Abstract:
A jet-propulsion small watercraft, comprises a water jet pump that pressurizes and accelerates water taken in from outside and ejects the water to propel the watercraft, a steering system configured to steer the watercraft by changing an ejection direction of the water, a steering throttle arm configured to cause a throttle valve of an engine to open, thereby maintaining a steering capability, in response to a closing operation of a throttle lever, an actuator configured to cause the throttle valve in a closed position to open by steering throttle arm, and a spring configured to return the throttle valve to the closed position, wherein the actuator includes a motor configured to be energized at a predetermined motor power value by control of a control device, a reduction mechanism configured to reduce a speed of the motor, and an output shaft configured to be rotated by the reduction mechanism.

Description:
BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates to a jet-propulsion small watercraft such as a personal watercraft (PWC) which ejects water rearward and planes on a water surface as the resulting reaction. More particularly, the present invention relates both to a small watercraft comprising an actuator for driving a steering throttle drive means configured to open a propulsion throttle valve a predetermined angle under a predetermined condition, thereby maintaining a steering capability, when the throttle valve is operated to be closed, and to the actuator. 
   2. Description of the Related Art 
   In recent years, jet-propulsion personal watercraft, which are one type of jet-propulsion small watercraft, have been widely used in leisure, sport, rescue activities, and the like. The jet-propulsion personal watercraft is configured to have a water jet pump that pressurizes and accelerates water sucked from a water intake generally provided on a bottom hull surface and ejects it rearward from an outlet port. Thereby, the personal watercraft is propelled. 
   In the jet-propulsion personal watercraft, a steering nozzle provided behind the outlet port of the water jet pump is swung either to the right or to the left, to change the ejection direction of the water to the right or to the left, thereby turning the watercraft to the right or to the left. 
   In the jet-propulsion personal watercraft, when the throttle valve is moved to a substantially fully closed position and the water ejected from the water jet pump is thereby reduced, the propulsion force necessary for turning (steering) the watercraft is correspondingly reduced, and the steering capability of the watercraft is therefore reduced until the throttle valve is re-opened. 
   To solve the above problem with a mechanical structure, the applicant disclosed a jet-propulsion watercraft comprising a steering component for a steering system which is capable of maintaining a steering capability even when the throttle valve is moved to the substantially fully closed position and the water ejected from the water jet pump is thereby reduced (Japanese Laid-Open Patent Application Publication No. Hei. 2001-191992). 
   In the jet-propulsion watercraft, the number of components is large, so that its structure becomes complex and its weight increases. In view of this, the applicant also disclosed a jet-propulsion watercraft that has a simple structure without an increase in its weight (Japanese Laid-Open Patent Application Publication No. Hei. 2002-303170). 
   SUMMARY OF THE INVENTION 
   The present invention addresses the above described condition, and an object of the present invention is to provide a small watercraft including a personal watercraft, comprising an actuator suitable for a jet-propulsion watercraft capable of maintaining a steering capability even when a throttle valve is moved to a substantially fully closed position and water ejected from a water jet pump is thereby reduced. Another object of the present invention is to provide an actuator suitable for the small watercraft. 
   According to the present invention, there is provided a jet-propulsion small watercraft, comprising a water jet pump that pressurizes and accelerates water taken in from outside and ejects the water from an outlet port provided behind the water jet pump to propel the watercraft as a reaction of the ejecting water, a steering means configured to steer the watercraft by changing an ejection direction of the water ejected from the outlet port, a throttle operation means configured to operate a throttle valve of an engine, a steering throttle drive means configured to cause the throttle valve of the engine to open a predetermined angle under a predetermined condition, thereby maintaining a steering capability, in response to a closing operation of the throttle operation means, an actuator configured to cause the throttle valve of the engine in a closed position to open a predetermined angle by the steering throttle drive means, and a spring configured to return the throttle valve of the engine to the closed position, wherein the actuator includes a motor configured to be energized at a predetermined current value by control of a control device, a reduction mechanism configured to reduce a speed of the motor, and an output shaft configured to be rotated at a reduced speed by the reduction mechanism, and when energizing the actuator is stopped by the control of the control device, the actuator permits the throttle valve of the engine to return to the closed position by a spring force of the spring. 
   In accordance with the jet-propulsion small watercraft so configured, when the throttle operation means, for example, a throttle lever, is operated to be closed, and the steering means is operated to the predetermined angle or more, the control device causes the motor of the actuator to be energized at a predetermined current value. Thereby, the motor of the actuator rotates to cause the output shaft to rotate at the reduced speed, and the steering throttle drive means is operated to cause the throttle valve of the engine to open the predetermined angle. Thus, under the condition in which the throttle valve of the engine is at the closed position, the steering function is performed by operation of the steering. When the small watercraft arrives at a shore or a pier by such steering and an electric power supply switch of the small watercraft is turned OFF by the rider, the power of the motor is cut off. As a result, the actuator permits the propulsion throttle valve to return to a closed position by the spring force. And, when the rider turns ON the switch of the small watercraft, the actuator is in a non-energized state, that is, the steering throttle drive means is not operated, and hence, the throttle valve of the engine is in an idling state. Therefore, when turning ON the switch, the rider need not reset the steering throttle drive means, i.e., the actuator. As should be appreciated, the jet-propulsion watercraft capable of maintaining a steering capability when the throttle valve is in the closed position is achieved by incorporating the actuator suitable for the watercraft. 
   The steering throttle drive means may be a steering throttle arm attached on a throttle operation shaft of the engine, the steering throttle arm being configured to be rotatable integrally with the throttle operation shaft only in a direction to rotate for increasing an engine speed of the engine and not to be rotatable integrally with the throttle operation shaft in an opposite direction. 
   The throttle operation shaft may be provided with a propulsion throttle arm capable of operating the throttle valve by an operation of the throttle operation means. 
   The propulsion throttle arm may be attached on the throttle operation shaft to be rotatable integrally with the throttle operation shaft only in a direction to rotate for increasing the engine speed and not to be rotatable integrally with the throttle operation shaft in an opposite direction. 
   The steering throttle arm and the propulsion throttle arm may be configured to operate the throttle operation shaft and operate independently of each other so that an operation of one of the steering throttle arm and the propulsion throttle arm does not affect an operation of the other. 
   A reel member may be attached on the output shaft of the actuator to be rotatable integrally with the output shaft, an end of a wire is attached to the reel member, and an opposite end of the wire is attached to the steering throttle arm. 
   The motor may be a servo motor, and the small watercraft may further comprise a stopper configured to stop the steering throttle drive means at a position where the throttle valve of the engine is opened the predetermined angle, to inhibit further operation from the position, and the control device may be configured to control power input to the servo motor to reduce an output value of the servo motor, upon detecting variation in the current being supplied to the servo motor when the steering throttle drive means makes contact with the stopper. In this configuration, after the throttle valve of the engine is operated to be opened a predetermined angle, the amount of current necessary to maintain the condition is minimized. Therefore, power consumption in the battery is significantly reduced. 
   When the steering throttle drive means makes contact with the stopper, the control device may be configured to execute control to cause the value of the power of the servo motor to be reduced to substantially 30% of the value of the power of the servo motor in a state in which the steering throttle drive means is not in contact with the stopper. In this configuration, the power consumption in the battery can be significantly reduced. 
   The reduction mechanism may comprise a gear train comprised of pinion and large gears having different number of teeth, and the actuator is covered by a water-proof cover, wherein a shaft on which at least one of the gears is attached is supported by a bearing attached to a water-proof cover. The actuator having the reduction mechanism can be easily placed within an engine room of the small watercraft. 
   The spring may be a helical torsion spring provided on a throttle operation shaft. 
   According to the present invention, there is provided an actuator for use as a drive source of a movable portion of the small watercraft, comprising: a motor for driving an output shaft of the actuator, a reduction mechanism configured to reduce a speed from the motor and transmit the reduced speed toward the output shaft, a control means configured to control a value of the power of the motor, and a water-proof cover configured to expose an output portion of the output shaft and cover at least the motor, the reduction mechanism, and part of the output shaft. 
   The actuator configured as described above is water proof and compact. In addition, the actuator includes the control means configured to control the value of the power of the motor. Such an actuator is useful as the operation means for components in a small watercraft having little water-proof space, especially in a small watercraft used in an atmosphere filled with water spray or water drops. The operation means may be used to open and to close the throttle valve of an engine, or to open and to close an exhaust pipe (exhaust passage). That is, the actuator is suitable for use in the small watercraft of the present invention. 
   The motor may be a servo motor, and the actuator may further comprise a stopper configured to stop the output shaft at a position where the output shaft rotates a predetermined angle so as to inhibit further rotation from the position, and the control device may be configured to control a value of a power of the servo motor to reduce an output value of the servo motor, upon detecting variation in the current being supplied to the servo motor when the output shaft makes contact with the stopper. In this configuration, after the output shaft rotates the predetermined angle, the amount of current necessary to maintain the condition is minimized. Therefore, the power consumption in the battery can be reduced. 
   When the output shaft makes contact with the stopper, the control device may be configured to execute control to cause the value of the power of the servo motor to be reduced to substantially 30% of the value of the power of the servo motor in a state in which the output shaft is not in contact with the stopper. 
   The reduction mechanism may comprise a gear train comprised of pinion and large gears having different number of teeth, and a shaft on which at least one of the gears is attached, supported by a bearing attached to the water-proof cover. 
   The above and further objects and features of the invention will more fully be apparent from the following detailed description with the accompanying drawings. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a block diagram showing a configuration of a control system of a jet-propulsion personal watercraft according to an embodiment of the present invention; 
       FIG. 2  is a view showing a configuration in which an actuator in  FIG. 1  is connected to a carburetor under the condition in which the actuator is in a non-operating state; 
       FIG. 3  is view showing a configuration in which the actuator in  FIG. 2  is connected to the carburetor under the condition in which the actuator is in an operating state; 
       FIG. 4  is a cross-sectional view showing components in an internal structure of the actuator in  FIGS. 1  to  3 ; 
       FIG. 5  is a timing chart showing control of a power of the actuator in  FIGS. 1  to  4  and the operating state of the actuator, in which an abscissa axis represents a time axis; 
       FIG. 6  is a flow chart showing a control process of a steering operation according to the embodiment of the present invention; 
       FIG. 7  is a side view of the personal watercraft according to the embodiment of the present invention; and 
       FIG. 8  is a plan view of the personal watercraft in FIG.  7 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Hereinafter, an embodiment of a jet-propulsion small watercraft of the present invention will be described with reference to the drawings. Here, a personal watercraft will be described. 
   Referring now to  FIGS. 7 and 8 , reference numeral A denotes a body of the personal watercraft. The body A comprises a hull H and a deck D covering the hull H from above. A line at which the hull H and the deck D are connected over the entire perimeter thereof is called a gunnel line G. In this embodiment, the gunnel line G is located above a waterline L of the personal watercraft. 
   As shown in  FIG. 8 , an opening  16 , which has a substantially rectangular shape seen from above, is formed at a relatively rear section of the deck D such that it extends in the longitudinal direction of the body A, and a straddle-type seat S is mounted above the opening  16  such that it covers the opening  16  from above as shown in  FIGS. 7 and 8 . 
   An engine E is contained in a chamber  20  surrounded by the hull H and the deck D below the seat S and having a convex shape in a cross section of the body A. The engine E is a multiple-cylinder (e.g., three cylinder) engine equipped with a carburetor-type fuel supply device. As shown in  FIG. 7 , the engine E is mounted such that a crankshaft  10   b  extends along the longitudinal direction of the body A. 
   An output end of the crankshaft  10   b  is rotatably coupled integrally with a pump shaft  21 S of the water jet pump P through a propeller shaft  15 . 
   The impeller  21  is covered with a pump casing  21 C on the outer periphery thereof. A water intake  17  is provided on the bottom of the hull H. The water is sucked from the water intake  17  and fed to the water jet pump P through a water intake passage  28 . The water jet pump P pressurizes and accelerates the water. The pressurized and accelerated water is discharged through a pump nozzle  21 R having a cross-sectional area of flow that gradually reduces rearward, and from an outlet port  21 K provided on the rear end of the pump nozzle  21 R, thereby obtaining the propulsion force. In  FIG. 7 , reference numeral  21 V denotes fairing vanes for fairing water flow inside the water jet pump P. 
   In  FIGS. 7 and 8 , reference numeral  10  denotes a bar-type steering handle. By operating the steering handle  10  to the right or to the left, a steering nozzle  18  provided behind the pump nozzle  21 R swings to the right or to the left The watercraft can be turned to any desired direction while the water jet pump P is generating the propulsion force. 
   As shown in  FIG. 7 , a bowl-shaped reverse deflector  19  is provided above the rear side of the steering nozzle  18  such that it can swing downward around a horizontally mounted swinging shaft  19   a.    
   The deflector  19  is swung downward toward a lower position behind the steering nozzle  18  to deflect the water ejected from the steering nozzle  18  forward, and as the resulting reaction, the personal watercraft moves rearward. 
   In  FIGS. 7 and 8 , reference numeral  12  denotes a rear deck. The rear deck  12  is provided with an operable hatch cover  29 . A rear compartment (not shown) with a small capacity is provided under the hatch cover  29 . In  FIG. 7  or  8 , reference numeral  23  denotes a front hatch cover. A front compartment (not shown) is provided under the front hatch cover  23  for storing equipment and the like. 
   The personal watercraft according to this embodiment of the present invention, as shown in  FIGS. 7 and 8 , may further include a steering position sensor Sp comprised of a proximity switch having parts which are provided on a rotational side and a fixed side of a portion of a rotational shaft  10 A of the steering handle  10 . A throttle position sensor Ss is provided on a carburetor Cb (see  FIG. 1 ) of the engine E. 
   As represented by a solid line in  FIG. 1 , the steering position sensor Sp is connected to an electric control unit ECU provided for the engine E through a signal line (e.g., electric wire) and the throttle position sensor Ss is connected to the electric control unit ECU through the signal line. When a steering operation is performed, that is, the steering handle  10  (see  FIGS. 7 and 8 ) is steered a predetermined angle to the right or to the left, the steering position sensor Sp sends a signal indicating that the steering operation has been performed, to the electric control unit ECU. 
   When the throttle lever Lt attached on the steering handle  10  (see  FIG. 8 ) is operated to be closed to cause the throttle valve of the carburetor Cb to be moved to a closed position, the throttle position sensor Ss is configured to send a signal indicating this to the electric control unit ECU. 
   As shown in  FIG. 1 , the electric control unit ECU is connected to the actuator  31 , more precisely to a control board  31   c  (see  FIG. 4 ) of the actuator  31  through the signal line and is configured to control an operation of the actuator  31 . In this embodiment, upon reception of an operation signal from the electric control unit ECU, the control board  31   c  of the actuator  31  controls power to motor  31   m  of the actuator  31 . 
   As shown in  FIG. 2  or  3 , a reel member  31 R is rotatable integrally with an output shaft  31 S of the actuator  31 . The reel member  31 R is connected to a steering throttle arm (steering throttle drive means)  33 A of the carburetor Cb through a wire (or rod)  32 . The steering throttle arm  33 A is provided to be rotatable integrally with a throttle operation shaft  33  of the carburetor Cb only in one direction (direction in which the throttle arm  33 A causes the engine speed to increase, clockwise in FIGS.  2  and  3 ). The carburetor Cb is provided with a stopper  38  as an upper limiter configured to stop further rotation of the steering throttle arm  33 A, i.e., to inhibit the engine speed from exceeding approximately 2000 rpm, in this embodiment. The carburetor Cb is further provided with a stopper  40  as a lower limiter so as to inhibit the engine speed from decreasing to a value not more than an idling speed. 
   The throttle operation shaft  33  of the carburetor Cb is provided with a helical torsion spring  39  configured to cause the operation shaft  33  to return to an idling position (i.e., rotate counterclockwise in  FIGS. 2 and 3  to be brought into contact with the stopper  40 ), when an external force from the steering throttle arm  33 A and an external force from a propulsion throttle arm  33 B of the carburetor Cb are not exerted on the operation shaft  33  any more, i.e., the steering throttle arm  33 A and the propulsion throttle arm  33 B become non-operating states. 
   As in a general carburetor, a throttle valve (not shown) provided within an air-intake passage of the carburetor Cb to be openable and closable, is attached on the throttle operation shaft  33 . By rotating the throttle operation shaft  33 , the throttle valve within the air-intake passage is opened and closed, thereby causing the amount of taken-in air flowing within the carburetor Cb to be increased and decreased. 
   The propulsion throttle arm  33 B as the propulsion throttle drive means is provided on the throttle operation shaft  33  of the carburetor Cb to be rotatable integrally with the throttle operation shaft  33  only in one direction (direction in which the throttle arm  33 B rotates to cause the engine speed to increase, i.e., clockwise in FIGS.  2  and  3 ). As represented by a dashed line in  FIG. 1 , the throttle arm  33 B is connected to the throttle lever Lt attached on the handle  10  (see  FIG. 8 ) through a wire  34 . Upon the rider operating the throttle lever Lt, the throttle operation shaft  33  of the carburetor Cb rotates by rotation of the throttle arm  33 B in  FIG. 2 , thereby causing the throttle valve within the carburetor Cb to open, so that the amount of taken-in air flowing within the carburetor Cb is increased. 
   The steering throttle arm  33 A and the propulsion throttle arm  33 B respectively engage with the throttle operation shaft  33  to cause the throttle operation shaft  33  to rotate to open the throttle valve (clockwise in FIGS.  2  and  3 ). On the other hand, the steering throttle arm  33 A and the propulsion throttle arm  33 B respectively disengage from the throttle operation shaft  33  to cause the throttle operation shaft  33  to rotate to close the throttle valve (counterclockwise in FIGS.  2  and  3 ). That is, when the steering throttle arm  33 A and the propulsion throttle arm  33 B rotate to close the throttle valve, they rotate independently of the throttle operation shaft  33 . The configuration for transmitting the rotation from the throttle arm  33 A or  33 B to the operation shaft  33  only in one direction is accomplished by using a ratchet mechanism. Further, the steering throttle arm  33 A and the propulsion throttle arm  33 B operate independently of each other so that an operation of one of the steering throttle arm  33 A and the propulsion throttle arm  33 B does not affect an operation of the other. 
   In this structure, upon the rider operating the throttle lever Lt in the vicinity of the steering handle  10 , the propulsion throttle arm  33 B connected to the throttle lever Lt through the wire  34  rotates to cause the throttle operation shaft  33  of the carburetor Cb to rotate, but the steering throttle arm  33 A remains unmoved. 
   Conversely, when the steering throttle arm  33 A is rotated by the actuator  31  to cause the throttle operation shaft  33  to rotate, another ratchet mechanism having a similar configuration allows the propulsion throttle arm  33 B to remain unmoved. 
   In  FIG. 2 , reference numerals  51 A and  51 B denote air-intake pipes. It should be appreciated that in  FIGS. 2 and 3 , the positional relationship between the actuator  31  and the carburetor Cb is not illustrated correctly, but rotational relationship between the output shaft  31 S and the steering throttle arm  33 A, and connection between them through the wire  32 , are illustrated. 
   As shown in  FIGS. 7 and 8 , the actuator  31  is secured to an inside of the deck D below a front end of the seat S through a mounting plate member  37  (see  FIGS. 2 and 3 ) by means of bolts. The carburetor Cb is provided on the left side of the engine E. 
   Referring to  FIG. 4 , a detailed structure of the actuator  31  will be described. The above actuator  31  comprises a motor (e.g., servo motor)  31   m , the control board  31   c  configured to control energizing the motor  31   m  and its current value, a spur gear train  31   r  comprised of gears having different number of teeth as reduction gear means (device), the output shaft  31 S for outputting rotation from the motor  31   m  to outside, and a water-proof cover  31   w  that covers these components. 
   The cover  31   w  is comprised of three parts, i.e., a motor casing portion  31   w   1 , a concave base portion  31   w   2 , and a lid portion  31   w   3 . At joint portions of these portions, rubber packings are provided to function as seal. 
   A pinion gear (gear with smaller number of teeth)  31   ra  is attached on a rotational shaft  31   mb  of the motor  31   m  and a large gear (gear with larger number of teeth)  31   rb  is attached on the output shaft  31 S to form a spur geat train  31   r . Therefore, in this embodiment, the rotational shaft  31   mb  of the motor  31   m  and the output shaft  31 S are arranged in parallel. The output shaft  31 S is rotatably supported by two ball bearings  31   g  and  31   h  to reduce rotational resistance. 
   A base end portion  31 S b  of the output shaft  31 S is accommodated within the cover  31   w , and a tip end portion  31 S a  of the output shaft  31 S is exposed outside so as to protrude from the lid portion  31 W 3  of the cover  31 W. An oil seal  31   p  is provided outside the ball bearing  31   g  in the lid portion  31 W 3 , to inhibit entry of water or the like. 
   The control board  31   c  is accommodated within the base portion  31   w   2  to be covered by resin (e.g., polyurethane resin) for waterproofing. 
   Turning now to a timing chart in  FIG. 5 , the relationship between the control state of the power of the actuator and the operational state of the actuator is shown. In  FIG. 5 , “(A)” represents an ampere as a unit of a current value and an arrow in the form of a curved line represents the relationship among “motor power value”, “motor current”, and “motor smoothing current.” The control board  31   c  is configured to control energizing the motor  31   m  (including the current value) in the manner as shown in FIG.  5 . Specifically, as can be seen from an operation signal located on the uppermost side in  FIG. 5 , upon the operation signal from the electric control unit ECU being input to the control board  31   c , the control board  31   c  executes control to allow the motor  31   m  to be energized at a power value (current value) of substantially 100%. As a result, as can be seen from “output shaft operation” in  FIG. 5 , the motor  31   m  operates at the power value of substantially 100% (the output shaft  31 S rotates clockwise in FIG.  2 ). As can be seen from the “motor current” in  FIG. 5 , the current flowing within the motor  31   m  has a maximum value (max(1) in  FIG. 5 ) at the activation of the motor  31   m , and thereafter, decreases gradually with an elapse of time. Thereby, by the wire  32  with a base end connected to the rotational shaft of the motor  31   m , the steering throttle arm  33 A rotates clockwise in  FIG. 2  to be brought into contact with the stopper  38 . 
   Under this condition, as can be seen from the “motor current” in  FIG. 5 , the current value of the motor  31   m  rapidly increases to the maximum value (see max (2) in  FIG. 5 ) again. When the current value becomes the maximum value in this manner, the control board  31   c  detects fluctuation (increase) in the current value and executes control so that the value of the current flowing within the motor  31   m  is reduced to substantially 30% (see “motor power value” in FIG.  5 ). Such an energized state continues until the operation signal from the electric control unit ECU to the control board  31   c  is stopped as shown in FIG.  5 . Upon the operation signal from the electric control unit ECU to the control board  31   c  being stopped, that is, as soon as the operation signal is not output any more from the electric control unit ECU, the control board  31   c  stops energizing the motor  31   m.    
   Thereby, a spring force of the helical torsion spring  9  for return causes the throttle operation shaft  33  and the steering throttle arm  33 A of the carburetor Cb to return to their respective initial states (idling states). Correspondingly, the reel member  31 R returns to its initial state. 
   The actuator  31  and the small watercraft comprising the actuator  31  function as described below, during cruising. Hereinbelow, with reference to the flowchart in  FIG. 6 , this will be described. 
   Here, it is assumed that the rider operates the throttle lever Lt (see  FIG. 8 ) to cause the throttle valve of the engine E to be closed, and thereby, the engine speed of the engine E decreases to an idling state. Under this condition, upon the rider operating the handle  10  a predetermined angle or more to the right or to the left, the throttle position sensor Ss and the steering position sensor Sp detect the corresponding operations (Steps  1  and  2 ) and send detection signals to the electric control units ECU. Upon detecting these signals, the electric control unit ECU sends the operation signal to the control board  31   c  of the actuator  31 , and upon reception of the operation signal, the actuator  31  operates (Step  3 ). Specifically, the control board  31   c  starts energizing the motor  31   m  at the power value of substantially 100%. As a result, the steering throttle arm  33 A rotates until it makes contact with the stopper  38 . 
   As can be seen from  FIG. 3 , when the steering throttle arm  33 A makes contact with the stopper  38 , the control board  31   c  executes control so that the power value of the motor decreases from substantially 100% to substantially 30%, as can be seen from the “motor power value” in FIG.  5 . Thereby, the steering throttle arm  33 A continues the condition of contact with the stopper  38  and the engine E achieves an operating state at approximately 2000 rpm in this embodiment. Now, the small watercraft can be steered. 
   And, when the small watercraft arrives at a shore or pier, for example, and the rider turns OFF a switch of the engine E, energizing the electric control unit ECU and the actuator  31  are stopped. As a result, the motor  31   m  stops, and the spring force of the helical torsion spring  39  causes the throttle operation shaft  33  to return to cause the engine E to enter the idling state. The steering throttle arm  33 A moves away from the stopper  38  and returns to its initial state (see the steering throttle arm  33 A in FIG.  2 ). Thereby, by the spring force applied through the wire  32 , the output shaft  31 S of the actuator  31  returns to its initial state. 
   Upon the rider turning ON the switch of the engine E again, the engine E starts in the idling state. That is, it is not necessary to reset the actuator  31  so that the engine E re-starts in the idling state. 
   The water-proof actuator  31  can be placed within the engine room  20  without a sealed space for placing the actuator  31 . In this state, installation of electric components such as the control board  31   c , the motor  31   m , etc, is not affected by water or the like. 
   Instead of using the actuator  31  for operating the throttle valve of the carburetor Cb, this actuator  31  may be used for operating another component, for example, a valve provided within an exhaust passage of the engine E. In an alternative configuration, the actuator  31  may be used for operating a valve within a leading passage for taking in ambient air into the engine room. 
   As this invention may be embodied in several forms without departing from the spirit of essential characteristics thereof, the present embodiment is therefore illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within metes and bounds of the claims, or equivalence of such metes and bounds thereof are therefore intended to be embraced by the claims.