CN2817939Y - Motor-driven circuit and driving toy - Google Patents

Abstract

The utility model aims to provide a motor driving circuit and a running toy, which can reduce the number of parts and realize the simplification of a circuit structure. The utility model is provided with a positive pole power terminal and a negative pole power terminal which can be connected with at least two batteries in series, wherein a first switch element and a second switch element which alternately lie in conducting or non-conducting state according to input control signals are connected between the positive pole power terminal and the negative pole power terminal in series, and a DC motor is connected between the connecting midpoint of the batteries and the connecting midpoint of the first switch element and the second switch element.

Description

Motor drive circuit and running toy

Technical Field

The present invention relates to a motor drive circuit and a running toy, and more particularly, to a motor drive circuit for steering (steering) and a running toy using the same.

Background

Conventionally, there are known a variety of self-propelled traveling toys that can be remotely operated by wireless. These running toys are configured to mount a running dc motor and a steering dc motor, and to remotely control the rotation direction of each dc motor using radio waves from a remote controller (see, for example, japanese patent No. 3468895).

Fig. 13 shows an example of a control drive circuit of a running system and a steering system of a conventional running toy. An operation signal radio wave transmitted from a remote operation device not shown is received and demodulated by the reception circuit 1 via the antenna ANT, and is input to the control IC 2. The control IC2 transmits a control command signal corresponding to the input operation signal to a control drive circuit of the drive system and/or the steering system.

For example, in the case where the operation signal is a forward command, the control IC2 outputs a forward command signal SF to the motor drive circuit 3. The travel motor drive circuit 3 supplies a voltage having a polarity corresponding to the forward direction to the dc motor 4. Similarly, when the operation signal is the reverse command, the control IC2 outputs a reverse command signal SB to the traveling motor drive circuit 3. The travel motor drive circuit 3 supplies a voltage having a polarity corresponding to the reverse direction to the dc motor 4.

On the other hand, when the operation signal is the steering control signal and is the right turn command, the control IC2 outputs the right turn command signal SR to the steering motor drive circuit 5. The steering motor drive circuit 5 supplies a voltage having a polarity corresponding to the right turn direction to the dc motor 6. Similarly, when the operation signal is a left turn command, the control IC2 outputs a left turn command signal SL to the steering motor drive circuit 5. The steering motor drive circuit 5 supplies a voltage having a polarity corresponding to the left steering direction to the dc motor 6.

The above control circuit operates with 2 dry cells (1.5V × 2 — 3V) connected in series as a power source.

The steering motor drive circuit 5 is configured to switch the direction of the armature current of the dc motor 6 via a current path of a cross wiring line by using 4 bipolar transistors Q1 to Q4.

That is, in the case of the right turn, since the right turn command signal SR is at the potential H, the transistor Q4 is turned on, and the current flows through the path: the positive electrode of the battery 7 → the transistor Q1 → the direct current motor 6 → the transistor Q4 → the ground electrode (the negative electrode of the battery 7). In the case of a left turn, since the left turn command signal SL is at the potential H, the transistor Q3 is turned on, and the current flows through the path: the positive electrode of the battery 7 → the transistor Q2 → the direct current motor 6 → the transistor Q3 → the ground electrode (the negative electrode of the battery 7).

In this way, the conventional steering motor drive circuit 5 switches the direction by switching the current path using two transistors for each direction.

However, in consideration of productivity and cost of the running toy, it is necessary to reduce the number of parts as much as possible. In addition, the conventional techniques described above have a large number of parts, and accordingly, the failure rate thereof is increased.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a can reduce part number and realize the control drive control device of the simplification of circuit structure.

According to the present invention, in the 1 st aspect, the motor drive circuit includes the positive power supply terminal and the negative power supply terminal which are capable of connecting at least two batteries in series, the 1 st switching element and the 2 nd switching element which are alternately in a conduction state or a non-conduction state according to an input control signal are connected in series between the positive power supply terminal and the negative power supply terminal, and the dc motor is connected between the connection midpoint between the batteries and the connection midpoint between the 1 st switching element and the 2 nd switching element.

In the motor driving circuit, it is preferable that the 1 st switching element is a PNP transistor and the 2 nd switching element is an NPN transistor.

According to this configuration, since the voltage is applied to the dc motor from one of the batteries connected in series via the 1 st switching element and the voltage having the opposite polarity to the voltage applied via the 1 st switching element is applied to the dc motor from the other battery connected in series via the 2 nd switching element, the number of switching elements can be reduced and the circuit configuration can be simplified. In addition, the failure rate and the cost can be reduced by reducing the number of parts.

In the motor drive circuit, a power switch is preferably provided at a midpoint of connection between the batteries, and the power switch electrically connects a connection terminal on one side of the dc motor to a negative electrode of one battery and a positive electrode of the other battery when the power switch is closed.

According to this configuration, the power switch is provided at the connection midpoint of the battery, so that it is not necessary to dispose the switch in each circuit in a distributed manner, and the power supply can be connected to and disconnected from the entire motor drive circuit at once.

According to the utility model discloses a 2 nd scheme, this toy of traveling has: a drive circuit for driving the DC motor, a receiving circuit for receiving a remote control signal wirelessly transmitted from the outside, a control circuit for outputting a motor control signal corresponding to the remote control signal received by the receiving circuit to the motor drive circuit; the motor drive circuit has a positive power supply terminal and a negative power supply terminal to which at least two batteries can be connected in series, a 1 st switching element and a 2 nd switching element that are alternately turned on or off in response to an input control signal are connected in series between the positive power supply terminal and the negative power supply terminal, and the DC motor is connected between a connection midpoint between the batteries and a connection midpoint between the 1 st switching element and the 2 nd switching element.

In the running toy, it is preferable that the motor drive circuit for driving the dc motor is a steering motor drive circuit for driving a steering dc motor.

Further, in the running toy, it is preferable that the 1 st switching element is a PNP transistor, and the 2 nd switching element is an NPN transistor.

According to this configuration, in the remotely operated running toy, the two processes of applying the voltage from one of the batteries connected in series to the dc motor via the 1 st switching element and applying the voltage having the opposite polarity to the voltage applied via the 1 st switching element from the other battery connected in series to the dc motor via the 2 nd switching element are alternately performed, so that the number of switching elements can be reduced, and the number of components and the circuit configuration can be simplified. In addition, the failure rate and the cost can be reduced by reducing the number of parts.

In the running toy, a self-holding power switch is preferably provided at a midpoint of connection between the batteries, and the power switch electrically connects a connection terminal on one side of the dc motor to a negative electrode of one battery and a positive electrode of the other battery when the power switch is closed.

According to this configuration, in the remotely operated running toy, by providing the power switch at the connection midpoint of the battery, it is not necessary to dispose the switches in each circuit in a dispersed manner, and it is possible to collectively perform the on/off of the power supply to the entire motor drive circuit.

Drawings

The present invention will be understood more fully from the detailed description given below and from the accompanying drawings. The invention is not limited by these description and drawings. Wherein,

fig. 1 is a plan view of a running toy according to an embodiment of the present invention in a straight-ahead state.

Fig. 2 is a plan view of the running toy according to the embodiment of the present invention in a left-turn state.

Fig. 3 is a plan view of the running toy according to the embodiment of the present invention, after the steerable wheels are moved and adjusted to the front.

Fig. 4 is an exploded perspective view of the front wheel supporting mechanism supporting the left front wheel.

Fig. 5 is a front view of the running toy.

Fig. 6 is a plan view of a main portion showing an engagement state of the suspension member and the wheel support body.

Fig. 7 is an explanatory diagram illustrating position adjustment of a suspension member.

Fig. 8A and 8B are explanatory views showing a direct current motor for steering and a clutch mechanism.

Fig. 9 is a perspective view showing the dc motor for running and the running mechanism.

Fig. 10 is a plan view showing the travel mechanism.

Fig. 11 is a circuit diagram showing a drive circuit.

Fig. 12 is a circuit diagram showing a power switch.

Fig. 13 is a circuit diagram showing a conventional drive circuit.

Detailed Description

(the whole of the embodiment of the utility model is constituted)

Fig. 1 to 3 are plan views of a running toy 100 according to an embodiment of the present invention, in which fig. 1 shows a straight-ahead state, fig. 2 shows a left-hand turning state, and fig. 3 shows a state after a steering wheel is moved and adjusted to the front. In the following description, the front-back direction when the vehicle travels straight is defined as the Y-axis direction, the left-right direction is defined as the X-axis direction, and the up-down direction is defined as the Z-axis direction, and these axes are orthogonal to each other.

As shown in fig. 1 and 3, a running toy 100 includes: left and right rear wheels 21L, 21R as drive wheels; left and right front wheels 22L, 22R as steered wheels; front wheel support mechanisms 30L, 30R that support the respective front wheels 22L, 22R; a steering mechanism 60 that steers the front wheels 22L, 22R; a running mechanism 80 for applying running torque to each of the rear wheels 21L, 21R; a motor drive circuit that drives the dc motor 4 for running, which is a drive source of the running mechanism 80, and the dc motor 13 for steering, which is a drive source of the steering mechanism 60; a control circuit of the motor drive circuit; a vehicle body 90 for housing and holding the above-described components.

(front wheel supporting mechanism)

Fig. 4 is an exploded perspective view of the front wheel supporting mechanism 30L that supports the left front wheel 22L. The front wheel supporting mechanism 30L will be described in detail with reference to fig. 1 to 4. Since the front wheel supporting mechanism 30R and the front wheel supporting mechanism 30L of the right front wheel 22R are mirror-symmetrical with respect to the Y-Z plane, the description of the front wheel supporting mechanism 30R is omitted. Note that, with respect to portions of the front wheel support mechanism 30R corresponding to the respective components of the front wheel support mechanism 30L described below, the description will be made by replacing the reference symbol L assigned to the respective components of the front wheel support mechanism 30L with R. The front wheel support mechanism 30L is provided on the left side surface of the vehicle body 90, and the front wheel support mechanism 30R is provided on the right side surface.

The front wheel support mechanism 30L includes: a steering rotor 32L for rotatably supporting the front wheel 22L via the rotary shaft 31L; a wheel support body 33L that supports the steering rotor 32L so as to be rotatable about a direction orthogonal to the rotation shaft 31L; rotation support portions 35L, 36L that support the wheel support body 33L at the lower left side of the vehicle body 90 via a support shaft 34L; a spacer 37L that holds the wheel support body 33L at a predetermined position along the support shaft 34L; a suspension member 38L serving as a buffer for buffering vibrations transmitted from the front wheel 22L to the vehicle body 90; the suspension holder 39L holds the suspension member 38L on the side surface of the vehicle body 90.

The front wheel 22L is rotatable with respect to a rotation shaft 31L located at the center thereof, and the rotation shaft 31L is held by a steering rotating body 32L.

The steering rotor 32L is substantially cylindrical, and holds the rotation shaft 31L so as to be orthogonal to the center line C direction (vertical direction in fig. 4) of the cylindrical shape at an intermediate position in the center line C direction. Further, circular projections 32La (lower projections are not shown) projecting in the direction of the center line C are formed on both ends of the steering rotor 32L in the direction of the center line C, and the steering rotor 32L is supported by the wheel support body 33L via these circular projections 32 La. Since each of the projections 32La is circular, the steering rotor 32 can rotate about the center line C direction with respect to the wheel support body 33L.

Further, a driven arm portion 32Lb extending in a radial direction of the cylindrical shape is provided at an upper end portion of the steering rotor 32L. A round bar-shaped engagement projection 32Lc is fixedly provided at the distal end of the driven arm portion 32Lb in parallel with the direction of the center line C. During steering, the engagement projection 32Lc is pressed in either direction along the X axis by a steering arm 69 of a steering mechanism 60, which will be described later. Thereby, the steering rotary body 32L rotates relative to the wheel support body 33L, and the forward direction of the front wheel 22L changes, whereby the running toy 100 is steered. The steering arms 69 are formed to steer the left and right steering rotary bodies 32L, 32R simultaneously, in the same direction, and at the same displacement.

Next, the steering arm 69 of the steering mechanism 60 will be described first. The steering arm 69 includes: a slide plane portion 69a supported by a guide groove (not shown) provided in the vehicle body 90 and reciprocating in the X-axis direction; active arm portions 69Lb and 69Rb each formed by extending from both longitudinal ends of the sliding flat portion 69a in the longitudinal direction and bending perpendicularly at the center; the annular portions 69Lc, 69Rc are provided at the distal end portions of the respective active arm portions 69Lb, 69Rb, and have long holes.

The sliding flat surface portion 69a is in the form of an elongated plate, is supported by a guide groove, not shown, of the vehicle body 90, and is slidable in the X-axis direction with its flat surface parallel to the X-Z plane.

Further, a long hole is formed in the center of the flat plate surface in the longitudinal direction in the sliding flat surface portion 69a, and a rack 69d is formed in the longitudinal direction in the lower edge portion of the long hole. The rack 69d is coupled to a pinion 64, and converts a motor torque into a linear moving force during steering to move the steering arm 69 in any direction of the X axis, and the pinion 64 is rotationally driven by the steering dc motor 13 of the steering mechanism 60 via the clutch mechanism 63.

The active arm portions 69Lb and 69Rb extend from both ends of the sliding flat portion 69a in a direction in which the length thereof is extended, and are bent vertically in the same direction at the center. The bending direction refers to a direction perpendicular to the flat plate surface of the sliding flat surface portion 69 a. That is, when the slide plane portion 69a of the steering arm 69 is supported on the vehicle body 90 along the X-Z plane, the tip end portions of the respective active arm portions 69Lb and 69Rb are in a state along the Y-axis direction.

The annular portions 69Lc, 69Rc have long holes formed along the distal end portions of the active arm portions 69Lb, 69 Rb. That is, when the slide plane portion 69a of the steering arm 69 is supported on the vehicle body 90 along the X-Z plane, the long holes of the annular portions 69Lc and 69Rc are also in a state along the Y-axis direction. The engagement projections 32Lc, 32Rc of the respective steering rotation bodies 32L, 32R are inserted into the long holes of the respective annular portions 69Lc, 69Rc, respectively. Since the engaging projections 32Lc and 32Rc may be inclined in the X-axis direction (described later), the width of the annular portions 69Lc and 69Rc in the short-axis direction of the long holes is set to be slightly larger than the diameter of the engaging projections 32Lc and 32 Rc. The front wheels 22L and 22R and the steering rotating bodies 32L and 32R are adjustable in arrangement in the Y-axis direction together with the wheel support bodies 33L and 33R (described later), and accordingly, the long-axis direction lengths of the long holes of the annular portions 69Lc and 69Rc are set to lengths that include the Y-axis direction position adjustment range (see fig. 3).

Fig. 2 shows a state after steering by the steering arm 69. The steering arm 69 is moved in any one of the X-axis directions by the steering dc motor 13, and the steering rotators 32L and 32R are rotated via the driving arm portions 69Lb and 69Rb and the driven arm portions 32Lb and 32Rb, whereby the front wheels 22L and 22R can be steered in the same direction. For example, if the steering arm 69 is moved to the right, the front wheels 22L, 22R are steered to the left, and if the steering arm 69 is moved to the left, the front wheels 22L, 22R are steered to the right. Further, a return spring for returning the front wheels 22L and 22R to the straight-ahead position in the straight-ahead direction and an adjustment knob (not shown) for adjusting the straight-ahead position to be returned by the return spring are provided at a portion of the steering arm 69 located inside the vehicle body. This makes it possible to automatically return to the straight-line running state when the steering control of the steering dc motor 13 is released.

Next, the wheel support body 33L will be explained. The wheel support body 33L supports the steering rotor 32L so as to be rotatable about the center line C. The wheel support body 33L is integrally formed with a top plate 33La and a bottom plate 33Lb which face both ends of the steering rotor 32L in the C direction, respectively, and an elongated back plate 33Lc which connects the top plate 33La and the bottom plate 33Lb, and has a substantially コ shape as a whole. That is, the top plate 33La and the bottom plate 33Lb are perpendicular to the back plate 33Lc, and both extend in the same direction. Receiving holes (not shown) for receiving the projections 32La provided on both end portions of the steering rotor 32L are formed in the top plate 33La and the bottom plate 33Lb, respectively, and the steering rotor 32L is rotatably supported by the wheel support body 33L.

An engagement hole 33Ld is formed in a surface of the back plate 33Lc on the opposite side to the top plate 33La and the bottom plate 33Lb at an intermediate position in the longitudinal direction in a direction parallel to the flat plate surface and orthogonal to the longitudinal direction, and the support shaft 34L is inserted through the engagement hole 33 Ld. Namely, the following states are achieved: the wheel support body 33L, the steering rotating body 32L, and the front wheel 22L are rotatable relative to the vehicle body 90 about the support shaft 34L inserted into the engagement hole 33 Ld.

Both end portions of the support shaft 34L are held by two pivot support portions 35L, 36L, and the pivot support portions 35L, 36L are fixedly provided in the lower portion of the left side surface of the vehicle body 90 so as to be aligned in the Y-axis direction at a predetermined interval. Therefore, the wheel support body 33L is supported by the support shaft 34L disposed along the Y-axis direction and can rotate with respect to the vehicle body 90 about the Y-axis direction.

Here, the distance between the two rotation support portions 35L and 36L is set to be larger than the width of the wheel support body 33L in the Y axis direction, and a cylindrical spacer 37L is inserted into the excess space.

Fig. 1 shows a state in which the spacer 37L is disposed on the front side of the wheel support body 33L, and fig. 3 shows a state in which the spacer 37L is disposed on the rear side of the wheel support body 33L.

The support shaft 34L functions as a guide for moving the wheel support body 33L in the Y-axis direction, so that the position of the wheel support body 33L in the Y-axis direction can be adjusted.

The spacer 37L is selectively disposed on either the front side or the rear side of the wheel support body 33L, and thereby functions as a holding mechanism for holding the wheel support body 33L at an adjustment position in the Y-axis direction. That is, the position of the wheel support body 33L can be adjusted in the Y-axis direction within the range between the rotation support portions 35L, 36L by changing the arrangement of the spacer 37L.

In this way, even when the wheel base is changed by attaching a plurality of kinds of body covers of various designs from above the vehicle body 90, the arrangement of the front wheels 22L and 22R can be appropriately adjusted by changing the arrangement of the wheel support bodies 33L and 33R in the Y-axis direction.

The spacers 37L may be prepared in a variety of different thicknesses, and combined to be used in the front and rear of the wheel support bodies 33L, 33R, or a plurality of thin spacers may be stacked in the front and rear of the wheel support bodies 33L, 33R, respectively, to adjust the positions of the wheel support bodies 33L, 33R and the front wheels 22L, 22R in the Y-axis direction, instead of changing the arrangement.

In the above description, the periphery of the engagement hole 33Ld of the wheel support body 33L and the periphery of the hole of the spacer 37L are continuous, but the periphery of the hole may be partially cut out to form a C-shaped cross section, and the wheel support body 33L and the spacer 37L may be formed of a flexible material. By such a design, the wheel support body 33L and the spacer 37L can be easily attached by press-fitting the C-shaped cutout portions onto the support shaft 34L already attached to the rotation support portions 35L, 36L.

Further, an opposing plate 33Le is integrally provided on the upper surface of the top plate 33La of the wheel support body 33L in parallel with the flat surface of the back plate 33 Lc. The opposing plate 33Le is elastically urged in a direction away from the vehicle body 90 by a suspension member 38L supported on the left side surface of the vehicle body 90, and a circular recess 33Lf that is movably fitted to a hemispherical protrusion 38Lc provided on the suspension member 38L is formed on the opposing surface on the vehicle body 90 side.

Fig. 5 is a front view of the running toy 100, and fig. 6 and 7 are plan views of main portions of the suspension member 38L.

The suspension member 38L includes: a base portion 38La supported by the suspension member holding portion 39L and having a rectangular plate shape; a plate spring portion 38Lb formed of an elastic material and extending in a cantilever state from the base portion 38La in the Y-axis direction; the protrusion 38Lc is provided on the protruding tip end portion side of the plate spring portion 38Lb, and has a hemispherical shape. The suspension member 38L applies an elastic force to the wheel support body 33L in a state where the protrusion portion 38Lc of the suspension member 38L is fitted in the circular recess 33Lf provided in the opposing plate 33 Le.

As shown in fig. 5, when the front wheels 22L and 22R are grounded, the front wheels 22L and 22R are positioned further outward than the support shafts 34L and 34R in the width direction (X-axis direction) of the vehicle body 90, and therefore, the wheel support bodies 33L and 33R are rotated about the support shafts 34L and 34R in a direction in which the upper portions thereof approach the side surfaces of the vehicle body 90 due to the self weight of the running toy 100.

Thus, the front wheels 22L and 22R and the wheel support bodies 33L and 33R are inclined in a splayed manner when viewed from the front, and the opposed plates 33Le and 33Re provided on the upper sides of the wheel support bodies 33L and 33R move in a direction approaching the side surface of the vehicle body 90. However, since the suspension members 38L, 38R that generate a repulsive force in a direction away from the side surfaces are provided on the side surfaces of the vehicle body 90, the wheel support bodies 33L, 33R are pushed away by the elastic force of the suspension members 38L, 38R via the opposing plates 33Le, 33 Re. Thus, the left and right front wheels 22L, 22R are kept inclined in a splayed manner, and the shock received by the front wheels 22L, 22R from the ground is alleviated by the suspension members 38L, 38R, whereby a cushioning effect on the vehicle body 90 can be obtained.

Further, since the front wheels 22L and 22R as the steered wheels maintain the inclined state in which the lower side is widened, the steered state in which the straight line advances can be maintained in a state in which no external force is applied (a state in which the steering operation is not performed by the steering mechanism 60).

As described above, the wheel support bodies 33L and 33R can be adjusted in position in the front-rear direction with respect to the vehicle body 90. Therefore, it is necessary for the suspension members 38L and 38R to be adjustable in position in the front-rear direction with respect to the vehicle body 90. Therefore, as shown in fig. 5 and 7, the suspension holder 39L (39R as well) supports the elongated base portion of the suspension member 38L so as to be slidable in the Y-axis direction. Thus, the suspension member 38L can be similarly adjusted in movement in the Y-axis direction with respect to the recessed portion 33Lf provided in the opposing plate 33Le of the wheel support body 33L adjusted in movement in the Y-axis direction, and the protruding portion 38Lc can be fitted into the recessed portion 33 Lf. Therefore, even when the front-rear position of the front wheels 22L, 22R is adjusted, a certain cushion effect can be maintained.

As described above, in the front wheel support mechanisms 30L and 30R, the suspension members 38L and 38R are disposed on the side surfaces of the vehicle body 90 so as to face the opposing plates 33Le and 33Re provided on the upper portions of the wheel support bodies 33L and 33R. Therefore, the front wheels 22L and 22R and the wheel support bodies 33L and 33R, which are pivotally supported about the Y-axis direction, are given elastic repulsive forces by the suspension members 38L and 38R in a state of being inclined in a splay shape whose lower side is widened, and vibrations and impacts generated in accordance with the road surface state can be absorbed by the vehicle body 90.

Further, in the front wheel support mechanisms 30L and 30R, the wheel support bodies 33L and 33R are pivotally supported by the support shafts 34L and 34R so as to be slidable along the support shafts 34L and 34R, and the positions thereof are determined by the spacers 37L and 37R, so that the wheel base can be adjusted by only slight adjustment of a partial structure, unlike a structure in which the entire vehicle body is extended and contracted. Therefore, the structure for performing adjustment can be simplified, and the adjustment operation can be simplified and speeded up.

Further, since the wheel support bodies 33L and 33R are configured to be moved and adjusted in the front-rear direction separately from the vehicle body and are members that mainly support the front wheels 22L and 22R and the steering rotating bodies 32L and 32R, miniaturization is facilitated, and when the wheel support bodies 33L and 33R are moved and adjusted, there is no fear that the arrangement and function of various components housed in the vehicle body cannot be realized as in the conventional case, and the wheel base can be adjusted with a simple configuration.

Further, since the wheel support bodies 33L and 33R are easily reduced in size and weight, strain due to insufficient strength is less likely to occur in the vehicle body 90 and the wheel support bodies 33L and 33R, and a good traveling state can be maintained.

Further, since the steering arm 69 of the steering mechanism 60 has a structure capable of transmitting power in the left-right direction even when the front-rear positions of the steering rotary bodies 32L, 32R are changed, as in the annular portions 69Lc, 69Rc having long holes, it is possible to perform stable steering without preventing the front-rear position adjustment of the front wheels 22L, 22R.

Further, since the suspension members 38L, 38R are supported by the suspension holding portions 39L, 39R so as to be adjustable in the front-rear direction, even when the front-rear positions of the wheel support bodies 33L, 33R are changed, an elastic force can be applied to the wheel support bodies 33L, 33R in a direction away from the vehicle body 90, and a stable cushioning effect can be obtained regardless of whether the front wheels 22L, 22R are adjusted in the front-rear direction or not.

Further, even if the movement adjustment of the front wheels 22L and 22R is performed, the suspension members 38L and 38R can be easily handled only by the sliding operation without requiring the troublesome reloading operation, and the operation can be simplified and speeded up.

(modification of front wheel support mechanism)

The steering mechanism 60 is configured such that a rack is formed on the steering arm 69, and the steering arm 69 is moved in the X-axis direction by the pinion 64 that is driven to rotate by the steering dc motor 13, but the present invention is not limited thereto, and any method of applying a moving force to the steering arm 69 may be used as necessary. For example, a configuration using an electromagnet, a magnet, or a permanent magnet, such as a solenoid or a linear motor, or a configuration in which an arm is provided in the radial direction of the output shaft of a rotary motor and the steering arm 69 is moved left and right by the rotation of the arm may be used.

The engagement portions between the steering arm 69 and the steering rotating bodies 32L and 32R are connected to the engagement projections 32Lc and 32Rc by annular portions 69Lc and 69Rc having long holes, but any configuration may be used as long as the movement in the Y-axis direction is allowed to occur relative to each other and the movement in the X-axis direction is interlocked. For example, the elongated hole and the round bar-shaped protrusion may be provided on opposite sides of each other, and a groove may be used instead of the elongated hole. Further, a slide member that moves in the extending direction of the master arm or the slave arm may be provided in one of the two arms, and the other arm and the slide member may be coupled to each other so as to be rotatable about the Z-axis direction.

The front wheel support mechanisms 30L and 30R are not limited to the above configuration, and may be configured in any form as long as they can rotate the front wheels 22L and 22R necessary for steering and can move and adjust in the Y axis direction. For example, the pivot support portions 35L and 36L may be provided so as to be movable in the Y-axis direction with respect to the vehicle body 90, and the wheel support body 33L may be movable in the Y-axis direction together with the support shaft 34L, or the pivot support portions 35L and 36L may be provided so as to be attachable to and detachable from the vehicle body 90 by a concave-convex structure such as a convex portion or a fitting hole, and the position of the pivot support portions 35L and 36L may be adjusted by providing a plurality of concave portions or convex portions in the Y-axis direction on the side surface side of the vehicle body. Alternatively, the following configuration may be adopted: at least two or more C-rings are coaxially fixed to the wheel support body 33L, a support shaft 34L having a diameter larger than the inner diameter of the C-rings is provided to the pivot support portions 35L, 36L, and a plurality of circumferential grooves for rotatably mounting the C-rings are provided on the outer circumferential surface of the support shaft 34L in the longitudinal direction thereof. In this case, by selecting a plurality of circumferential grooves and attaching the wheel support body 33 by means of the C-ring, the position of the wheel support body 33 can be adjusted in the Y-axis direction.

The same applies to the front wheel supporting mechanism 30R.

Further, the suspension members 38L, 38R of the front wheel support mechanisms 30L, 30R can be adjusted to move in the Y-axis direction by the suspension holders 39L, 39R, but even if the front-rear direction positions of the front wheels 22L, 22R are adjusted, there is only a configuration that has an effect of providing elastic cushioning to the front wheels 22L, 22R regardless of the positional changes.

For example, the suspension member may be an elongated elastic body that is fixed to the vehicle body 90 in the Y-axis direction.

Alternatively, a plurality of suspension members may be fixedly attached to the vehicle body 90 in a row along the Y-axis direction.

Alternatively, the opposing plates 33Le and 33Re of the wheel support bodies 33L and 33R may be provided with suspension members made of an elastic body that abut against the side surfaces of the vehicle body 90.

In these cases, after the front-rear position adjustment of the front wheels 22L and 22R is performed, the wheel support bodies 33L and 33R can be given elastic force by the suspension members without performing the position adjustment work of the suspension members, and the cushioning effect with respect to the front wheels 22L and 22R can be maintained. In these cases, the suspension holders 39L and 39R may not be provided.

(steering mechanism)

A motor and mechanism housing unit 61 is provided in a front portion of the vehicle body 90, and a motor and mechanism housing chamber is provided inside the motor and mechanism housing unit 61. A direct current motor 13 for steering is provided in the motor/mechanism housing chamber. A cover for closing the upper side of the motor/mechanism storage chamber is detachably attached to the vehicle body 90. Further, separate covers may be provided to separate the motor storage chamber and the mechanism storage chamber and to seal the motor storage chamber and the mechanism storage chamber from above, respectively.

As the direct current motor 13 for steering, a motor capable of forward rotation and reverse rotation (forward rotation and reverse rotation) is used. The direct current motor 13 for steering is provided in the motor/mechanism housing chamber such that a shaft 13a protrudes rearward from the motor case toward the vehicle body 90. As shown in fig. 8A and 8B, a gear (pinion) 64 is provided on the shaft 13a via a clutch mechanism 63. The clutch mechanism 63 includes: a circular plate (holding plate) 63a, a clutch plate 63b, and an outer cylinder 63 c. That is, the disk 63a is fixed to the shaft 13 a. The disk 63a is not particularly limited, but is formed in a disk shape here. A plurality of clutch plates 63b are provided on an end surface of the disc 63 a. Each clutch plate 63b is attached to the disc 63a so as to be movable in the radial direction of the shaft 13 a. That is, a guide 63d extending substantially radially from the rotation center is formed on the disk 63a, and each clutch plate 63b is movable in the radial direction of the shaft 13a along the guide 63 a. At least the outer end side of each clutch plate 63d is formed in a rod shape. When the disk 63a rotates, the clutch plates 63d are moved outward in the radial direction of the shaft 13a by the centrifugal force acting on the clutch plates 63 d.

On the other hand, the outer cylinder 63c has a peripheral wall surrounding the disk 63a and the clutch plate 63d from the outside in the radial direction of the shaft 13 a. When the disk 63a is rotated by the power of the direct current steering motor 13 in this way, the clutch plates 63d are moved outward in the radial direction of the shaft 13a by the centrifugal force acting on the clutch plates 63d, and the clutch plates 63d are pressed against the inner surface of the peripheral wall of the outer cylinder 63c, so that the disk 63a and the outer cylinder 63c are integrally rotated. When the disk 63a does not rotate, the outer cylinder 63c freely rotates with respect to the disk 63 a.

The pinion 64 meshes with a rack 69d formed on the steering arm 69. As a result, when the gear 64 is rotated in the forward direction or the reverse direction by the power of the dc motor 13 for steering, the steering arm 69 moves left and right according to the rotation direction.

In the present embodiment, the steering arm 69 is operated by the steering dc motor 13 via a gear mechanism, but the steering arm 69 may be operated to the left and right by an electromagnet. That is, one of the permanent magnet and the coil is provided on the steering arm 69, while the other of the permanent magnet and the coil is provided on a fixed portion of the vehicle body 90, and the steering arm 69 is operated left and right by controlling energization of the coil.

(DC Motor for traveling)

A motor and mechanism housing 71 is provided at the rear of the vehicle body 90, and the motor and mechanism housing 71 is partitioned into a motor housing chamber 71a and a mechanism housing chamber 71b as shown in fig. 9. The motor housing chamber 71a is provided with a dc motor 4 for running.

As the dc motor 4 for running, a motor capable of forward rotation and reverse rotation (forward rotation and reverse rotation) is used. The dc motor 4 for running is provided in the motor housing chamber 71a such that the shaft 4a protrudes from the motor case 4b in the width direction of the vehicle body 90. A gear (pinion) 81a is provided on the shaft 4 a. The gear 81a is provided at the following positions: when the main body of the dc motor for running 4 is set in the motor housing chamber 71a, the gear 81a faces the mechanism housing chamber 71 b. The outer peripheral surface of the motor case 4b of the dc motor 4 for running is provided with 2 terminals 4c and 4 d.

On the other hand, the bottom plate of the motor storage chamber 71a is formed by a printed wiring board 74. Electrode patterns 74a and 74b are formed on the surface of the printed wiring board 74 at positions corresponding to the terminals 4c and 4 d. The electrode patterns 74a and 74b are formed on the printed wiring board 74 by printing, vapor deposition, or the like.

When the dc motor 4 for running is mounted on the printed circuit board 74, the terminals 4c and 4d are electrically connected to the electrode patterns 74a and 74b, and power can be supplied to the dc motor 4 for running.

The printed wiring board 74 may be flat or curved so as to be recessed at the upper side. In short, the terminals 4c and 4d may be formed in a shape corresponding to the motor case 4b so that the terminals can reliably contact the electrode patterns 74a and 74 b.

According to the running toy 100 having the above configuration, since the printed circuit board 74 formed with the electrode patterns 74a, 74b is used, the assembly of the running toy 100 becomes extremely easy. That is, when the printed wiring board 74 is used without using the printed wiring board 74, it is necessary to perform a fine operation such as soldering of a lead wire when the electrode plates (conductive plates) are assembled one by one or electrically connected to the vehicle body side, whereas when the printed wiring board 74 having the electrode patterns 74a and 74b is used, it is only necessary to assemble the printed wiring board 74 to the vehicle body at the time of assembly, and therefore, the assembly of the running toy 100 is extremely easy.

In addition, in the case of using a lead wire, there is a risk of wiring being mistaken in electrical connection, but in the case of using a printed wiring board 74 in which the electrode patterns 74a, 74b are formed, electrical connection can be achieved by the contact of the terminals with the electrode patterns 74a, 74b, and there is no problem as described above.

(running gear)

The mechanism housing chamber 71b is provided with a running mechanism 80 for transmitting the running torque of the running dc motor 4 to the rear wheels 21L and 21R. The traveling mechanism 80 is constituted by a gear mechanism 81 including the gear 81 a.

That is, a shaft 82 parallel to the shaft 4a extends in the mechanism accommodating chamber 71 b. As shown in fig. 10, a gear 81b is provided on the shaft 82 so as to be freely rotatable with respect to the shaft 82. The gear 81b is configured to be movable in the axial direction of the shaft 82. Further, gears 81Lc and 81Rc are integrally provided at left and right positions of the gear 81 b.

Further, a shaft (rear wheel axle) 83 parallel to the shaft 82 extends in the mechanism accommodating chamber 71 b. Gears 81Ld and 81Rd are fixedly provided on the shaft 83. When the gear 81b moves in the axial direction of the shaft 82, the gears 81Lc and 81Rc alternatively mesh with the gears 81Ld and 81Rd in accordance with the movement direction. Specifically, when the gear 81b moves to the left in the axial direction of the shaft 82, the gear 81Lc engages with the gear 81Ld, and when the gear 81b moves to the right in the axial direction of the shaft 82, the gear 81Rc engages with the gear 81 Rd. By changing the meshing state of the gears, the running torque can be changed.

Further, an operation knob, not shown, is provided on the lower side of the vehicle body 90 in order to move the gear 81b in the axial direction of the shaft 82, the lever 84 is moved leftward and rightward by the operation of the operation knob, and the gear 81b located between the two claws 84a, 84b of the lever 84 is pushed leftward and rightward, thereby changing the meshing state of the gears.

(cover body)

As shown in fig. 9, a cover 91 that closes the upper sides of the motor storage chamber 71a and the mechanism storage chamber 71b is detachably attached to the vehicle body 90. The lid 91 functions as a motor pressing member. In order to close the motor storage chamber 71a and the mechanism storage chamber 71b from above, separate covers may be provided.

The lid 91 is provided with a plurality of heat radiation openings 91 a. The lid 91 is provided with a slit 93 for attaching the heat sink 92. The heat sink 92 is detachably attached to the slit 93. As the heat dissipation plate 92, metal such as copper or aluminum is preferably used, but if a shape having a good heat dissipation effect is selected, synthetic resin (e.g., ABS resin) may be used.

According to the running toy 100 having the above configuration, the heat radiating plate 92 can be simply replaced, and thus the heat radiating performance can be simply changed. Further, the heat radiating plate 92 may be used in different weights depending on the conditions of the traveling road. Further, the heat radiating plate 92 may be used in different colors and shapes according to the mood. In order to effectively exhibit these effects, it is preferable to prepare a plurality of heat radiating plates different in any one of heat radiation property, weight, color, and shape, and select a heat radiating plate that meets the requirements from among them for use.

The number of the heat radiating plates 92 to be mounted at one time is not limited to one. The cover 91 may be configured to be attachable to two or more heat dissipation plates 92.

(drive circuit and control circuit)

The running toy is mounted with a running dc motor and a steering dc motor, and the rotation direction of each dc motor is remotely controlled by radio waves from a remote controller.

As shown in fig. 11, the traveling toy incorporates: a reception circuit 1, a control IC2, a travel motor drive circuit 3 that drives a travel dc motor 4, and a steering motor drive circuit 8 that drives a steering dc motor 13.

An operation signal radio wave transmitted from a remote operation device not shown is received and demodulated by the reception circuit 1 via the antenna ANT, and is input to the control IC 2. The control IC2 transmits a control command signal corresponding to the input operation signal to a control drive circuit of the running system and/or the steering system.

For example, when the operation signal is a forward command, the control IC2 outputs a forward command signal SF to the motor drive circuit 3. The traveling motor drive circuit 3 supplies a voltage having a polarity corresponding to the forward direction to the dc motor 4. Similarly, when the operation signal is a reverse command, the control IC2 outputs a reverse command signal SB to the running motor drive circuit 3. The traveling motor drive circuit 3 supplies a voltage having a polarity corresponding to the reverse direction to the dc motor 4.

On the other hand, when the operation signal is the steering control signal and is the right turn command, the control IC2 outputs the right turn command signal SR to the steering motor drive circuit 8. The steering motor drive circuit 8 supplies a voltage having a polarity corresponding to the right turn direction to the dc motor 13. Likewise, when the operation signal is a left turn command, the control IC2 outputs a left turn command signal SL to the steering motor drive circuit 8. The steering motor drive circuit 8 supplies a voltage having a polarity corresponding to the left turn direction to the dc motor 13.

The steering motor drive circuit 8 has a positive power supply terminal 14 and a negative power supply terminal 15 to which at least two batteries 9, 10 can be connected in series.

A PNP transistor (1 st switching element) Q5 and an NPN transistor (2 nd switching element) Q6 that are alternately turned ON (ON) or OFF (OFF) in response to a left turn command signal SL and a right turn command signal SR from the control IC2 are connected in series between a positive power supply terminal 14 that supplies a power supply voltage Vcc and a negative power supply terminal 15 that is connected to the GND potential.

A steering dc motor 13 is connected between a connection midpoint 16 between the batteries 9 and 10 and a connection midpoint 17 between the transistor Q5 and the transistor Q6.

A steering mechanism 60 connected to a steering wheel (front wheel) is connected to a rotating shaft of the steering dc motor 13. By switching the rotation direction of the steering dc motor 13, the direction of the steered wheels can be changed via the steering mechanism 60.

As shown in fig. 12, a self-holding type power switch 18 is provided at a connection midpoint 16 between the batteries 9 and 10, and the power switch 18 electrically connects a connection terminal on one side of the dc motor 13 for steering, a terminal 16A on the negative electrode side of the battery 9, and a terminal 16B on the positive electrode side of the battery 10 when closed.

By closing the power switch 18, the negative electrode side of the battery 9 and the positive electrode side of the battery 10 are electrically connected, and one terminal of the dc motor for steering 13 is connected to the power switch 18, so that the power supply voltages Vcc (for example, 1.5V × 2 — 3V) of the two batteries connected in series are supplied to the circuits 1, 2, 3, and 8, and a current path of the armature of the dc motor for steering 13 is formed.

The power supply voltage Vcc (e.g., 3V) is applied to both ends of the steering motor drive circuit 8, but the voltage applied to the steering dc motor 13 in each rotational direction of the steering dc motor 13 is 1/2(1.5V) of the power supply voltage Vcc. This is because the battery used in the unit of the circuit L1 and the circuit L2 described later is different.

(Circuit operation)

First, when the power switch 18 (fig. 12) is closed, the batteries 9 and 10 are connected in series via the negative-side terminal 16A and the positive-side terminal 16B, and the dc motor 13 for steering is connected to the connection midpoint 16 (fig. 11) of the batteries 9 and 10. At this time, two closed loops are formed in the steering motor drive circuit 8.

As shown in fig. 11, one is loop L1: battery 9 → positive power supply terminal 14 → transistor Q5 → connection center 17 → direct current motor for steering 13 → connection center 16 → battery 9.

The other is loop L2: battery 10 → connection center 16 → direct current motor for steering 13 → connection center 17 → transistor Q6 → negative power supply terminal 15 → battery 10.

Now, if a left turn command signal SL (potential L) is issued from the control IC2, the transistor Q5 is turned ON, a current flows along the path of the circuit L1, and the steering dc motor 13 turns left in accordance with the current direction. ON the other hand, if the control IC2 issues the right turn command signal SR (potential H), the transistor Q6 is turned ON, and a current flows along a path of the circuit L2 in the reverse direction to that of the circuit L1, and the steering dc motor 13 rotates in the current direction to make a right turn.

Thus, the transistor Q5 and the transistor Q6 alternately perform ON/OFF operations, i.e., operate in a so-called complementary manner. In accordance with this ON/OFF operation, the direction of the armature current flowing through the steering dc motor 13 is reversed, and the traveling direction of the traveling toy can be controlled.

In the case where a plurality of running toys 100 are run simultaneously, the operation frequency is changed between the running toys 100, and in this case, it is necessary to select a remote controller that matches the operation frequency of the running toy at the time of shipment. Therefore, in order to make it easy to select a combination of the running toy 100 and the remote controller corresponding thereto, it is preferable to change the color of the wire for the antenna in accordance with the operation frequency.

Claims (8)

1. A motor driving circuit is characterized in that it has a positive power supply terminal and a negative power supply terminal which can connect at least two batteries in series,

a 1 st switching element and a 2 nd switching element which are alternately in a conductive state or a non-conductive state according to an input control signal are connected in series between the positive power supply terminal and the negative power supply terminal,

the DC motor is connected between a connection midpoint between the batteries and a connection midpoint between the 1 st switching element and the 2 nd switching element.

2. The motor driving circuit according to claim 1, wherein the 1 st switching element is a PNP transistor, and the 2 nd switching element is an NPN transistor.

3. A motor drive circuit according to claim 1 or 2, wherein a power switch is provided at a connection midpoint between the batteries, and when closed, the power switch electrically connects a connection terminal on one side of the dc motor to a negative electrode of one battery and a positive electrode of the other battery.

4. A running toy is provided with: a drive circuit for driving the DC motor, a receiving circuit for receiving a remote control signal wirelessly transmitted from the outside, a control circuit for outputting a motor control signal corresponding to the remote control signal received by the receiving circuit to the motor drive circuit; it is characterized in that the preparation method is characterized in that,

the motor driving circuit has a positive power supply terminal and a negative power supply terminal capable of connecting at least two batteries in series,

a 1 st switching element and a 2 nd switching element which are alternately in a conductive state or a non-conductive state according to an input control signal are connected in series between the positive power supply terminal and the negative power supply terminal,

the DC motor is connected between a connection midpoint between the batteries and a connection midpoint between the 1 st switching element and the 2 nd switching element.

5. The running toy according to claim 4, wherein the drive circuit for driving the dc motor is a steering motor drive circuit for driving a steering dc motor.

6. The running toy according to claim 4, wherein the 1 st switching element is a PNP type transistor, and the 2 nd switching element is an NPN type transistor.

7. The running toy according to claim 5, wherein the 1 st switching element is a PNP type transistor, and the 2 nd switching element is an NPN type transistor.

8. A running toy according to any one of claims 4 to 7, wherein a self-holding type power switch is provided at a connection midpoint between the batteries, and when closed, the power switch electrically connects a connection terminal on one side of the DC motor to a negative electrode of one battery and a positive electrode of the other battery.

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