JP2003505290A - Device for improving drive shaft maneuverability - Google Patents

Abstract

(57) [Summary] The present invention relates to an apparatus for improving maneuverability of a drive shaft. The central transmission transmits drive torque to the steered wheels via a drive shaft. The central transmission is mounted for rotation about a vertical axis.

Description

Detailed Description of the Invention

TECHNICAL FIELD OF THE INVENTION The present invention is directed to improving the maneuverability of a drive shaft when transmitting a drive moment to a wheel in which a central gear mechanism is steered (redirected) via a drive shaft. Regarding the device. In particular, it can be used in vehicles having multiple axles with drive wheels independently suspended on the control axle, such as mobile cranes.

DESCRIPTION OF THE PRIOR ART In the case of such mobile cranes, the maximum wheel deflection angle currently achievable with vehicle drive shafts having two and three axles is currently around 38
． It is 5 °. That is, the universal joint shaft that connects the central gear mechanism and the wheel drive can actually achieve a maximum wheel deflection angle of up to 42 °, but when using a single wheel suspension, the steering motion is shocked. Overlapping with the deflection movement of the absorber spring, a steering angle of only about 37.5 ° can be achieved in order to obtain a maximum deflection angle of 42 ° of the spring. Therefore, in order to improve the maneuverability of such vehicles, it is necessary to make efforts to maximize the steering angle.

According to DE3602400A1, the structure of an axle shaft in a wheel suspension system is disclosed. Here, it has been proposed to shift the central gear mechanism horizontally from the center point of the axle line in order to optimize the resulting steering angle. Even with these means, the maximum steering angle can only be increased to 39 ° and this value needs further improvement.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a device that substantially improves the maneuverability of a vehicle having a drive shaft, and in particular to significantly improve maneuverability by providing a much larger steering angle. To provide a device.

This object has been achieved with the invention, in which the central gear mechanism of each axle is mounted for rotation about a vertical axis. Advantageously, rotation of the central gear mechanism about this axis improves the placement of the drive components relative to each other,
As a result, an extremely large steering angle can be realized, and it is possible to compensate for the fact that the maximum steering angle cannot be obtained due to the deflection of the shock absorber spring. In other words, the central gear mechanism may, for example, position drive components such as a universal joint shaft (fixed to the central gear mechanism and the wheel drive using a universal joint) in a position that allows for optimally increased steering angles. , The rotation position can be changed. In this way, by creating an additional degree of freedom of rotation in the rotational movement of the central gear mechanism, the steering angle can be further optimized, even when conventional drive components, for example achieving 45 °, are used. Can be converted. The maneuverability of a vehicle configured correspondingly is substantially increased.

In one embodiment of the invention, the central gear mechanism is mounted below the frame on a rotary bearing fixed to the frame. In this configuration, the central gear mechanism is mounted for rotation about a vertical axis in both directions by an angle of at least about 10 °.

In one preferred embodiment of the invention, the central gear mechanism provides steering in proportion to the axle steering movement such that it can rotate in the opposite direction of the wheel deflection, ie pivotally. Connected to. By pivotally deflecting in the direction opposite to wheel deflection, the degree of freedom in the construction of the drive universal joint shaft necessary to increase the steering angle is realized. In such a configuration, the central gear mechanism of the present invention is connected to the steering wheel so that, for example, the central gear mechanism is disconnected when moving straight ahead quickly, and the central gear mechanism is connected in situations such as an open countryside or a sharp turn. , Disconnect the steering,
Be able to control whether to use the central gear mechanism.

In another embodiment of the device according to the invention, the central gear mechanism comprises a connecting rod pivotally mounted on the steering arm of the wheel and a deflection arm pivotally mounted on the connecting rod. Can be pivotally deflected via.
The steering arm connected to the connecting rod is an axle steering arm to which the steering operation is transmitted from the steering arms of the opposing wheels via the connecting rod.

In order to further increase the steering angle achieved in this way, according to the invention, in order to optimize the steering angle, it is displaced in the horizontal direction from the center point of the axle line, in particular in the longitudinal direction forward of the vehicle. There is a possibility to arrange the displaced central gear mechanism so that it can be fixed. It is also possible to arrange a central gear mechanism which is displaced forward or backward in order to optimize the pivot angle of rotation for the wheel spring deflection. By using these additional features, a steering angle of approximately 48 ° can be achieved, which was not possible with conventional axle systems.

DETAILED DESCRIPTION Referring to FIG. 1, there is illustrated a steered drive axle between two wheels 4 of a vehicle, in this case a mobile crane. Mounted on the vehicle frame 18 are two shock absorbers 7 with fixed wheels, which are suspended independently and have a wheel drive 3 with planetary gears. The wheels are steered via the downwardly projecting part of the shock absorber 7, ie the steering mechanism, the steering arm 10 and the connecting rod 14 of the steering mechanism being shown in FIG. The steering functionality will be described in detail later with reference to FIG.

Both wheels 4 provided on both sides of the universal joint are provided via a universal joint shaft 2. The drive moment is provided by the central gear mechanism 1, which receives the engine torque using conventional methods and means.

The central gear mechanism 1 is fixed to the frame 18 via a mounting portion 5, and the mounting portion has a rotary connecting portion 6 at a lower end portion. This rotary connection 6 rotatably connects the central gear mechanism and the mounting 5 so that it can pivotally deflect about a vertical axis 20 in both directions of rotation.

Such a configuration is performed by manipulating the connecting rod 8. This connecting rod 8 is connected to the steering arm of the right wheel 4 and is likewise pivotally mounted on a deflection arm 9, which at its other end can be fixed to the central gear mechanism 1. Will be placed.

With such a configuration, the central gear mechanism 1 according to the present invention realizes the desired large steering deflection angle according to the steering deflection angle of the deflection arm 9 and the shaft 2.
It can rotate around 0. More detailed information on maneuverability is shown in FIG.
Will be provided in the subsequent description relating to.

With reference to FIGS. 2 to 5, the principle functions of the device according to the present invention will be described.
This will be described below. Each of these drawings is a top view of the axle and includes two independently suspended drive wheels. As shown briefly in FIGS. 2 to 5, the steering operation (operation of changing the direction of the wheel) is transmitted to one arm of the steering arm 10 of the lower wheel 4 via the steering rod 13. . This is best seen in FIGS. 3-5. Engaging with the other arm of the steering arm 10 is a connecting rod 14, which transmits the steering (steering direction) force to the steering arm of the upper wheel and, in steering operation,
The upper wheel steering arm operates as a slave. It should be understood that, as shown in FIGS. 4 and 5, the central gear mechanism 1 is generally associated with the steering wheel (handle). This connection will be described in detail with respect to one embodiment of the invention shown in FIG. 6 below. 2 to 5, the basic principles of the present invention will be described in an understandable manner without going into too much detail.

FIG. 2 shows the axle in what can be called the “native” state, unaffected by any particular drive condition. If the line connecting the two protruding wheel steering axles is defined as the axle line, the vertical axis 20 of the central gear mechanism 1 shown in broken lines in this figure, when in the "original" state, is located on the axle line. To be done. The steering arm 10, the connecting rod 14, and the universal joint shaft 2 are configured so that the wheels 4 are not pivotally deflected unless the central gear mechanism 1 is deflected. This state is the state of this axle when the vehicle is moving straight ahead.

FIG. 3 illustrates the axle for a wheel that is deflected to turn to the right. It is possible to deflect to the right without the maximum steering angle that might be supported by the rotation of the central gear mechanism 1. Thus, with respect to the conventional "full deflection angle", only a steering angle of up to 38 ° can be realized. In this case, the steering angle is measured as the angle between the axis of rotation of the pivoting wheel and the line joining the two points around which the wheel is steered and pivotally deflected. They are always located on the longitudinal axis of each shock absorber.

Referring now to FIGS. 4 and 5, it becomes clear how the resulting steering angle can be increased using a rotatably mounted central gear mechanism 1 in accordance with the present invention. . FIG. 4 shows a state in which the vertical shaft 20 of the central gear mechanism 1 is arranged on a line connecting the longitudinal axis of the shock absorber 7, that is, the wheel steering shaft. Here again, the illustrated state shows the full deflection when turning to the right, but as a result a steering angle of 45 ° is realized. The reason why this is realized is that the central gear mechanism 1 according to the present invention, in a rotary mount,
It is to rotate in the direction opposite to the deflection direction of the wheels. That is, when the wheel shown in FIG. 4 rotates counterclockwise, the central gear mechanism rotates clockwise about the vertical axis 20 and in the embodiment of the invention about 10 °. The universal joints of these universal joint shafts 2, which are fixed directly to the central gear mechanism 1, move in their longitudinal direction. That is, the upper connection point between the central gear mechanism 1 and the universal joint shaft 2 moves further to the right (rearward) in FIG. 4, while the lower connection point between the central gear mechanism 1 and the universal joint shaft 2 moves. The connection point moves slightly to the left (forward).
This movement in position, and the associated rotation of the universal joint shaft, creates at each of the connection points of the universal joint shaft to the wheel drive a particular unrestricted angle available for further deflection of the wheel. Due to the rotation of the central gear mechanism 1, the universal joint in the wheel drive receives an additional range of travel for the wheels 4 to deflect more.

[0019]   This is the reason why a larger deflection angle of 45 ° can be realized.

The steering deflection can be further optimized, for example, in the configuration shown in FIG. In this axle, the central gear mechanism is fixed so that the vertical shaft 20 is arranged slightly ahead of the line connecting the protruding wheel steering shafts 7. In this way, a further kinematic movement is realized so that the lower wheel is pivotally deflected with a deflection angle of 48 °. This is likewise achieved by a deflection of the central gear mechanism 1 of only 10 °.

With reference to FIG. 6, how the maneuvering according to the present invention is realized is detailed below. FIG. 6 shows two states, that is, a state of being pivotally deflected as shown by a solid line and a state of moving forward straight as shown by a broken line, and how these components change their positions. Show. Starting at the hydraulic power steering source 17, the force formed therein is transmitted via the steering rod 13 to the left arm of the lower steering arm 10. Similarly, pivotally mounted on the left arm of the steering arm 10 is a steering cylinder 11, which is pivotally fixed relative to a fixed position of the vehicle and on the other end. Mounted in.

Using the right arm of the steering arm 10, the steering movement is transmitted via the connecting rod 14 to the steering arm 10 ′ of the other wheel shown on the upper side. In this way, both wheels can be steered in one direction.

The steering arm 10 ′ further has a mounting portion that is pivotally mounted,
This mount is for the connecting rod 12 which is steered at the other end which connects with the deflection arm 16. This deflecting arm 16 is fixedly connected at its other end to the central gear mechanism 1, so that the steering arm 10 ′, the connecting rod 12 and the deflecting arm 16 can be pivotally mounted by the deflecting action of the central arm. The gear mechanism 1,
The wheels can always be rotated in the opposite direction to the deflection direction. According to the invention,
This rotation of the central gear mechanism makes it possible to increase and optimize the deflection angle as already explained with reference to FIG. As the wheel deflection angle increases, the maneuverability of the vehicle is correspondingly improved.

[0024]   The invention will be described using exemplary embodiments with reference to the accompanying drawings.

[Brief description of drawings]

FIG. 1 is a diagram showing a drive shaft that adopts a configuration of a central gear mechanism according to the present invention.

FIG. 2 is a view of the shaft in its original state when viewed from above.

FIG. 3 is a view similar to FIG. 2, showing a wheel deflection angle of 38 ° for a fixed central gear mechanism.

FIG. 4 is a view similar to FIG. 3, showing a shaft constructed in accordance with the present invention, showing the pivotally deflecting central gear mechanism and the angle of the maximum wheel deflection angle.

FIG. 5 illustrates one embodiment of the present invention, in which the central gear mechanism is fixedly arranged toward the front but is rotatably configured and biased for pivoting. The angle of the central gear mechanism and the maximum wheel deflection angle are shown.

FIG. 6 shows a detailed arrangement position of the steering and drive components in a straight forward position and in a position of maximum deflection for direct comparison.

[Explanation of symbols]

1 ... Central gear mechanism, 2 ... Universal joint shaft, 3 ... Wheel drive, 4 ... Wheel, 5 ...
Mounting part, 6 ... Rotating connection part, 7 ... Shock absorber, 8 ... Connecting rod, 9 ... Deflection arm, 10 ... Steering arm, 11 ... Steering cylinder, 12 ... Connecting rod, 13 ... Steering rod, 14 ... Connecting rod, 16 ... Deflection arm, 17 ... Hydraulic power source, 1
8 ... Vehicle frame, 20 ... Vertical axis.

[Procedure for Amendment] Submission for translation of Article 34 Amendment of Patent Cooperation Treaty

[Submission date] August 16, 2001 (2001.16)

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be amended] Claims

[Correction method] Change

[Contents of correction]

[Claims]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Name of item to be amended] Detailed explanation of the invention

[Correction method] Change

[Contents of correction]

Detailed Description of the Invention

TECHNICAL FIELD OF THE INVENTION The present invention is directed to improving the maneuverability of a drive shaft when transmitting a drive moment to a wheel in which a central gear mechanism is steered (redirected) via a drive shaft. Regarding the device. In particular, it can be used in vehicles having multiple axles with drive wheels independently suspended on the control axle, such as mobile cranes.

DESCRIPTION OF THE PRIOR ART In the case of such mobile cranes, the maximum wheel deflection angle currently achievable with vehicle drive shafts having two and three axles is currently around 38
． It is 5 °. That is, the universal joint shaft that connects the central gear mechanism and the wheel drive can actually achieve a maximum wheel deflection angle of up to 42 °, but when using a single wheel suspension, the steering motion is shocked. Overlapping with the deflection movement of the absorber spring, a steering angle of only about 37.5 ° can be achieved in order to obtain a maximum deflection angle of 42 ° of the spring. Therefore, in order to improve the maneuverability of such vehicles, it is necessary to make efforts to maximize the steering angle.

According to DE3602400A1, the structure of an axle shaft in a wheel suspension system is disclosed. Here, it has been proposed to shift the central gear mechanism horizontally from the center point of the axle line in order to optimize the resulting steering angle. Even with these means, the maximum steering angle can only be increased to 39 ° and this value needs further improvement.

A composite steering mechanism according to the preamble of claim 1 of the present invention is EP 0785124A1.
Is disclosed in. Here, overlapping steering is provided, which, in addition to the steering deflection of the wheels and the steering gear mechanism, is rotated around a vertical axis and arranged diagonally. However, the steering disclosed herein requires a considerable amount of effort, is fragile due to the swing arm, and does not allow increased freedom of placement of the drive propulsion shaft.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a device that substantially improves the maneuverability of a vehicle having a drive shaft, especially a device that significantly improves maneuverability by achieving a very large steering angle. To provide.

This object has been achieved with the present invention, in which the central gear mechanism of each axle is mounted for rotation about a vertical axis. Advantageously, rotation of the central gear mechanism about this axis improves the placement of the drive components relative to each other,
As a result, an extremely large steering angle can be realized, and it is possible to compensate for the fact that the maximum steering angle cannot be obtained due to the deflection of the shock absorber spring. In other words, the central gear mechanism may, for example, position drive components such as a universal joint shaft (fixed to the central gear mechanism and the wheel drive using a universal joint) in a position that allows for optimally increased steering angles. , The rotation position can be changed. In this way, by creating an additional degree of freedom of rotation in the rotational movement of the central gear mechanism, the steering angle can be further optimized, even when conventional drive components, for example achieving 45 °, are used. Can be converted. The maneuverability of a vehicle configured correspondingly is substantially increased.

In one preferred embodiment of the invention, the central gear mechanism provides steering in proportion to the axle steering movement such that it can rotate in the opposite direction of the wheel deflection, ie pivotally. Connected to. By pivotally deflecting in the direction opposite to wheel deflection, the degree of freedom in the construction of the drive universal joint shaft necessary to increase the steering angle is realized. In such a configuration, the central gear mechanism of the present invention is connected to the steering wheel so that, for example, the central gear mechanism is disconnected when moving straight ahead quickly, and the central gear mechanism is connected in situations such as an open countryside or a sharp turn. , Disconnect the steering,
Be able to control whether to use the central gear mechanism.

In one embodiment of the invention, the central gear mechanism is mounted below the frame on a rotary bearing fixed to the frame. In this configuration, the central gear mechanism is mounted for rotation about a vertical axis in both directions by an angle of at least about 10 °.

In another embodiment of the device according to the invention, the central gear mechanism comprises a connecting rod pivotally mounted on the steering arm of the wheel and a deflection arm pivotally mounted on the connecting rod. Can be pivotally deflected via.
The steering arm connected to the connecting rod is an axle steering arm to which the steering operation is transmitted from the steering arms of the opposing wheels via the connecting rod.

In order to further increase the steering angle achieved in this way, according to the invention, in order to optimize the steering angle, it is displaced horizontally from the center point of the axle line, in particular in the longitudinal direction forward of the vehicle. There is a possibility to arrange the displaced central gear mechanism so that it can be fixed. It is also possible to arrange a central gear mechanism which is displaced forward or backward in order to optimize the pivot angle of rotation for the wheel spring deflection. By using these additional features, a steering angle of approximately 48 ° can be achieved, which was not possible with conventional axle systems.

DETAILED DESCRIPTION Referring to FIG. 1, there is illustrated a steered drive axle between two wheels 4 of a vehicle, in this case a mobile crane. Mounted on the vehicle frame 18 are two shock absorbers 7 with fixed wheels, which are suspended independently and have a wheel drive 3 with planetary gears. The wheels are steered via the downwardly projecting part of the shock absorber 7, ie the steering mechanism, the steering arm 10 and the connecting rod 14 of the steering mechanism being shown in FIG. The steering functionality will be described in detail later with reference to FIG.

Both wheels 4 provided on both sides of the universal joint are provided via a universal joint shaft 2. The drive moment is provided by the central gear mechanism 1, which receives the engine torque using conventional methods and means.

The central gear mechanism 1 is fixed to the frame 18 via a mounting portion 5, and the mounting portion has a rotary connecting portion 6 at a lower end portion. This rotary connection 6 rotatably connects the central gear mechanism and the mounting 5 so that it can pivotally deflect about a vertical axis 20 in both directions of rotation.

Such a configuration is performed by operating the connecting rod 8. This connecting rod 8 is connected to the steering arm of the right wheel 4 and is likewise pivotally mounted on a deflection arm 9, which at its other end can be fixed to the central gear mechanism 1. Will be placed.

With this configuration, the central gear mechanism 1 according to the present invention realizes the desired large steering deflection angle according to the steering deflection angle of the deflection arm 9 and the shaft 2.
It can rotate around 0. More detailed information on maneuverability is shown in FIG.
Will be provided in the subsequent description relating to.

With reference to FIGS. 2 to 5, the principle functions of the device according to the present invention will be described.
This will be described below. Each of these drawings is a top view of the axle and includes two independently suspended drive wheels. As shown briefly in FIGS. 2 to 5, the steering operation (operation of changing the direction of the wheel) is transmitted to one arm of the steering arm 10 of the lower wheel 4 via the steering rod 13. . This is best seen in FIGS. 3-5. Engaging with the other arm of the steering arm 10 is a connecting rod 14, which transmits the steering (steering direction) force to the steering arm of the upper wheel and, in steering operation,
The upper wheel steering arm operates as a slave. It should be understood that, as shown in FIGS. 4 and 5, the central gear mechanism 1 is generally associated with the steering wheel (handle). This connection will be described in detail with respect to one embodiment of the invention shown in FIG. 6 below. 2 to 5, the basic principles of the present invention will be described in an understandable manner without going into too much detail.

FIG. 2 shows the axle in a state that can be referred to as the “native” state, unaffected by any particular drive condition. If the line connecting the two protruding wheel steering axles is defined as the axle line, the vertical axis 20 of the central gear mechanism 1 shown in broken lines in this figure, when in the "original" state, is located on the axle line. To be done. The steering arm 10, the connecting rod 14, and the universal joint shaft 2 are configured so that the wheels 4 are not pivotally deflected unless the central gear mechanism 1 is deflected. This state is the state of this axle when the vehicle is moving straight ahead.

FIG. 3 illustrates the axle for a wheel that is deflected to turn to the right. It is possible to deflect to the right without the maximum steering angle that might be supported by the rotation of the central gear mechanism 1. Thus, with respect to the conventional "full deflection angle", only a steering angle of up to 38 ° can be realized. In this case, the steering angle is measured as the angle between the axis of rotation of the pivoting wheel and the line joining the two points around which the wheel is steered and pivotally deflected. They are always located on the longitudinal axis of each shock absorber.

Referring now to FIGS. 4 and 5, it becomes clear how, in accordance with the present invention, a rotatably mounted central gear mechanism 1 can be used to increase the resulting steering angle. . FIG. 4 shows a state in which the vertical shaft 20 of the central gear mechanism 1 is arranged on a line connecting the longitudinal axis of the shock absorber 7, that is, the wheel steering shaft. Here again, the illustrated state shows the full deflection when turning to the right, but as a result a steering angle of 45 ° is realized. The reason why this is realized is that the central gear mechanism 1 according to the present invention, in a rotary mount,
It is to rotate in the direction opposite to the deflection direction of the wheels. That is, when the wheel shown in FIG. 4 rotates counterclockwise, the central gear mechanism rotates clockwise about the vertical axis 20 and in the embodiment of the invention about 10 °. The universal joints of these universal joint shafts 2, which are fixed directly to the central gear mechanism 1, move in their longitudinal direction. That is, the upper connection point between the central gear mechanism 1 and the universal joint shaft 2 moves further to the right (rearward) in FIG. 4, while the lower connection point between the central gear mechanism 1 and the universal joint shaft 2 moves. The connection point moves slightly to the left (forward).
This movement in position, and the associated rotation of the universal joint shaft, creates at each of the connection points of the universal joint shaft to the wheel drive a particular unrestricted angle available for further deflection of the wheel. Due to the rotation of the central gear mechanism 1, the universal joint in the wheel drive receives an additional range of travel for the wheels 4 to deflect more.

[0020]   This is the reason why a larger deflection angle of 45 ° can be realized.

The steering deflection can be further optimized, for example, in the configuration shown in FIG. In this axle, the central gear mechanism is fixed so that the vertical shaft 20 is arranged slightly ahead of the line connecting the protruding wheel steering shafts 7. In this way, a further kinematic movement is realized so that the lower wheel is pivotally deflected with a deflection angle of 48 °. This is likewise achieved by a deflection of the central gear mechanism 1 of only 10 °.

With reference to FIG. 6, how the maneuvering according to the present invention is realized is detailed below. FIG. 6 shows two states, that is, a state of being pivotally deflected as shown by a solid line and a state of moving forward straight as shown by a broken line, and how these components change their positions. Show. Starting at the hydraulic power steering source 17, the force formed therein is transmitted via the steering rod 13 to the left arm of the lower steering arm 10. Similarly, pivotally mounted on the left arm of the steering arm 10 is a steering cylinder 11, which is pivotally fixed relative to a fixed position of the vehicle and on the other end. Mounted in.

Using the right arm of the steering arm 10, the steering movement is transmitted via the connecting rod 14 to the steering arm 10 ′ of the other wheel shown on the upper side. In this way, both wheels can be steered in one direction.

The steering arm 10 ′ further has a mounting portion that is pivotally mounted,
This mount is for the connecting rod 12 which is steered at the other end which connects with the deflection arm 16. This deflecting arm 16 is fixedly connected at its other end to the central gear mechanism 1, so that the steering arm 10 ′, the connecting rod 12 and the deflecting arm 16 can be pivotally mounted by the deflecting action of the central arm. The gear mechanism 1,
The wheels can always be rotated in the opposite direction to the deflection direction. According to the invention,
This rotation of the central gear mechanism makes it possible to increase and optimize the deflection angle as already explained with reference to FIG. As the wheel deflection angle increases, the maneuverability of the vehicle is correspondingly improved.

[0025]   The invention will be described using exemplary embodiments with reference to the accompanying drawings.

[Brief description of drawings]

FIG. 1 is a diagram showing a drive shaft that adopts a configuration of a central gear mechanism according to the present invention.

FIG. 2 is a view of the shaft in its original state when viewed from above.

FIG. 3 is a view similar to FIG. 2, showing a wheel deflection angle of 38 ° for a fixed central gear mechanism.

FIG. 4 is a view similar to FIG. 3, showing a shaft constructed in accordance with the present invention, showing the pivotally deflecting central gear mechanism and the angle of the maximum wheel deflection angle.

FIG. 5 illustrates one embodiment of the present invention, in which the central gear mechanism is fixedly arranged toward the front but is rotatably configured and biased for pivoting. The angle of the central gear mechanism and the maximum wheel deflection angle are shown.

FIG. 6 shows a detailed arrangement position of the steering and drive components in a straight forward position and in a position of maximum deflection for direct comparison.

[Explanation of Codes] 1 ... Central gear mechanism, 2 ... Universal joint shaft, 3 ... Wheel drive, 4 ... Wheel, 5 ...
Mounting part, 6 ... Rotating connection part, 7 ... Shock absorber, 8 ... Connecting rod, 9 ... Deflection arm, 10 ... Steering arm, 11 ... Steering cylinder, 12 ... Connecting rod, 13 ... Steering rod, 14 ... Connecting rod, 16 ... Deflection arm, 17 ... Hydraulic power source, 1
8 ... Vehicle frame, 20 ... Vertical axis.

Claims (8)

[Claims] 1. A device for improving the maneuverability of a drive shaft when a central gear mechanism (1) transmits a drive moment to a steering wheel via a drive shaft (2), the central gear mechanism (1) ) Is mounted so that it can rotate about a vertical axis (20). 2. The device according to claim 1, wherein the central gear mechanism (1) is located below the frame (18).
A device, characterized in that it is mounted in a rotary bearing (6) which is fixed in such a way that it can be fixed to. 3. A device according to claim 1 or 2, wherein the central gear mechanism (1) is mounted for rotation about a vertical axis (20) in both directions by an angle of at least about 10 °. A device characterized by the above. 4. The device according to any one of claims 1 to 3, wherein the central gear mechanism (1) is a pivot rotary type in a direction opposite to the wheel deflection in proportion to the steering operation of the axle. A device, characterized in that it is connected to the steering wheel, in particular connected to the steering wheel, and disconnected from the steering wheel, such that it is deflected to. 5. The device according to claim 1, wherein the central gear mechanism (1) is pivotally mounted on the steering arm (10, 10 ′) of the wheel (4). Connecting rod (12) and connected connecting rod (1
2) A device characterized in that it can be pivotally deflected via a deflection arm (16) mounted on it pivotally. 6. The device according to claim 5, wherein the steering arm (10 ') connected to the connecting rod (12) is connected from the steering arms (10) of the opposite wheels via the connecting rod (14). A device that is a steering arm of an axle to which steering operation is transmitted. 7. A device according to any one of claims 1 to 6, wherein the central gear mechanism (1) is horizontal or vertical from the center point of the axle line in order to further optimize the steering angle. Device arranged in such a way that it can be fixed in the direction of displacement, in particular in the longitudinal direction of the vehicle. 8. A device according to any one of claims 1 to 7, wherein the central gear mechanism (1) has a steering angle of the wheels (4) with respect to the axle line as described in claim 7. When the central gear mechanism (1) is optimized to be 45 °, it is possible to pivotally deflect so that the steering angle of the wheels (4) with respect to the axle line is 48 °. And the device.