Throttle device and saddle-type vehicle comprising the same

Abstract

To provide a compact throttle device and a saddle-type vehicle comprising the same.SOLUTION: A throttle device 10 comprises a throttle body 11, a throttle shaft 21, throttle valves (12a, 12b), a first shaft, a transmission mechanism, and a return spring 35. The throttle body 11 comprises an air intake passage V. The throttle shaft 21 is supported by the throttle body 11. The throttle valves (12a, 12b) are provided in the air intake passage V. The throttle valves (12a, 12b) are connected to the throttle shaft 21. A drive shaft 22 is parallel to the throttle shaft 21. The transmission mechanism 9 transmits a turning force between the throttle shaft 21 and the drive shaft 22. The return spring 35 is provided on the drive shaft 22. The return spring 35 biases the throttle valves (12a, 12b) in a closing direction via the transmission mechanism 9.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a throttle device, and also to a saddle-type vehicle equipped with a throttle device. [Background technology]

[0002] The throttle device described in Patent Document 1 includes a throttle body, a throttle shaft, a throttle valve, and a return spring. The throttle body has an intake passage. The throttle shaft is supported by the throttle body. The throttle valve is provided in the intake passage. The throttle valve is connected to the throttle shaft. The return spring biases the throttle valve in a closing direction. The return spring is provided on the throttle shaft. The return spring is arranged concentrically with the throttle shaft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-104389 A Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional throttle devices are relatively large. Specifically, the throttle device is long in the extension direction of the throttle shaft. This makes it difficult to mount the throttle device on a saddle-type vehicle.

[0005] The present invention has been made in view of the above circumstances, and has an object to provide a small throttle device and a saddle-type vehicle equipped with the same. [Means for solving the problem]

[0006] In order to solve the above problems, the present invention has the following configuration. That is, the present invention is a throttle device comprising: a throttle body having an intake passage, a throttle shaft supported by the throttle body, a throttle valve provided in the intake passage and connected to the throttle shaft, a first shaft parallel to the throttle shaft, a transmission mechanism that transmits rotational force between the throttle shaft and the first shaft, and a return spring provided on the first shaft that urges the throttle valve in a closing direction via the transmission mechanism.

[0007] [Function and Effect] The above-mentioned throttle device comprises a throttle body, a throttle shaft, and a throttle valve. The throttle body has an intake passage. The throttle shaft is supported by the throttle body. The throttle valve is provided in the intake passage. The throttle valve is connected to the throttle shaft. Therefore, the throttle valve rotates integrally with the throttle shaft. When the throttle shaft rotates, the throttle valve opens and closes the intake passage.

[0008] The throttle device comprises a first shaft, a transmission mechanism, and a return spring. The first shaft is parallel to the throttle shaft. The transmission mechanism transmits rotational force between the throttle shaft and the first shaft. The return spring is provided on the first shaft. The return spring biases the throttle valve in the closing direction via the transmission mechanism. For this reason, the return spring is not provided on the throttle shaft. The return spring is not provided on an extension of the throttle shaft. This allows the throttle shaft to be shortened. The throttle device is therefore smaller than conventional devices.

[0009] In the above-described throttle device, it is preferable that the return spring is located at the same position as the throttle shaft in the extending direction of the throttle shaft.

[0010] [Function and Effect] In the above-mentioned configuration, the return spring and the throttle shaft overlap in the extension direction of the throttle shaft. Therefore, the return spring does not contribute to an increase in the length of the throttle device in the extension direction of the throttle shaft. Therefore, it is possible to suppress an increase in the size of the throttle device due to the provision of the return spring. Therefore, the throttle device is even smaller.

[0011] In the above-described throttle device, it is preferable that the return spring is located at the same position as the throttle valve in the extending direction of the throttle shaft.

[0012] [Function and Effect] In the above-mentioned configuration, the return spring and the throttle valve overlap in the extension direction of the throttle shaft. Therefore, it is easy to arrange the return spring at the same position as the throttle shaft in the extension direction of the throttle shaft. In this way, a small throttle device can be easily realized.

[0013] In the above-described throttle device, it is preferable that the first shaft is in the same position as the throttle shaft in the extension direction of the throttle shaft.

[0014] [Function and Effect] According to the above-mentioned configuration, the first shaft and the throttle shaft overlap in the extension direction of the throttle shaft. Therefore, the first shaft does not contribute to an increase in the length of the throttle device in the extension direction of the throttle shaft. Therefore, it is possible to suppress an increase in size of the throttle device due to the provision of the first shaft. Therefore, the throttle device is even smaller.

[0015] In the above-described throttle device, it is preferable that the first shaft is in the same position as the throttle valve in an extending direction of the throttle shaft.

[0016] [Function and Effect] According to the above-mentioned configuration, the first shaft and the throttle valve overlap in the extension direction of the throttle shaft. Therefore, it is easy to arrange the first shaft at the same position as the throttle shaft in the extension direction of the throttle shaft. In this way, a small throttle device can be easily realized.

[0017] In the above-mentioned throttle device, it is preferable that a drive motor for driving the throttle valve is provided, and the first shaft is a drive shaft of the drive motor.

[0018] [Function and Effect] According to the above-mentioned configuration, a return spring is provided on the drive shaft for driving the throttle valve. With this configuration, it is not necessary to provide a new shaft for the return spring, so a throttle device with a simplified device configuration can be provided.

[0019] In the above-described throttle device, it is preferable that the drive motor includes a motor body that outputs rotational force to the drive shaft, and the return spring is disposed between the motor body and the transmission mechanism in the extension direction of the drive shaft.

[0020] [Operation and Effect] According to the above-mentioned configuration, it is easy to provide the return spring on the drive shaft.

[0021] In the above-mentioned throttle device, it is preferable to further include a throttle position sensor that detects a rotation angle of the first shaft.

[0022] [Function and Effect] According to the above-mentioned configuration, the rotation angle of the first shaft corresponds to the position of the throttle valve. The throttle position sensor directly detects the rotation angle of the first shaft, thereby indirectly detecting the position of the throttle valve. The first shaft is what is called the "sensor shaft." A return spring is provided on the sensor shaft for detecting the opening of the throttle valve. With this configuration, there is no need to provide a new shaft for the return spring, so a throttle device with a simplified device configuration can be provided.

[0023] In the above-described throttle device, it is preferable that the return spring is disposed between the throttle position sensor and the transmission mechanism in the extending direction of the first shaft.

[0024] [Operation and Effect] According to the above-mentioned configuration, it is easy to provide the return spring on the drive shaft.

[0025] In the above-mentioned throttle device, it is preferable to include a sensor shaft parallel to the throttle shaft and different from the first shaft, a drive motor having a drive shaft parallel to the throttle shaft and different from the first shaft, and a throttle position sensor that detects the rotation angle of the sensor shaft.

[0026] [Function and Effect] According to the above-mentioned configuration, the throttle device includes a first shaft, a throttle shaft, a drive shaft, and a sensor shaft. Here, the first shaft is different from any of the throttle shaft, the drive shaft, and the sensor shaft. The return spring is provided on the first shaft, which is different from the throttle shaft, the drive shaft, and the sensor shaft. Therefore, it is easy to increase the degree of freedom in the arrangement of the first shaft and the return spring.

[0027] In the above-described throttle device, it is preferable that the return spring includes an arc-shaped portion centered on the first shaft.

[0028] [Function and Effect] According to the above-mentioned configuration, the return spring includes an arc-shaped portion that generates a biasing force. The arc-shaped portion is centered on the first shaft. Therefore, it is easy for the return spring to apply a biasing force to the first shaft.

[0029] In the above-described throttle device, it is preferable that the return spring has a first end directly or indirectly connected to the first shaft, and a second end directly or indirectly connected to the throttle body.

[0030] [Function and Effect] According to the above-mentioned configuration, the first end of the return spring is connected to the first shaft, and the second end of the return spring is connected to the throttle body. By configuring in this manner, it is possible to configure the return spring so as to rotate the first shaft in a predetermined direction relative to the throttle body. In other words, it is possible to easily configure a return spring that biases the throttle valve in the closing direction.

[0031] In the above-described throttle device, it is preferable that a locking portion is provided that is fixed to the first shaft, and the first end of the return spring is connected to the locking portion.

[0032] [Function and Effect] According to the above-mentioned configuration, the first end of the return spring is connected to the first shaft through the locking part fixed to the first shaft. With this configuration, the return spring can be locked simply by winding the end of the return spring around the locking part.

[0033] In the above-described throttle device, it is preferable that when the throttle valve rotates in a closing direction, the first shaft rotates in a first direction, and the return spring biases the first shaft in the first direction.

[0034] [Operation and Effect] According to the above-mentioned configuration, it is easy for the return spring to bias the throttle valve in the closing direction.

[0035] The straddle-type vehicle of the present invention is equipped with the throttle device. Since the throttle device is smaller than conventional throttle devices, it is easy to mount the throttle device on a straddle-type vehicle. Effect of the Invention

[0036] The throttle device of the present invention is compact. [Brief description of the drawings]

[0037] [Figure 1] 1 is a plan view illustrating an overall configuration of a motorcycle according to an embodiment. [Diagram 2] FIG. 1 is a perspective view illustrating a throttle device according to an embodiment. [Diagram 3] FIG. 2 is a plan view illustrating the throttle body according to the embodiment. [Figure 4] FIG. 2 is a plan view for explaining the positional relationship of each axis according to the embodiment. [Diagram 5] FIG. 2 is a perspective view illustrating a return spring according to the embodiment. [Figure 6] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 7] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 8] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 9] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 10] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 11] FIG. 4 is a right side view illustrating the operation of the throttle device according to the embodiment. [Figure 12] FIG. 11 is a plan view illustrating a modified example of the present invention. [Figure 13] FIG. 11 is a plan view illustrating a modified example of the present invention. [Figure 14] FIG. 13 is a perspective view illustrating a modified example of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0038] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The vehicle of the embodiment is a saddle-ride type vehicle equipped with an internal combustion engine. The vehicle of the embodiment is equipped with a throttle device. The throttle device adjusts the amount of intake air supplied to the internal combustion engine. The throttle device includes a butterfly-type throttle valve, a mechanism for rotating the throttle valve, and a mechanism for detecting the opening degree of the throttle valve. EXAMPLES

[0039] 1. Overall structure FIG. 1 shows the overall configuration of a motorcycle 1 according to the present invention. The motorcycle 1 is an example of a saddle-ride type vehicle. As shown in FIG. 1, the motorcycle 1 according to the embodiment includes a vehicle body frame 51, a front wheel 3, a rear wheel 4, a two-cylinder internal combustion engine 5, an exterior cover, and a seat 53. The motorcycle 1 according to the embodiment also includes a front fork 6 that supports the front wheel 3, and a handlebar 54 for rotating the front fork 6. To ride the motorcycle 1, a rider sits on the seat 53 while gripping the handlebar 54, and straddles the motorcycle 1. When the rider operates the accelerator in this state, a throttle device is operated accordingly, and the amount of intake air supplied to the internal combustion engine 5 is adjusted.

[0040] In addition, the symbol F in Fig. 1 indicates the front of the vehicle, and the symbol Re indicates the rear of the vehicle. Furthermore, the symbol U in Fig. 1 indicates the upward direction, and the symbol D indicates the downward direction. The width direction Y is a direction perpendicular to the front-rear direction and the up-down direction. The front-rear direction, the up-down direction, and the width direction Y are defined with reference to a rider riding on the motorcycle 1. In the subsequent figures, these symbols are also used appropriately to clarify the orientation of each member installed on the motorcycle 1.

[0041] 2.Throttle device FIG. 2 is a perspective view showing the configuration of a throttle device 10 according to an embodiment. The throttle device 10 is directly or indirectly connected to the internal combustion engine 5. As shown in FIG. 2, the throttle device 10 of this embodiment includes a throttle body 11 having an intake passage V. The intake passage V is configured to send air to the internal combustion engine 5, and two intake passages V are provided in the throttle body 11. The throttle device 10 is configured by mounting movable members, sensors, adjust screws, and other positioning members to the throttle body 11. The throttle body 11 is configured to support a throttle shaft 21, which will be described later.

[0042] Please refer to FIG. 3. The first throttle valve 12a is provided in the intake passage V and is connected to the throttle shaft 21. Similarly, the second throttle valve 12b is provided in the intake passage V and is connected to the throttle shaft 21. That is, as shown in FIG. 3, a butterfly-type throttle valve is provided in each of the intake passages V. The first throttle valve 12a and the second throttle valve 12b are arranged in the width direction Y. The two throttle valves 12a, 12b are fixed to the throttle shaft 21 extending in the width direction Y, and are configured to tilt with the rotation of the throttle shaft 21. The first throttle valve 12a and the second throttle valve 12b rotate integrally with the throttle shaft 21 and tilt to adjust the amount of air passing through the intake passage V.

[0043] When the throttle shaft 21 is at the initial angle, the first throttle valve 12a and the second throttle valve 12b are in the fully closed position. When the first throttle valve 12a and the second throttle valve 12b are in the fully closed position, the intake passage V is in a state in which it is most difficult for air to pass through. When the throttle shaft 21 is rotated from the initial angle, the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction. When the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction, the inclination angle of the first throttle valve 12a and the second throttle valve 12b approaches 90°. Eventually, the first throttle valve 12a and the second throttle valve 12b reach the fully open position. When the first throttle valve 12a and the second throttle valve 12b are in the fully open position, the intake passage V is in a state in which it is most difficult for air to pass through.

[0044] The first throttle valve 12a and the second throttle valve 12b are examples of the throttle valve of the present invention.

[0045] As shown in Fig. 4, the drive motor 41 has a drive shaft 22 parallel to the throttle shaft 21. The drive shaft 22 is also called a motor shaft. The drive motor 41 is configured to rotate the throttle shaft 21. The drive shaft 22 is a shaft from which the drive motor 41 outputs a rotational force. The drive shaft 22 corresponds to the first shaft of the present invention.

[0046] The drive motor 41 is configured to drive the first throttle valve 12a and the second throttle valve 12b via the rotational drive of the throttle shaft 21. As shown in FIG. 4, the drive motor 41 has a main body 41b that outputs a rotational force to the drive shaft 22. The main body 41b has a cylindrical shape extending in the width direction Y. The drive shaft 22 protrudes from the main body 41b in the width direction Y. For example, the drive shaft 22 extends rightward from the main body 41b. Inside the main body 41b, an electromagnetic coil and a permanent magnet are concentrically arranged. The rotational force of the drive motor 41 is transmitted to the throttle shaft 21 by a transmission mechanism 9. The details of the transmission mechanism 9 will be described later.

[0047] The main body 41b is an example of a motor main body according to the present invention.

[0048] The throttle device 10 includes a sensor shaft 23 and a throttle position sensor 42. The sensor shaft 23 extends in the width direction Y. The sensor shaft 23 is parallel to the throttle shaft 21. The sensor shaft 23 is parallel to the drive shaft 22. The throttle shaft 21 is parallel to the throttle shaft 21. The throttle position sensor 42 is connected to the sensor shaft 23. The throttle position sensor 42 detects the rotation angle of the sensor shaft.

[0049] As shown in FIG. 4, the throttle position sensor 42 is provided at a position close to one end of the drive motor 41. The throttle position sensor 42 is provided at a position close to the drive shaft 22. For example, the throttle position sensor 42 is provided to the right of the drive motor 41. More specifically, the left end of the throttle position sensor 42 is to the left of the right end of the main body 41b of the drive motor. The right end of the throttle position sensor 42 is to the right of the right end of the main body 41b of the drive motor. This configuration shortens the length of the throttle device 10 in the width direction Y. For example, this configuration makes the dimension of the throttle device 10 in the width direction Y smaller than a configuration in which the drive motor 41 and the throttle position sensor 42 are arranged in a line in the width direction Y. Therefore, it is easy to mount the throttle device 10 on the motorcycle 1.

[0050] The drive motor 41 is provided at the right end of the throttle body 11. The throttle position sensor 42 is also provided at the right end of the throttle body 11.

[0051] 4, at least a portion of the throttle position sensor 42 is located at the same position as the drive shaft 22 in the extension direction (width direction Y) of the drive shaft 22. Specifically, the throttle position sensor 42 has a left end located to the left of the right end of the drive shaft 22 and a right end located to the right of the left end of the drive shaft 22.

[0052] At least a part of the throttle position sensor 42 is located at the same position as the drive motor 41. Specifically, the left end of the throttle position sensor 42 is located to the left of the right end of the drive motor 41, and the right end of the throttle position sensor 42 is located to the right of the left end of the drive motor 41.

[0053] The throttle position sensor 42 is a sensor attached to the throttle device 10, and has the function of detecting shaft rotation. That is, a through hole for passing a main shaft is formed in the housing of the throttle position sensor 42, and the main shaft extends to the right (width direction Y) from inside the throttle position sensor 42 through the through hole. The main shaft is a component that the throttle position sensor 42 has, and when attached to the throttle device 10, it is coupled to the sensor shaft 23 that extends on an extension of the main shaft.

[0054] The main shaft and sensor shaft 23 are firmly integrated via a spring. There is a clearance between the main shaft and sensor shaft 23 that is necessary when assembling the throttle position sensor 42 to the throttle body 11. This clearance is nullified by the biasing force of the spring, so that the sensor shaft 23 does not rattle relative to the main shaft. The rotational force of the drive motor 41 is transmitted to the sensor shaft 23 by a second lever 26. The second lever 26 will be described in detail later.

[0055] As described above, the sensor shaft 23 of the throttle device 10 of this example is not provided on an extension of the throttle shaft 21, nor is it coaxial with the throttle shaft 21. The sensor shaft 23 is disposed at a position different from the throttle shaft 21, specifically, the sensor shaft 23 is disposed at a position parallel to the throttle shaft 21. Similarly, the sensor shaft 23 of the throttle device 10 of this example is not provided on an extension of the drive shaft 22, nor is it coaxial with the drive shaft 22. The sensor shaft 23 is disposed at a position different from the drive shaft 22, specifically, the sensor shaft 23 is disposed at a position parallel to the drive shaft 22.

[0056] The drive shaft 22 is not provided on an extension of the throttle shaft 21. The drive shaft 22 is not coaxial with the throttle shaft 21. The drive shaft 22 is disposed in a position different from that of the throttle shaft 21. Specifically, the drive shaft 22 is disposed in a position parallel to the throttle shaft 21.

[0057] 4, at least a part of the drive shaft 22 is in the same position as the throttle shaft 21 in the extension direction of the throttle shaft 21 (width direction Y). For example, the entire drive shaft 22 is to the left of the right end of the throttle shaft 21 and to the right of the left end of the throttle shaft 21. In other words, the drive shaft 22 is configured to fit within a section extending in the width direction Y that is determined by the positions of both ends of the throttle shaft 21. The length of the drive shaft 22 is shorter than that of the throttle shaft 21. As a result, a compact throttle device 10 can be provided.

[0058] At least a part of the sensor shaft 23 is at the same position as the throttle shaft 21 in the extension direction (width direction Y) of the drive shaft 22. For example, the entire sensor shaft 23 is located to the left of the right end of the throttle shaft 21 and to the right of the left end of the throttle shaft 21.

[0059] The drive shaft 22 is disposed to the left of the sensor shaft 23 in the extension direction (width direction Y) of the sensor shaft 23. However, this is not limited to this. At least a part of the drive shaft 22 may be disposed at the same position as the sensor shaft 23 in the extension direction (width direction Y) of the sensor shaft 23. For example, the left end of the drive shaft 22 may be to the left of the right end of the sensor shaft 23, and the right end of the drive shaft 22 may be to the right of the left end of the sensor shaft 23.

[0060] 4, at least a part of the drive shaft 22 is located at the same position as the first throttle valve 12a in the extension direction (width direction Y) of the throttle shaft 21. Specifically, at least a part of the drive shaft 22 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the first throttle valve 12a.

[0061] The drive shaft 22 is located at the same position as the first throttle valve 12a and the second throttle valve 12b in the extension direction of the throttle shaft 21. For example, the entire drive shaft 22 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the second throttle valve 12b. In other words, the drive shaft 22 is configured to fit within a section extending in the width direction Y from the right end of the first throttle valve 12a to the left end of the second throttle valve 12b.

[0062] The drive shaft 22 is located at the same position as the first throttle valve 12a in the extension direction of the throttle shaft 21. For example, the entire drive shaft 22 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the first throttle valve 12a. In other words, the drive shaft 22 is configured to fit within a section extending in the width direction Y from the right end of the first throttle valve 12a to the left end of the first throttle valve 12a.

[0063] At least a part of the throttle position sensor 42 is located at the same position as the first throttle valve 12a in the extension direction (width direction Y) of the drive shaft 22. Specifically, at least a part of the throttle position sensor 42 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the first throttle valve 12a.

[0064] FIG. 6 is a right side view of the throttle device 10. The distance between each shaft will be described with reference to FIG. 6. As can be seen by referring to the figure, the distance between the sensor shaft 23 and the throttle shaft 21 is equal to or greater than the distance between the drive shaft 22 and the throttle shaft 21. Also, the distance between the sensor shaft 23 and the throttle shaft 21 is equal to or greater than the distance between the drive shaft 22 and the sensor shaft 23. In other words, the distance between the throttle shaft 21 and the sensor shaft 23 is equal to or greater than the other distances, that is, the distance between the throttle shaft 21 and the drive shaft 22, and the distance between the sensor shaft 23 and the drive shaft 22. For example, the drive shaft 22 may be disposed at a midpoint between the throttle shaft 21 and the sensor shaft 23 in the direction connecting the throttle shaft 21 and the sensor shaft 23. This makes the configuration of the throttle device 10 compact. For example, the transmission mechanism 9 becomes compact. For example, the second lever 26 becomes compact.

[0065] 3. Transmission mechanism The transmission mechanism 9 will be described below. The transmission mechanism 9 is a mechanical mechanism that transmits rotational force between the throttle shaft 21 and the drive shaft 22. The transmission mechanism 9 is composed of a first arm 20, a rotating member 24, and a first lever 25 (see FIG. 2). The first arm 20 is a member that extends in a direction perpendicular to the throttle shaft 21, and is rotatably connected to the first lever 25. The first arm 20 is connected to the throttle shaft 21. The first arm 20 is displaceable between a lying position extending horizontally and an upright position extending vertically. The throttle shaft 21 rotates as the first arm 20 is displaced.

[0066] 2, the rotating member 24 is circular. The rotating member 24 is connected to the drive shaft 22 and rotates integrally with the drive shaft 22. The rotating member 24 is fixed to the drive shaft 22.

[0067] Next, the first lever 25 will be described. The first lever 25 is a member that transmits the rotational force of the rotating member 24 to the first arm 20. The first lever 25 extends in a direction perpendicular to the drive shaft 22. One end of the first lever 25 is disposed on the rotating member 24, and the other end of the first lever 25 is disposed on the first arm 20. The first lever 25 is rotatably connected to the rotating member 24. The first lever 25 is configured to receive the rotational force of the rotating member 24 to rotate the first arm 20.

[0068] Next, a specific configuration of the transmission mechanism 9 will be described. The first lever 25 is connected to the rotating member 24 via a joint 32. The joint 32 connects the first lever 25 and the rotating member 24. Specifically, the rotating member 24 has a first protruding portion extending in a direction away from the drive shaft 22. One end of the first lever 25 is attached to the first protruding portion of the rotating member 24 via the joint 32. One end of the first lever 25 is rotatable with respect to the first protruding portion. The first lever 25 is rotatable around the joint 32 with respect to the rotating member 24. The rotation axis of the joint 32 is parallel to the drive shaft 22. The joint 32 is provided at a position away from the rotation center of the drive shaft 22.

[0069] The joint 32 is a concave-convex joint. The rotating member 24 has a first convex portion provided on a first protruding portion of the rotating member 24. The first lever 25 has a first through hole provided at one end of the first lever 25. The first convex portion of the rotating member 24 is fitted into the first through hole of the first lever 25. The first convex portion protrudes in the extension direction (width direction Y) of the drive shaft 22, and the first through hole penetrates the first lever 25 in the extension direction (width direction Y). The joint 32 is provided with a bearing. The bearing is provided between the first convex portion of the rotating member 24 and the first through hole of the first lever 25.

[0070] The joint 32 has backlash or play. The joint 32 has a certain degree of clearance between parts. For example, the joint 32 has a certain degree of clearance between the first convex portion of the rotating member 24 and the first through hole of the first lever 25. This is because a certain degree of clearance needs to be allowed between the parts in order for the joint 32 to operate smoothly.

[0071] The first lever 25 is connected to the first arm 20 via a joint 31. The joint 31 connects the first lever 25 and the first arm 20. Specifically, the other end of the first lever 25 is attached to one end of the first arm 20 via the joint 31. The other end of the first lever 25 is rotatable relative to the one end of the first arm 20. The first lever 25 is rotatable around the joint 31 relative to the first arm 20. The rotation axis of the joint 31 is parallel to the drive shaft 22. The joint 31 is provided at a position away from the rotation center of the throttle shaft 21.

[0072] The joint 31 is a convex-convex joint. The first arm 20 has a convex portion provided at one end of the first arm 20. The first lever 25 has a second through hole provided at the other end of the first lever 25. The convex portion of the first arm 20 is fitted into the second through hole of the first lever 25. The convex portion of the first arm 20 protrudes in the extension direction of the throttle shaft 21 (width direction Y), and the second through hole penetrates the first lever 25 in the extension direction of the drive shaft 22 (width direction Y). In this embodiment, the joint 31 is provided with a bearing. The bearing is provided between the convex portion of the first arm 20 and the second through hole of the first lever 25.

[0073] The joint 31 has backlash or play. The joint 31 has a certain degree of clearance between parts. For example, the joint 31 has a certain degree of clearance between the convex portion of the first arm 20 and the second through-hole of the first lever 25. This is because a certain degree of clearance needs to be allowed between parts in order for the joint 31 to operate smoothly.

[0074] The second lever 26 and the second arm 27 transmit the rotational force of the rotating member 24 to the sensor shaft 23. That is, the second lever 26 and the second arm 27 operate by obtaining the rotational force from the drive motor 41. The rotational force of the rotating member 24 is transmitted to the sensor shaft 23 without passing through the first arm 20 and the first lever 25. The system of the second lever 26 and the second arm 27 is different from the system of the first arm 20 and the first lever 25.

[0075] A specific configuration of the second lever 26 will be described. The second lever 26 is rotatably connected to the rotating member 24. The second lever 26 is also rotatably connected to the second arm 27. The second arm 27 is a member extending in a direction perpendicular to the sensor shaft 23. The second arm 27 is connected to the sensor shaft 23. The second arm 27 is fixed to the sensor shaft 23. Therefore, the second lever 26 is a member that transmits the rotational force of the drive motor 41 to the second arm 27. One end of the second lever 26 is disposed on the rotating member 24, and the other end of the second lever 26 is disposed on the second arm 27. The second lever 26 is configured to rotate the second arm 27 by receiving the rotational force of the rotating member 24.

[0076] The second lever 26 is connected to the rotating member 24 via a joint 33. The joint 33 connects the second lever 26 and the rotating member 24. Specifically, the rotating member 24 has a second protruding portion extending in a direction away from the drive shaft 22. One end of the second lever 26 is attached to the second protruding portion of the rotating member 24 via the joint 33. The one end of the second lever 26 is rotatable with respect to the second protruding portion. The second lever 26 is rotatable around the joint 33 with respect to the rotating member 24. The rotation axis of the joint 33 is parallel to the drive shaft 22.

[0077] The second lever 26 is connected to the second arm 27 via a joint 34. The joint 34 connects the second lever 26 and the second arm 27. Specifically, the other end of the second lever 26 is attached to one end of the second arm 27 via the joint 34. The other end of the second lever 26 is rotatable relative to one end of the second arm 27. The second lever 26 is rotatable around the joint 34 relative to the second arm 27. The rotation axis of the joint 34 is parallel to the drive shaft 22.

[0078] Next, the positional relationship between the transmission mechanism 9 and the second lever 26 will be described. Please refer to Figure 2. The transmission mechanism 9 is provided at the right end of the throttle body 11. The second lever 26 is also provided at the right end of the throttle body 11. Therefore, when viewed from the perspective of the throttle body 11 as a whole, the transmission mechanism 9 and the second lever 26 are both located at the same end.

[0079] The positional relationship between the transmission mechanism 9 and other peripheral members is as follows. First, as can be seen by referring to Figure 4, the transmission mechanism 9 is connected to one end of the throttle shaft 21. For example, the transmission mechanism 9 is connected to the right end of the throttle shaft 21.

[0080] Please refer to Fig. 4. Next, the positional relationship between the transmission mechanism 9 and the first throttle valve 12a and second throttle valve 12b will be described. The first throttle valve 12a is located between the transmission mechanism 9 and the second throttle valve 12b along the throttle shaft 21. For example, the first throttle valve 12a is located to the left of the transmission mechanism 9 and to the right of the second throttle valve 12b.

[0081] The drive shaft 22 is located between the transmission mechanism 9 and the second throttle valve 12b in the extension direction (width direction Y) of the throttle shaft 21. For example, the drive shaft 22 is located to the left of the transmission mechanism 9 and to the right of the second throttle valve 12b.

[0082] The throttle position sensor 42 is located between the transmission mechanism 9 and the second throttle valve 12b in the extension direction (width direction Y) of the throttle shaft 21. For example, the throttle position sensor 42 is located to the left of the transmission mechanism 9 and to the right of the second throttle valve 12b.

[0083] Next, the positional relationship between the second lever 26 and peripheral members will be described. The entire second lever 26 is disposed to the left of the right end of the throttle shaft 21. The entire second lever 26 is disposed to the right of the left end of the throttle shaft 21.

[0084] The second lever 26 is provided between the transmission mechanism 9 and the drive motor 41 in the extending direction (width direction Y) of the drive shaft 22. For example, the second lever 26 is disposed to the left of the transmission mechanism 9 and to the right of the drive motor 41. For example, the second lever 26 is disposed to the left of the first lever 25 and to the right of the drive motor 41. Therefore, the transmission mechanism 9 and the second lever 26 are at different positions in the width direction Y so as not to interfere with each other (see Figs. 2 and 4). For example, the first lever 25 is located to the right of the second lever 26. In other words, at the right end of the throttle device 10, the second lever 26 is located on the rear side of the first lever 25.

[0085] As described above, the second lever 26 is provided between the first lever 25 and the drive motor 41 in the extending direction (width direction Y) of the drive shaft 22. Therefore, the right end of the throttle shaft 21 interlocked with the first lever 25 can be disposed at the right end of the throttle device 10 as far as possible. Furthermore, it is easy to dispose the second lever 26 to the left of the right end of the throttle body 11 and to the right of the left end of the throttle body 11. For example, it is easy to prevent the second lever 26 from protruding to the right from the throttle body 11. Therefore, it is easy to reduce the dimension of the throttle device 10 in the width direction Y. For example, compared to a configuration in which the second lever 26 is disposed to the right of the first lever 25, the dimension of the throttle device 10 in the width direction Y can be reduced.

[0086] As described above, the first lever 25 and the second lever 26 are each supported by the rotating member 24. In other words, the rotational force transmission by the first lever 25 and the rotational force transmission by the second lever 26 are independent of each other, and even if the second lever 26 does not function, the first lever 25 functions without being affected, and even if the first lever 25 does not function, the second lever 26 functions without being affected. In this sense, it can be said that the first lever 25 and the second lever 26 are provided in parallel with the rotating member 24. This is because there is no concept of upstream and downstream between the first lever 25 and the second lever 26 in terms of the transmission of the rotational force. In this way, the first lever 25 and the second lever 26 are not engaged with each other.

[0087] 4.Return spring The return spring 35 is provided on the drive shaft 22 and biases the first throttle valve 12a and the second throttle valve 12b in the closing direction via the transmission mechanism 9. When the drive motor 41 does not output a rotational force, the return spring 35 positions the first throttle valve 12a and the second throttle valve 12b in the fully closed position. When the drive motor 41 outputs a rotational force, the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction against the biasing force of the return spring 35.

[0088] The positional relationship between the return spring 35 and each of the surrounding members will be described. The return spring 35 is not provided on the throttle shaft 21. The return spring 35 is not provided coaxially with the throttle shaft 21. The return spring 35 is not provided on an extension of the throttle shaft 21.

[0089] As shown in Fig. 4, the return spring 35 is located at the same position as the throttle shaft 21 in the extension direction of the throttle shaft 21 (width direction Y). For example, the entire return spring 35 is located to the left of the right end of the throttle shaft 21 and to the right of the left end of the throttle shaft 21. In other words, the return spring 35 is configured to fit within a section extending in the width direction Y that is determined by the positions of both ends of the throttle shaft 21. With this configuration, the return spring 35 is arranged in parallel to the throttle shaft 21 in the width direction Y. With this configuration, the return spring 35 does not protrude in the width direction Y from the throttle shaft 21, and a compact throttle device 10 can be provided.

[0090] The return spring 35 is located at the same position as the first throttle valve 12a and the second throttle valve 12b in the extension direction of the throttle shaft 21. For example, the entire return spring 35 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the second throttle valve 12b. In other words, the return spring 35 is configured to fit within a section extending in the width direction Y from the right end of the first throttle valve 12a to the left end of the second throttle valve 12b.

[0091] The return spring 35 is located at the same position as the first throttle valve 12a in the extending direction of the throttle shaft 21. For example, the entire return spring 35 is located to the left of the right end of the first throttle valve 12a and to the right of the left end of the first throttle valve 12a. In other words, the return spring 35 is configured to fit within a section extending in the width direction Y from the right end of the first throttle valve 12a to the left end of the first throttle valve 12a.

[0092] 4, the return spring 35 is disposed between the main body 41b and the transmission mechanism 9 in the extension direction of the throttle shaft 21. The return spring 35 is disposed between the main body 41b and the rotating member 24 in the extension direction of the throttle shaft 21. The return spring 35 is disposed at a position sandwiched between the main body 41b and the rotating member 24.

[0093] For example, at least a portion of the return spring 35 may be disposed around the periphery of the rotating member 24 .

[0094] The shape of the return spring 35 will be described. The return spring 35 includes an arc-shaped portion centered on the drive shaft 22. When the arc-shaped portion of the return spring 35 is deformed, it tries to return to its original shape before deformation. Therefore, the arc-shaped portion is the source of the biasing force of the return spring 35.

[0095] The return spring 35 is, for example, a coil spring. The axial direction of the return spring 35 coincides with the extension direction of the drive shaft 22. The drive shaft 22 is inserted through the return spring 35.

[0096] The return spring 35 has a first end 35a and a second end 35b. The first end 35a of the return spring 35 is directly or indirectly connected to the drive shaft 22. The second end 35b of the return spring 35 is directly or indirectly connected to the throttle body 11.

[0097] FIG. 5 illustrates the configuration of the return spring 35 of this example. For example, the rotating member 24 includes a locking portion 24a. The locking portion 24a is configured, for example, by bending a protruding portion extending in a direction away from the drive shaft 22 to the left. The direction away from the drive shaft 22 corresponds to the radially outward direction of the drive shaft 22. As described above, the rotating member 24 is fixed to the drive shaft 22. Therefore, the locking portion 24a is also fixed to the drive shaft 22. The first end 35a is coupled to the locking portion 24a. As a result, the first end 35a is directly connected to the rotating member 24. The first end 35a is indirectly connected to the drive shaft 22.

[0098] For example, the second end 35b is fixed to the throttle body 11 by a fixing screw 36. The second end 35b is directly connected to the throttle body 11. A rotational direction F1 shown in FIG.

[0099] 5 illustrates the first end 35a being indirectly connected to the drive shaft 22. However, this is not limited thereto. For example, the first end 35a may be directly connected to the drive shaft 22.

[0100] 5 illustrates the second end 35b being directly connected to the throttle body 11. However, this is not limited to this. For example, the second end 35b may be indirectly connected to the throttle body 11.

[0101] 5. Rotational movement of throttle shaft and sensor shaft The operation of the throttle shaft 21 and the drive shaft 22 is illustrated. In FIG. 6, the throttle shaft 21 is at an initial angle. As described above, when the throttle shaft is at an initial angle, the first throttle valve 12a and the second throttle valve 12b are at a fully closed position. One end of the first arm 20 is located close to the drive shaft 22. The other end of the first arm 20 is located away from the drive shaft 22.

[0102] Fig. 6 shows rotation directions E1, E2 around the throttle shaft 21. Fig. 6 shows rotation directions F1, F2 around the drive shaft 22. For example, the rotation direction E1 is counterclockwise when viewed from the right side of the motorcycle 1. For example, the rotation direction E2 is clockwise when viewed from the right side of the motorcycle 1.

[0103] The rotation direction F1 is an example of a first direction in the present invention. Hereinafter, the rotation direction F1 will be referred to as the "first direction F1" where appropriate.

[0104] When the drive shaft 22 rotates in rotation direction F2, the rotating member 24 rotates integrally with the drive shaft 22 in rotation direction F2. When the rotating member 24 rotates in rotation direction F2, the first lever 25 pushes up one end of the first arm 20. Therefore, when the rotating member 24 rotates in rotation direction F2, the first arm 20 rotates in rotation direction E2. When the first arm 20 rotates in rotation direction E2, the throttle shaft 21 rotates integrally with the first arm 20 in rotation direction E2. When the throttle shaft 21 rotates in rotation direction E2, the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction.

[0105] 7 is a right side view of the throttle device 10. When the first arm 20 rotates in the rotation direction E2, one end of the first arm 20 is ultimately pushed up to the position indicated by the dashed line in FIG.

[0106] When the first arm 20 is in the position shown by the dashed line in Fig. 7, the throttle shaft 21 is at the maximum angle. When the throttle shaft 21 is at the maximum angle, the first throttle valve 12a and the second throttle valve 12b are at the fully open position. For example, when the drive shaft 22 rotates in the rotational direction F2, the first throttle valve 12a and the second throttle valve 12b transition from the fully closed position to the fully open position.

[0107] Refer to FIG. 6. When the drive shaft 22 rotates in the first direction F1, the rotating member 24 rotates integrally with the drive shaft 22 in the first direction F1. When the rotating member 24 rotates in the first direction F1, the first arm 20 rotates in the rotation direction E1. When the first arm 20 rotates in the rotation direction E1, the throttle shaft 21 rotates integrally with the first arm 20 in the rotation direction E1. When the throttle shaft 21 rotates in the rotation direction E1, the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction. For example, the first throttle valve 12a and the second throttle valve 12b transition from a fully open position to a fully closed position.

[0108] As described above, when the drive shaft 22 moves in the rotational direction F2, the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction, and when the drive shaft 22 moves in the first direction F1, the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction.

[0109] 6 illustrates the operation of the drive shaft 22 and the sensor shaft 23. In FIG. 6, the sensor shaft 23 is at an initial angle.

[0110] FIG. 6 shows the directions of rotation G1 and G2 around the sensor axis 23.

[0111] When the drive shaft 22 rotates in the rotation direction F2, the rotation member 24 rotates integrally with the drive shaft 22 in the rotation direction F2. When the rotation member 24 rotates in the rotation direction F2, the second lever 26 causes the second arm 27, which is in an upright position, to lie flat. Therefore, when the rotation member 24 rotates in the rotation direction F2, the second arm 27 rotates in the rotation direction G2. When the second arm 27 rotates in the rotation direction G2, the sensor shaft 23 rotates integrally with the second arm 27 in the rotation direction G2.

[0112] When the drive shaft 22 rotates in the first direction F1, the rotating member 24 rotates in the first direction F1 integrally with the drive shaft 22. When the rotating member 24 rotates in the first direction F1, the second arm 27 rotates in a rotation direction G1. When the second arm 27 rotates in the rotation direction G1, the sensor shaft 23 rotates in the rotation direction G1 integrally with the second arm 27.

[0113] Therefore, when the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction, the sensor shaft 23 rotates in a rotational direction G2. When the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction, the sensor shaft 23 rotates in a rotational direction G1.

[0114] The rotation angle of the sensor shaft 23 corresponds to the positions of the first throttle valve 12a and the second throttle valve 12b, so the throttle position sensor 42 detects the positions of the first throttle valve 12a and the second throttle valve 12b.

[0115] The return spring 35 first urges the drive shaft 22 in the first direction F1. Through this, the return spring 35 urges the rotating member 24 in the first direction F1. When the drive motor 41 does not function, the rotating member 24 rotates in the first direction F1. Therefore, when the drive motor 41 does not output a rotational force, the throttle shaft 21 is at an initial angle, and the first throttle valve 12a and the second throttle valve 12b are at a fully closed position. When the drive motor 41 does not output a rotational force, the sensor shaft 23 is at an initial angle.

[0116] When the drive motor 41 rotates the rotary member 24 in the rotation direction F2, the drive motor 41 needs to apply a rotational force to the rotary member 24 that is strong enough to resist the biasing force of the return spring 35.

[0117] On the other hand, when the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction, the drive shaft 22 rotates in the first direction F1. At this time, the return spring 35 assists the rotation of the drive shaft 22 in the first direction F1.

[0118] 6. Stopper mechanism The throttle device 10 of this embodiment is provided with two stopper mechanisms that regulate the rotational movement of the throttle shaft 21, and one stopper mechanism that regulates the rotational movement of the sensor shaft 23. The configurations of these stopper mechanisms will be described.

[0119] Please refer to FIG. 6. The first stopper mechanism S1 is a mechanism that prohibits the first throttle valve 12a from further rotating in the closing direction when the first throttle valve 12a is in the fully closed position. The first stopper mechanism S1 will be specifically described. The first stopper mechanism S1 includes a fully closed position regulating portion 15 connected to the throttle body 11 and a first protruding portion 20a connected to the throttle shaft 21. As shown in FIG. 2, the first arm 20 attached to the throttle shaft 21 has one end extending from the throttle shaft 21 toward the first lever 25 and the other end extending from the throttle shaft 21 in a direction away from the first lever 25. The other end of the first arm 20 is T-shaped. The first protruding portion 20a is disposed at the other end of the first arm 20. The first protruding portion 20a protrudes in the rotation direction E1. The throttle body 11 is provided with the fully closed position regulating portion 15 that abuts against the first protruding portion 20a. The fully closed position regulating portion 15 corresponds to the first regulating portion of the present invention. The first protruding portion 20a corresponds to the first rotational contact portion of the present invention. The first protruding portion 20a and the fully closed position regulating portion 15 constitute a first stopper mechanism S1 of the present invention. When the first throttle valve 12a and the second throttle valve 12b are in the fully closed position, the first protruding portion 20a comes into contact with the fully closed position regulating portion 15. When the first throttle valve 12a and the second throttle valve 12b are in the fully closed position, the fully closed position regulating portion 15 prohibits the first throttle valve 12a and the second throttle valve 12b from rotating further in the closing direction.

[0120] The second stopper mechanism S2 is a mechanism that prohibits the sensor shaft 23 from further rotating in the rotation direction G1 when the first throttle valve 12a is in the fully closed position. The second stopper mechanism S2 will be specifically described. The second stopper mechanism S2 includes a sensor shaft regulating portion 17 connected to the throttle body 11 and a protruding portion 27a connected to the sensor shaft 23. The second arm 27 attached to the sensor shaft 23 has one end extending from the sensor shaft 23 toward the second lever 26 and the other end extending from the sensor shaft 23 in a direction away from the second lever 26. The protruding portion 27a is provided at the other end of the second arm 27. The protruding portion 27a protrudes in the rotation direction G1. The throttle body 11 is provided with a sensor shaft regulating portion 17 that abuts against the protruding portion 27a. The sensor shaft regulating portion 17 corresponds to the second regulating portion of the present invention. The protruding portion 27a corresponds to the second rotation contact portion of the present invention. The second stopper mechanism S2 of the present invention is configured by the protrusion 27a and the sensor shaft restricting portion 17. When the first throttle valve 12a and the second throttle valve 12b are in the fully closed position, the protrusion 27a comes into contact with the sensor shaft restricting portion 17. When the first throttle valve 12a and the second throttle valve 12b are in the fully closed position, the sensor shaft restricting portion 17 is a mechanism that prohibits the sensor shaft 23 from further rotating in the rotational direction G1.

[0121] A specific configuration of the second stopper mechanism S2 will be described. The sensor shaft restricting portion 17 includes an adjust screw 17b supported by the throttle body 11. The protruding portion 27a contacts the adjust screw 17b. The position of the adjust screw 17b relative to the throttle body 11 can be easily adjusted.

[0122] Specifically, as shown in FIG. 2, the sensor shaft regulating portion 17 is configured by attaching a lock nut 17a via an adjust screw 17b to a support portion provided on the throttle body 11. The support portion has a screw hole into which the adjust screw 17b screws. When the adjust screw 17b is rotated in the forward direction, the tip of the adjust screw 17b appears from the opening of the screw hole, and when the adjust screw 17b is rotated in the reverse direction, the tip of the adjust screw 17b retracts from the opening of the screw hole in the support portion. In this way, the adjust screw 17b can move forward and backward relative to the throttle body 11. The lock nut 17a is a nut that screws into the adjust screw 17b and is configured to fix the adjust screw 17b to the throttle body 11.

[0123] Refer to Fig. 6. When the drive motor 41 does not output a rotational force, the rotating member 24 rotates in the first direction F1 and the sensor shaft 23 rotates in the rotational direction G1 due to the biasing force of the return spring 35. The rotation of the sensor shaft 23 in the rotational direction G1 continues until the protruding portion 27a of the second arm 27 abuts against the adjust screw 17b of the sensor shaft regulating portion 17 and stops.

[0124] By adjusting the position of the adjust screw 17b relative to the throttle body 11, the contact position between the protrusion 27a and the adjust screw 17b is adjusted. When the contact position between the protrusion 27a and the adjust screw 17b is adjusted, the initial angle of the sensor shaft 23 is adjusted. More specifically, when the contact position between the protrusion 27a and the adjust screw 17b is adjusted, the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the rotation direction G1 is adjusted. In this way, the second stopper mechanism S2, which is composed of the protrusion 27a and the sensor shaft regulating part 17, regulates the sensor shaft 23 so that it does not rotate any further in the rotation direction G1. The second stopper mechanism S2 sets the initial angle of the sensor shaft 23. The adjust screw 17b adjusts the initial angle of the sensor shaft 23.

[0125] By adjusting the adjust screw 17b, for example, it is possible to adjust the angle of the sensor shaft 23 corresponding to the first throttle valve 12a and the second throttle valve 12b in the fully closed state. For example, it is easy to adjust the initial angle of the sensor shaft 23 based on the fully closed positions of the first throttle valve 12a and the second throttle valve 12b. For example, it is easy to adjust the initial angle of the sensor shaft 23 based on the initial angle of the throttle shaft 21. For example, it is easy to match the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the rotational direction G1 with the timing at which the first stopper mechanism S1 stops the rotation of the first throttle valve 12a and the second throttle valve 12b in the closing direction.

[0126] The fully closed position regulating portion 15 associated with the first stopper mechanism S1 has a similar configuration to the sensor shaft regulating portion 17. The fully closed position regulating portion 15 includes an adjust screw 15b. The adjust screw 15b has a similar structure to the adjust screw 17b. The fully closed position regulating portion 15 includes a lock nut 15a. The lock nut 15a is configured to fix the adjust screw 15b to the throttle body 11.

[0127] When the drive motor 41 is stopped, the rotating member 24 rotates in the first direction F1 and the throttle shaft 21 rotates in the rotational direction E1 due to the biasing force of the return spring 35. This rotation continues until the first protrusion 20a of the first arm 20 abuts against the adjust screw 15b of the fully closed position regulating portion 15 and stops.

[0128] The contact position between the first protrusion 20a and the adjust screw 15b is adjusted by adjusting the position of the adjust screw 15b relative to the throttle body 11. When the contact position between the first protrusion 20a and the adjust screw 15b is adjusted, the initial angle of the throttle shaft 21 is adjusted. In this manner, the first stopper mechanism S1, which is composed of the first protrusion 20a and the fully closed position regulating portion 15, regulates the throttle shaft 21 so that it does not rotate any further in the rotation direction E1. The first stopper mechanism S1 sets the initial angle of the throttle shaft 21. The adjust screw 15b adjusts the initial angle of the throttle shaft 21.

[0129] When the initial angle of the throttle shaft 21 is changed by the adjust screw 15b, the fully closed positions of the first throttle valve 12a and the second throttle valve 12b change. Therefore, the fully closed position regulating unit 15 is configured to be able to finely adjust the fully closed positions of the first throttle valve 12a and the second throttle valve 12b.

[0130] The third stopper mechanism S3 is a mechanism that prohibits the first throttle valve 12a from rotating further in the opening direction when the first throttle valve 12a is in the fully open position. The third stopper mechanism S3 will be specifically described. The third stopper mechanism S3 includes a fully open position regulating portion 16 connected to the throttle body 11, and a second protruding portion 20b connected to the throttle shaft 21. The second protruding portion 20b is provided at the other end of the first arm 20. The second protruding portion 20b protrudes in the rotational direction E2.

[0131] The fully open position regulating portion 16 has a similar structure to the sensor shaft regulating portion 17. The fully open position regulating portion 16 includes an adjust screw 16b and a lock nut 16a. The adjust screw 16b has a similar structure to the adjust screw 17b. The lock nut 16a is a component for fixing the adjust screw 16b to the throttle body 11.

[0132] When the drive motor 41 outputs a maximum rotational force, the rotational force of the drive motor 41 overcomes the biasing force of the return spring 35 and rotates the throttle shaft 21 in the rotational direction E2. The rotation of the throttle shaft 21 in the rotational direction E2 continues until the second protrusion 20b of the first arm 20 abuts against the adjust screw 16b of the fully open position regulating portion 16 and stops.

[0133] The contact position between the second protrusion 20b and the adjust screw 16b is adjusted by adjusting the position of the adjust screw 16b relative to the throttle body 11. When the contact position between the second protrusion 20b and the adjust screw 16b is adjusted, the maximum value (maximum angle) of rotation of the throttle shaft 21 is adjusted. In this manner, the third stopper mechanism S3 consisting of the second protrusion 20b and the fully open position regulating portion 16 regulates the throttle shaft 21 so that it does not rotate any further in the rotation direction E2. The third stopper mechanism S3 sets the maximum angle of the throttle shaft 21. The adjust screw 16b adjusts the maximum angle of the throttle shaft 21.

[0134] In FIG. 6, the first throttle valve 12a and the second throttle valve 12b are in the fully closed position. In FIG. 6, the fully closed position regulating portion 15, the fully open position regulating portion 16, and the sensor shaft regulating portion 17 are each appropriately adjusted. That is, in FIG. 6, the first protrusion 20a of the first arm 20 abuts against the fully closed position regulating portion 15, and the protrusion 27a of the second arm 27 abuts against the sensor shaft regulating portion 17. As a result, the throttle shaft 21 does not rotate in the rotation direction E1. The first throttle valve 12a and the second throttle valve 12b do not rotate in the closing direction. The first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position. The sensor shaft 23 does not rotate in the rotation direction G1.

[0135] As described above, the movable portion between the first lever 25 and the rotating member 24 has play. This play allows the drive shaft 22 to rotate slightly when the throttle shaft 21 is stationary. Therefore, when the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position, the drive shaft 22 may rotate slightly in the first direction F1. This means that when the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position, the drive shaft 22 may rotate by the amount of this play.

[0136] If the throttle device 10 were not provided with the second stopper mechanism S2, the sensor shaft 23 might rotate slightly in accordance with the slight rotation of the drive shaft 22 permitted by the above-mentioned play. This means that if the throttle device 10 were not provided with the second stopper mechanism S2, the sensor shaft 23 might rotate in the rotational direction G1 while the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position.

[0137] 6, if the adjust screw 17b, which is the sensor shaft restricting portion 17, is moved slightly backward Re, the protrusion 27a may move backward Re and continue to abut against the sensor shaft restricting portion 17. This means that when the adjust screw 17b moves slightly backward Re, there is a possibility that the sensor shaft 23 may rotate slightly in the rotational direction G1.

[0138] For example, if the sensor shaft restricting portion 17 is not adjusted appropriately, the sensor shaft 23 may rotate after the first stopper mechanism S1 prohibits the rotation of the throttle shaft 21. Therefore, the sensor shaft 23 may rotate in the rotation direction G1 or G2 while the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position. This means that the rotation angle of the sensor shaft 23 may change while the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position.

[0139] When the adjust screw 17b moves slightly rearward Re, the sensor shaft 23 rotates slightly in the rotation direction G1. This phenomenon is called overrotation of the sensor shaft 23. Overrotation of the sensor shaft 23 adversely affects the accuracy of detecting the opening degree of the first throttle valve 12a and the second throttle valve 12b. If the rotation angle of the sensor shaft 23 changes while the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position, the positions of the first throttle valve 12a and the second throttle valve 12b are not accurately reflected in the rotation angle of the sensor shaft 23. When the positions of the first throttle valve 12a and the second throttle valve 12b are not accurately reflected in the rotation angle of the sensor shaft 23, it is difficult for the throttle position sensor 42 to accurately detect the positions of the first throttle valve 12a and the second throttle valve 12b.

[0140] As described above, in Fig. 6, the fully closed position regulating portion 15 and the sensor shaft regulating portion 17 are appropriately adjusted. Therefore, the second arm 27 starts to rotate in synchronization with the first arm 20 starting to rotate. In other words, over-rotation of the sensor shaft 23 does not actually occur in Fig. 6.

[0141] Please refer to Fig. 7. Fig. 7, like Fig. 6, shows a case where the fully-closed position regulating portion 15 and the sensor shaft regulating portion 17 are appropriately adjusted. As can be seen from Fig. 7, when the throttle shaft 21 rotates in a rotational direction E2 from the initial angle, a gap D1 is generated between the fully-closed position regulating portion 15 and the first protrusion 20a. When the sensor shaft 23 rotates in a rotational direction G2 from the initial angle, a gap D2 is generated between the sensor shaft regulating portion 17 and the protrusion 27a.

[0142] The sensor shaft 23 rotates at the same time as the throttle shaft 21 rotates. The timing at which the throttle shaft 21 starts to rotate in rotation direction E2 from the initial angle coincides with the timing at which the sensor shaft 23 starts to rotate in rotation direction G2 from the initial angle. Therefore, the gaps D1 and D2 are generated at the same time. Therefore, the throttle position sensor 42 can accurately detect the positions of the first throttle valve 12a and the second throttle valve 12b.

[0143] For example, even when the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction from the fully closed position, the timing when the sensor shaft 23 starts to rotate in the rotation direction G2 is simultaneous with the timing when the first throttle valve 12a and the second throttle valve 12b start to rotate in the opening direction. Therefore, even when the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction from the fully closed position, the throttle position sensor 42 can accurately detect the positions of the first throttle valve 12a and the second throttle valve 12b.

[0144] Furthermore, the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the rotational direction G1 is simultaneous with the timing at which the first stopper mechanism S1 stops the rotation of the first throttle valve 12a in the closing direction. Therefore, even when the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction to the fully closed position, the throttle position sensor 42 can accurately detect the positions of the first throttle valve 12a and the second throttle valve 12b.

[0145] FIG. 8 shows the throttle device 10 when the adjustment of the sensor shaft restricting portion 17 is shifted from the state shown in FIG. 6 for the sake of explanation. When the adjust screw 17b is moved rearward Re, the protrusion 27a follows the adjust screw 17b. That is, the second arm 27 and the sensor shaft 23 rotate slightly in the rotation direction G1, and the drive shaft 22 rotates slightly in the first direction F1. The rotation of the sensor shaft 23 in the rotation direction G1 is caused by the biasing force of the return spring 35. The rotation of the drive shaft 22 in the first direction F1 is also caused by the biasing force of the return spring 35.

[0146] Regardless of the rotation of the sensor shaft 23, the throttle shaft 21 does not rotate. This is because rotation of the throttle shaft 21 in the rotation direction E1 is prohibited by the first protrusion 20a of the first arm 20 abutting against the fully closed position regulating portion 15. The reason why the sensor shaft 23 rotates in the rotation direction G1 even when the throttle shaft 21 is stopped is because there is a clearance in each link mechanism. This clearance impairs the synchronization between the rotation of the throttle shaft 21 and the rotation of the sensor shaft 23.

[0147] That is, if the sensor shaft restricting portion 17 is not properly adjusted, a phenomenon may occur in which the sensor shaft 23 and the throttle shaft 21 do not start rotating at the same time. If the second stopper mechanism S2 does not stop the rotation of the sensor shaft 23 at the appropriate timing, the rotation angle of the sensor shaft 23 may change while the throttle shaft 21 is not rotating.

[0148] The throttle position sensor 42 estimates the positions of the first throttle valve 12a and the second throttle valve 12b by detecting the rotation of the sensor shaft 23. Therefore, if the rotation of the throttle shaft 21 and the rotation of the sensor shaft 23 are not synchronized, the detection accuracy of the throttle position sensor 42 decreases. For example, the throttle position sensor 42 may erroneously detect that the throttle shaft 21 is rotating even though the throttle shaft 21 is not actually rotating. For example, when the first throttle valve 12a is not actually rotating, the throttle position sensor 42 may obtain an erroneous detection result indicating that the first throttle valve 12a is rotating.

[0149] Figures 9 to 11 show a method of adjusting the sensor shaft restricting portion 17. Figure 9 shows a state when the adjust screw 17b, which is the sensor shaft restricting portion 17, is moved slightly forward F from the state shown in Figure 8. As the adjust screw 17b moves, the second arm 27 and the sensor shaft 23 rotate in the rotation direction G2. However, the throttle shaft 21 remains stopped. The reason why the throttle shaft 21 remains stopped even though the sensor shaft 23 has rotated in the rotation direction G2 is because there is clearance in each link mechanism.

[0150] Figure 10 shows a state where the adjust screw 17b, which is the sensor shaft restricting portion 17, is moved further forward F from the state shown in Figure 9. As the adjust screw 17b moves, the sensor shaft 23 rotates further in a rotational direction G2. When the sensor shaft 23 rotates to a predetermined angle, the rotational angle of the sensor shaft 23 exceeds the angle that can be absorbed by the clearance of each link mechanism. After that, the first arm 20 and the throttle shaft 21 start to rotate in a rotational direction E2.

[0151] Fig. 11 shows a state when the adjust screw 17b, which is the sensor shaft restricting portion 17, is moved rearward Re from the state shown in Fig. 10. When the adjust screw 17b moves rearward Re, the protrusion 27a follows the adjust screw 17b and continues to abut against the adjust screw 17b. The sensor shaft 23 rotates in a rotational direction G1. The drive shaft 22 rotates in a first direction F1. The throttle shaft 21 rotates in a rotational direction E1.

[0152] FIG. 11 shows the moment when the first protrusion 20a of the first arm 20 abuts against the fully closed position regulating portion 15. The position of the adjust screw 17b at the moment when the first protrusion 20a abuts against the fully closed position regulating portion 15 is optimal. Therefore, the adjust screw 17b is fixed to the position of the adjust screw 17b at the moment when the first protrusion 20a abuts against the fully closed position regulating portion 15. That is, the sensor shaft regulating portion 17 is appropriately adjusted. As a result, the second stopper mechanism S2 appropriately adjusts the initial angle of the sensor shaft 23. The rotation angle of the sensor shaft 23 is adjusted so that the sensor shaft 23 starts to rotate at the same time as the throttle shaft 21 starts to rotate.

[0153] The position of the adjust screw 17b in FIG. 11 is substantially the same as the position of the adjust screw 17b in FIG.

[0154] When the throttle shaft 21 is at the initial angle, the angle of the sensor shaft 23 can be within a certain range (-θ to +θ), but the angle of the sensor shaft 23 in FIG. 11 is set at the end (+θ) of the possible range in the rotation direction G2. The angle +θ is an angle at which there is no room for the clearance of the link mechanism to act on the rotation of the throttle shaft 21. Therefore, if the sensor shaft restricting portion 17 is adjusted as shown in FIG. 11, each link mechanism operates as if there is no clearance. As a result, the rotation angle of the sensor shaft 23 is proportional to the rotation angle of the throttle shaft 21. The throttle position sensor 42 accurately detects the rotation of the throttle shaft 21. The throttle position sensor 42 accurately detects the positions of the first throttle valve 12a and the second throttle valve 12b.

[0155] By performing the operations described in FIG. 8 to FIG. 11, the sensor shaft regulating portion 17 can be appropriately adjusted. That is, the operations described in FIG. 8 to FIG. 11 are one example of a procedure for adjusting the sensor shaft regulating portion 17. The procedure for adjusting the sensor shaft regulating portion 17 is summarized below. First, the adjust screw 17b is moved forward F with the first protruding portion 20a in contact with the fully closed position regulating portion 15. This causes the sensor shaft 23 to rotate in the rotation direction G2, the drive shaft 22 to rotate in the rotation direction F2, and the throttle shaft 21 to rotate in the rotation direction E2, so that the first protruding portion 20a is separated from the fully closed position regulating portion 15. Second, the adjust screw 17b is moved backward Re. This causes the sensor shaft 23 to rotate in the rotation direction G1, the drive shaft 22 to rotate in the first direction F1, and the throttle shaft 21 to rotate in the rotation direction E1. Then, the movement of the adjust screw 17b is stopped at the point in time when the first protrusion 20a abuts against the fully closed position regulating portion 15. Then, the adjust screw 17b is fixed at that position.

[0156] In the configuration of the embodiment, if the sensor shaft regulating portion 17 is appropriately adjusted, when the first throttle valve 12a and the second throttle valve 12b move in the opening direction from the fully closed position, the timing at which the sensor shaft 23 starts to rotate in the rotational direction G2 will be simultaneous with the timing at which the first throttle valve 12a and the second throttle valve 12b start to rotate in the opening direction.

[0157] Furthermore, in the configuration of the embodiment, if the sensor shaft restricting portion 17 is appropriately adjusted, the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the rotational direction G1 will be simultaneous with the timing at which the first stopper mechanism S1 stops the rotation of the first throttle valve 12a and the second throttle valve 12b in the closing direction. Such timing adjustment can be easily achieved by adjusting the adjust screw 17b described in Figures 8 to 11.

[0158] 7.Other configurations Please refer to FIG. 4. The motorcycle 1 includes a motor control unit 61. The motor control unit 61 is configured by, for example, an ECU (Electronic Control Unit). The motor control unit 61 does not necessarily have to be realized by an ECU, and may be configured by a control device for a throttle device controlled by the ECU. The motor control unit 61 is connected to the drive motor 41 through wiring shown in FIG. 4, and the motor control unit 61 controls the rotational force of the drive motor 41 by modulating the pulse width of a control signal output to the drive motor 41. When the drive motor 41 does not generate a rotational force, the motor control unit 61 does not output a pulse signal related to control to the drive motor 41. When the drive motor 41 does not generate a rotational force, the first throttle valve 12a and the second throttle valve 12b are in a fully closed state, and the transmission mechanism 9 and the second lever 26 are in the states shown in FIG. 6 and FIG. 11.

[0159] When the driver operates the accelerator, the motor control unit 61 transmits a control signal indicating the duty ratio to the drive motor 41. The drive motor 41 generates a rotational force in accordance with the control signal. Here, when the duty ratio is lower than a predetermined value, the rotational force of the drive motor 41 cannot resist the biasing force of the return spring 35. Ultimately, the throttle shaft 21 does not change from the initial angle. When the duty ratio is equal to or greater than a predetermined value, the drive motor 41 rotates the throttle shaft 21 in the rotational direction E2 against the biasing force of the return spring 35. Then, when the rotational force of the drive motor 41 and the rotational force of the return spring 35 are balanced, the rotation of the throttle shaft 21 stops (see FIG. 7).

[0160] The more the throttle shaft 21 rotates in the rotation direction E2, the stronger the biasing force of the return spring 35. When the duty ratio of the control signal is increased, the throttle shaft 21 rotates in the rotation direction F2 each time. When the biasing force of the return spring 35 and the rotational force of the drive motor 41 are balanced, the throttle shaft 21 stops. When the duty ratio approaches 1, the second protrusion 20b of the first arm 20 abuts against the full-open position regulating portion 16, and the throttle shaft 21 no longer rotates in the rotation direction E2. In this way, the motor control unit 61 is configured to change the opening degrees of the first throttle valve 12a and the second throttle valve 12b by controlling the duty ratio of the control signal.

[0161] In this example, it is also possible to more closely match the time when the driver operates the accelerator with the time when the first throttle valve 12a and the second throttle valve 12b start to rotate. To do so, a control signal with a duty ratio that is low enough that the throttle shaft 21 does not rotate before the accelerator is supplied to the drive motor 41. Then, as the driver operates the accelerator and the duty ratio increases, the first throttle valve 12a and the second throttle valve 12b open.

[0162] The output of the throttle position sensor 42 is input to the motor control unit 61 and is used for the feedback control of the motor control unit 61.

[0163] 8. Effects of the embodiment The throttle device 10 includes a throttle body 11, a throttle shaft 21, and throttle valves (12a, 12b). The throttle body 11 has an intake passage V. The throttle shaft 21 is supported by the throttle body 11. The throttle valves (12a, 12b) are provided in the intake passage V. The throttle valves (12a, 12b) are connected to the throttle shaft 21. Therefore, the first throttle valves (12a, 12b) rotate integrally with the throttle shaft 21. When the throttle shaft 21 rotates, the throttle valves (12a, 12b) open and close the intake passage V.

[0164] The throttle device 10 comprises a drive shaft 22, a transmission mechanism 9, and a return spring 35. The drive shaft 22 is parallel to the throttle shaft 21. The transmission mechanism 9 transmits rotational force between the throttle shaft 21 and the drive shaft 22. The return spring 35 is provided on the drive shaft 22. The return spring 35 urges the throttle valves (12a, 12b) in the closing direction via the transmission mechanism 9. For this reason, the return spring 35 is not provided on the throttle shaft 21. The return spring 35 is not provided on an extension of the throttle shaft 21. Therefore, the throttle shaft 21 can be shortened. The throttle device 10 is therefore smaller in size than conventional devices.

[0165] The return spring 35 and the throttle shaft 21 overlap in the extension direction of the throttle shaft 21. Therefore, the return spring 35 does not contribute to an increase in the length of the throttle device 10 in the extension direction of the throttle shaft 21. This makes it possible to suppress an increase in size of the throttle device 10 due to the provision of the return spring 35. Therefore, the throttle device is even smaller.

[0166] The return spring 35, the first throttle valve 12a, and the second throttle valve 12b overlap in the extension direction of the throttle shaft 21. For this reason, it is easy to dispose the return spring 35 at the same position as the throttle shaft 21 in the extension direction of the throttle shaft 21.

[0167] The drive shaft 22 and the throttle shaft 21 overlap in the extension direction of the throttle shaft 21. Therefore, the drive shaft 22 does not contribute to an increase in the length of the throttle device 10 in the extension direction of the throttle shaft 21. This makes it possible to suppress an increase in size of the throttle device 10 due to the provision of the drive shaft 22. Therefore, the throttle device 10 is even smaller.

[0168] The drive shaft 22, the first throttle valve 12a, and the second throttle valve 12b overlap in the extension direction of the throttle shaft 21. Therefore, it is easy to arrange the drive shaft 22 at the same position as the throttle shaft 21 in the extension direction of the throttle shaft 21.

[0169] The return spring 35 is provided on the drive shaft 22 for driving the first throttle valve 12a and the second throttle valve 12b. With this configuration, there is no need to provide a new shaft for the return spring 35, so it is possible to provide a throttle device 10 with a simplified device configuration.

[0170] The drive motor 41 includes a main body 41b. The return spring 35 is disposed between the main body 41b and the transmission mechanism 9 in the extending direction of the drive shaft 21. For this reason, it is easy to provide the return spring 35 on the drive shaft 22. For example, it is easy to provide the return spring 35 on the drive shaft 22 by a slight design change. More specifically, it is easy to provide the return spring 35 on the drive shaft 22 by lengthening the drive shaft 22 by the width of the return spring 35.

[0171] The return spring 35 includes an arc-shaped structure that generates a biasing force. The arc-shaped portion is centered on the drive shaft 22. Therefore, it is easy for the return spring 35 to apply a biasing force to the drive shaft 22.

[0172] A first end 35a of the return spring 35 is connected to the drive shaft 22, and a second end 35b of the return spring 35 is connected to the throttle body 11. By configuring in this manner, the return spring 35 can be configured to rotate the drive shaft 22 in a predetermined direction relative to the throttle body 11. Here, the predetermined direction is the first rotation direction G1. In other words, it is possible to easily configure the return spring 35 to urge the first throttle valve 12a and the second throttle valve 12b in the closing direction.

[0173] A first end 35a of the return spring 35 is connected to the drive shaft 22 through a locking portion 24a fixed to the drive shaft 22. With this configuration, the return spring 35 can be locked simply by winding the end of the return spring 35 around the locking portion 24a.

[0174] When the throttle valves (12a, 12b) rotate in the closing direction, the drive shaft 22 rotates in the first direction F1. The return spring 35 urges the drive shaft 22 in the first direction F1. For this reason, it is easy for the return spring 35 to urge the throttle valves (12a, 12b) in the closing direction.

[0175] 9. Modified embodiments The present invention is not limited to the above-mentioned configuration, and can be modified as follows.

[0176] <Variation 1> The motorcycle 1 according to the above embodiment has a two-cylinder internal combustion engine 5, but the present invention is not limited to this configuration. For example, the present invention can be implemented in a motorcycle having a four-cylinder internal combustion engine. The motorcycle according to this modification has a throttle device 70 in which four intake passages V are arranged in series as shown in FIG. 12. As can be seen by referring to FIG. 12, the throttle device 70 according to this modification is composed of a first unit 10a constituted by the throttle device 10 according to the embodiment, and a second unit 10b which is a mirror image of the throttle device 10 according to the embodiment. The first unit 10a and the second unit 10b are arranged in the width direction Y. For example, the first unit 10a and the second unit 10b are arranged in a direction in which the fully closed position regulating parts 15 face each other. In the configuration of this modification, the width of the throttle device 70 is wider than that of the above embodiment, so that the effect of applying the present invention is greater.

[0177] <Variation 2> In the above-mentioned first modification, the throttle device 10 is configured by the first unit 10a and the second unit 10b which are mirror images of each other, but this is not limited to the configuration. For example, the throttle device 70 may include two first units 10a. Alternatively, the throttle device 70 may include two second units 10b. The two first units 10a or the two second units 10b are arranged in the width direction Y. With such a configuration, the drive motor 41 is exposed in the width direction Y, and therefore the effect of the present invention in being able to reduce the size of the throttle device 10 is significant.

[0178] <Variation 3> Although the motorcycle 1 according to the above-described embodiment has a two-cylinder internal combustion engine 5, the present invention is not limited to this configuration. The present invention can also be applied to a throttle device having a single intake passage V for a single-cylinder internal combustion engine. Such a throttle device has a single throttle valve. That is, as shown in this modification, modification 1, and modification 2, the number of intake passages V in the present invention can be increased or decreased as appropriate from the number in the embodiment.

[0179] <Modification 4> In the above embodiment, the return spring 35 is provided on the drive shaft 22. However, the present invention is not limited to this configuration.

[0180] As shown in Fig. 13, the return spring 35 may be provided on the sensor shaft 23. A throttle position sensor 42 of this modified example is configured to detect the rotation angle of the sensor shaft 23 on which the return spring 35 is provided. The return spring 35 is provided on the sensor shaft 23 for detecting the opening of the throttle valves (12a, 12b). For this reason, with this configuration, there is no need to provide a new shaft for the return spring 35, so a throttle device 10 with a simplified device configuration can be provided.

[0181] In this modified example, first arm 20, rotating member 24, first lever 25, second lever 26 and second arm 27 transmit rotational force between throttle shaft 21 and drive shaft 22.

[0182] For example, return spring 35 is disposed between throttle position sensor 42 and the transmission mechanism (20, 24, 25, 26, 27) in the extension direction of sensor shaft 23. For this reason, it is easy to provide return spring 35 on sensor shaft 23. For example, it is easy to provide return spring 35 on sensor shaft 23 with a slight design change. More specifically, it is easy to provide return spring 35 on sensor shaft 23 by lengthening sensor shaft 23 by the width of return spring 35.

[0183] A first end 35a of the return spring 35 is connected directly or indirectly to the sensor shaft 23. A second end 35b of the return spring 35 is connected directly or indirectly to the throttle body 11.

[0184] For example, a first end 35a of the return spring 35 is connected to a locking portion 27b provided on the second arm 27. The second arm 27 is fixed to the sensor shaft 23. Therefore, the locking portion 27b is also fixed to the sensor shaft 23. The first end 35a is connected to the locking portion 27b. As a result, the first end 35a is directly connected to the second arm 27. The first end 35a is indirectly connected to the sensor shaft 23.

[0185] For example, the second end 35b is fixed to the throttle body 11 by a fixing screw 36. The second end 35b is directly connected to the throttle body 11.

[0186] When the throttle valves (12a, 12b) rotate in the closing direction, the sensor shaft 23 rotates in a rotational direction G1. The return spring 35 biases the sensor shaft 23 in the rotational direction G1.

[0187] The sensor shaft 23 of this modification is an example of the first shaft of the present invention. The rotating member 24, the first lever 25, the first arm 20, the second lever 26, and the second arm 27 of this modification are an example of the transmission mechanism of the present invention. The rotation direction G1 of this modification is an example of the first direction G1 of the present invention.

[0188] <Variation 5> The return spring 35 does not necessarily have to be provided on the drive shaft 22 or the sensor shaft 23. The return spring 35 may be provided on a shaft other than the throttle shaft 21, the drive shaft 22, and the sensor shaft 23.

[0189] Refer to FIG. 14. For example, the throttle device 10 includes a return spring shaft 18. The return spring shaft 18 is different from any of the throttle shaft 21, the drive shaft 22, and the sensor shaft 23. The return spring shaft 18 extends in the width direction Y. The return spring shaft 18 is parallel to the throttle shaft 21. A return spring 35 is provided on the return spring shaft 18. The return spring shaft 18 of this modification is an example of the first shaft of the present invention. According to this modification, it is easy to increase the degree of freedom in the arrangement of the return spring shaft 18. Therefore, it is easy to increase the degree of freedom in the arrangement of the return spring 35.

[0190] An original moving gear 19 is fixed to the return spring shaft 18. In this regard, the original moving gear 19 may be formed integrally with the return spring shaft 18. The center of rotation of the original moving gear 19 coincides with the return spring shaft 18. On the other hand, a driven gear 24b is fixed to the rotating member 24. In this regard, the driven gear 24b may be formed integrally with the rotating member 24. The center of rotation of the driven gear 24b coincides with the drive shaft 22. The driven gear 24b meshes with the original moving gear 19. In this modification, the original moving gear 19, the rotating member 24, the driven gear 24b, the first lever 25, and the first arm 20 transmit a rotational force between the throttle shaft 21 and the return spring shaft 18. The original moving gear 19, the rotating member 24, the driven gear 24b, the first lever 25, and the first arm 20 of this modification are an example of a transmission mechanism of the present invention.

[0191] The return spring 35 urges the driving gear 19 in a predetermined direction. When the driving gear 19 rotates in the predetermined direction, the driven gear 24b rotates in the rotational direction F1. Therefore, the return spring 35 urges the rotating member 24 in the rotational direction F1 via the driving gear 19 and the driven gear 24b. Therefore, the return spring 35 urges the first throttle valve 12a and the second throttle valve 12b in the closing direction via the driving gear 19, the rotating member 24, the first lever 25 and the first arm 20.

[0192] A first end 35a of the return spring 35 is connected directly or indirectly to the return spring shaft 18. A second end 35b of the return spring 35 is connected directly or indirectly to the throttle body 11.

[0193] For example, a first end 35a of the return spring 35 is inserted into a through hole provided in the driving gear 19. The driving gear 19 is fixed to the return spring shaft 18. Therefore, the through hole of the driving gear 19 is also fixed to the return spring shaft 18. The first end 35a is connected to the through hole of the driving gear 19. As a result, the first end 35a is fixed to the return spring shaft 18 via the driving gear 19. The through hole of the driving gear 19 is an example of a locking portion of the present invention.

[0194] For example, the second end 35b of the return spring 35 is fixed to the throttle body 11 by a fixing screw 36. The second end 35b is directly connected to the throttle body 11.

[0195] <Variation 6> Although the throttle device 10 according to the above-described embodiment is mounted on a motorcycle 1, the present invention is not limited to this configuration. The present invention can also be applied to other saddle-ride type vehicles. For example, in the embodiment, the number of front wheels 3 is one. The number of front wheels 3 is not limited to this. For example, the number of front wheels 3 may be two. For example, in the embodiment, the number of rear wheels 4 is one. The number of rear wheels 4 is also not limited to this. The number of rear wheels 4 may be two. [Explanation of symbols]

[0196] 1. Motorcycles (saddle-type vehicles) 3 Front wheel 4 Rear Wheel 5. Internal combustion engine 6 Front fork 9 Transmission Mechanism 10,70 Throttle device 10a Unit 1 10b Unit 2 11 Throttle body 12a First throttle valve (throttle valve) 12b Second throttle valve (throttle valve) 15 Fully closed position regulation part 15a Lock nut 15b Adjustment screw 16 Fully open position control part 16a Lock nut 16b Adjustment screw 17 Sensor shaft regulation part 17a Lock nut 17b Adjustment screw 20 First arm (transmission mechanism) 20a 1st protrusion 20b Second protrusion 21 Throttle shaft 22 Drive shaft (first shaft) 23 Sensor axis 24 Rotating parts (transmission mechanism) 24a Locking part 25 First lever (transmission mechanism) 26 Second Lever 27 Second Arm 27a Protrusion 31 Joint 32 Joint 33 Joint 34 Joint 35 Return spring 36 Fixing screw 41 Drive motor 41b Main body (motor body) 42 Throttle position sensor 51 Body frame 53 seats 54 Handlebar 61 Motor control unit F1 1st direction S1 First stopper mechanism S2 Second stopper mechanism S3 3rd stopper mechanism V Intake passage

Claims

1. A throttle body having an intake passage; a throttle shaft supported by the throttle body; a throttle valve provided in the intake passage and connected to the throttle shaft; A first axis parallel to the throttle axis; a transmission mechanism that transmits a rotational force between the throttle shaft and the first shaft; a return spring provided on the first shaft and biasing the throttle valve in a closing direction via the transmission mechanism. Throttle device.

2. 2. The throttle device according to claim 1, The return spring is located at the same position as the throttle shaft in the extending direction of the throttle shaft. Throttle device.

3. 2. The throttle device according to claim 1, The return spring is located at the same position as the throttle valve in the extending direction of the throttle shaft. Throttle device.

4. 2. The throttle device according to claim 1, The first shaft is in the same position as the throttle shaft in the extending direction of the throttle shaft. Throttle device.

5. 2. The throttle device according to claim 1, The first shaft is in the same position as the throttle valve in the extending direction of the throttle shaft. Throttle device.

6. 2. The throttle device according to claim 1, a drive motor for driving the throttle valve, The first shaft is a drive shaft of the drive motor. Throttle device.

7. 7. The throttle device according to claim 6, the drive motor includes a motor body that outputs a rotational force to the drive shaft, The return spring is disposed between the motor body and the transmission mechanism in the extending direction of the drive shaft. Throttle device.

8. 2. The throttle device according to claim 1, A throttle position sensor is provided to detect the rotation angle of the first shaft. Throttle device.

9. 9. The throttle device according to claim 8, The return spring is disposed between the throttle position sensor and the transmission mechanism in the extending direction of the first shaft. Throttle device.

10. 2. The throttle device according to claim 1, a sensor axis parallel to the throttle axis and different from the first axis; a drive motor having a drive shaft parallel to the throttle shaft and different from the first shaft; A throttle position sensor that detects the rotation angle of the sensor shaft. Throttle device.

11. 2. The throttle device according to claim 1, The return spring includes an arc-shaped portion centered on the first axis. Throttle device.

12. 2. The throttle device according to claim 1, The return spring is A first end connected directly or indirectly to the first shaft; and a second end connected directly or indirectly to the throttle body. Throttle device.

13. 13. The throttle device according to claim 12, A locking portion is provided which is fixed to the first shaft, The first end of the return spring is connected to the stop. Throttle device.

14. 2. The throttle device according to claim 1, When the throttle valve rotates in a closing direction, the first shaft rotates in a first direction, The return spring biases the first shaft in a first direction. Throttle device.

15. A straddle-type vehicle comprising the throttle device according to claim 1.

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