Patent ID: 12233980

DESCRIPTION OF THE EMBODIMENTS

Hereinafter, respective embodiments of the present invention will be described in detail with reference to the drawings. However, configurations described in the following respective embodiments are merely examples, and the scope of the present invention is not limited by the configurations described in the following respective embodiments.

First, a first embodiment of the present invention will be described with reference toFIGS.1to5.

A throttle grip apparatus10shown inFIG.1is able to be applied to various types of vehicle bodies such as a motorcycle provided with a handlebar. It should be noted that the throttle grip apparatus10is not limited to the case where it is applied to a motorcycle, but may also be applied to saddle riding type vehicles which include vehicles other than motorcycles. “The saddle riding type vehicles” include all vehicles that a rider straddles the vehicle body when riding. That is, “the saddle riding type vehicles” include not only motorcycles (also including motorized bicycles) but also three-wheel vehicles and four-wheel vehicles that are classified as ATVs (All Terrain Vehicles) or irregular ground traveling vehicles, and snowmobiles. Further, the throttle grip apparatus10is also able to be applied to marine vessels such as water motorcycles (personal watercrafts). In the first embodiment of the present invention, as one example of the throttle grip apparatus10, a throttle grip apparatus for the right side is illustrated. Furthermore, inFIGS.1to4, the left side of the figure is a vehicle body center side (a −X side), and the right side of the figure is a vehicle body outside (a +X side). As shown inFIG.2, the throttle grip apparatus10includes a handlebar11, an accelerator position sensor unit (hereinafter, simply referred to as “an APS unit”)1that is fixed to the handlebar11, and a cover7that covers the APS unit1. In addition, the throttle grip apparatus10further includes a throttle pipe12that is coupled to the +X side of the APS unit1, and a grip member13that covers the throttle pipe12.

The handlebar11is configured by a cylindrical member. The handlebar11has a linear shape in the first embodiment of the present invention, but is not limited to this, and for example, may be curved in the middle of a longitudinal direction. Further, an outer diameter of the handlebar11is constant in the first embodiment of the present invention, but the outer diameter of the handlebar11is not limited to this, and for example, may be changed, that is, the outer diameter of the handlebar11may be expanded or reduced.

As shown inFIG.4, as with the handlebar11, the throttle pipe12and the grip member13are each configured by a cylindrical member. Further, the throttle pipe12and the grip member13are disposed concentrically with the handlebar11with a central axis O11of the handlebar11as the center. The throttle pipe12is supported by the handlebar11in a state of being rotatable around the central axis O11of the handlebar11along an outer circumference surface111of the handlebar11. Further, a flange portion121is formed at an end portion on the −X side of the throttle pipe12. Moreover, the flange portion121engages with the cover7, and functions as a retainer that prevents the throttle pipe12from coming off from the handlebar11. As a result, a state, in which the throttle pipe12and the APS unit1are coupled, is maintained. The grip member13is coupled and fixed to an outer circumference side of the throttle pipe12. The grip member13is gripped by a driver who drives the vehicle body and is operated by the driver so as to rotate around the central axis O11, thus the grip member13rotates together with the throttle pipe12. A rotation angle of the throttle pipe12is detected by the APS unit1that will be described later. Further, a tapered portion131whose outer diameter gradually increases toward the −X side is formed at an end portion on the −X side of the grip member13. The tapered portion131is able to reduce a step (an outer diameter difference) between the grip member13and the cover7.

As shown inFIGS.2and3, the APS unit1includes an accelerator position sensor main body (hereinafter, simply referred to as “an APS main body”)3, and a sensor case4that houses the APS main body3. The APS main body3is coupled to the −X side of the throttle pipe12. Further, when the grip member13and the throttle pipe12are operated by the driver so as to rotate around the central axis O11, the APS main body3is able to detect the rotation angle of the throttle pipe12rotating around the central axis O11. An opening degree of a throttle valve (not shown) of the vehicle body is adjusted according to the magnitude of this rotation angle. Moreover, the APS main body3may be configured by, for example, a magnetic sensor which has a Hall element. As a result, a detection result obtained by the APS main body3, that is, the rotation angle detected by the APS main body3is transmitted to a control system of the vehicle body as an electric signal.

As shown inFIG.3, the sensor case4includes a case main body5, and a lid body6that is attached to the case main body5. The case main body5includes a ring-shaped portion51that has a ring shape, and a side wall portion52that is formed along an edge portion of the ring-shaped portion51. The handlebar11is able to be inserted through a through hole511, which is formed at the central part of the ring-shaped portion51. Further, the side wall portion52includes a protruding portion521protruding upward, a protruding portion522protruding downward, and a protruding portion523protruding toward the front of the vehicle body. A through hole524that penetrates in a front-rear direction of the vehicle body is formed at the protruding portion521. A screw141, which will be described later, is inserted through the through hole524(seeFIG.2). Further, a through hole525that penetrates in the front-rear direction of the vehicle body is formed at the protruding portion522. A screw142, which will be described later, is inserted through the through hole525(seeFIG.2). Furthermore, a through hole526that penetrates in a direction of the central axis O11is formed at the protruding portion523. A screw143, which will be described later, is inserted through the through hole526(seeFIG.3).

The lid body6has a ring shape, and the handlebar11is able to be inserted through a through hole61, which is formed at the central part of the lid body6. The lid body6includes an engaging piece62and an engaging piece63that are formed so as to protrude from an edge portion of the lid body6, and a boss64that is formed so as to protrude from a surface facing the −X side. All of the engaging piece62, the engaging piece63, and the boss64protrude toward the −X side. Further, the engaging piece62, the engaging piece63, and the boss64are disposed around the central axis O11at substantially equal angular intervals. Furthermore, the engaging piece62engages with a convex portion527, which is formed on the side wall portion52of the case main body5. The engaging piece63engages with a convex portion528, which is formed on the side wall portion52of the case main body5. A female screw641is formed on the boss64, and the screw143, which has been inserted through the through hole526of the case main body5, is screwed into the female screw641. By such engagement and screwing, the lid body6is able to be attached from the +X side of the case main body5. Further, the APS main body3is housed and disposed within a space surrounded by the case main body5and the lid body6. Furthermore, the lid body6is provided with a coupler65that has an electric terminal. By connecting the coupler65and a coupler (not shown) on the vehicle body side, the APS main body3and the control system of the vehicle body are electrically connected.

The APS unit1is covered with the cover7. Thereby, the APS unit1is able to be protected. As shown inFIG.2, the cover7is formed by assembling a pair of half-split bodies that are splittable in the front-rear direction of the vehicle body. Hereinafter, the half-split body located in the front of the vehicle body is referred to as “a half-split body8”, and the half-split body located in the rear of the vehicle body is referred to as “a half-split body9”. Moreover, in the first embodiment of the present invention, although the cover7is configured by the pair of half-split bodies that are splittable in the front-rear direction of the vehicle body, the cover7is not limited to this, and for example, may be configured by a pair of half-split bodies that are splittable in a vertical direction.

The half-split body8is configured by a hollow body in which an internal space80opens toward the rear of the vehicle body. Further, the half-split body8includes a tip wall portion81located on the +X side, a base end wall portion82located on the −X side, and a side wall portion83connecting the tip wall portion81and the base end wall portion82. On the other hand, the half-split body9is configured by a hollow body in which an internal space90opens toward the front of the vehicle body. Further, the half-split body9includes a tip wall portion91located on the +X side, a base end wall portion92located on the −X side, and a side wall portion93connecting the tip wall portion91and the base end wall portion92. As shown inFIG.2, the half-split body8and the half-split body9are fastened via the screw141and the screw142that are inserted from the side wall portion83side of the half-split body8toward the side wall portion93side of the half-split body9. As a result, the half-split body8and the half-split body9become in an assembled state, and function as the cover7that covers the APS unit1. In addition, at this time, the screw141is inserted through the through hole524of the APS unit1, and the screw142is inserted through the through hole525of the APS unit1. As a result, the APS unit1and the cover7are coupled and fixed.

A semi-arc-shaped recessed portion811is formed at the tip wall portion81of the half-split body8, and a semi-arc-shaped recessed portion911is formed at the tip wall portion91of the half-split body9. Further, in the assembled state in which the half-split body8and the half-split body9are assembled, the recessed portion811and the recessed portion911face each other to form an insertion hole71(seeFIG.4) through which the handlebar11is inserted together with the throttle pipe12. Similarly, a semi-arc-shaped recessed portion821is formed at the base end wall portion82of the half-split body8, and a semi-arc-shaped recessed portion921is formed at the base end wall portion92of the half-split body9. Further, in the assembled state, the recessed portion821and the recessed portion921face each other to form an insertion hole72(seeFIG.4) through which the handlebar11is inserted.

As shown inFIG.2, a guide pin822is provided in the recessed portion821of the half-split body8. Further, as shown inFIG.4, the guide pin822is inserted into and fitted into a guide hole112, which is formed at a pipe wall of the handlebar11so as to penetrate the pipe wall. As a result, rotating around the central axis O11of the cover7and the APS unit1is restricted. In this way, in the throttle grip apparatus10, the guide pin822and the guide hole112function as a rotation stopper for the cover7and the APS unit1.

Further, a groove812, with which the flange portion121of the throttle pipe12engages from the rear of the vehicle body, is formed at the tip wall portion81of the half-split body8. On the other hand, a groove912, with which the flange portion121of the throttle pipe12engages from the front of the vehicle body, is formed at the tip wall portion91of the half-split body9.

As described above, the APS unit1is fixed to the handlebar11. Hereinafter, this fixing structure will be described.

As shown inFIGS.2and3, the case main body5of the sensor case4includes an arc-shaped extending portion53extending along the direction of the central axis O11of the handlebar11. The extending portion53is formed at an edge portion of the through hole511of the case main body5so as to protrude toward the −X side (one side of the central axis O11). As shown inFIG.5, the extending portion53has an arc shape centered on the central axis O11when viewed from the direction of the central axis O11. Further, the extending portion53is sandwiched between the outer circumference surface111of the handlebar11and the semi-arc-shaped recessed portion921of the half-split body9constituting the cover7. As a result, the APS unit1is directly fixed to the handlebar11.

As compared with a case of fixing the APS unit1to the handlebar11via for example, a member for fixing the APS unit, such a fixing structure is able to stably fix the APS unit1to the handlebar11. As a result, it is possible to sufficiently suppress wobbling of the APS unit1for example, when the throttle pipe12is operated together with the grip member13, and thus, it is possible to accurately perform accurate rotation angle detection of the throttle pipe12by the APS unit1. Further, a pressing force (a holding force) from the half-split body9acting on the extending portion53is able to be received by the handlebar11having a higher rigidity than the extending portion53. This enables more stable fixing of the APS unit1. Furthermore, since the APS unit1is directly fixed to the handlebar11, as compared with the case of using for example, the member for fixing the APS unit as described above, it becomes possible to perform accurate positioning of the APS unit1with respect to the handlebar11. As described above, in the throttle grip apparatus10, with a simple configuration in which the extending portion53is sandwiched between the handlebar11and the cover7, it is possible to stably fix the APS unit1to the handlebar11. In addition, it is possible to easily perform the positioning of the APS unit1with respect to the handlebar11.

For example, a central angle θ53(seeFIG.5) of the extending portion53is preferably 180 degrees or less, and more preferably 90 degrees or more and 180 degrees or less. For example, in a case that the extending portion53is circular with the central axis O11as the center, there is a risk that depending on the degree of an error between a curvature of the extending portion53and a curvature of the handlebar11, a gap occurs between the extending portion53and the handlebar11, and thus it becomes difficult to sufficiently sandwich the extending portion53between the handlebar11and the cover7. However, by making the extending portion53has an arc shape in which the central angle θ53is within the above numerical range, even in the case that there is an error, it is possible to sufficiently sandwich the extending portion53between the handlebar11and the cover7.

Further, the extending portion53is eccentrically located on the half-split body9(one half-split body) side of the half-split body8and the half-split body9. For example, in a case that the extending portion53is disposed across both the half-split body8and the half-split body9, it is necessary to form a portion that sandwiches the extending portion53in each of the half-split body8and the half-split body9. However, since the extending portion53is eccentrically located on the half split body9side, it is sufficient to form the portion that sandwiches the extending portion53only in the half-split body9, and it is possible to omit forming the portion that sandwiches the extending portion53in the half-split body8. This facilitates the design of the cover7. Moreover, in the first embodiment of the present invention, although one extending portion53is disposed on the half-split body9side, arrangement of the extending portion53is not limited to this, and for example, a plurality of extending portions53may be disposed on the half-split body9side.

The extending portion53is formed so as to protrude toward the −X side as described above, but does not protrude from the cover7(seeFIGS.1and4). This improves the appearance of the throttle grip apparatus10and contributes to the miniaturization of the APS unit1. Further, the extending portion53is protected by the cover7, and thus damage or the like in the extending portion53can be prevented. Moreover, in the first embodiment of the present invention, although the extending portion53is formed so as to protrude to the −X side, the present invention is not limited to this, and the extending portion53may be formed so as to protrude to the +X side.

Further, minute irregularities (minute recesses and protrusions) by rough surface processing may be formed on an inner circumference surface531of the extending portion53that abuts on the outer circumference surface111of the handlebar11, and an outer circumference surface532of the extending portion53that abuts on the recessed portion921of the half-split body9.

Furthermore, the cover7may be provided with a switch (not shown) for operating an electrical component (for example, a direction indicator) mounted on the vehicle body.

Next, a second embodiment of the present invention will be described with reference toFIG.6.

As shown inFIG.6, in the second embodiment of the present invention, a curvature of the inner circumference surface531of the extending portion53is smaller than a curvature of the outer circumference surface111of the handlebar11. Therefore, a center O53of the arc of the extending portion53exists on the half-split body8(the other half-split body) side. It should be noted that the half-split body8is paired with the half-split body9. As a result, it is possible to make the central part of the extending portion53in a circumferential direction preferentially abut on the handlebar11. Therefore, the extending portion53can be sandwiched between the handlebar11and the cover7without being deformed, and thus it is possible to more stably fix the APS unit1to the handlebar11.

Next, a third embodiment of the present invention will be described with reference toFIGS.7and8.

As shown inFIG.7, in the third embodiment of the present invention, a switch main body15(the throttle grip apparatus10) is disposed adjacent to the −X side (the one side of the central axis O11) with respect to the APS unit1. The switch main body15includes a switch (not shown) for operating an electrical component (for example, a direction indicator) mounted on the vehicle body. In addition, the switch main body15includes a cover151on which the switch is provided.

Further, the extending portion53protrudes from the cover7toward the cover151, that is, protrudes from the cover7to the −X side. Furthermore, as shown inFIG.8, the extending portion53is sandwiched between the handlebar11and the cover151of the switch main body15. As a result, the extending portion53is not only sandwiched between the handlebar11and the cover7, but also sandwiched between the handlebar11and the cover151of the switch main body15. Therefore, the holding force with respect to the extending portion53is increased, the APS unit1is more firmly fixed, and further, it is possible to perform relative positioning between the APS unit1and the switch main body15.

Moreover, as with the cover7, the cover151is preferably formed by assembling a pair of half-split bodies. In this case, as shown inFIG.8, among the pair of half-split bodies that constitutes the cover151, the half-split body located in the front of the vehicle body is referred to as “a half-split body152”, and the half-split body located in the rear of the vehicle body is referred to as “a half-split body153”. The extending portion53is held by the half-split body153. Moreover, in the third embodiment of the present invention, although the cover151is configured by the pair of half-split bodies that are splittable in the front-rear direction of the vehicle body, the cover151is not limited to this, and for example, may be configured by a pair of half-split bodies that are splittable in the vertical direction.

This application claims the benefit of Japanese Patent Application No. 2021-136426 filed on Aug. 24, 2021 which is hereby incorporated by reference herein in its entirety.