JPH0144540B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a wheel steering mechanism for a vehicle equipped with wheels to which power is transmitted and rotates.

A conventional mechanism of this type is shown in FIG. In the figure, 1 is a truck, 2 is a wheel representing one of a plurality of power wheels, 3 is a wheel shaft that transmits rotation to the wheel 2, 4 is a first bevel gear fixed to the wheel shaft 3, and 5 is a first bevel gear. A second bevel gear 7 meshing with the first bevel gear 4 and transmitting power to the first bevel gear 4 is a traveling motor, which is fixed to the truck 1, and the second bevel gear is fixed to the output shaft. 8 is a steering motor for turning the wheel axle 3, which is fixed to the truck 1; 9 is a communication link that transmits the power of the steering motor; 10 is rotatably supported by the truck 1; This is the axle turning section that allows the Furthermore, roller bearings, ball bearings, and the like are provided for the members that rotate on the above-mentioned shafts, etc., to reduce friction caused by rotation.

Next, the operation will be explained. The second bevel gear 5 rotates as the traveling motor 7 rotates, and this rotation is transmitted from the first bevel gear 4 to the wheel shaft 3, causing the wheels 2 to rotate and the truck 1 to travel. Here, when the steering motor 8 is rotated while the trolley 1 is stationary, this rotation is transmitted to the axle turning section 10 via the connecting link 9, and since the traveling motor 7 is stopped, it rotates. The first bevel gear 4 rotates while meshing with the second bevel gear 5 whose movement in the direction is restricted, and the rotation is transmitted to the wheels 2 via the wheel shaft 3, and the wheels 2 roll on the running surface. Next, when steering the truck 1 from a state where it is traveling in a straight line and turning the wheels 2, the rotation of the travel motor 7 is added to the operation in the above-mentioned stationary state, and this rotation is caused by the second bevel gear. 5 to the first bevel gear 4. Therefore, when the wheel 2 makes a turning motion such that it comes out in the traveling direction from the wheel shaft 3 while the truck 1 is traveling in the linear direction, the rotation of the wheel 2 is transmitted to the first bevel gear 4. In addition to the rotation transmitted by the motor 7, the first bevel gear 5 rotates while meshing with the second bevel gear 5 described above in the case of the stationary state of the truck 2.
The number increases by the amount of rotation of the bevel gear 4. Conversely, when the wheel 2 performs a turning operation such that it is behind the wheel axle 3 in the traveling direction, the rotation is reduced by the amount of rotation of the first bevel gear 4.

Conventional wheel steering mechanisms are configured as described above, so the power transmission parts such as the traveling motor and reduction gear are installed on the trolley, making it impossible to use the space on the trolley effectively, and the center of gravity is high. There were some drawbacks, such as:

This invention was made to eliminate the drawbacks of the conventional ones as described above, and by arranging the driving power shaft parallel to the wheel axle and providing the power section at the bottom of the truck, the space of the truck is saved. The purpose of the present invention is to provide a vehicle steering mechanism that can improve efficiency and lower the center of gravity.

Embodiments of the present invention will be described below with reference to the drawings.
In Fig. 2, 1 is a truck, 2 is a wheel, 3 is a wheel shaft, 4 is a first bevel gear, 5 is a second bevel gear, and 6 is a third bevel gear.
The bevel gear 7 is fixed to the trolley 1, the output shaft thereof is a driving motor connected to the third bevel gear 6, 8 is a steering motor, 9 is a connecting link, and 10 is an axle rotation part. The driven crank 9c of the connecting link 9 is fixed to the upper end, the second bevel gear 5 is pivotally attached to the lower part, the both ends are mounted on the truck 1, and the wheel axle 3 which is orthogonal to each other is fixed at the center. There is. Further, a driving crank 9a is fixed to the output shaft of the steering motor 8, and power is transmitted to a driven crank 9c via crank pins provided at both ends of the fast culm 9b.

Next, the operation will be explained. Traveling motor 7
The rotation causes the second bevel gear 5 to be rotated by the third bevel gear 6, and this rotation is transmitted to the first bevel gear 4, causing the wheels 2 to rotate and the truck 1 to travel. Here, when the steering motor 8 is rotated while the truck 1 is stationary, this rotation is transmitted to the axle turning section 10 via the driving crank 9a, the continuous culm 9b, and the driven crank 9c, and Since the wheel is stopped, the first bevel gear 4 rotates while meshing with the second bevel gear 5 whose movement in the rotational direction is restricted, and the wheels 2 roll on the running surface. Next, when the truck 1 is steered while running and the wheels 2 are turned, the rotation of the travel motor 7 is added to the operation in the above-mentioned stationary state, and this rotation is caused by the rotation of the third bevel gear 6 and the second bevel gear. 5 to the first bevel gear 4, the wheel 2
When the wheel 2 makes a turning motion in such a way that it comes out in the traveling direction from the wheel axle 3 that is running in the straight direction of the bogie 1,
In addition to the rotation transmitted by the traveling motor 7, the rotation of the carriage 2 rotates while meshing with the second bevel gear 5 described above when the carriage 2 is in a stationary state.
The number of rotations increases by the amount of rotation of the first bevel gear 4. Conversely, when the wheel 2 performs a turning motion such that it is behind the wheel axle 3 in the traveling direction, the rotation of the first bevel gear 4 is reduced, so the third bevel gear 6 is added to the rotation transmission mechanism. However, the operation of transmitting running power and steering power from the running motor 7 and the steering motor 8 to the wheels 2 is the same as the operation of the conventional example described above, and the turning direction of the wheels 2 is aligned with the wheel axle 3.
In contrast, the wheels 2 can freely turn regardless of the front or back position of the wheels 2.

As described above, according to the present invention, by adding one bevel gear to the gear train, the power transmission mechanism from the traveling and steering motor to the wheels is the same as the conventional example, but the space on the truck is made more efficient. This has the effect of providing a wheel steering mechanism that lowers the center of gravity of the vehicle.

[Brief explanation of drawings]

FIG. 1 is a diagram showing the configuration of a conventional wheel steering mechanism, and FIG. 2 is a diagram showing the configuration of a wheel steering mechanism according to the present invention. FIG. 3 is an explanatory diagram of the wheel steering mechanism. 1...Dolly, 2...Wheel, 3...Wheel axle, 4...
...First bevel gear, 5...Second bevel gear, 6...Third bevel gear, 7...Travel motor, 8...Steering motor, 9...Connection link, 10...Axle rotation portion.

Claims (1)

[Claims] 1 A first bevel gear fixed to a wheel, a second bevel gear meshing with the first bevel gear and pivotally supported on a steering shaft orthogonal to the wheel axis, and a second bevel gear fixed to a truck and supporting the wheel axis. A steering mechanism for a vehicle, comprising: a traveling motor having an output shaft extending from the motor; and a third bevel gear fixed to the output shaft and meshing with the second bevel gear.