against the engaged portion when the throttle grip rotates in the predetermined direction from the initial position.

The invention of claim 2 is characterized in that in the throttle grip device of claim 1, the initial position biasing means comprises an abutment portion that abuts against the engagement portion when the throttle grip rotates in a predetermined direction, a biasing member that biases the abutment portion toward the engagement portion, and a main body to which the biasing member is attached.

The invention described in claim 3 is characterized in that in the throttle grip device described in claim 2, the interlocking member has a mounting recess to which the main body is attached, and a communication hole that connects the mounting recess to the engaged portion and through which the abutment portion is inserted.

The invention described in claim 4 is characterized in that in the throttle grip device described in claim 3, the engaged portions are formed concentrically on one surface of the interlocking member, and the mounting recesses are formed at positions adjacent to the engaged portions on the other surface of the interlocking member.

The invention described in claim 5 is the throttle grip device described in claim 1, characterized in that the initial position biasing means abuts against the engagement portion and applies a biasing force when the throttle grip is in the initial position before a rotation operation.

According to the invention of claim 1, the initial position biasing means is attached to the interlocking member and applies a biasing force to the engaging portion until the engaging portion abuts the engaged portion when the throttle grip rotates in a predetermined direction from the initial position. This makes it possible to generate an operating load when the rotation operation of the throttle grip begins and before the interlocking member rotates.

According to the invention of claim 2, the initial position biasing means comprises an abutment portion that abuts against the engagement portion when the throttle grip rotates in a predetermined direction, a biasing member that biases the abutment portion toward the engagement portion, and a main body to which the biasing member is attached, so that an operating load can be reliably generated when the rotation operation of the throttle grip begins and before the interlocking member rotates.

According to the invention of claim 3, the interlocking member has an attachment recess to which the main body is attached, and a communication hole that connects the attachment recess to the engaged part and through which the abutment part is inserted, so that the main body can be stably attached to the interlocking member and the abutment part can be reliably abutted against the engagement part.

According to the invention of claim 4, the engaged parts are formed concentrically on one surface of the interlocking member, and the mounting recesses are formed at positions adjacent to the engaged parts on the other surface of the interlocking member, so that the initial position biasing means can be attached to the interlocking member without interfering with the engagement of the engaging parts with the engaged parts.

According to the invention of claim 5, when the throttle grip is in the initial position before the rotation operation, the initial position biasing means abuts against the engaging portion and applies a biasing force, so that an operating load can be generated when the rotation operation of the throttle grip starts and before the interlocking member rotates, and rattle between the engaging portion and the engaged portion can be prevented.

FIG. 1 is an overall perspective view showing a throttle grip device according to an embodiment of the present invention; FIG. 4 is a perspective view showing the throttle grip device with a switch case removed. FIG. 3 is a three-dimensional view showing the unit of the main components of the throttle grip device. IV-IV line cross-sectional view in FIG. Cross-sectional view taken along line VV in FIG. FIG. 2 is an exploded perspective view showing the main components (front side) of the throttle grip device; FIG. 2 is an exploded perspective view showing the main components (rear side) of the throttle grip device; FIG. 2 is a perspective view showing a throttle grip of the throttle grip device; FIG. 2 is a two-sided view showing a case of the throttle grip device. FIG. 2 is a two-sided view showing an interlocking member of the throttle grip device. 3A and 3B are three-view diagrams showing an initial position biasing means of the throttle grip device; FIG. 3 is a three-dimensional view showing a state in which an initial position biasing means is attached to the interlocking member of the throttle grip device. Cross-sectional view taken along line XIII-XIII in FIG. Graph showing a comparison of the operating torque between a throttle grip device with and without an initial position biasing means.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in Figures 1 and 2, the throttle grip device according to this embodiment detects the rotation angle of a throttle grip G attached to a handlebar H of a motorcycle (vehicle) and transmits the detection signal to an electronic control device such as an ECU mounted on the motorcycle to control a drive source (engine). Specifically, as shown in Figures 1 to 7, the throttle grip device according to this embodiment is configured to include a throttle grip G, a case 1, an interlocking member 2, a biasing means 3, an initial position biasing means 4, a rotating member 5, a magnetic sensor 9 (rotation angle detection means), and a resistance force applying means 7. Note that various switches W for operating the electrical equipment of the vehicle are attached to the switch case S.

The case 1 is disposed inside the switch case S (see Figs. 1 and 2) attached to the tip side (base end side of the throttle grip G) of the handlebar H of the motorcycle (vehicle), and houses various parts constituting the throttle grip device, and rotatably holds the interlocking member 2 and the rotating member 5, etc. As shown in Fig. 9, the case 1 is made of a molded part formed with a first housing portion 1a for rotatably housing the interlocking member 2, a second housing portion 1b for rotatably housing the rotating member 5, a third housing portion 1c for housing the resistance force applying means 7, a locking portion 1d for locking one end of the biasing means 3, and a housing recess 1e for housing the magnetic sensor 9 and the printed circuit board 8. The reference numeral 10 denotes a plate-shaped cover member for closing the opening side of the case 1.

The throttle grip G extends from the switch case S and can be rotated by the driver while gripping it. As shown in Figs. 1 and 2, it can be rotated from the initial position around the axis in a specified direction a. A protruding engagement portion Ga (see Fig. 8) is formed on the base end of the throttle grip G, and this engagement portion Ga engages with the engaged portion 2a (see Figs. 3, 6, 10, etc.) of the interlocking member 2, thereby connecting the throttle grip G and the interlocking member 2.

The interlocking member 2 has an engaged portion 2a formed of a concave shape that can engage with an engaging portion Ga formed on the throttle grip G, and can rotate in conjunction with the rotation of the throttle grip G in a predetermined direction a. Specifically, as shown in FIG. 10, the interlocking member 2 in this embodiment is made of an annular member having an engaged portion 2a, a pair of mounting recesses 2b, a flange 2c, a gear 2d, and a communication hole 2e. Furthermore, the interlocking member 2 in this embodiment is formed with a sliding surface n that allows the resistance force applying means 7 to slide.

The engaged portions 2a are each formed with a concave shape at a position corresponding to the engaging portion Ga of the throttle grip G, and the base end side of the throttle grip G is connected to the interlocking member 2 with the engaging portion Ga fitted into the engaged portion 2a. This allows the interlocking member 2 to rotate in conjunction with the rotation of the throttle grip G. The engaged portion 2a is formed on the surface of the interlocking member 2 (one side that can be exposed to the outside when assembled to the case 1, as shown in Figure 3), and an attachment recess 2b is formed on the other side.

The mounting recess 2b is a recess formed between the engaged parts 2a, and is configured so that the main body 4c of the initial position biasing means 4 can be attached inside it. The interlocking member 2 is formed with a flange 2c in the circumferential direction, and a gear 2d is formed over a predetermined range. As shown in FIG. 5, this gear 2d is assembled in a state where it meshes with a gear formed on the outer periphery of the rotating member 5, so that the rotating member 5 rotates in conjunction with the rotation of the interlocking member 2.

Furthermore, as shown in Figures 10 and 13, the interlocking member 2 according to this embodiment is formed with a communication hole 2e that communicates between the mounting recess 2b and the engaged portion 2a and allows the abutment portion 4a of the initial position biasing means 4 to pass through. That is, the engaged portions 2a are formed concentrically on one surface of the interlocking member 2, and the mounting recesses 2b are formed at positions adjacent to the engaged portions 2a on the other surface of the interlocking member 2, and adjacent engaged portions 2a and mounting recesses 2b are communicated with each other through the communication hole 2e.

The biasing means 3 is a return spring consisting of a torsion coil spring that biases the interlocking member 2 toward its initial position when the throttle grip G rotates in a predetermined direction a. Specifically, the biasing means 3 is assembled with one end engaged with the locking portion 1d of the case 1 and the other end engaged with the interlocking member 2, and when the throttle grip G is rotated, the interlocking member 2 rotates against the biasing force of the biasing means 3, so that the biasing force is transmitted to the throttle grip G, and a force acts to return the throttle grip G to its initial position.

The rotating member 5 can rotate in conjunction with the interlocking member 2, and is housed in the second housing portion 1b (see FIG. 9) of the case 1, and is rotatable about the shaft member L (see FIG. 4). When the interlocking member 2 rotates, the rotating member 5 rotates about the shaft member L at a rotation angle corresponding to the rotation angle of the interlocking member 2. As shown in FIG. 4, the rotating member 5 is connected to the magnet M by the shaft member L, and the magnet M rotates about the shaft L together with the rotating member 5. A torsion coil spring r is attached to the shaft member L, and the torsion coil spring r biases the rotating member 5 in the rotational direction, preventing rattling between the rotating member 5 and the gear 2d of the interlocking member 2.

As shown in FIG. 4, the magnetic sensor 9 (rotation angle detection means) is a sensor arranged on an extension of the shaft member L, and is capable of detecting the rotation angle of the throttle grip G by detecting the change in magnetism (change in the direction of the magnetic field) generated by the magnet M. Specifically, the magnetic sensor 9 can obtain an output voltage corresponding to the change in the magnetic field (change in magnetic flux density) of the magnet M, and is composed of, for example, a Hall element (specifically, a linear Hall IC that can obtain an output voltage proportional to the magnetic field (magnetic flux density) of the magnet M), which is a magnetic sensor that utilizes the Hall effect. The magnetic sensor 9 according to this embodiment is formed on a printed circuit board 8 on which a predetermined electric circuit is printed. In addition, the printed circuit board 8 on which the magnetic sensor 9 is mounted is accommodated in the accommodation recess 1e of the case 1, and then molded with a predetermined resin material to make it waterproof and dustproof.

In the throttle grip device according to this embodiment, when the interlocking member 2 rotates in the same direction as the throttle grip G rotates, the rotating member 5 also rotates in accordance with the gear ratio (the gear ratio of the interlocking member 2 and the rotating member 5), and the magnet M connected to the rotating member 5 also rotates in the same direction by the same angle. As a result, in the throttle grip device according to this embodiment, the magnetic field of the magnet M changes depending on the rotation angle of the rotating member 5, so an output voltage according to the rotation angle can be obtained, and the rotation angle of the interlocking member 2 (i.e., the rotation angle of the throttle grip G) can be detected based on the output voltage. The rotation angle of the throttle grip G detected in this way is transmitted as an electric signal to an ECU (engine control unit) mounted on the motorcycle, and the engine (drive source) of the vehicle can be controlled according to the transmitted rotation angle of the throttle grip G.

The resistance force applying means 7 generates a rotational load by generating a sliding resistance (frictional resistance due to sliding) when the throttle grip G rotates, and is configured with a friction member 7a made of a friction member assembled in contact with a sliding surface n formed around the circumference of the interlocking member 2, and a spring 7b that biases the friction member 7a. The resistance force applying means 7 is housed in the third housing portion 1c of the case 1, and is assembled so that the biasing force of the spring 7b presses the friction member 7a against the sliding surface n of the interlocking member 2. As a result, when the interlocking member 2 rotates in conjunction with the rotation operation of the throttle grip G, the friction member 7a slides against the sliding surface n, generating a frictional force and generating a predetermined operating torque (operating load).

The initial position biasing means 4 is attached to the interlocking member 2, and when the throttle grip G rotates in a predetermined direction from the initial position, it applies a biasing force to the engaging part Ga until the engaging part Ga abuts against the engaged part 2a. As shown in FIG. 11, the initial position biasing means 4 has a pin-shaped abutting part 4a that abuts against the engaging part Ga when the throttle grip G rotates in the predetermined direction a, a spring 4b (biasing member) that biases the abutting part 4a toward the engaging part Ga, and a main body part 4c to which the spring 4b is attached.

As shown in FIG. 13, when the main body 4c having the spring 4b is attached to the mounting recess 2b and the contact portion 4a is inserted into the communication hole 2e, the tip side of the contact portion 4a protrudes toward the engaged portion 2a as shown in FIGS. 12 and 13. As a result, when the throttle grip G is in the initial position before the rotation operation, the tip of the contact portion 4a of the initial position biasing means 4 abuts against the side of the engaging portion Ga.

Therefore, when the throttle grip G rotates in the predetermined direction a from the initial position, the initial position biasing means 4 can apply the biasing force of the spring 4b to the engaging portion Ga until the engaging portion Ga abuts against the wall surface of the engaged portion 2a (the wall surface in which the communication hole 2e is formed). The biasing force of the spring 4b is set to be smaller than the biasing force of the biasing means 3. Therefore, the throttle grip device according to this embodiment can rotate the interlocking member 2 in conjunction with the engaging portion Ga by further rotating the throttle grip G in the predetermined direction a after the abutting portion 4a abuts against the wall surface of the engaging portion Ga.

In other words, in the throttle grip device according to this embodiment, when the throttle grip G is rotated, the initial position biasing means 4 applies a biasing force until the engaging portion Ga abuts against the wall surface of the engaged portion 2a, but the interlocking member 2 is stopped, so the rotation angle is not detected by the magnetic sensor 9 and the vehicle engine (drive source) is not controlled. However, after the engaging portion Ga abuts against the wall surface of the engaged portion 2a, the throttle grip G can be further rotated to cause the interlocking member 2 to start rotating, and the rotation angle is detected by the magnetic sensor 9. Note that since the initial position biasing means 4 is attached to the interlocking member 2, it is rotated together with the rotation of the interlocking member 2.

Next, the experimental results showing the superiority of the initial position biasing means 4 will be described with reference to Fig. 14. In the graph of Fig. 14, the horizontal axis indicates the operation angle (deg) detected by the magnetic sensor 9, and the vertical axis indicates the generated operation torque (operation load).
First, in the case of a throttle grip device not equipped with an initial position biasing means 4, when the throttle grip G was rotated from the initial position, as shown by β in the figure, the operating torque (operating load) increased after the interlocking member 2 started to rotate (after angle 0° in the figure).

In contrast, when the throttle grip G is rotated from the initial position in the throttle grip device equipped with the initial position biasing means 4, as shown by α in the figure, the operating torque (operating load) increases before the interlocking member 2 starts to rotate (before the angle of 0° in the figure). This shows that in the throttle grip device equipped with the initial position biasing means 4, even when the throttle grip G starts to be rotated, the initial position biasing means 4 applies a biasing force until the interlocking member 2 starts to rotate, and an operating torque (operating load) equivalent to the tensile load of the wire in a general-purpose wire-type throttle grip is generated.

According to this embodiment, the initial position biasing means 4 is attached to the interlocking member 2 and applies a biasing force to the engaging portion Ga until the engaging portion Ga abuts the engaged portion 2a when the throttle grip G rotates in the predetermined direction a from the initial position. This makes it possible to generate an operating load when the rotation operation of the throttle grip G begins and before the rotation of the interlocking member 2, approximating the operating feel of a general-purpose wire-type throttle grip.

The initial position biasing means 4 also includes an abutment portion 4a that abuts against the engagement portion Ga when the throttle grip G rotates in the predetermined direction a, a spring 4b (biasing member) that biases the abutment portion 4a toward the engagement portion Ga, and a main body portion 4c to which the spring 4b (biasing member) is attached. This ensures that an operating load is generated when the throttle grip G starts to rotate and before the interlocking member 2 rotates.

Furthermore, the interlocking member 2 according to this embodiment has an attachment recess 2b to which the main body portion 4c is attached, and a communication hole 2e that connects the attachment recess 2b and the engaged portion 2a and through which the abutting portion 4a is inserted, so that the main body portion 4c can be stably attached to the interlocking member 2 and the abutting portion 4a can be reliably abutted against the engaging portion Ga.

Furthermore, the engaged portions 2a according to this embodiment are formed concentrically on one side of the interlocking member 2 in multiple locations (two in this embodiment), and the mounting recesses 2b are formed at positions adjacent to the engaged portions 2a on the other side of the interlocking member 2, so that the initial position biasing means 4 can be attached to the interlocking member 2 without interfering with the engagement of the engaging portion Ga with the engaged portion 2a.

In addition, when the throttle grip G is in the initial position before rotation, the initial position biasing means 4 abuts against the engagement portion Ga and applies a biasing force, so that an operating load can be generated when the throttle grip G starts to be rotated and before the interlocking member 2 rotates. Even when the throttle grip G is not being rotated, a biasing force can be constantly applied to the engagement portion Ga, preventing rattling between the engagement portion Ga and the engaged portion 2a.

Although the present embodiment has been described above, the present invention is not limited to this. For example, in this embodiment, when the throttle grip G is in the initial position before the rotation operation, the abutment portion 4a of the initial position biasing means 4 abuts against the engagement portion Ga to apply a biasing force, but when the throttle grip G is in the initial position before the rotation operation, the abutment portion 4a of the initial position biasing means 4 may face the engagement portion Ga at a predetermined distance.

Furthermore, the initial position biasing means 4 may be another biasing member (e.g., an elastic member such as a resin material or a rubber material) instead of the spring 4b, or may be another sensor (e.g., a sensor that does not use magnetism) capable of detecting the rotation angle of the throttle grip G instead of the magnetic sensor 9. Note that the vehicle to which this embodiment is applied is not limited to a two-wheeled vehicle as in this embodiment, but may be other vehicles having a handlebar H (e.g., ATVs, snowmobiles, etc.). Furthermore, the vehicle to which this embodiment is applied is not limited to one whose driving source is an engine, but may be, for example, a vehicle whose driving source is an electric motor.

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

1 Case 1a First storage portion 1b Second storage portion 1c Third storage portion 1d Locking portion 1e Storage recess 2 Interlocking member 2a Engaged portion 2b Mounting recess 2c Flange 2d Gear 2e Communication hole 3 Urging means (torsion coil spring)
4 Initial position biasing means 4a Contact portion 4b Spring (biasing member)
4c Main body 5 Rotation member 6 Storage member 7 Resistance force applying means 7a Friction member 7b Spring 8 Printed circuit board 9 Magnetic sensor (rotation angle detection means)
10 Cover member G Throttle grip Ga Engagement portion M Magnet n Sliding surface

Claims (5)

A throttle grip that can be rotated by the driver;
an interlocking member having an engaged portion that can be engaged with an engaging portion formed on the throttle grip and that can rotate in conjunction with the throttle grip;
a case that rotatably holds the interlocking member;
a rotation angle detection means for detecting a rotation angle of the throttle grip by detecting a rotation angle of the interlocking member;
a throttle grip device capable of controlling a drive source of a vehicle in accordance with a rotation angle of the throttle grip detected by the rotation angle detection means when the throttle grip is rotated in a predetermined direction from an initial position,
A throttle grip device characterized by comprising an initial position biasing means that is attached to the interlocking member and that applies a biasing force to the engaging portion until the engaging portion abuts the engaged portion when the throttle grip rotates in a predetermined direction from the initial position. The throttle grip device according to claim 1, characterized in that the initial position biasing means comprises an abutment portion that abuts against the engagement portion when the throttle grip rotates in a predetermined direction, a biasing member that biases the abutment portion toward the engagement portion, and a main body to which the biasing member is attached. The throttle grip device according to claim 2, characterized in that the interlocking member has a mounting recess to which the main body is attached, and a communication hole that connects the mounting recess to the engaged portion and through which the abutting portion is inserted. The throttle grip device according to claim 3, characterized in that the engaged portions are formed concentrically on one surface of the interlocking member, and the mounting recesses are formed at positions adjacent to the engaged portions on the other surface of the interlocking member. The throttle grip device according to claim 1, characterized in that the initial position biasing means abuts against the engagement portion to apply a biasing force when the throttle grip is in an initial position before a rotation operation.

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