JP2016124484A - Towed vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To smoothly move a towed vehicle to a predetermined position.SOLUTION: A towed vehicle 1 includes a steering device 10 capable of steering all wheels w by at least 90 degrees with respect to the longitudinal direction of a vehicle, a driving device M for rotating the wheels w, connected to a traction device 2 to be towed by the traction vehicle 2, and enabled to travel itself by the driving force of the driving device M when the traction vehicle 2 is separated. As the steering device 10 enables the traveling mode of the vehicle to switch from a normal traveling mode to a special traveling mode such as the on-the-spot rotation mode, a horizontal-direction movement mode, or a small-turn rotation mode, the towed vehicle 1 can be smoothly moved to a predetermined position.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a towed vehicle such as a trailer that is towed by a towed vehicle such as a tractor, and more particularly to a vehicle that is capable of traveling in a desired direction.

  A connected vehicle in which a tow vehicle such as a trailer on which a load such as a container is mounted is connected to a tow vehicle such as a tractor is widely used as a load carrying vehicle. The towed vehicle itself does not have a driving device such as an engine or a motor that rotates the wheels, and can only move by being towed by the towed vehicle. On the other hand, the towing vehicle is provided with a driving device (generally an engine), and the towed vehicle is towed by the driving force of the driving device.

  In a state where a load is mounted on the towed vehicle, the towed vehicle becomes heavy as a whole, and there is a problem that the towed vehicle consumes a large amount of fuel when the towed vehicle starts and accelerates. In order to solve this problem, for example, in Patent Document 1, a motor is provided in a trailer (towed vehicle), and the motor is driven at the same time as the trailer starts to be pulled by the tractor (towed vehicle), thereby assisting the driving force of the tractor. The structure to be adopted is adopted. In this way, the fuel consumption can be reduced by assisting the driving force of the tractor with the motor at the time of starting and accelerating, which particularly requires a large driving force (see paragraph 0007, etc. of this document). ).

JP 2006-315654 A

  Although a trailer (hereinafter referred to as a towed vehicle) according to Patent Document 1 is equipped with a motor as a wheel drive device, this motor is merely a driving force of a tractor (hereinafter referred to as a towed vehicle). In order to move the towed vehicle, the connection of the towed vehicle is indispensable. However, when a towed vehicle and a towed vehicle are connected, the overall length is often very long, and it is necessary to repeatedly move forward and backward and repeatedly to move the towed vehicle to a predetermined loading and unloading location. There is. In addition, when the baggage unloading place is in a narrow place such as an alley, it may be impossible to move the towed vehicle to that place.

  In this case, it is necessary to stop the towed vehicle at a place distant from the loading / unloading place and transport the luggage from the place to the loading / unloading place by a forklift, a carriage, or a person. For this reason, there exists a problem that work efficiency falls remarkably.

  Accordingly, an object of the present invention is to smoothly move a towed vehicle to a predetermined position.

  In order to solve the above-described problems, the present invention includes a steering device capable of turning all the wheels at least 90 degrees with respect to the longitudinal direction of the vehicle, and a drive device that rotates the wheels, While being connected to the towing vehicle and being towed by the towing vehicle, the towed vehicle was configured to be able to run by the driving force of the driving device when the towing vehicle was disconnected.

  In this way, by providing the steered device and the drive device on the towed vehicle, the towed vehicle can be moved by self-propelling in a relatively short full length state in which the towed vehicle is separated from the towed vehicle. Compared with the state of a long full length pulled by the vehicle, the movement can be easily performed. Moreover, since the wheels can be steered by the steering device, the towed vehicle can be smoothly moved in a desired direction. Although the kind of drive device is not specifically limited, A motor, an engine, etc. can be employ | adopted. Among these, an in-wheel motor is particularly preferable. This is because the in-wheel motor can be compactly mounted integrally with the wheel and can secure the maximum storage space for the luggage provided in the towed vehicle.

  In the above-described configuration, the steering device allows the normal traveling mode, the in-situ rotation mode in which the rotation shafts of all the wheels are directed toward the center of the vehicle, and the vehicle is rotated on the spot. The vehicle is turned 90 degrees to move the vehicle sideways with respect to the front-rear direction, and the front and rear wheels are steered in the left-right reverse direction with respect to the straight-ahead direction, and the vehicle is turned slightly. It is preferable to switch between at least one of the traveling modes of the small turning mode and to fix the steering device in this switched state.

  By steering the wheel of the towed vehicle according to the in-situ rotation mode, the lateral movement mode, and the small turn mode, the towed vehicle can be smoothly moved to a predetermined loading / unloading place even in a small space. . It is preferable that all the travel modes shown here are provided, but if at least one travel mode is provided, the problem of the present invention of smoothly moving the towed vehicle can be solved. Further, by fixing the steering device in a state where the traveling mode is switched, traveling in each traveling mode can be performed stably.

  The number of wheels of the towed vehicle is generally four wheels, but as long as each wheel can be steered to the turning angle corresponding to each driving mode, it corresponds to the load capacity of the towed vehicle's luggage The number can be changed as appropriate.

  Each of the configurations further includes a regenerative cooperative brake that operates in accordance with a brake operation of the tow vehicle when towed by the tow vehicle, and a battery that drives the driving device, and the regenerative cooperative brake It is preferable that the generated regenerative energy is charged to the battery.

  In this way, by charging the battery with regenerative energy and driving the motor with this battery, the cruising distance capable of continuous travel can be further extended as compared with the case where the regenerative energy is not used.

  In each of the above configurations, the steering device is connected to left and right wheels, and tie rods that steer the wheels, a pair of rack bars respectively connected to the tie rods, and meshed with each of the pair of rack bars And a synchronous gear that converts the movement of the rack teeth of one rack bar in one direction in the parallel direction into the movement of the other rack bar in the parallel direction. .

  When this steering device is used, a special travel mode (left and right wheels) is moved by moving the pair of rack bars in the other direction from the normal travel mode (travel mode in which the left and right front wheels can be steered in the same direction). Can be easily switched to a traveling mode).

  In the present invention, the towing vehicle includes a steering device that can steer all the wheels at least 90 degrees with respect to the longitudinal direction of the vehicle, and a drive device that rotates the wheels. On the other hand, the towed vehicle is configured such that when the towed vehicle is separated, it can be self-propelled by the driving force of the drive device.

  In this way, by providing the steered device and the drive device to the towed vehicle, the towed vehicle is moved by self-running in a relatively short full length state where the towed vehicle is separated from the towed vehicle, and Compared with the case of a long full length pulled by the vehicle, the movement can be easily performed. Moreover, since the wheels can be steered by the steering device, the towed vehicle can be smoothly moved in a desired direction.

The towed vehicle (state connected with the towed vehicle) concerning this invention is shown, (a) is a top view, (b) is a side view, (c) is a rear view, (d) is a perspective view. 1 is a towed vehicle (a state separated from a towed vehicle), in which (a) is a side view, (b) is a perspective view, (c) is a travel mode switching button, and (d) is an operation lever. FIG. 1 is a plan view of a drive system showing a state in which the towed vehicle shown in FIG. FIG. 3 is a longitudinal sectional view showing the inside of the steering device shown in FIG. It is a longitudinal cross-sectional view which shows the principal part of a steering apparatus shown in FIG. 3, Comprising: (a) is the separation state of a connection mechanism, (b) is the connection state of a connection mechanism. FIG. 3 is a plan view of the drive system showing a state where the state shown in FIG. 3 is switched to the small turn mode. FIG. 3 is a plan view of the drive system showing the state switched from the state shown in FIG. 3 to the in-situ rotation mode. FIG. 3 is a plan view of the drive system showing a state where the state shown in FIG. 3 is switched to the lateral movement mode.

  An overall configuration of a towed vehicle according to the present invention, a steering device mounted on the towed vehicle, and each travel mode of the towed vehicle will be described in sequence with reference to the drawings.

(1) About the whole structure of a towed vehicle The whole structure of the towed vehicle 1 which concerns on this invention is shown in FIG.1 and FIG.2. FIG. 1 shows a state in which a tow vehicle 2 such as a tractor and a towed vehicle 1 are connected via a connecting member 3, and FIG. 2 shows a state in which the connection between the towed vehicle 2 and the towed vehicle 1 is released. The towed vehicle 1 is towed while being connected to the towed vehicle 2. On the vehicle body side surface of the towed vehicle 1, a switching button 4 for switching the traveling mode of the towed vehicle 1 (the normal traveling mode, the small turn mode, the spot rotation mode, and the lateral movement mode) and a covered button in each traveling mode are provided. An operation lever 5 for allowing the tow vehicle 1 to self-propell is provided.

  Each button of the switching button 4 corresponds to an in-situ rotation mode, 4b corresponds to a lateral movement mode, 4c corresponds to a small turn mode, and 4d corresponds to a normal travel mode (see FIG. 2C). The operation lever 5 is tiltable in the direction of the arrow (vertical direction) (see FIG. 2D). Details of each travel mode and the operation when the operation lever 5 is operated in each travel mode will be described in item (3) described later. A battery 6 for driving an in-wheel motor M, which will be described later, is mounted on the towed vehicle 1 (see FIG. 1B), and the interior thereof is a luggage compartment (not shown) in which loads are loaded. It has become.

  The towed vehicle 1 is provided with a total of four wheels w on the front, rear, left and right. As shown in FIG. 3, the left and right wheels w are connected to the steering device 10 via tie rods 11, respectively. As will be described later in item (2), the steering device 10 has a function of simultaneously turning the left and right wheels w in the left-right direction or the left-right direction.

  A steering motor 12 is connected to each of the front and rear wheel steering devices 10 and 10. The steering motor 12 is driven by operating the switching button 4 and drives the steering device 10 so as to correspond to each travel mode specified by the switching button 4. When the steered device 10 is driven, the towed vehicle 1 is provided with an electronic control unit (ECU) (not shown), and a drive signal is transmitted to the steered device 10 via the electronic control unit. You can also.

  Each wheel w is integrally provided with an in-wheel motor M so that all the wheels w can function as drive wheels. Although not employed in the towed vehicle 1 according to this embodiment, it is preferable to provide each wheel w with a wheel storage mechanism that separates the wheel w from the road surface. Alternatively, it is preferable to provide a driving force interrupting mechanism such as a clutch that interrupts transmission of driving force between the motor M and the wheel w instead of the wheel storage mechanism.

  As shown in this embodiment, when an in-wheel motor M is provided for each wheel w, a part of all the in-wheel motors M is driven such that the luggage compartment is close to an empty state. If this is the case, the towed vehicle 1 may be able to run without problems. In this case, if the wheel w (driving stop wheel) that is not driven by the in-wheel motor M is left in a grounded state, the resistance force by the in-wheel motor M that is not driven acts and the wheel that acts as the driving wheel. There is a problem that leads to loss of the driving force of w. Therefore, a wheel that acts as a drive wheel by separating at least one of the drive stop wheels from the road surface by the wheel storage mechanism or by blocking the transmission path of the drive force from the in-wheel motor M by the drive force blocking mechanism. The loss of w driving force can be reduced.

  Although not adopted in the towed vehicle 1 according to this embodiment, it is preferable to provide the towed vehicle 1 with a regenerative cooperative brake that operates in accordance with the brake operation of the towed vehicle 2. The regenerative cooperative brake has a function of collecting regenerative energy from the in-wheel motor M of the towed vehicle 1 and charging the battery 6. By charging the regenerative energy in the battery 6 and driving the in-wheel motor M with the battery 6 as described above, the cruising distance that can be continuously traveled can be further extended as compared with the case where the regenerative energy is not used. .

  In addition, in this embodiment, although the aspect which mounted the battery 6 in the towed vehicle 1 was shown, it is good also as an aspect provided with the power cord instead of the battery 6. FIG. In this case, for example, the steering device 10 mounted on the towed vehicle 1 can be driven by connecting a power cord to a power supply device provided in the vicinity of the cargo unloading place. Moreover, by not mounting the battery 6, the towed vehicle 1 can be reduced in weight, and the luggage compartment can be further expanded.

(2) Steering device FIGS. 4 and 5 show a steering device 10 mounted on the towed vehicle 1 described in FIG. 1 and the like. FIG. 4 shows the internal structure of the entire steering apparatus 10, and FIG. 5 shows the main part thereof. Note that the steering device 10 shown in FIG. 4 is merely an example, and any steering device shown in FIG. 4 can be used as long as it has a mechanism capable of turning the left and right wheels at least 90 degrees in the opposite direction. 10 can be used instead.

  The steering device 10 is provided with a pair of rack bars 20 and 21 for steering the left and right wheels w. Hereinafter, the rack bar connected to the left wheel w toward the front of the towed vehicle 1 is referred to as a first rack bar 20, and the rack bar connected to the right wheel w is referred to as a second rack bar 21. The two rack bars 20 and 21 are provided in parallel to each other. In FIG. 3, the direction indicated by the left-pointing arrow is the front of the towed vehicle 1. The same applies to FIGS. 6 to 8 described in item (3) described later.

  Each rack bar 20, 21 and the tie rod 11 are connected via a connection member 13 provided at an end of each rack bar 20, 21. Various members such as a knuckle arm may be appropriately provided between the tie rod 11 and the wheel w.

  As shown in FIG. 4, the first rack bar 20 and the second rack bar 21 are accommodated in a rack case 23 that extends in the left-right direction with respect to the straight traveling direction (front-rear direction) of the towed vehicle 1. Has been. The rack case 23 is fixed to a frame (not shown) of the towed vehicle 1. The first rack bar 20 and the second rack bar 21 include synchronization rack gears 20a and 21a facing the opposite rack bars 20 and 21 and steering rack gears 20b and 21b on the same surface side of both rack bars 20 and 21, respectively. Each is formed. The synchronizing rack gears 20a and 21a and the turning rack gears 20b and 21b may be formed integrally, or may be formed separately and fixed integrally by a fixing means such as a bolt.

  Synchronous rack gears 20a and 21a formed on both rack bars 20 and 21 are provided with a first synchronous gear 24 interposed therebetween. The first synchronous gear 24 includes three gears 24a, 24b, and 24c that are arranged in parallel at regular intervals along the parallel direction of the rack teeth of the rack bar. Gears 25a and 25b constituting the second synchronization gear 25 are disposed between the adjacent gears 24a and 24b of the first synchronization gear and between the gears 24b and 24c (see FIG. 4). The second synchronization gear 25 meshes only with the first synchronization gear 24 without meshing with the synchronization rack gear 20 a of the first rack bar 20 or the synchronization rack gear 21 a of the second rack bar 21. The second synchronization gear 25 is for rotating the three gears 24a, 24b, 24c of the first synchronization gear 24 in the same direction by the same angle. By this second synchronization gear 25, the first rack bar 20 and the second rack bar 21 can be smoothly moved relative to each other in the reverse direction.

  The steering rack gear 20b formed on the first rack bar 20 is provided with a first pinion gear 32 provided integrally or rotatably with the first rotary shaft 31 to which the driving force of the steering motor 12 is transmitted. I'm engaged. Further, the turning rack gear 21 b formed on the second rack bar 21 meshes with the second pinion gear 33 provided coaxially with the first pinion gear 32.

  Between the first pinion gear 32 and the second pinion gear 33, a coupling mechanism 34 that couples or separates both the pinion gears 32 and 33 in the rotation direction is provided. FIG. 5A shows a state where the coupling mechanism 34 is separated, and FIG. 5B shows a state where the coupling mechanism 34 is coupled.

  As shown in FIG. 4, the steering apparatus 10 includes rack bar operating means 30. The rack bar operating means 30 is integrated with the first rotating shaft 31, the first pinion gear 32, the second rotating shaft 35 arranged coaxially with the first rotating shaft 31, and the second rotating shaft 35. The second pinion gear 33 that can be attached, the rack gear for synchronization 20a formed on the first rack bar 20, the rack gear for synchronization 21a formed on the second rack bar 21, and the rack gears for synchronization 20a, 21a. A first synchronization gear 24 (gears 24a, 24b, 24c) that meshes with each other, a second synchronization gear 25 (gears 25a, 25b) that meshes with the first synchronization gear 24, and a first pinion gear 32 formed on the first rack bar 20. The rack gear 20b for turning which meshes with the gear, the rack gear 21b for turning which meshes with the second pinion gear 33 formed on the second rack bar 21, and both pinion gears 32, 3 A connecting mechanism 34 approaching and moving away from the rotation about the axis, and a (see FIG. 4).

  As shown in FIGS. 5A and 5B, the coupling mechanism 34 includes a moving portion 34a on the first rotating shaft 31 side and a fixed portion 34b on the second rotating shaft 35 side. It can move in the direction of the rotation axis of one rotation shaft 31. A convex portion 34c is formed on the moving portion 34a side, while a concave portion 34d into which the convex portion 34c is fitted is formed on the fixed portion 34b side. Contrary to the above configuration, the convex portion 34c may be formed on the fixed portion 34b side, and the concave portion 34d may be formed on the moving portion 34a side.

  When the moving part 34a is pressed toward the fixed part 34b by an urging force of an elastic member such as a spring (not shown), the convex part 34c on the moving part 34a side is fitted into the concave part 34d on the fixed part 34b side, and the moving part 34a. And the fixed part 34b will be in the state couple | bonded (refer FIG.5 (b)). When the first rotary shaft 31 is rotated by the driving force of the steering motor 12 in this coupled state, the second rotary shaft 35 is also rotated integrally, and the first pinion gear 32 and the rack gear for steering of the first rack bar 20 are rotated. The left and right rack bars 20, 21 are simultaneously moved in the same direction by the same distance by the action of the steering rack gear 21b of the second rack bar 21 meshing with the second pinion gear 33. By moving the left and right rack bars 20 and 21 in the same direction, the left and right wheels w can be simultaneously steered in the same direction. At this time, since the first rack bar 20 and the second rack bar 21 move together, the first synchronization gear 24 does not rotate.

  On the other hand, by releasing the urging force by an external input from a drive source (not shown) such as a push solenoid, the concave portion 34d on the fixed portion 34b side and the convex portion 34c on the moving portion 34a side are separated. Then, transmission of rotation from the first rotating shaft 31 to the second rotating shaft 35 is interrupted (see FIG. 5A). When the first rotating shaft 31 is rotated by the driving force of the steering motor 12 in this separated state, the first rack bar 20 is moved by the action of the first pinion gear 32 and the steering rack gear 20b of the first rack bar 20. Move in one direction (parallel direction of rack teeth). When the first rack bar 20 moves in one direction, the first synchronization gear 24 that meshes with the synchronization rack gear 20a of the first rack bar 20 rotates. Further, the rotation of the first synchronization gear 24 is transmitted to the synchronization rack gear 21 a of the second rack bar 21 meshing with the first synchronization gear 24, and the second rack bar 21 is the moving direction of the first rack bar 20. Move the same distance in the opposite direction simultaneously. By the movement of the left and right rack bars 20 and 21 in the reverse direction, the left and right wheels w can be simultaneously steered in the reverse direction. At this time, the second pinion gear 33 rotates in the opposite direction to the first pinion gear 32 as the second rack bar 21 moves.

(3) About each traveling mode Hereinafter, main traveling modes of the towed vehicle 1 described in the item (1) will be described with reference to the drawings. Note that the travel modes described below are merely examples, and it is of course acceptable to provide a configuration in which other travel modes are provided. Further, the operation when the operation lever 5 is operated is merely an example, and it is of course acceptable to adopt a configuration that exhibits an operation other than the operation described below.

(Normal driving mode)
FIG. 3 shows a state where the towed vehicle 1 is in the normal travel mode. When the vehicle is towed by the towing vehicle 2, it is usually necessary to set this normal traveling mode. Switching from another travel mode to the normal travel mode is performed by operating a switch button 4 (a button indicated by reference numeral 4d in FIG. 2C) provided on the towed vehicle 1. In the normal travel mode, the left and right front and rear wheels are steered straight by driving the steered motor 12, and the connecting mechanism 34 of the steered device 10 is coupled in the straight travel state ( (Refer FIG.5 (b)).

  In this state, when the operation lever 5 provided on the towed vehicle 1 is tilted to one side (for example, upward), the towed vehicle 1 is tilted to the front, and when the other side (for example, downward) is tilted, the vehicle is moved to the rear. It can be driven by the driving force. The operation lever 5 may be configured to change the driving force of the in-wheel motor M, that is, the speed of the towed vehicle 1 according to the amount of tilting.

  Furthermore, it can also be set as the structure which provided the steering operation part in the towed vehicle 1. FIG. By operating the steering operation unit to drive the steering motor 12 and moving the left and right rack bars 20 and 21 of the front wheel steering device 10 in the same direction, the left and right rack bars 20 and 21 are integrally moved in the same direction. The front wheels can be steered by a predetermined angle. Thus, by giving a steering function, the towed vehicle 1 can be moved more easily to a predetermined place.

(Turn mode)
FIG. 6 shows a state where the towed vehicle 1 is in the small turn mode. Switching from the other traveling mode to the small turn mode is performed by operating a switching button 4 (a button indicated by reference numeral 4c in FIG. 2C) provided on the towed vehicle 1. When the small turning mode is set, the connecting mechanism 34 of the front and rear wheel steering devices 10 and 10 is coupled in a straight traveling state of the front and rear wheels (see FIG. 5B).

  In this state, when the operation lever 5 provided on the towed vehicle 1 is tilted to one side (for example, upward), the left and right front wheels are steered to the right and the left and right rear wheels are steered to the left. As the rudder motor 12 is driven, the left and right rack bars 20 and 21 of the front and rear wheel steering devices 10 and 10 are integrally moved in opposite directions, and the in-wheel motor M is driven to drive the towed vehicle 1. Can run forward clockwise.

  On the other hand, when the operation lever 5 is tilted to the other side (for example, downward), the left and right front wheels are steered to the left and the left and right rear wheels are steered to the right by driving the steering motor 12. The left and right rack bars 20 and 21 of the front and rear steering devices 10 and 10 move together in the opposite direction, and the in-wheel motor M is driven to drive the towed vehicle 1 forward counterclockwise. Can be made. FIG. 6 shows a state where the towed vehicle 1 is steered so as to be able to travel forward clockwise.

  Furthermore, as described in the normal travel mode, the towed vehicle 1 may be provided with a steering operation unit. The steered vehicle 1 can be more easily moved to a predetermined location by operating the steered operation unit to adjust the steered angle of each wheel w in the small turn mode.

(In-situ rotation mode)
FIG. 7 shows a state where the towed vehicle 1 is in the spot rotation mode. Switching from the other traveling mode to the spot rotation mode is performed by operating a switching button 4 (a button indicated by reference numeral 4a in FIG. 2C) provided on the towed vehicle 1. In the in-situ rotation mode, the connecting mechanism 34 of the front and rear wheel steering devices 10 and 10 is separated (see FIG. 5A), and the front and rear steering devices 10 and 10 are driven by the driving of the steering motor 12. The left and right rack bars 20, 21 move the same distance in the opposite directions. By moving the left and right rack bars 20 and 21 in the reverse direction, the left and right rack bars 20 and 21 are steered in the left and right reverse directions so that the center of rotation of the front, rear, left and right wheels is substantially the vehicle center. After this turning, the coupling mechanism 34 is again connected (see FIG. 5B).

  In this state, when the operation lever 5 provided on the towed vehicle 1 is tilted to one side (for example, upward), the in-wheel motor M provided on each wheel w is driven to bring the towed vehicle 1 around its center of rotation. While maintaining the same position (or almost the same position), it can be self-running clockwise. On the other hand, when the operation lever 5 is tilted to the other side (for example, downward), the towed vehicle 1 can be driven in a counterclockwise direction. Although FIG. 7 shows a configuration in which all wheels w are equipped with in-wheel motors M, in-situ rotation is possible if at least one wheel w is provided with in-wheel motors M. .

(Lateral movement mode)
FIG. 8 shows a state in which the towed vehicle 1 is in the lateral movement mode. Switching from the other travel mode to the lateral movement mode is performed by operating a switching button 4 (a button indicated by reference numeral 4b in FIG. 2C) provided on the towed vehicle 1. In the lateral movement mode, the coupling mechanism 34 of the front and rear wheel steering devices 10 and 10 is separated (see FIG. 5A), and the front and rear steering devices 10 and 10 are driven by driving the steering motor 12. The left and right rack bars 20, 21 move the same distance in the opposite directions. As the left and right rack bars 20, 21 move in the opposite direction, the four wheels on the front, rear, left and right are steered so as to face 90 degrees with respect to the front of the towed vehicle 1. After this turning, the coupling mechanism 34 is again connected (see FIG. 5B).

  In this state, when the operation lever 5 provided on the towed vehicle 1 is tilted to one side (for example, upward), the in-wheel motor M provided on each wheel w is driven to move the towed vehicle 1 to the right in the forward direction. Can be self-propelled laterally. On the other hand, when the operation lever 5 is tilted to the other side (for example, downward), the towed vehicle 1 can be self-propelled in the left lateral direction of the forward direction.

  Furthermore, as described in the normal travel mode, the towed vehicle 1 may be provided with a steering operation unit. The steered vehicle 1 can be more easily moved to a predetermined location by operating the steered operation unit so that the steered angle of each wheel w in the lateral movement mode can be adjusted.

  The present invention includes a steering device 10 that can steer all the wheels w at least 90 degrees with respect to the longitudinal direction of the vehicle, and a drive device M that rotates the wheels w, and is connected to the towing vehicle 2. While being towed by the tow vehicle 2, the towed vehicle 1 was configured to be able to run by the driving force of the drive device M when the tow vehicle 2 was disconnected.

  Thus, by providing the steered device 10 and the drive device M in the towed vehicle 1, the towed vehicle 1 can be moved by self-propelling in a relatively short full length state in which the towed vehicle 2 is separated from the towed vehicle 1. Compared with the case of a long full length pulled by the towing vehicle 2, the movement can be easily performed. Moreover, since the wheel w can be steered by the steering device 10, the towed vehicle 1 can be moved smoothly in a desired direction.

  In addition, said embodiment is an example to the last, Comprising: As long as the subject of this invention of moving the towed vehicle 1 smoothly to a predetermined position can be solved, the structure of the steered device 10, the drive device M, etc. is comprised. It is allowed to change appropriately.

2 Towing vehicle 6 Battery 10 Steering device 11 Tie rod 20, 21 Rack bar 24 Synchronous gear w Wheel M Drive device (in-wheel motor)

Claims (4)

A steering device (10) capable of turning all the wheels (w) at least 90 degrees with respect to the longitudinal direction of the vehicle;
A driving device (M) for rotating the wheel (w);
It is connected to the tow vehicle (2) and is towed by the tow vehicle (2), and can be self-propelled by the driving force of the drive device (M) when the tow vehicle (2) is disconnected. Towed vehicle.   By the steering device (10), a normal traveling mode, an in-situ rotation mode in which the rotation axes of all wheels (w) face the vehicle center and rotate the vehicle (w) on the spot, all wheels ( w) is directed to a direction of 90 degrees with respect to the straight traveling direction, and a lateral movement mode for moving the vehicle laterally with respect to the longitudinal direction, and the front and rear wheels (w) with respect to the straight traveling direction are reversed in the left and right directions. The steering device (10) is fixed in such a state that it is possible to switch between at least one of the traveling modes of the small-turning mode in which the vehicle is turned and the vehicle is turned around. The towed vehicle described in 1. A regenerative cooperative brake that operates in conjunction with a brake operation of the tow vehicle (2) when towed by the tow vehicle (2);
A battery (6) for driving the driving device (M);
The towed vehicle according to claim 1 or 2, further comprising: a battery, wherein the battery (6) is charged with regenerative energy generated by the regenerative cooperative braking. The steering device (10)
Tie rods (11) connected to the left and right wheels (w) to steer the wheels (w);
A pair of rack bars (20, 21) respectively connected to the tie rods (11);
The pair of rack bars (20, 21) mesh with each other, and the movement of the rack teeth of one rack bar (20) in one direction in the parallel direction changes the other rack bar (21) in the parallel direction. A synchronous gear (24) that translates into movement in the direction;
The towed vehicle according to any one of claims 1 to 3, further comprising:

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