Rotation angle detection device

Abstract

To solve the problem of increased parts and assembly man-hours in a rotation angle detection device that detects the rotation angle of the throttle grip. [Solution] The rotation angle detection device of the present disclosure comprises a rotating member that rotates in conjunction with a throttle grip that is rotatable about the axis of the handlebar, a holding member attached to the rotating member and rotating together with the rotating member, and a magnet attached to the holding member and rotating relative to a magnetic sensor fixed to the handlebar, wherein the magnet is configured to be attached to the holding member along the axial direction of the handlebar, and the holding member is configured to be attached to the rotating member in a direction perpendicular to the axial direction with respect to the rotating member, with the magnet attached.

Description

Technical Field

[0001] The present invention relates to a rotation angle detection device for detecting the rotation angle of a throttle grip.

Background Art

[0002] Vehicles equipped with a handlebar, such as motorcycles, have a throttle device mounted on the handlebar. The throttle device includes a throttle grip rotated by a driver and a rotation angle detection device for detecting the rotation angle of the throttle grip, and an accelerator operation of the vehicle is performed according to the detected rotation angle of the throttle grip.

[0003] The rotation angle detection device includes a magnet that rotates relative to a magnetic sensor as the throttle grip rotates. For example, in Patent Document 1, a magnet is housed in a recess formed in an interlocking member that rotates in conjunction with the rotation of the throttle grip.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the above-mentioned Patent Document 1, it is necessary to fix the magnet housed in the recess formed in the interlocking member, which causes problems such as an increase in the number of parts required for fixing and an increase in the assembly man-hours. <{

[0006] Therefore, an object of the present disclosure is to solve the problem that the number of parts and the assembly man-hours increase in a rotation angle detection device for detecting the rotation angle of a throttle grip.

Means for Solving the Problems

[0007] A rotation angle detection device, which is one embodiment of the present disclosure, A rotating member that rotates in conjunction with a throttle grip that can rotate around the axis of the handlebar, A holding member attached to the rotating member and rotating together with the rotating member, The system includes a magnet attached to the holding member and rotating relative to a magnetic sensor fixed to the handlebar, The magnet is configured to be attached to the holding member along the axial direction of the handlebar, The holding member is configured to be attached to the rotating member in a direction perpendicular to the axial direction, with the magnet attached. Furthermore, the assembly method of a rotation angle detection device, which is one embodiment of this disclosure, A rotating member that rotates in conjunction with a throttle grip that can rotate around the axis of the handlebar, A holding member attached to the rotating member and rotating together with the rotating member, A magnet attached to the holding member and rotating relative to the magnetic sensor fixed to the handlebar, A method for assembling a rotation angle detection device equipped with, The magnet is attached to the holding member along the axial direction of the handlebar, The holding member to which the magnet is attached is mounted to the rotating member in a direction perpendicular to the axial direction. This is the structure it takes. [Effects of the Invention]

[0008] As described above, this disclosure makes it possible to suppress an increase in the number of parts and assembly man-hours in a rotation angle detection device for detecting the rotation angle of the throttle grip. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows the overall configuration of the throttle device in this disclosure. [Figure 2] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 3] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 4] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 5] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 6] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 7] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 8] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 9] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 10] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 11] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 12] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 13] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 14] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 15] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 16] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 17] It is a diagram showing a part of the configuration of the throttle device in the present disclosure. [Figure 18] It is a diagram showing a part of the configuration of the throttle device in the present disclosure.

Embodiments for Carrying Out the Invention

[0010] <Embodiment 1> A first embodiment of this disclosure will be described with reference to the drawings. The drawings may be relevant to any embodiment.

[0011] [composition] The throttle device in this embodiment is installed on a vehicle equipped with a handlebar 1, such as a motorcycle, and the driver (operator) adjusts the accelerator opening by rotating a throttle grip 2, which is rotatably mounted along the outer surface of the handlebar 1, to perform accelerator operation. At this time, the throttle device is configured to detect the rotation angle of the throttle grip 2 and functions as a rotation angle detection device.

[0012] Figure 1 shows the overall configuration of the throttle device mounted on one end of the handlebar 1. In this figure, the right side is the right tip of the handlebar 1, and will be referred to as the tip side hereafter, while the left side is the center of the handlebar 1, i.e., the vehicle side, and will be referred to as the vehicle side hereafter. As shown in Figure 1, the throttle device comprises a throttle grip 2 mounted on the handlebar 1 so as to be rotatable around the axis C of the handlebar 1, and housings 31 and 32 located on the vehicle side of the throttle grip 2. The handlebar 1 is a rod-shaped member with a circular cross-section, and the throttle grip 2 mounted around the handlebar 1 is substantially cylindrical in shape.

[0013] Figure 2 shows the throttle device shown in Figure 1 with the throttle grip 2 and housings 31 and 32 removed. As shown in Figure 2, a throttle pipe 21 is provided inside the throttle grip 2, which rotates along the outer surface of the handlebar 1 in conjunction with the throttle grip 2. Since the throttle pipe 21 rotates integrally with the throttle grip 2, it will be described below as having the same configuration as the throttle grip 2. The housings 31 and 32 are composed of two separate housings, a first housing 31 and a second housing 32, which are fastened together and fixed to the handlebar 1 as will be described later. At least a portion of the electrical equipment, such as an accelerator position sensor 5 that detects the rotation angle of the throttle grip 2, is housed inside the housings 31 and 32. Other electrical equipment, such as a switch device, may also be housed in the housings 31 and 32.

[0014] Here, the configuration of the housings 31 and 32 described above will be explained in detail. Figures 3 to 6 show Figure 1 viewed from the left side, that is, the throttle device shown in Figure 1 viewed from the vehicle side of the handlebar 1. In this case, Figure 3 shows the throttle device shown in Figure 1 with the throttle grip 2 removed, Figure 4 shows the throttle device shown in Figure 3 with the second housing 32 of the housings 31 and 32 further removed, and Figures 5 and 6 show the throttle device shown in Figure 3 with the handlebar 1 further removed. Note that Figure 6 is shown from a different viewing angle than Figures 5, etc.

[0015] As shown in Figures 3 to 6, the housings 31 and 32 are fixed to the handlebar 1 by fastening the first housing 31 and the second housing 32 together with screws or the like. As will be described later, the first housing 31 is fastened and fixed to the handlebar 1, and the second housing 32 is fastened and fixed to the first housing 31, thereby fixing the housings 31 and 32 themselves to the handlebar 1. When the housings 31 and 32 are integrated, they are formed as hollow, substantially cylindrical members, with the height direction of the substantially cylindrical member oriented axially, and the substantially circular end faces positioned perpendicular to the axial direction. Furthermore, near the center of the substantially circular end faces of the integrated housings 31 and 32, substantially circular insertion portions 33 corresponding to the outer shape of the handlebar 1 are formed so that the handlebar 1 can be inserted through them.

[0016] Furthermore, with the handlebar 1 inserted through the insertion portion 33 of the integrated housings 31 and 32, the portion of the handlebar 1 adjacent to the vehicle-side end face of the housings 31 and 32 becomes a fastening point 1A that is fastened to the first housing 31, as will be described later. Specifically, of the handlebar 1, which is a rod-shaped member with a circular cross-section, the portion of the housings 31 and 32 that is located on the vehicle side relative to the insertion portion 33 and is adjacent to the insertion portion 33 becomes the fastening point 1A.

[0017] The housings 31 and 32 described above are formed by dividing a roughly cylindrical member, which is integrated into two parts in the height direction, approximately in half or at a predetermined ratio, to form the first housing 31 and the second housing 32. A first contact portion 31A (housing-side contact portion) is formed on the vehicle-side end face of the first housing 31, extending from the aforementioned insertion portion 33 along the axial direction of the handlebar 1. At this time, the inner surface of the first contact portion 31A facing the handlebar 1 is formed as a concave curved surface, i.e., an arc-shaped surface, in accordance with the outer surface shape of the fastening portion 1A of the handlebar 1. As a result, the inner surface of the first contact portion 31A of the first housing 31 contacts the outer surface of the fastening portion 1A of the handlebar 1, which is inserted into the insertion portion 33 of the housings 31 and 32. At this time, it is desirable that the curvature of the outer surface of the handlebar 1 is greater than the curvature of the inner surface of the first contact portion 31A, but this will be discussed later.

[0018] Furthermore, the second housing 32 of the housings 31 and 32 does not have the same configuration as the first contact portion 31A formed on the first housing 31 described above. In other words, the vehicle-side end face of the second housing 32 does not have a portion that extends from the insertion portion 33 along the axial direction of the handlebar 1.

[0019] On the other hand, from the insertion portion 33 formed on the vehicle-side end face of the second housing 32, the components constituting the accelerator position sensor 5, which are housed inside the second housing 32, extend along the axial direction of the handlebar 1. Specifically, the second housing 32 houses a base portion 51 that forms the housing as a component of the accelerator position sensor 5, and the vehicle-side end face of this base portion 51 extends along the axial direction of the handlebar 1 to form a second contact portion 51A (electrical device side contact portion). At this time, the surface of the second contact portion 51A facing the handlebar 1, i.e., the inner surface, is formed as a concave curved surface, i.e., an arc-shaped surface, in accordance with the outer surface shape of the fastening portion 1A of the handlebar 1. As a result, the inner surface of the second contact portion 51A of the base portion 51 comes into contact with the outer surface of the fastening portion 1A of the handlebar 1, which is inserted into the insertion portion 33 of the housings 31 and 32. In this case, it is desirable that the curvature of the outer surface of the handlebar 1 is greater than the curvature of the inner surface of the second contact portion 51A, but this will be explained later.

[0020] As described above, the first contact portion 31A and the second contact portion 51A surround the fastening point 1A of the handlebar 1 and are positioned to abut each other in the circumferential direction of the handlebar 1. As a result, the first contact portion 31A and the second contact portion 51A, when brought together, form a cylindrical shape that surrounds the fastening point 1A of the handlebar 1 and are positioned to sandwich the fastening point 1A.

[0021] Then, with the first contact portion 31A and the second contact portion 51A surrounding the fastening point 1A of the handlebar 1, a fastening member 6, which is a rod-shaped member such as a screw, is passed through the first contact portion 31A and the second contact portion 51A, as well as the fastening point 1A of the handlebar 1 located inside, and the fastening member 6 is fastened. As a result, the fastening point 1A of the handlebar 1 is sandwiched and surrounded by the first contact portion 31A and the second contact portion 51A, and fastened by the fastening member 6. Consequently, the accelerator position sensor 5 and the housings 31 and 32 that house it can be attached to the handlebar 1 with a small number of parts and a small amount of work.

[0022] As described above, by making the curvature of the outer surface of the handlebar 1 greater than the curvature of the inner surfaces of the first contact portion 31A and the second contact portion 51A, the inner surfaces of the first contact portion 31A and the second contact portion 51A can be brought into contact with the handlebar 1 only at the point where the fastening member 6 penetrates. This allows the handlebar 1 to be more securely gripped by the inner surfaces of the first contact portion 31A and the second contact portion 51A, thereby suppressing rattling and loosening during fastening.

[0023] Next, the configuration of the accelerator position sensor 5 described above will be explained in detail. Here, Figure 7 shows the throttle device shown in Figure 2 with the shield 55 removed, Figure 8 shows the throttle device shown in Figure 2 with the base portion 51 removed, and Figure 9 shows the torsion spring 52.

[0024] As shown in Figures 7 to 9, the accelerator position sensor 5 includes a detection device (detection means) that detects the rotation angle of the throttle pipe 21, which rotates due to the operation of the throttle grip 2 by the driver (operator). The detection device consists of a magnetic sensor 57, a magnet 8, a shield 55, etc., and this configuration will be described later.

[0025] Furthermore, the accelerator position sensor 5 is configured to allow the driver to feel the rotational operation of the throttle grip 2. Specifically, the accelerator position sensor 5 includes a torsion spring (elastic member) 52 that biases the throttle pipe 21 to rotate in the other rotational direction when the throttle pipe 21 rotates in one rotational direction together with the throttle grip 2 due to operation by the driver, and a sliding member 53 that slides with the torsion spring 52 as the throttle pipe 21 rotates in one rotational direction.

[0026] The torsion spring 52 is an elastic member in the shape of a coil wound in an annular shape. The coil stacking direction of the torsion spring 52 is located in the axial direction of the handlebar 1, with one end 52a located on the base side of the handlebar 1 and the other end 52b located on the tip side of the handlebar 1. The torsion spring 52 is connected to the handlebar 1 at one end 52a and to the throttle grip 2 at the other end 52b. Specifically, as shown in Figures 7 and 8, one end 52a of the torsion spring 52 is connected to the base portion 51 (base) that constitutes the accelerator position sensor 5 which is fixedly mounted on the handlebar 1. The base portion 51 is fixed to the handlebar 1 on the vehicle side (the base side, opposite to the tip side of the handlebar 1) than the throttle pipe 21. The other end 52b of the torsion spring 52 is located on the tip side of the handlebar 1 than the one end 52a and is connected to the throttle pipe 21 which rotates in conjunction with the throttle grip 2. Furthermore, a rotating portion 21A is formed at the base end of the throttle pipe 21, with a larger diameter than the main body portion at the tip end of the throttle pipe 21, and the other end 52b of the torsion spring 52 is connected to a predetermined location on this rotating portion 21A. However, the other end 52b of the torsion spring 52 may be indirectly connected to the throttle grip 2 via the throttle pipe 21 as described above, or it may be directly connected to the throttle grip 2.

[0027] With the above configuration, when the throttle grip 2 (throttle pipe 21) is rotated in one direction by the driver's operation, that is, in the direction of opening the accelerator as shown by arrow Y1 in Figure 7, the torsion spring 52 deforms and compresses so that the inner circumference of the coil portion becomes smaller, generating a rotational force that rotates the throttle grip 2 in the opposite direction (the other direction of rotation). In other words, when the throttle grip 2 is rotated in one direction, the torsion spring 52 biases it with a rotational force in the direction of return. As a result, when the driver releases the operation of the throttle grip 2, the throttle grip 2 returns to its original rotational position.

[0028] In this embodiment, the throttle grip 2 is equipped with a sliding member 53 that slides against the torsion spring 52 as the throttle grip 2 rotates in one direction. The sliding member 53 is fixed directly or indirectly via other parts to the base portion 51 of the accelerator position sensor 5, and is positioned on the other rotational side of the connection point between the torsion spring 52 and the throttle pipe 21, which is the other end of the torsion spring 52. Specifically, the sliding member 53 protrudes from the base portion 51 side toward the throttle pipe 21 side (tip side) and is positioned on the inner circumference side of the coil portion of the torsion spring 52, and is in contact with or close to the coil portion. As a result, when the inner diameter of the coil portion of the torsion spring 52 deforms to become smaller as the throttle grip 2 rotates in one direction, the coil portion and the sliding member 53 come into contact and slide against each other. At this time, a predetermined frictional force is generated by the sliding between the torsion spring 52 and the sliding member 53, allowing the driver to feel the rotation of the throttle grip 2.

[0029] As described above, by configuring the throttle device, a structure that allows the driver to feel the rotation of the throttle grip 2 can be created in a simple and compact manner. As a result, the problem of the throttle device being large can be solved.

[0030] The sliding member 53 is not necessarily limited to being positioned in the above-described location. For example, it may be located on the outer circumference of the coil portion of the torsion spring 52, as long as it is positioned to slide against the deformation of the torsion spring 52. Furthermore, other elastic members may be used instead of the torsion spring 52. In other words, any elastic member may be used instead of the torsion spring 52, as long as it biases the throttle grip 2 with rotational force as described above and slides against the sliding member 53 in conjunction with the rotational movement of the throttle grip 2. The sliding member 53 is formed of a resin such as polyacetal, for example, but may be made of any material.

[0031] Next, the configuration of the detection device (detection means) for detecting the rotation angle of the throttle grip 2 (throttle pipe 21) in the accelerator position sensor 5 described above will be explained in detail. Here, Figure 10 is a side view of a part of the throttle device shown in Figure 8, and Figures 11 and 13 are cross-sectional views of Figure 10. Furthermore, Figure 12 is a view with some of the components of Figure 10 removed, and Figure 14 is a modified example of Figure 11.

[0032] As shown in Figures 8, 10 to 13, etc., the detection device constituting the accelerator position sensor 5 includes a magnetic sensor 57 fixed to the handlebar 1, a shield 55 covering the magnetic sensor 57, and a magnet 8 that rotates together with the throttle grip 2 (throttle pipe 21). Each component will be described in detail below.

[0033] The magnetic sensor 57 is mounted on a substrate 56 attached to a base portion 51 fixed to the handlebar 1, as described above. The magnetic sensor 57 is composed of, for example, a Hall element, a magnetoresistive element, a magnetohistoelectric element, or a superconducting quantum interference element, but such elements are just examples and it may be composed of any element.

[0034] The magnet 8 is mounted on a retaining member 7 attached to the throttle pipe 21, which rotates together with the throttle grip 2. The magnet 8 is positioned parallel to and opposite the magnetic sensor 57 along a direction perpendicular to the axial direction of the throttle pipe 21 (handlebar 1), and is also positioned to rotate relative to the magnetic sensor 57. As a result, the magnet 8 rotates in accordance with the rotation of the throttle grip 2, allowing the magnetic sensor 57 to detect a value corresponding to the direction of the magnetic flux along the rotation direction of the throttle grip 2, thereby detecting the rotation angle of the throttle grip 2. The structure of the retaining member 7 and the magnet 8 will be described later.

[0035] The shield 55 is made of a magnetic material and is positioned to surround the magnetic sensor 57. Specifically, the shield 55 is composed of a main portion 55a located on the opposite side of the handlebar 1 from the location of the magnetic sensor 57, and extensions 55b and 55c extending from both ends of the main portion 55a toward the handlebar 1, respectively, so as to sandwich the location of the magnetic sensor 57. For example, the shield 55 is formed in a roughly U-shape with both ends of a plate-like member bent, and the ends of each bent extension 55b and 55c are positioned opposite the handlebar 1. Specifically, in the example shown in Figure 11, the main portion 55a of the shield 55 is positioned approximately parallel to the axis of the handlebar 1, and each extension 55b and 55c of the shield 55 is bent and extended so as to be approximately perpendicular to the axis of the handlebar 1. In this configuration, the shield 5 is formed so as to cover the sides of the magnetic sensor 57 placement area, that is, both sides in the axial direction of the handlebar 1, by the extended portions 55b and 55c. On the other hand, the area between the extended portions 55b and 55c of the shield 55 is open and does not cover the magnetic sensor 57 placement area. However, the handlebar 1 itself, which is made of magnetic material, is positioned at a distance from this opening.

[0036] Here, Figure 12 shows the positional relationship between the shield 55 described above, the magnetic sensor 57 mounted on the substrate 56, and the magnet 8 held by the holding member 7. Note that Figure 12(12-2) is a view of Figure 12(12-1) with the holding member 7 removed. Also, in Figure 12, it is assumed that there are two magnets 8. When the holding member 7 rotates with the rotation of the throttle grip 2, one of the magnets 8 will be positioned at the location where the magnetic sensor 57 is surrounded by the shield 55, and the position of the magnet 8 relative to the magnetic sensor 57 will also change. In other words, when viewed from the axial direction of the throttle pipe 21 (handlebar 1), the magnetic sensor 57 and at least one of the magnets 8 are covered by the shield 55. As a result, the shield 55 also acts as a yoke, contributing to improved accuracy in detecting the rotation angle.

[0037] With the above configuration, a closed magnetic path is formed by the shield 55 made of magnetic material and the parts of the handlebar 1 made of magnetic material facing the respective extensions 55b and 55c of the shield 55, as shown by the thick arrows in Figure 13. This allows magnetic shielding to be performed with a shield 55 of a simple shape, improving the productivity of the shield 55 and reducing costs.

[0038] The shape of the shield 55 described above is merely an example and is not necessarily limited to that shape. For example, the shield 55 is not limited to being roughly U-shaped as shown in Figure 11, but may be in other shapes such as roughly V-shaped. Also, the shield 55 is not limited to being formed from a single integral member, but may be composed of two or more, i.e., multiple members. For example, as shown in Figure 14, the shield 55 may be divided by a main part 55a located between the extensions 55b and 55c, and composed of two members 55A and 55B, one on the extension 55b side and the other on the extension 55c side. Even with this configuration, a closed magnetic path can be formed between the shield 55 and the handlebar 1, as shown in Figure 13.

[0039] Next, the holding structure of the magnet 8, which constitutes the detection device (detection means) in the accelerator position sensor 5 described above, will be explained in detail. Here, Figures 15 to 17 show the structure of the magnet 8 and the holding member 7 in the throttle device shown in Figure 7, and the method of attaching the magnet 8 and the holding member 7 to the throttle pipe 21. Figure 18 is a cross-sectional view when the magnet 8 and the holding member 7 are attached to the throttle pipe 21, with Figure 18(18-1) being a cross-sectional view perpendicular to the axial direction of the throttle pipe 21, and Figure 18(18-2) being a cross-sectional view in the axial direction of the throttle pipe 21. Note that Figures 15 to 18 show the throttle device shown in Figure 7 with the top and bottom reversed.

[0040] The retaining member 7 is a substantially arc-shaped member having a predetermined thickness and is configured to hold magnets 8 inside. In this embodiment, the retaining member 7 is configured to hold two magnets 8. As shown in Figures 15 and 18, the retaining member 7 has two rectangular retaining holes 7a formed therein, with one side in the thickness direction, that is, the side located towards the tip of the throttle pipe 21, being open. Rectangular magnets 8 are placed inside each retaining hole 7a. As a result, as shown by arrow Y11 in Figures 15 and 16, the magnets 8 can be inserted and attached to the retaining holes 7a of the retaining member 7 along the axial direction of the throttle pipe 21, that is, along the axial direction of the handlebar 1. Note that there may be one magnet 8, or three or more may be equipped at predetermined intervals. In this case, the retaining member 7 will have a number of retaining holes 7a corresponding to the number of magnets 8.

[0041] As described above, the holding member 7 to which the magnet 8 is attached is attached to the rotating part 21A (rotating member) formed on the base side of the throttle pipe 21. The rotating part 21A is a part that has a larger diameter than the tip side of the throttle pipe 21 and is formed integrally with the throttle pipe 21. For this reason, the rotating part 21A is configured to rotate in conjunction with the rotation of the throttle pipe 21, i.e., the throttle grip 2. However, the rotating part 21A may be formed integrally with the throttle grip 2. Furthermore, the rotating part 21A is not limited to being formed integrally with the throttle pipe 21, but may be composed of a separate component from the throttle pipe 21 and connected to the throttle pipe 21.

[0042] The rotating part 21A is provided with a pair of wall portions 21Aa and 21Ab that face each other at a predetermined distance along the axial direction of the throttle pipe 21. For example, the pair of wall portions 21Aa and 21Ab of the rotating part 21A are formed from substantially arc-shaped plate members that protrude radially from the throttle pipe 21, i.e., the handlebar 1. The space formed between the pair of wall portions 21Aa and 21Ab is formed to be equal to or wider than the thickness of the retaining member 7. As a result, as shown by arrow Y12 in Figures 15 and 16, the retaining member 7 with the magnet 8 attached can be inserted between the pair of wall portions 21Aa and 21Ab of the rotating part 21A along a direction perpendicular to the axial direction of the throttle pipe 21, and attached to the rotating part 21A as shown in Figure 17.

[0043] As described above, by attaching the magnet 8 and the holding member 7 to the rotating part 21A of the throttle pipe 21, the magnet 8 and the holding member 7 are held as follows. First, as shown in Figure 18(18-1), the magnet 8 is housed in a holding hole 7a formed in the holding member 7, and is held in contact with the wall located around the holding hole 7a in the rotational direction. At this time, two magnets 8 are housed in their respective holding holes 7a, and are held in contact with the wall between the holding holes 7a located between the magnets 8 in the rotational direction. This makes it possible to securely and simply fix multiple magnets 8 at predetermined intervals in the rotational direction, thereby reducing the number of parts and assembly man-hours. In addition, by providing multiple magnets 8, the accuracy of rotation angle detection can be improved.

[0044] Furthermore, as shown in Figure 18(18-2), the magnet 8 is in contact with a pair of walls 21Aa and 21Ab of the rotating part 21A in the axial direction of the throttle pipe 21, and is also held between the pair of walls 21Aa and 21Ab. Similarly, the holding member 7 is also in contact with a pair of walls 21Aa and 21Ab of the rotating part 21A in the axial direction of the throttle pipe 21, and is also held between the pair of walls 21Aa and 21Ab. In this way, by holding the magnet 8 and the holding member 7 by the rotating part 21A in the axial direction, assembly accuracy can be improved, and furthermore, the components can be fixed with a simple configuration, reducing the number of parts and assembly man-hours. In the above example, the magnet 8 and the holding member 7 are shown being held axially by the rotating part 21A, but they do not necessarily need to be held in place. The magnet 8 and the holding member 7 may be in contact with a predetermined location on the rotating part 21A on only one side in the axial direction or on only one side in the rotational direction.

[0045] Although the present disclosure has been described above with reference to embodiments, the present disclosure is not limited to the embodiments described above. Various modifications to the structure and details of the present disclosure are possible, as can be understood by those skilled in the art within the scope of the present disclosure. [Explanation of Symbols]

[0046] 1 Handlebar 1A Fastening points 2. Throttle Grip 21 Throttle pipe 21A Rotating part 21Aa,21Ab Wall part 31 First Housing 31A First contact part 32 Second Housing 33 Insertion part 5. Accelerator position sensor 51 Base section 51A Second contact area 52 Torsion springs 53 Sliding member 55, 55A, 55B Shield 55a Main section 55b,55c extension part 56 circuit boards 57 Magnetic Sensor 6 Fastening members 7 Retaining member 7a Retaining hole 8 magnets

Claims

1. A rotating member that rotates in conjunction with a throttle grip that can rotate around the axis of the handlebar, A holding member attached to the rotating member and rotating together with the rotating member, The system includes a magnet attached to the holding member and rotating relative to a magnetic sensor fixed to the handlebar, The magnet is configured to be attached to the holding member along the axial direction of the handlebar, The holding member is configured to be mounted on the rotating member in a direction perpendicular to the axial direction, with the magnet attached. Rotation angle detection device.

2. A rotation angle detection device according to claim 1, With the holding member attached to the rotating member, the magnet and the rotating member are configured to come into contact in the axial direction. Rotation angle detection device.

3. A rotation angle detection device according to claim 1, With the retaining member attached to the rotating member, the retaining member and the rotating member are configured to contact each other in the axial direction. Rotation angle detection device.

4. A rotation angle detection device according to claim 3, With the retaining member attached to the rotating member, the retaining member is configured to be held by the rotating member in the axial direction. Rotation angle detection device.

5. A rotation angle detection device according to claim 3, With the holding member attached to the rotating member, the magnet is configured to be held by the rotating member in the axial direction. Rotation angle detection device.

6. A rotation angle detection device according to claim 1, The rotating member extends radially from the handlebar and has a pair of wall portions that face each other in the axial direction of the handlebar. The holding member is attached between the pair of walls of the rotating member. Rotation angle detection device.

7. A rotation angle detection device according to claim 1, The magnet is configured to be attached to the holding member by contacting the holding member in the direction of rotation of the rotating member. Rotation angle detection device.

8. A rotation angle detection device according to claim 1, The holding member is equipped with a plurality of magnets, Multiple magnets are configured to be mounted on the holding member in a manner that is aligned with the rotational direction of the rotating member. Rotation angle detection device.

9. A rotation angle detection device according to claim 8, The holding member has a wall portion that contacts the magnets between the magnets in the direction of rotation. Rotation angle detection device.

10. A rotating member that rotates in conjunction with a throttle grip that can rotate around the axis of the handlebar, A holding member attached to the rotating member and rotating together with the rotating member, A magnet attached to the holding member and rotating relative to the magnetic sensor fixed to the handlebar, A method for assembling a rotation angle detection device equipped with, The magnet is attached to the holding member along the axial direction of the handlebar, The holding member to which the magnet is attached is mounted to the rotating member in a direction perpendicular to the axial direction. Assembly method for a rotation angle detection device.

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