Throttle device and saddle type vehicle comprising the same

Abstract

To provide a small throttle device, and a saddle type vehicle comprising the same.SOLUTION: A throttle device 10 of the present invention comprises: a throttle shaft 21; a drive motor 41 having a drive shaft 22 parallel to the throttle shaft 21; a rotary member 24 rotating integrally with the drive shaft 22; a first transmission member for transmitting a rotational force of the rotary member 24 to the throttle shaft 21; a sensor shaft 23 parallel to the throttle shaft 21; a throttle position sensor 42 for detecting a rotation angle of the sensor shaft 23; and a second transmission member for transmitting the rotational force of the rotary member 24 to the sensor shaft 23. According to this configuration, the throttle shaft 21, the drive shaft 22, and the sensor shaft 23 are arranged in positions parallel to each other. Therefore, there is no need to arrange the throttle position sensor 42 on the extension of the throttle shaft 21, and the throttle device 10 can be made smaller in an extension direction of the throttle shaft 21.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 comprises a throttle body, a throttle shaft, a throttle valve, a drive motor, and a throttle position sensor. 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 drive motor is connected to the throttle shaft. The drive motor rotates the throttle shaft. The throttle position sensor is installed at the end of the throttle shaft. The throttle position sensor is provided on an extension of 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 first throttle valve provided in the intake passage and connected to the throttle shaft, a drive motor having a drive shaft parallel to the throttle shaft, a rotating member connected to the drive shaft and rotating integrally with the drive shaft, a first transmission member that transmits the rotational force of the rotating member to the throttle shaft, a sensor shaft parallel to the throttle shaft, a throttle position sensor that detects the rotational angle of the sensor shaft, and a second transmission member that transmits the rotational force of the rotating member to the sensor shaft.

[0007] [Function and Effect] The throttle device comprises a throttle body, a throttle shaft, and a first throttle valve. The throttle body has an intake passage. The throttle shaft is supported by the throttle body. The first throttle valve is provided in the intake passage. The first throttle valve is connected to the throttle shaft. Therefore, the first throttle valve rotates integrally with the throttle shaft. When the throttle shaft rotates, the first throttle valve opens and closes the intake passage. The rotation angle of the throttle shaft corresponds to the position of the first throttle valve.

[0008] The throttle device includes a drive motor, a rotating member, a first transmission member, a sensor shaft, a second transmission member, and a throttle position sensor. The drive motor has a drive shaft. The rotating member is connected to the drive shaft. The rotating member rotates integrally with the drive shaft. The first transmission member transmits the rotational force of the rotating member to the throttle shaft. The second transmission member transmits the rotational force of the rotating member to the sensor shaft. The throttle position sensor detects the rotation angle of the sensor shaft. Therefore, when the drive shaft rotates, the throttle shaft and the sensor shaft rotate. Therefore, the throttle position sensor properly detects the position of the first throttle valve.

[0009] The sensor axis is parallel to the throttle axis. Therefore, the sensor axis is not disposed on an extension of the throttle axis. Therefore, the throttle position sensor is not disposed on an extension of the throttle axis. Therefore, the throttle device is small. For example, the throttle device is short in the extension direction of the throttle axis.

[0010] As described above, the drive motor rotates the throttle shaft via the first transmission member, and rotates the sensor shaft via the second transmission member. That is, the throttle shaft and the sensor shaft are connected in parallel to the drive motor. This allows for a high degree of freedom in the arrangement of the sensor shaft.

[0011] In the above throttle device, it is preferable that the rotational force of the rotating member is transmitted to the sensor shaft without passing through the first transmission member.

[0012] With this configuration, the sensor axis can be positioned with a high degree of freedom.

[0013] In the above-mentioned throttle device, it is preferable that the first transmission member comprises a first lever rotatably connected to the rotating member and a first arm rotatably connected to the first lever, and that the first arm is connected to the throttle shaft.

[0014] [Operation and Effect] According to such a configuration, it is easy for the first transmission member to transmit the rotational force of the rotating member to the throttle shaft.

[0015] In the above-mentioned throttle device, it is preferable that the second transmission member comprises a second lever rotatably connected to the rotating member and a second arm rotatably connected to the second lever, and that the second arm is connected to the sensor shaft.

[0016] [Operation and Effect] According to such a configuration, it is easy for the first transmission member to transmit the rotational force of the rotating member to the sensor shaft.

[0017] In the above-described throttle device, it is preferable that the distance between the sensor shaft and the throttle shaft is equal to or greater than the distance between the drive shaft and the throttle shaft, and that the distance between the sensor shaft and the throttle shaft is equal to or greater than the distance between the drive shaft and the sensor shaft.

[0018] [Action and Effect] The distance between the sensor shaft and the throttle shaft is equal to or greater than the distance between the drive shaft and the throttle shaft. Therefore, the distance between the drive shaft and the throttle shaft is relatively short. Therefore, it is easy to make the first transmission member small. The distance between the sensor shaft and the throttle shaft is equal to or greater than the distance between the drive shaft and the sensor shaft. Therefore, the distance between the drive shaft and the sensor shaft is relatively short. Therefore, it is easy to make the second transmission member small. Furthermore, the distance between the sensor shaft and the throttle shaft is relatively long. Therefore, it is easy to prevent interference between the first transmission member and the second transmission member.

[0019] In the above-described throttle device, it is preferable that at least a portion of the throttle position sensor is located at the same position as the drive shaft in the extending direction of the drive shaft.

[0020] [Function and Effect] With this configuration, the throttle position sensor and the drive shaft can overlap in the extension direction of the drive shaft. Therefore, the throttle device is smaller. For example, the throttle device is shorter in the extension direction of the throttle shaft.

[0021] In the above-described throttle device, it is preferable that at least a portion of the drive shaft is in the same position as the first throttle valve in the extension direction of the drive shaft, and that at least a portion of the throttle position sensor is in the same position as the first throttle valve in the extension direction of the drive shaft.

[0022] [Action and Effect] According to the above-mentioned configuration, the first throttle valve and the drive shaft can be overlapped in the extension direction of the drive shaft. The first throttle valve and the throttle position sensor can be overlapped in the extension direction of the drive shaft. Therefore, the size of the throttle device in the extension direction of the throttle shaft is further reduced. Furthermore, the drive shaft and the throttle position sensor are disposed near the first throttle valve. That is, the drive shaft and the throttle position sensor are close to each other. Therefore, it is easy to reduce the size of the second transmission member.

[0023] In the above-mentioned throttle device, it is preferable that the throttle device further comprises a second throttle valve provided in the intake passage and connected to the throttle shaft, the first throttle valve being arranged along the throttle shaft between the first transmission member and the second throttle valve, the drive shaft being arranged between the first transmission member and the second throttle valve in the extension direction of the throttle shaft, and the throttle position sensor being arranged between the first transmission member and the second throttle valve in the extension direction of the throttle shaft.

[0024] [Action and Effect] According to this configuration, the drive shaft and the throttle position sensor are disposed near the first throttle valve. Therefore, the drive shaft and the throttle position sensor are close to each other. Therefore, it is easy to make the second transmission member smaller. Also, according to this configuration, the throttle device has two throttle valves, and the drive shaft and the throttle position sensor are disposed biased toward the first throttle valve. With this configuration, it is possible to reduce the size of the mechanism that mechanically connects the drive shaft and the throttle position sensor.

[0025] In the above-described throttle device, it is preferable that the second transmission member is provided between the first transmission member and the drive motor in the extending direction of the drive shaft.

[0026] [Operation and Effect] With such a configuration, it is easy to shorten the throttle device in the extension direction of the throttle shaft.

[0027] In the above-mentioned throttle device, when the first throttle valve rotates in the closing direction, the sensor shaft rotates in a first direction, and the throttle device preferably comprises a first stopper mechanism which prohibits the first throttle valve from rotating further in the closing direction when the first throttle valve is in a fully closed position, and a second stopper mechanism which prohibits the sensor shaft from rotating further in the first direction when the first throttle valve is in the fully closed position.

[0028] [Action and Effect] The throttle device includes a first stopper mechanism and a second stopper mechanism. When the first throttle valve is in the fully closed position, the first stopper mechanism prohibits the first throttle valve from rotating further in the closing direction. When the first throttle valve is in the fully closed position, the second stopper mechanism prohibits the sensor shaft from rotating further in the first direction. Therefore, when the first throttle valve is stationary in the fully closed position, the sensor shaft is also stationary. When the first throttle valve is stationary in the fully closed position, the rotation angle of the sensor shaft does not change. Therefore, the position of the first throttle valve is accurately reflected in the rotation angle of the sensor shaft. Therefore, the throttle position sensor detects the position of the first throttle valve with high accuracy.

[0029] In the above-described throttle device, when the first throttle valve rotates in an opening direction, the sensor shaft rotates in a second direction, and when the first throttle valve moves in the opening direction from the fully closed position, it is preferable that the timing at which the sensor shaft starts to rotate in the second direction is simultaneous with the timing at which the first throttle valve starts to rotate in the opening direction.

[0030] [Function and Effect] With this configuration, the timing when the first throttle valve, which is in a fully closed state, starts to open coincides with the timing when the sensor shaft starts to rotate. Therefore, even when the first throttle valve moves in the opening direction from the fully closed position, the position of the first throttle valve is accurately reflected in the rotation angle of the sensor shaft. Therefore, even when the first throttle valve moves in the opening direction from the fully closed position, the throttle position sensor detects the position of the first throttle valve with high accuracy.

[0031] In the above throttle device, it is preferable that the timing at which the second stopper mechanism stops rotation of the sensor shaft in the first direction is simultaneous with the timing at which the first stopper mechanism stops rotation of the first throttle valve in the closing direction.

[0032] [Function and Effect] With this configuration, the timing when the first throttle valve is fully closed coincides with the timing when the sensor shaft stops rotating. Therefore, when the first throttle valve moves in the opening direction from the fully closed position, it is easy to synchronize the timing when the sensor shaft starts to rotate in the second direction with the timing when the first throttle valve starts to rotate in the opening direction.

[0033] In the above-described throttle device, it is preferable that the first stopper mechanism comprises a first regulating portion connected to the throttle body and a first rotary contact portion connected to the throttle shaft, wherein when the first throttle valve is in the fully closed position, the first rotary contact portion comes into contact with the first regulating portion and the first regulating portion prohibits the first throttle valve from rotating further in the closing direction, and the second stopper mechanism comprises a second regulating portion connected to the throttle body and a second rotary contact portion connected to the sensor shaft, wherein when the second throttle valve is in the fully closed position, the second rotary contact portion comes into contact with the second regulating portion and the second regulating portion prohibits the sensor shaft from rotating further in the first direction.

[0034] [Function and Effect] The first stopper mechanism includes a first regulating portion and a first rotational contact portion. Therefore, it is easy for the first stopper mechanism to prohibit the first throttle valve from rotating further in the closing direction when the first throttle valve is in the fully closed position. The second stopper mechanism includes a second regulating portion and a second rotational contact portion. Therefore, it is easy for the second stopper mechanism to prohibit the sensor shaft from rotating further in the first direction when the first throttle valve is in the fully closed position.

[0035] In the above throttle device, it is preferable that the second restriction portion includes an adjust screw supported by the throttle body.

[0036] [Function and Effect] The second restricting portion includes an adjust screw. Therefore, the adjust screw fine-tunes the timing at which the second rotation contact portion comes into contact with the second restricting portion. The adjust screw fine-tunes the timing at which the second restricting portion prohibits the sensor shaft from further rotating in the first direction.

[0037] The present invention also provides a straddle-type vehicle equipped with the above-mentioned throttle device. The throttle device is small in size, so it is easy to mount the throttle device on a straddle-type vehicle. Effect of the Invention

[0038] The throttle device of the present invention is compact. [Brief description of the drawings]

[0039] [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. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0040] 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

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] As shown in Fig. 4, the drive motor 41 has a drive shaft 22 that is 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.

[0047] As shown in FIG. 4, the drive motor 41 has a main body 41b that rotates 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 first transmission member 13. The first transmission member 13 will be described in detail later.

[0048] The sensor shaft 23 is parallel to the throttle shaft 21 and the drive shaft 22. When the drive shaft 22 of this embodiment starts to rotate, the throttle shaft 21 starts to rotate based on the first transmission member 13, and the sensor shaft 23 starts to rotate based on the second transmission member 14.

[0049] The throttle position sensor 42 is configured to detect the rotation angle of the sensor shaft 23. 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 axial 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 transmission member 14. The second transmission member 14 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] 4, at least a part of the drive shaft 22 is at the same position as the throttle shaft 21 in the extension direction (width direction Y) of the throttle shaft 21. For example, the entire drive shaft 22 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 drive shaft 22 is configured to fit within a section extending in the axial 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.

[0057] 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.

[0058] 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.

[0059] 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 drive shaft 22. 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.

[0060] 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.

[0061] 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 this 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 first transmission member 13 becomes compact. For example, the second transmission member 14 becomes compact.

[0062] 3.Transmission components Hereinafter, the transmission members that transmit the rotational force of the drive motor 41 will be described. As shown in Fig. 2, the throttle device 10 of this example has a circular rotating member 24. The rotating member 24 is connected to the drive shaft 22 and rotates integrally with the drive shaft 22. The throttle device 10 includes a first transmission member 13 and a second transmission member 14. The first transmission member 13 and the second transmission member 14 are connected to the rotating member 24.

[0063] The first transmission member 13 transmits the rotational force of the rotating member 24 to the throttle shaft 21. Specifically, the first transmission member 13 includes a first lever 25 and a first arm 20. The first lever 25 is rotatably connected to the rotating member 24. On the other hand, the first arm 20 is a member extending in a direction perpendicular to the throttle shaft 21 and rotatably connected to the first lever 25. The first arm 20 is connected to the throttle shaft 21. Therefore, 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 rotating member 24, the first lever 25, and the first arm 20 together form a link mechanism. The first lever 25 is configured to receive the rotational force of the rotating member 24 and rotate the first arm 20.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] The second transmission member 14 transmits the rotational force of the rotating member 24 to the sensor shaft 23. The rotational force of the rotating member 24 is transmitted to the sensor shaft 23 without passing through the first transmission member 13. In other words, the first transmission member 13 and the second transmission member 14 are mechanisms of different systems, although they operate by obtaining the rotational force from the rotating member 24. The second transmission member 14 has a different configuration from the first transmission member 13, and transmits the rotational force of the rotating member 24 to the sensor shaft 23.

[0071] Specifically, the second transmission member 14 includes a second lever 26 and a second arm 27. The second lever 26 is rotatably connected to the rotating member 24. On the other hand, the second arm 27 is a member extending in a direction perpendicular to the sensor shaft 23 and rotatably connected to the second lever 26. The second arm 27 is connected to the sensor shaft 23. Therefore, the second lever 26 is a member that transmits the rotational force of the rotating member 24 to the second arm 27. The second lever 26 extends in a direction perpendicular to the sensor shaft 23. 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 rotating member 24, the second lever 26, and the second arm 27 together form a link mechanism. The second lever 26 is configured to rotate the second arm 27 by receiving the rotational force of the rotating member 24.

[0072] 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.

[0073] 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.

[0074] 2, the first transmission member 13 is provided at the right end of the throttle body 11. The second transmission member 14 is provided at the right end of the throttle body 11.

[0075] 4, the first transmission member 13 is connected to one end of the throttle shaft 21. For example, the first transmission member 13 is connected to the right end of the throttle shaft 21.

[0076] The first throttle valve 12a is located between the first transmission member 13 and the second throttle valve 12b along the throttle shaft 21. For example, the first throttle valve 12a is disposed to the left of the first transmission member 13 and to the right of the second throttle valve 12b.

[0077] The drive shaft 22 is located between the first transmission member 13 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 first transmission member 13 and to the right of the second throttle valve 12b.

[0078] The throttle position sensor 42 is located between the first transmission member 13 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 first transmission member 13 and to the right of the second throttle valve 12b.

[0079] The entire second transmission member 14 is disposed to the left of the right end of the throttle shaft 21. The entire second transmission member 14 is disposed to the right of the left end of the throttle shaft 21.

[0080] The second transmission member 14 is provided between the first transmission member 13 and the drive motor 41 in the extending direction (width direction Y) of the drive shaft 22. For example, the second transmission member 14 is disposed to the left of the first transmission member 13 and to the right of the drive motor 41. Therefore, the first lever 25 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.

[0081] As described above, the second transmission member 14 is provided between the first transmission member 13 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 transmission member 14 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 transmission member 14 from protruding rightward 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, the dimension of the throttle device 10 in the width direction Y can be reduced compared to a configuration in which the second lever 26 is disposed to the right of the first lever 25.

[0082] As described above, the first lever 25 and the second lever 26 are each supported by the rotating member 24. In other words, the link mechanism formed by the first lever 25 and the link mechanism formed by the second lever 26 are independent of each other, and even if the link mechanism of the second lever 26 does not function, the link mechanism of the first lever 25 functions without being affected, and even if the link mechanism of the first lever 25 does not function, the link mechanism of 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 link mechanism of the first lever 25 and the link mechanism of the second lever. Rather, the rotating member 24 has a function of distributing the rotational force of the drive motor 41 to the two link mechanisms. The rotational force of the rotating member 24 is transmitted to the sensor shaft 23 without passing through the first lever 25, and similarly, the rotational force of the rotating member 24 is transmitted to the sensor shaft 23 without passing through the second lever 26. In this manner, the first lever 25 and the second lever 26 are not engaged with each other.

[0083] The return spring 35 is a coil spring provided around the rotating member 24 and wound around the drive shaft 22 as shown in FIG. 4. The axial direction of the return spring 35 coincides with the width direction Y of the throttle device 10. The return spring 35 is disposed at a position sandwiched between the rotating member 24 and the main body 41b of the drive motor 41. The return spring 35 biases the first throttle valve 12a and the second throttle valve 12b in a closing direction. 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 a 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 an opening direction against the biasing force of the return spring 35.

[0084] Fig. 5 explains the configuration of the return spring 35 of this example. The rotating member 24 has a locking portion 24a. The locking portion 24a is configured by bending a protruding portion that extends in a direction away from the drive shaft 22 toward the drive motor 41 side. A first end of the return spring 35 is fixed to the rotating member 24 by the locking portion 24a. A second end of the return spring 35 is fixed to the throttle body 11 by a fixing screw 36. Meanwhile, the arrow shown in Fig. 5 indicates the biasing direction of the return spring.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] Refer to Fig. 6. When the drive shaft 22 rotates in a rotational direction F1, the rotating member 24 rotates integrally with the drive shaft 22 in the rotational direction F1. When the rotating member 24 rotates in the rotational direction F1, the first arm 20 rotates in a rotational direction E1. When the first arm 20 rotates in the rotational direction E1, the throttle shaft 21 rotates integrally with the first arm 20 in the rotational direction E1. When the throttle shaft 21 rotates in the rotational 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.

[0091] As described above, when the drive shaft 22 moves in the rotation 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 rotation direction F1, the first throttle valve 12a and the second throttle valve 12b rotate in the closing direction.

[0092] 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.

[0093] FIG. 6 shows a first direction G1 and a second direction G2 around the sensor axis 23.

[0094] 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 second direction G2. When the second arm 27 rotates in the second direction G2, the sensor shaft 23 rotates integrally with the second arm 27 in the second direction G2.

[0095] When the drive shaft 22 rotates in the rotation direction F1, the rotating member 24 rotates integrally with the drive shaft 22 in the rotation direction F1. When the rotating member 24 rotates in the rotation direction F1, the second arm 27 rotates in the first direction G1. When the second arm 27 rotates in the first direction G1, the sensor shaft 23 rotates integrally with the second arm 27 in the first direction G1.

[0096] Therefore, when the first throttle valve 12a and the second throttle valve 12b rotate in the opening direction, the sensor shaft 23 rotates in the second 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 the first direction G1.

[0097] 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.

[0098] The return spring 35 biases the rotating member 24 in the rotational direction F1. When the drive motor 41 is not functioning, the rotating member 24 rotates in the rotational 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.

[0099] When the drive motor 41 rotates the rotary member 24 in the rotation direction F2, the drive motor 41 needs to apply to the rotary member 24 a rotational force sufficient to resist the biasing force of the return spring 35.

[0100] 4. 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.

[0101] 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.

[0102] The second stopper mechanism S2 is a mechanism that prohibits the sensor shaft 23 from further rotating in the first 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 first 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 first direction G1.

[0103] 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.

[0104] 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.

[0105] Refer to Fig. 6. When the drive motor 41 does not output a rotational force, the rotating member 24 rotates in a rotational direction F1 and the sensor shaft 23 rotates in a first direction G1 due to the biasing force of the return spring 35. The rotation of the sensor shaft 23 in the first 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.

[0106] 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 first 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 first 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.

[0107] 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 first 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.

[0108] 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.

[0109] When the drive motor 41 is stopped, the rotating member 24 rotates in a rotational direction F1 and the throttle shaft 21 rotates in a 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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 first direction G1.

[0117] As described above, the movable portion between the first transmission member 13 and the rotating member 24 has play. This play allows the drive shaft 22 to rotate slightly when the throttle shaft 21 is stationary. For this reason, 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 rotation 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.

[0118] If the throttle device 10 does not have the second stopper mechanism S2, the sensor shaft 23 may rotate slightly in accordance with the slight rotation permitted by the above-mentioned play of the drive shaft 22. This means that if the throttle device 10 does not have the second stopper mechanism S2, the sensor shaft 23 may rotate in the first direction G1 while the first throttle valve 12a and the second throttle valve 12b are stationary in the fully closed position.

[0119] 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 first direction G1.

[0120] 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 first direction G1 or the second direction 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.

[0121] When the adjust screw 17b moves slightly rearward Re, the sensor shaft 23 rotates slightly in the first 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.

[0122] 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.

[0123] 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 the 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 the second direction G2 from the initial angle, a gap D2 is generated between the sensor shaft regulating portion 17 and the protrusion 27a.

[0124] 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 the rotation direction E2 from the initial angle coincides with the timing at which the sensor shaft 23 starts to rotate in the second 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.

[0125] 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 second 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.

[0126] Furthermore, the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the first 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.

[0127] 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 purpose 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 first direction G1, and the drive shaft 22 rotates slightly in the rotation direction F1. The rotation of the sensor shaft 23 in the first direction G1 is caused by the biasing force of the return spring 35. The rotation of the drive shaft 22 in the rotation direction F1 is also caused by the biasing force of the return spring 35.

[0128] Regardless of the rotation of the sensor shaft 23, the throttle shaft 21 does not rotate. This is because the 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 first 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.

[0129] 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.

[0130] 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.

[0131] Figures 9 to 11 show a method of adjusting the sensor shaft restricting portion 17. Figure 9 shows a state where the adjust screw 17b, which is the sensor shaft restricting portion 17, has been 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 second 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 second direction G2 is because there is clearance in each link mechanism.

[0132] 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 further rotates in the second direction G2. When the sensor shaft 23 rotates to a predetermined angle, the rotation 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 the rotation direction E2.

[0133] 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 the first direction G1. The drive shaft 22 rotates in the rotation direction F1. The throttle shaft 21 rotates in the rotation direction E1.

[0134] 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.

[0135] The position of the adjust screw 17b in FIG. 11 is substantially the same as the position of the adjust screw 17b in FIG.

[0136] 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 second 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.

[0137] 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 while the first protrusion 20a is in contact with the fully closed position regulating portion 15. This causes the sensor shaft 23 to rotate in the second direction G2, the drive shaft 22 to rotate in the rotation direction F2, the throttle shaft 21 to rotate in the rotation direction E2, and the first protrusion 20a to move away 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 first direction G1, the drive shaft 22 to rotate in the rotation 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.

[0138] 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 second 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.

[0139] 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 first 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.

[0140] 5. 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 first transmission member 13 and the second transmission member 14 are in the states shown in FIG. 6 and FIG. 11.

[0141] 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).

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 6. Effects of the embodiment The throttle device 10 includes a throttle body 11, a throttle shaft 21, and a first throttle valve 12a. The throttle body 11 has an intake passage V. The throttle shaft 21 is supported by the throttle body 11. The first throttle valve 12a is provided in the intake passage V. The first throttle valve 12a is connected to the throttle shaft 21. Therefore, the first throttle valve 12a rotates integrally with the throttle shaft 21. When the throttle shaft 21 rotates, the first throttle valve 12a opens and closes the intake passage V. The rotation angle of the throttle shaft 21 corresponds to the position of the first throttle valve 12a.

[0146] The throttle device 10 includes a drive motor 41, a rotating member 24, a first transmission member 13, a sensor shaft 23, a second transmission member 14, and a throttle position sensor 42. The drive motor 41 has a drive shaft 22. The rotating member 24 is connected to the drive shaft 22. The rotating member 24 rotates integrally with the drive shaft 22. The first transmission member 13 transmits the rotational force of the rotating member 24 to the throttle shaft 21. The second transmission member 14 transmits the rotational force of the rotating member 24 to the sensor shaft 23. The throttle position sensor 42 detects the rotation angle of the sensor shaft 23. Therefore, when the drive shaft 22 rotates, the throttle shaft 21 and the sensor shaft 23 rotate. Therefore, the throttle position sensor 42 appropriately detects the position of the first throttle valve 12a.

[0147] The sensor shaft 23 is parallel to the throttle shaft 21. Therefore, the sensor shaft 23 is not disposed on an extension of the throttle shaft 21. Accordingly, the throttle position sensor 42 is not disposed on an extension of the throttle shaft 21. Therefore, the throttle device 10 is small. For example, the throttle device 10 is short in the extension direction of the throttle shaft 21.

[0148] As described above, the drive motor 41 rotates the throttle shaft 21 via the first transmission member 13, and rotates the sensor shaft 23 via the second transmission member 14. That is, the throttle shaft 21 and the sensor shaft 23 are connected in parallel to the drive motor 41. This allows for a high degree of freedom in the arrangement of the sensor shaft 23. For example, the position of the sensor shaft 23 is not restricted by the throttle shaft 21. This makes it easy to arrange the sensor shaft 23 in parallel with the throttle shaft 21.

[0149] The rotational force of the rotating member 24 is transmitted to the sensor shaft 23 without passing through the first transmission member 13. This allows for a high degree of freedom in the arrangement of the sensor shaft 23. For example, the position of the sensor shaft 23 is not restricted by the first transmission member 13.

[0150] The rotational force of the sensor shaft 23 in this embodiment is transmitted from the drive shaft 22 by the second transmission member 14 provided on the sensor shaft 23, not by the first transmission member 13 related to the rotation of the throttle shaft 21. Therefore, there is a high degree of freedom in the arrangement of the sensor shaft 23.

[0151] The first transmission member 13 includes a first lever 25 and a first arm 20. Therefore, it is easy for the first transmission member 13 to transmit the rotational force of the rotating member 24 to the throttle shaft 21.

[0152] The second transmission member 14 includes a second lever 25 and a second arm 27. Therefore, it is easy for the second transmission member 14 to transmit the rotational force of the rotating member 24 to the sensor shaft 23.

[0153] 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. Therefore, the distance between the drive shaft 22 and the throttle shaft 21 is relatively short. Therefore, it is easy to make the first transmission member 13 small. Therefore, the first transmission member 13 transmits the rotational force of the rotating member 24 to the throttle shaft 21 efficiently.

[0154] 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. Therefore, the distance between the drive shaft 22 and the sensor shaft 23 is relatively short. Therefore, it is easy to make the second transmission member 14 small. Therefore, the second transmission member 14 transmits the rotational force of the rotating member 24 to the sensor shaft 23 efficiently.

[0155] Furthermore, the distance between the sensor shaft 23 and the throttle shaft 21 is relatively long. Therefore, it is easy to prevent interference between the first transmission member 13 and the second transmission member 14.

[0156] At least a portion of the throttle position sensor 42 is at the same position as the drive shaft 22 in the extension direction of the drive shaft 22. Therefore, the throttle position sensor 42 and the drive shaft 22 can overlap in the extension direction of the drive shaft 22. Therefore, the throttle device 10 is smaller. For example, the throttle device 10 is shorter in the extension direction of the throttle shaft 21.

[0157] At least a part of the drive shaft 22 is in the same position as the first throttle valve 12a in the extending direction of the drive shaft 22. At least a part of the throttle position sensor 42 is in the same position as the first throttle valve 12a in the extending direction of the drive shaft 22. Therefore, the first throttle valve 12a and the drive shaft 22 can be overlapped in the extending direction of the drive shaft 22. The first throttle valve 12a and the throttle position sensor 42 can be overlapped in the extending direction of the drive shaft 22. Therefore, the size of the throttle device 10 in the extending direction of the throttle shaft 21 is further reduced. Furthermore, the drive shaft 22 and the throttle position sensor 42 are disposed near the first throttle valve 12a. That is, the drive shaft 22 and the throttle position sensor 42 are close to each other. Therefore, it is easy to reduce the size of the second transmission member 14.

[0158] The throttle device 10 includes a second throttle valve 12b. The first throttle valve 12a is disposed between the first transmission member 13 and the second throttle valve 12b along the throttle shaft 21. The drive shaft 22 is disposed between the first transmission member 13 and the second throttle valve 12b in the extension direction of the throttle shaft 21. At least a part of the throttle position sensor 42 is disposed between the first transmission member 13 and the second throttle valve 12b in the extension direction of the throttle shaft 21. Therefore, the drive shaft 22 and the throttle position sensor 42 are disposed near the first throttle valve 12a. That is, the drive shaft 22 and the throttle position sensor 42 are close to each other. Therefore, it is easy to make the second transmission member 14 small. In addition, the throttle device 10 includes two throttle valves, and the drive shaft 22 and the throttle position sensor 42 are disposed biased toward the first throttle valve 12a. With this configuration, the size of the mechanism that mechanically connects the drive shaft 22 and the throttle position sensor 42 can be reduced.

[0159] The second transmission member 14 is provided between the first transmission member 13 and the drive motor 41 in the extension direction of the drive shaft 22. Therefore, for example, the entire second transmission member 14 is disposed 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. Therefore, it is easy to shorten the throttle device 10 in the extension direction of the throttle shaft 21.

[0160] The throttle device 10 includes a first stopper mechanism S1 and a second stopper mechanism S2. When the first throttle valve 12a is in the fully closed position, the first stopper mechanism S1 prohibits the first throttle valve 12a from rotating further in the closing direction. When the first throttle valve 12a is in the fully closed position, the second stopper mechanism S2 prohibits the sensor shaft 23 from rotating further in the first direction G1. Therefore, when the first throttle valve 12a is stationary in the fully closed position, the sensor shaft 23 is also stationary. In other words, when the first throttle valve 12a is stationary in the fully closed position, the sensor shaft 23 does not rotate. When the first throttle valve 12a is stationary in the fully closed position, the rotation angle of the sensor shaft 23 does not change. Therefore, the position of the first throttle valve 12a is accurately reflected in the rotation angle of the sensor shaft 23. Therefore, the throttle position sensor 42 detects the position of the first throttle valve 12a with high accuracy.

[0161] When the first throttle valve 12a moves in the opening direction from the fully closed position, the timing at which the sensor shaft 23 starts to rotate in the second direction G2 is simultaneous with the timing at which the first throttle valve 12a starts to rotate in the opening direction. The timing at which the first throttle valve 12a, which is in the fully closed state, starts to open coincides with the timing at which the sensor shaft 23 starts to rotate. Therefore, even when the first throttle valve 12a moves in the opening direction from the fully closed position, the position of the first throttle valve 12a is accurately reflected in the rotation angle of the sensor shaft 23. Therefore, even when the first throttle valve 12a moves in the opening direction from the fully closed position, the throttle position sensor 42 accurately detects the position of the first throttle valve 12a.

[0162] The timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the first 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. The timing at which the first throttle valve 12a becomes fully closed coincides with the timing at which the sensor shaft 23 stops rotating. Therefore, when the first throttle valve 12a moves in the opening direction from the fully closed position, it is easy to synchronize the timing at which the sensor shaft 23 starts to rotate in the second direction G2 with the timing at which the first throttle valve 12a starts to rotate in the opening direction.

[0163] The first stopper mechanism S1 includes a fully closed position restricting portion 15 and a first protrusion 20a. Therefore, it is easy for the first stopper mechanism S1 to restrict the first throttle valve 12a from rotating further in the closing direction when the first throttle valve 12a is in the fully closed position. The second stopper mechanism S2 includes a sensor shaft restricting portion 17 and a protrusion 27a. Therefore, it is easy for the second stopper mechanism S2 to restrict the sensor shaft 23 from rotating further in the first direction G1 when the first throttle valve 12a is in the fully closed position.

[0164] The sensor shaft restricting portion 17 includes an adjust screw 17b. Therefore, the adjust screw 17b finely adjusts the timing at which the protruding portion 27a comes into contact with the sensor shaft restricting portion 17. The adjust screw 17b finely adjusts the timing at which the sensor shaft restricting portion 17 prohibits the sensor shaft 23 from further rotating in the first direction. Therefore, for example, when the first throttle valve 12a moves in the opening direction from the fully closed position, it is easy to synchronize the timing at which the sensor shaft 23 starts rotating in the second direction G2 with the timing at which the first throttle valve 12a starts rotating in the opening direction. For example, it is easy to synchronize the timing at which the second stopper mechanism S2 stops the rotation of the sensor shaft 23 in the first direction G1 with the timing at which the first stopper mechanism S1 stops the rotation of the first throttle valve 12a in the closing direction.

[0165] The saddle-type vehicle of the embodiment includes the throttle device 10. The throttle device 10 is small. Therefore, it is easy to mount the throttle device 10 on the saddle-type vehicle.

[0166] 7. Modified embodiments The present invention is not limited to the above-mentioned configuration, and can be modified as follows.

[0167] <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.

[0168] <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.

[0169] <Modification 3> Although the rotating member 24 and the first transmission member 13 in the above-described embodiment constitute a link mechanism, the present invention is not limited to this configuration. For example, the rotating member 24 and the first transmission member 13 may constitute a gear mechanism. Specifically, the rotating member 24 is a first gear. The first gear is connected to the drive shaft 22. The first transmission member 13 is a second gear. The second gear is connected to the throttle shaft 21. The first gear and the second gear are engaged with each other. For example, the first gear and the second gear may be directly meshed with each other. Alternatively, the first gear and the second gear may be indirectly engaged with each other via an intermediate gear.

[0170] <Modification 4> Although the rotating member 24 and the second transmission member 14 in the above-mentioned embodiment constitute a link mechanism, the present invention is not limited to this configuration. For example, the rotating member 24 and the second transmission member 14 may constitute a gear mechanism. Specifically, the rotating member 24 is a first gear. The first gear is connected to the drive shaft 22. The second transmission member 14 is a third gear. The third gear is connected to the sensor shaft 23. The first gear and the third gear are engaged with each other. For example, the first gear and the third gear may be directly engaged with each other. Alternatively, the first gear and the third gear may be indirectly engaged with each other via an intermediate gear.

[0171] <Variation 5> 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]

[0172] 1. Motorcycles (saddle-type vehicles) 3 Front wheel 4 Rear Wheel 5. Internal combustion engine 6 Front fork 10,70 Throttle device 10a Unit 1 10b Unit 2 11 Throttle body 12a First throttle valve 12b Second throttle valve 13 First transmission member 14 Second transmission member 15 Fully closed position regulation part (1st regulation part) 15a Lock nut 15b Adjustment screw 16 Fully open position control part 16a Lock nut 16b Adjustment screw 17 Sensor shaft regulation portion (second regulation portion) 17a Lock nut 17b Adjustment screw 20 First arm (first transmission member) 20a: First protrusion (first rotational contact portion) 20b Second protrusion 21 Throttle shaft 22 Drive shaft 23 Sensor axis 24 Rotating members 24a Locking part 25 First lever (first transmission member) 26 Second lever (second transmission member) 27 Second arm (second transmission member) 27a Protrusion (second rotating contact portion) 31 Joint 32 Joint 33 Joint 34 Joint 35 Return spring 36 Fixing screw 41 Drive motor 41b Main body 42 Throttle position sensor 51 Body frame 53 seats 54 Handlebar 61 Motor control unit 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 first throttle valve provided in the intake passage and connected to the throttle shaft; a drive motor having a drive shaft parallel to the throttle shaft; a rotating member connected to the drive shaft and rotating integrally with the drive shaft; a first transmission member that transmits a rotational force of the rotating member to the throttle shaft; a sensor axis parallel to the throttle axis; a throttle position sensor that detects a rotation angle of the sensor shaft; a second transmission member that transmits the rotational force of the rotating member to the sensor shaft. A throttle device characterized by:

2. The throttle device of claim 1, The rotational force of the rotating member is transmitted to the sensor shaft without passing through the first transmission member. A throttle device characterized by:

3. 2. The throttle device according to claim 1, The first transmission member is A first lever rotatably connected to the rotating member; a first arm rotatably connected to the first lever; The first arm is connected to the throttle shaft. A throttle device characterized by:

4. 2. The throttle device according to claim 1, The second transmission member is A second lever rotatably connected to the rotating member; a second arm rotatably connected to the second lever, The second arm is connected to the sensor shaft. A throttle device characterized by:

5. 2. The throttle device according to claim 1, a distance between the sensor shaft and the throttle shaft is equal to or greater than a distance between the drive shaft and the throttle shaft; The distance between the sensor shaft and the throttle shaft is equal to or greater than the distance between the drive shaft and the sensor shaft. A throttle device characterized by:

6. 2. The throttle device according to claim 1, At least a portion of the throttle position sensor is located at the same position as the drive shaft in the extending direction of the drive shaft. A throttle device characterized by:

7. 2. The throttle device according to claim 1, At least a portion of the drive shaft is located at the same position as the first throttle valve in an extending direction of the drive shaft, At least a portion of the throttle position sensor is located at the same position as the first throttle valve in the extending direction of the drive shaft. A throttle device characterized by:

8. 2. The throttle device according to claim 1, The throttle device is a second throttle valve provided in the intake passage and connected to the throttle shaft; the first throttle valve is disposed along the throttle shaft between the first transmission member and the second throttle valve, the drive shaft is disposed between the first transmission member and the second throttle valve in the extending direction of the throttle shaft, The throttle position sensor is disposed between the first transmission member and the second throttle valve in the extending direction of the throttle shaft. A throttle device characterized by:

9. 2. The throttle device according to claim 1, The second transmission member is provided between the first transmission member and the drive motor in the extending direction of the drive shaft. A throttle device characterized by:

10. 2. The throttle device according to claim 1, When the first throttle valve rotates in a closing direction, the sensor shaft rotates in a first direction, The throttle device is a first stopper mechanism that prohibits the first throttle valve from further rotating in the closing direction when the first throttle valve is in a fully closed position; a second stopper mechanism that prohibits the sensor shaft from further rotating in the first direction when the first throttle valve is in the fully closed position. A throttle device characterized by:

11. The throttle device according to claim 10, When the first throttle valve rotates in an opening direction, the sensor shaft rotates in a second direction, When the first throttle valve moves in the opening direction from the fully closed position, the timing at which the sensor shaft starts to rotate in the second direction is simultaneous with the timing at which the first throttle valve starts to rotate in the opening direction. A throttle device characterized by:

12. The throttle device according to claim 10, The second stopper mechanism stops the rotation of the sensor shaft in the first direction at the same time as the first stopper mechanism stops the rotation of the first throttle valve in the closing direction. A throttle device characterized by:

13. The throttle device according to claim 10, The first stopper mechanism is a first restriction portion connected to the throttle body; a first rotational contact portion coupled to the throttle shaft, when the first throttle valve is in the fully closed position, the first rotational contact portion comes into contact with the first regulating portion, and the first regulating portion prohibits the first throttle valve from further rotating in the closing direction, The second stopper mechanism is A second restriction portion connected to the throttle body; a second rotary contact coupled to the sensor shaft; When the first throttle valve is in the fully closed position, the second rotational contact portion comes into contact with the second restricting portion, and the second restricting portion prohibits the sensor shaft from further rotating in the first direction. A throttle device characterized by:

14. The throttle device according to claim 13, The second restriction portion is an adjust screw supported by the throttle body. A throttle device characterized by:

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

Images