JPS6226596Y2 - - Google Patents
Info
- Publication number
- JPS6226596Y2 JPS6226596Y2 JP517981U JP517981U JPS6226596Y2 JP S6226596 Y2 JPS6226596 Y2 JP S6226596Y2 JP 517981 U JP517981 U JP 517981U JP 517981 U JP517981 U JP 517981U JP S6226596 Y2 JPS6226596 Y2 JP S6226596Y2
- Authority
- JP
- Japan
- Prior art keywords
- rotor
- wire winding
- winding grooves
- wire
- drive operation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000004804 winding Methods 0.000 claims description 38
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000009434 installation Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 230000002195 synergetic effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Landscapes
- Steering Devices For Bicycles And Motorcycles (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【考案の詳細な説明】
本考案は自動二輪車、四輪車等の車両における
気化器内のスロツトルバルブである被動部材をア
クセルグリツプ、アクセルペダル等の人為駆動操
作部材の操作により作動させ、車両の速度調整を
行う装置に関する。[Detailed description of the invention] This invention operates the driven member, which is the throttle valve in the carburetor of vehicles such as motorcycles and four-wheeled vehicles, by operating a human drive operating member such as an accelerator grip or an accelerator pedal. The present invention relates to a device for adjusting speed.
かかる被動部材と人為駆動操作部材とはワイヤ
により連結され、該操作部材による操作荷重はワ
イヤを介してスロツトルバルブに伝達され、該バ
ルブの開度変更で車両の速度調整が成される。従
来の装置では第８図のＡの如く操作部材の操作量
とスロツトルバルブの開度とは比較関係にあり、
これによればエンジンに吸引される空気と燃料と
の慣性の差によりエンジン出力の特性が滑らかに
ならない。この問題を解決するためには第８図の
Ｂの如きスロツトルバルブ開度特性とすればよ
い。このようなスロツトルバルブ開度特性を実現
できる装置としては例えば実公昭53−19311号が
知られている。該装置ではスロツトルバルブ、人
為駆動操作部材の少なくとも一方にワイヤ巻溝を
備えたロータを偏心して設けている。 The driven member and the manually driven operating member are connected by a wire, and the operating load from the operating member is transmitted to the throttle valve via the wire, and the speed of the vehicle is adjusted by changing the opening degree of the valve. In the conventional device, there is a comparative relationship between the operating amount of the operating member and the opening degree of the throttle valve, as shown in A in Fig. 8.
According to this, the engine output characteristics do not become smooth due to the difference in inertia between the air sucked into the engine and the fuel. In order to solve this problem, the throttle valve opening characteristic may be set as shown in FIG. 8B. For example, Utility Model Publication No. 53-19311 is known as a device capable of realizing such throttle valve opening characteristics. In this device, at least one of the throttle valve and the manual drive operating member is provided with an eccentric rotor having a wire winding groove.
以上の如き従来装置においてはスロツトルバル
ブ、人為駆動操作部材に偏心ロータを設けている
ためロータ取付位置が制約され、ロータの取付位
置、これの設計自由度の点で問題が残されてい
る。 In the conventional device as described above, since an eccentric rotor is provided in the throttle valve and the manual drive operating member, the rotor mounting position is restricted, and problems remain in terms of the rotor mounting position and the degree of freedom in its design.
本考案は以上の如き従来の問題を有効に解決す
るために成されたもので、本考案の目的は、気化
器内のスロツトルバルブである被動部材とアクセ
ルグリツプ、アクセルペダル等の人為駆動操作部
材とを繋ぐワイヤによる操作荷重伝達経路中にロ
ータを介入し、該ロータに被動部材、人為駆動操
作部材に連らなる２本のワイヤの対向端を連結す
る円弧状の２個のワイヤ巻溝を形成し、該ワイヤ
巻溝をロータ回動中心から偏心させ、以つて第８
図のＢの如きスロツトルバルブ開度特性とすると
ともに、ロータの取り付けを車体構成部材の任意
な位置において行え、設計、取付位置の自由度を
向上させることができるようにした車両の速度調
整装置を提供する処にある。 The present invention was devised to effectively solve the conventional problems as described above. A rotor is interposed in the operation load transmission path by the wire connecting the rotor, and two arc-shaped wire winding grooves are provided to the rotor to connect the opposite ends of the two wires connected to the driven member and the manually driven operation member. the wire winding groove is eccentric from the rotational center of the rotor, and the eighth
A vehicle speed adjustment device that has the throttle valve opening characteristic as shown in B in the diagram and allows the rotor to be installed at any position on the vehicle body component, improving the degree of freedom in design and installation position. It is a place that provides.
以下に本考案の好適実施例を添付図面に基づい
て詳述する。 Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
第１図、第２図はロータの構造を示す平断面
図、側断面図で、ロータ１０はハウジング１１内
にビスによる軸１２を中心として回動自在に支承
される。平面欠円状の円盤状に形成されたロータ
１０の外周側面には２個のワイヤ巻溝１３，１４
が形成され、該溝１３，１４の終端には２本のワ
イヤ１５，１６の対向端が連結具１７，１８で連
結される。ハウジング１１にはアウタワイヤ１
９，２０の端部が結合され、ワイヤ１５は巻溝１
３に巻き付けられながらアウタワイヤ１９の内部
を挿通してハウジング１１外へ導出され、先端は
車両の人為駆動操作部材、即ち自動二輪車の場合
にはアクセルグリツプ、四輪車の場合にはアクセ
ルペダルに連らなつている。他方のワイヤ１６も
他の巻溝１４に巻き付けられながらアウタワイヤ
２０の内部を挿通してハウジング１１外へ導出さ
れ、先端は車両の気化器内のスロツトルバルブに
連らなつている。 1 and 2 are a plan sectional view and a side sectional view showing the structure of the rotor. The rotor 10 is rotatably supported in a housing 11 by screws around a shaft 12. FIG. Two wire winding grooves 13 and 14 are provided on the outer peripheral side surface of the rotor 10, which is formed in the shape of a disc with a circular cutout in the plane.
are formed, and opposing ends of two wires 15, 16 are connected to the terminal ends of the grooves 13, 14 by connectors 17, 18. The outer wire 1 is attached to the housing 11.
9 and 20 are connected, and the wire 15 is connected to the winding groove 1.
3 while being wound around the outer wire 19 and led out of the housing 11, and the tip is connected to the vehicle's manual drive operation member, that is, the accelerator grip in the case of a motorcycle or the accelerator pedal in the case of a four-wheeled vehicle. It's summery. The other wire 16 is also passed through the inside of the outer wire 20 and led out of the housing 11 while being wound around the other winding groove 14, and its tip is connected to a throttle valve in the carburetor of the vehicle.
以上のようにロータ１０は車両の速度を調整す
る人為駆動操作部材と、これの操作で駆動される
被動部材となつているスロツトルバルブとを繋ぐ
操作荷重伝達経路中に介入されている。 As described above, the rotor 10 is interposed in the operation load transmission path that connects the manual drive operation member that adjusts the speed of the vehicle and the throttle valve that is a driven member that is driven by the operation of this operation member.
ワイヤ巻溝１３は軸１２によるロータ回動中心
から偏心した平面円弧状に形成され、該偏心はス
ロツトルバルブの開度を増すべく人為駆動操作部
材を操作し、ワイヤ１５を矢印Ｃ方向へ引張した
時、ロータ回動中心からの巻溝１３の半径がr1か
らr2へ減少するように設定される。又、ワイヤ巻
溝１４もロータ回動中心から偏心し、該偏心はワ
イヤ１５の矢印Ｃ方向への操作でワイヤ１６が矢
印Ｄ方向へ引張せしめられた時、ロータ回動中心
からの巻溝１４の半径がr3からr4へ増大するよう
に設定される。尚ワイヤ巻溝１３，１４にはロー
ター回動中心からの半径が互いに等しい部分が形
成され、ワイヤ１４，１５が互いにクロスして配
設されるようになつている。 The wire winding groove 13 is formed in a planar arc shape that is eccentric from the center of rotor rotation by the shaft 12, and the eccentricity is determined by manipulating the manual drive operation member to increase the opening degree of the throttle valve and pulling the wire 15 in the direction of arrow C. When this happens, the radius of the winding groove 13 from the rotor rotation center is set to decrease from r 1 to r 2 . Further, the wire winding groove 14 is also eccentric from the rotor rotation center, and when the wire 16 is pulled in the arrow D direction by operating the wire 15 in the arrow C direction, the wire winding groove 14 is eccentric from the rotor rotation center. The radius of is set to increase from r 3 to r 4 . Note that the wire winding grooves 13 and 14 are formed with portions having equal radii from the center of rotation of the rotor, so that the wires 14 and 15 are arranged so as to cross each other.
このようなワイヤ巻溝１３，１４のワイヤ巻取
有効レバー長の変化により、スロツトルバルブの
開度特性を第８図のＢとすることができる。 By changing the wire winding effective lever length of the wire winding grooves 13 and 14 as described above, the opening characteristic of the throttle valve can be set to B in FIG. 8.
同様の開度特性とするためには２個のワイヤ巻
溝１３，１４の少なくとも一方を偏心させても行
えるが、本実施例のように両方の巻溝１３，１４
を偏心させれば、相乗効果を期待できる他、夫々
の偏心量を少なくすることができるためワイヤ１
５，１６と巻溝１３，１４との接点におけるワイ
ヤ１５，１６の揺れ量を小さくできる利点を発揮
する。 In order to obtain similar opening characteristics, at least one of the two wire winding grooves 13 and 14 can be made eccentric, but as in this embodiment, both winding grooves 13 and 14
If wire 1 is eccentric, a synergistic effect can be expected and the amount of eccentricity of each can be reduced.
This has the advantage that the amount of swing of the wires 15, 16 at the contact points between the winding grooves 13, 14 and the winding grooves 13, 14 can be reduced.
第１図、第２図の実施例では巻溝１３，１４を
第２図の通りロータ１０の軸方向へオフセツトし
て形成した。かくすることにより第１図の通り巻
溝１３，１４を平面上重複して形成することがで
きるため、ロータ１０の径を減少できるものであ
る。 In the embodiments shown in FIGS. 1 and 2, the winding grooves 13 and 14 are formed offset in the axial direction of the rotor 10 as shown in FIG. By doing this, the winding grooves 13 and 14 can be formed to overlap on a plane as shown in FIG. 1, so that the diameter of the rotor 10 can be reduced.
第３図、第４図は別実施例を示し、軸２２によ
るロータ２０の回動中心から偏心した平面円弧状
のワイヤ巻溝２３，２４は第４図の通りロータ軸
方向の同一位置に形成されている。かくすること
によりロータ２０の軸方向寸法、即ち厚さ寸法を
小さくできる。尚ワイヤ巻溝２３，２４にはロー
ター回動中心からの半径が互いに等しい部分が形
成されている点については第１図及び第２図で示
される実施例と全く同様である。 FIGS. 3 and 4 show another embodiment, in which wire winding grooves 23 and 24, which are planar arcs eccentric from the center of rotation of the rotor 20 by the shaft 22, are formed at the same position in the axial direction of the rotor, as shown in FIG. has been done. By doing so, the axial dimension, ie, the thickness dimension, of the rotor 20 can be reduced. Note that the wire winding grooves 23 and 24 are formed with portions having equal radii from the rotor rotation center, which is exactly the same as the embodiment shown in FIGS. 1 and 2.
第５図乃至第７図はロータの取付位置に係る各
種実施例を示す。これらの実施例は車両を自動二
輪車として示している。 5 to 7 show various embodiments relating to the mounting position of the rotor. These examples show the vehicle as a motorcycle.
第５図はロータハウジング３１をアクセルグリ
ツプ３２のアクセルハウジング３３に取り付けた
実施例を示し、第６図はロータハウジング４１を
ハンドルバー４２に取り付けた実施例を示す。こ
れらの実施例のようにロータを車体に対して左右
に操向されるハンドル側の部材に取り付ければ、
操向時におけるアクセルグリツプとロータとの間
のワイヤに撓みが発生することはない。第７図は
ロータハウジング５１を燃料タンク５２がその外
側に跨設されるメインフレーム５３に取り付けた
実施例、及びロータハウジング６１をハンドル側
部材の操向中心軸であるヘツドパイプ６２に取り
付けた各実施例を示す。これらの実施例のように
車体側部材に取り付ければ、ロータ、ロータハウ
ジングが大きくなつてもハンドル側部材の慣性質
量をそのままとすることができ、操向時における
慣性モーメントを小さく抑えられる。 FIG. 5 shows an embodiment in which the rotor housing 31 is attached to the accelerator housing 33 of the accelerator grip 32, and FIG. 6 shows an embodiment in which the rotor housing 41 is attached to the handlebar 42. If the rotor is attached to a member on the steering wheel side that is steered left and right with respect to the vehicle body as in these examples,
No bending occurs in the wire between the accelerator grip and the rotor during steering. FIG. 7 shows an embodiment in which a rotor housing 51 is attached to a main frame 53 on which a fuel tank 52 is installed astride the outside thereof, and an embodiment in which a rotor housing 61 is attached to a head pipe 62 which is the steering center axis of the handle side member. Give an example. If it is attached to the vehicle body side member as in these embodiments, even if the rotor and rotor housing become larger, the inertia mass of the handle side member can be kept the same, and the moment of inertia during steering can be kept small.
尚、第１図、第２図に係る径を小さくできるロ
ータ１０は、第５図、第６図、及び第７図のヘツ
ドパイプ６２に取り付けた各実施例に適合し、第
３図、第４図の厚さ寸法を小さくできるロータ２
０は第７図のメインフレーム５３に取り付けた実
施例に適合し、ロータの取付位置に応じてロータ
の種類を選択する。 The rotor 10 shown in FIGS. 1 and 2, which can be made smaller in diameter, is suitable for each embodiment attached to the head pipe 62 shown in FIGS. 5, 6, and 7, and the rotor 10 shown in FIGS. Rotor 2 that can reduce the thickness dimension shown in the figure
0 is suitable for the embodiment mounted on the main frame 53 in FIG. 7, and the type of rotor is selected depending on the mounting position of the rotor.
本考案に係る装置は以上の自動二輪車の他、四
輪車等の他の車両にも適応できるものである。 The device according to the present invention can be applied not only to the above-mentioned motorcycles but also to other vehicles such as four-wheeled vehicles.
以上の説明で明らかな如く本考案によれば、人
為駆動操作部材と気化器内のスロツトルバルブで
ある被動部材とを繋ぐワイヤによる操作荷重伝達
経路中にロータを介入するようにしたため、該ロ
ータの取付位置は限定されず、車両の任意位置に
取り付けることができるようになり、各種車両条
件に適合するように設計、取付位置の自由度を向
上させることができるものである。 As is clear from the above explanation, according to the present invention, the rotor is interposed in the operation load transmission path by the wire connecting the manually driven operation member and the driven member, which is the throttle valve in the carburetor. The installation position is not limited, and it can be installed at any position on the vehicle, and the degree of freedom in design and installation position can be improved to suit various vehicle conditions.
また２つのワイヤ巻溝をロータ回動中心から偏
心させたことにより、アクセルグリツプ等の人為
駆動操作部材の操作量とスロツトルバルブである
被動部材の動きとの関係を可変化させることがで
き、人為的駆動部材の操作量の変化に対するエン
ジンの出力変化が滑らかになりスロツトルバルブ
の操作性が向上する。またワイヤ巻溝のロータ回
動中心からの半径を夫々被動部材及び人為駆動操
作部材側に向つて漸次大きくしているため車両の
スタート時における任意の人為駆動操作位置にお
いて、従来のものに比べスロツトルバルブの開度
を小さくでき、燃料の吹き出し量を小さくできる
ので、従来のものより低出力特性を得ることがで
き、その分滑らかな発進加速ができる。 In addition, by making the two wire winding grooves eccentric from the rotation center of the rotor, it is possible to change the relationship between the amount of operation of an accelerator grip or other manual drive operation member and the movement of a driven member such as a throttle valve. The engine output changes smoothly in response to changes in the operating amount of the target drive member, improving the operability of the throttle valve. In addition, the radius of the wire winding groove from the center of rotor rotation is gradually increased toward the driven member and the manual drive operation member, so that at any manual drive operation position when starting the vehicle, the radius of the wire winding groove from the rotor rotation center is gradually increased compared to the conventional one. Since the opening degree of the tuttle valve can be made smaller and the amount of fuel blown out can be made smaller, it is possible to obtain lower output characteristics than the conventional type, and smoother starting acceleration can be achieved accordingly.
そして人為駆動操作部材側と被動部材側の両方
に偏心した２つのワイヤ巻溝を有しているため、
両者の偏心量による相乗効果により所定の滑らか
なスロツトル特性を得ることができ、従つてそれ
ぞれのワイヤ巻溝の偏心量を大きくする必要がな
く、ローターの大きさに比しその調整範囲を大き
くとることができる。また、２つのワイヤ巻溝に
はロータ回動中心からの半径が互いに等しい部分
が形成されているため、２つのワイヤ巻溝の径を
全体的に小さくすることができ、従つてローター
を全体的に小さくすることができる。 Since it has two eccentric wire winding grooves on both the manual drive operation member side and the driven member side,
A predetermined smooth throttle characteristic can be obtained by the synergistic effect of the eccentricity of both, and therefore there is no need to increase the eccentricity of each wire winding groove, and the adjustment range is wide compared to the size of the rotor. be able to. In addition, since the two wire winding grooves have portions with the same radius from the rotor rotation center, the diameter of the two wire winding grooves can be made smaller overall, and the rotor can be made smaller overall. can be made smaller.
更に２個のワイヤ巻溝を有するローターは一体
成形で製作できるとともに、ケース状で小型コン
パクトであり、構造も簡単である。 Furthermore, the rotor having two wire winding grooves can be manufactured by integral molding, is case-shaped, small and compact, and has a simple structure.
第１図は第１実施例に係る装置のロータ構造を
示す平断面図、第２図は第１図の２−２線側断面
図、第３図は第２実施例に係る装置のロータ構造
を示す平断面図、第４図は第３図の４−４線側断
面図、第５図、第６図、第７図は各種実施例によ
るロータ取付位置を示す図、第８図は人為駆動操
作部材の操作量とスロツトルバルブ開度との関係
を示すグラフである。
尚図面中、１０，２０はロータ、１１，３１，
４１，５１，６１はロータハウジング、１２，２
２はロータ回動中心軸、１３，１４はワイヤ巻
溝、１５，１６はワイヤである。
FIG. 1 is a plan sectional view showing the rotor structure of the device according to the first embodiment, FIG. 2 is a side sectional view taken along line 2-2 in FIG. 1, and FIG. 3 is the rotor structure of the device according to the second embodiment. FIG. 4 is a side sectional view taken along the line 4-4 in FIG. 3, FIGS. 5 is a graph showing the relationship between the operation amount of the drive operation member and the throttle valve opening. In the drawing, 10, 20 are rotors, 11, 31,
41, 51, 61 are rotor housings, 12, 2
Reference numeral 2 represents a rotor rotation center axis, 13 and 14 are wire winding grooves, and 15 and 16 are wires.
Claims (1)
とアクセルグリツプ、アクセルペダル等の人為
駆動操作部材とをワイヤを介して連結し、人為
駆動操作部材の操作により上記被動部材を作動
させて車両の速度調整を行う装置において、上
記ワイヤによる操作荷重伝達経路中に円弧状の
２個のワイヤ巻溝を備えた回動自在なロータを
介入し、上記被動部材、人為駆動操作部材に連
なる２本のワイヤの対向端を該２個のワイヤ巻
溝にそれぞれ連結するとともに、この２個のワ
イヤ巻溝のロータ回動中心からの半径をそれぞ
れ被動部材及び人為駆動操作部材側に向つて漸
次大きくして、ワイヤ巻溝をロータ回動中心か
らそれぞれ偏心させ、且つ該２個のワイヤ巻溝
にロータ回動中心からの半径が互いに等しい部
分を形成したことを特徴とする車両の速度調整
装置。 (2) 前記２個のワイヤ巻溝はロータ軸方向にオフ
セツトしてロータに形成されている実用新案登
録請求の範囲第１項記載の車両の速度調整装
置。 (3) 前記２個のワイヤ巻溝はロータ軸方向の同一
位置にロータに形成されている実用新案登録請
求の範囲第１項記載の車両の速度調整装置。[Scope of Claim for Utility Model Registration] (1) A driven member, which is a throttle valve in the carburetor, and a human drive operation member such as an accelerator grip or an accelerator pedal are connected via a wire, and the above-mentioned operation is performed by operating the human drive operation member. In a device that adjusts the speed of a vehicle by operating a driven member, a rotatable rotor equipped with two arc-shaped wire winding grooves is inserted in the operating load transmission path by the wire, and the driven member is Opposite ends of two wires connected to the drive operation member are connected to the two wire winding grooves, and the radii of these two wire winding grooves from the rotor rotation center are connected to the driven member and the artificial drive operation member, respectively. The wire winding grooves are gradually enlarged toward the sides, and the wire winding grooves are eccentric from the rotor rotation center, and the two wire winding grooves are formed with portions having equal radii from the rotor rotation center. Vehicle speed adjustment device. (2) The speed adjusting device for a vehicle according to claim 1, wherein the two wire winding grooves are formed on the rotor so as to be offset in the rotor axial direction. (3) The speed adjusting device for a vehicle according to claim 1, wherein the two wire winding grooves are formed on the rotor at the same position in the axial direction of the rotor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP517981U JPS6226596Y2 (en) | 1981-01-16 | 1981-01-16 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP517981U JPS6226596Y2 (en) | 1981-01-16 | 1981-01-16 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57117738U JPS57117738U (en) | 1982-07-21 |
| JPS6226596Y2 true JPS6226596Y2 (en) | 1987-07-08 |
Family
ID=29803563
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP517981U Expired JPS6226596Y2 (en) | 1981-01-16 | 1981-01-16 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6226596Y2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5102372A (en) | 1991-03-20 | 1992-04-07 | Sram Corporation | Bicycle derailleur cable actuating system |
| JP2005343335A (en) | 2004-06-03 | 2005-12-15 | Shimano Inc | Cable coiling changing device |
| JP5025397B2 (en) * | 2007-09-21 | 2012-09-12 | 川崎重工業株式会社 | Throttle valve control device |
| JP6535297B2 (en) * | 2016-04-28 | 2019-06-26 | 株式会社ハイレックスコーポレーション | Operation amount conversion mechanism |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4328722Y1 (en) * | 1965-03-13 | 1968-11-26 | ||
| JPS50730U (en) * | 1974-03-27 | 1975-01-07 | ||
| JPS577806Y2 (en) * | 1976-12-02 | 1982-02-15 |
-
1981
- 1981-01-16 JP JP517981U patent/JPS6226596Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57117738U (en) | 1982-07-21 |
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