JPS5815345B2 - multi-directional vehicle - Google Patents

Description

[Detailed description of the invention] The present invention relates to a multidirectional vehicle.

Earlier, in Japanese Patent Application No. 52-27565, it was mentioned that the conventional multi-directional vehicle has two cask wheels and therefore does not have good steering stability.

Especially when traveling in a lateral direction, the distance Lb between the vehicle center of gravity G and the driving wheel a
is thick (Lb>La), and the lateral straightness is extremely poor, making it difficult to drive.

It is also possible to travel in an oblique direction (club travel), but in this case, the direction wheel b must be operated with a switching valve lever and the drive wheel a with a handle to align the tire directions, which is time-consuming.

The present invention has been made in view of the above circumstances, and its purpose is to improve the steering stability by providing all-wheel steering without using caster wheels, and to improve the steering stability in the longitudinal direction of the vehicle. It has a steering function that is equivalent to or better than that of a vehicle, and also has reliable turning functions such as lateral and diagonal (club driving) straight-travel ability, pivot turning, and super pivot turning, making it possible to drive in multiple directions. The object of the present invention is to provide a multi-directional vehicle that can be used in various directions.

Hereinafter, the present invention will be explained with reference to FIG. 3 and subsequent figures.

A in the drawing is the vehicle body.

A shaft 107 is attached to the front right side of the vehicle body A via a bearing, and a bracket 108 is fixed to the shaft 107. A right front wheel 109 is pivotally supported on this bracket 108. It is driven by a wheel motor 110 provided on the bracket 108.

A bevel gear 106 is fixed to the shaft 107.

A shaft 120 is attached to the front left side of the vehicle body A via a bearing, and a left front wheel 121 is attached to the shaft 120 by the shaft supporting member 1.
20a, and a sprocket 119 is fixed to the shaft 120.

A shaft 127 is attached to the rear right side of the vehicle body A via a bearing, a bracket 128 is fixed to the shaft 127, and a right rear wheel 129 is pivotally supported on the bracket 128. It is driven by a wheel motor 130 provided on the bracket 128.

A bevel gear 126 is fixed to the shaft 127.

A shaft 140 is attached to the rear left side of the vehicle body A via a bearing, and a left rear wheel 141 is provided to the shaft 140 via a support member 140a.

A sprocket 139 is fixed to the shaft 140.

The vehicle body A is equipped with a steering unit 13 and a steering reduction gear 3 of the operating mechanism E.

A bundle 1 is attached to an input shaft 3a of the steering reduction gear 3, and an output shaft 3b of the steering reduction gear 3 is connected to a shaft 9 via bevel gears 7 and 8.

The shaft 9 is supported by the vehicle body A, and the shaft 9 is supported by a bevel gear 10. '
11 to an input shaft 12 of a steering unit 13.

The output shaft assembly 1101 of the steering unit 13 is a universal joint (or constant velocity joint t-) 102
It is connected to the shaft 103 via a.

The shaft 103 is connected to a shaft 104 via a joint N02b, and a bevel gear 105 provided on the shaft 104 meshes with the bevel gear 106, which constitutes a first transmission mechanism B1.

The second output shaft 111 of the steering unit 13 is connected to the shaft 112 via the joint N02c.
is connected to the shaft 113 via a joint 102d.

The shaft 113 is connected to a sprocket shaft 116 through bevel gears 114 and 115, and the sprocket 117 of this sprocket shaft 116 is connected to the sprocket 119 through a chain 118, and these actuate the second transmission mechanism B2. It consists of

The third output shaft 122 of the steering unit 13 is connected to the shaft 123 via the joint N02e.
is connected to the shaft 124 via a joint 102f.

The bevel gear 125 of the shaft 124 meshes with the bevel gear 126, and these constitute a third transmission mechanism B3.

The fourth output shaft 131 of the steering unit 13 is connected to the shaft 132 via the joint N02g.
is connected to a shaft 133 via a joint 102h, the shaft 133 is connected to a bevel gear 134, and a sprocket 137 of a sprocket shaft 136 is connected to a sprocket 139 via a chain 138.
It constitutes a transmission mechanism B4.

A switching mechanism F for switching steering within the steering unit 13 is supported by an operating lever 14 on a rotation fulcrum 15 and connected to a shaft 16 by a pin.

The shaft 16 is connected to a lever 18 fixed to a rotating shaft 17, and the lever 19 fixed to the rotating shaft 17 is connected to a shift shaft 20 of the steering unit 13 by a pin.

As shown in FIG. 9, the steering unit 13 includes a housing C, and an input shaft 33 is supported on the housing C.

This input shaft 33 is connected to the input shaft 12 via a bevel gear 32.31.

The input shaft 33 has a spur gear 38.3 for meshing with the clutch.
A spur gear 40.41 having a dog clutch portion and a multistage gear 42.43 having a dog clutch portion are rotatably provided on the input shaft 33.

Further, a shaft 34 and a shaft 35 are rotatably supported on the same straight line in the housing C.

The shaft 34 is connected to the first output shaft 101 via a bevel gear 47.66.

Further, the shaft 35 is connected to the second output shaft 1 via a bevel gear 51.67.
It is connected to 11.

A spur gear 44 meshing with a spur gear 40, a spur gear 45, and a multistage gear 46 are fixed to the shaft 34.

Further, a spur gear 48, a spur gear 49, and a multistage heavy tooth 50, which mesh with the spur gear 41, are fixed to the shaft 35.

A shaft 36 and a shaft 37 are provided in the housing C in the same straight line and parallel to the input shaft 33.

The shaft 36 is connected to the output shaft 122 via bevel gears 53, 68, and the shaft 37 is connected to the fourth output shaft 131 via bevel gears 57, 69.

A spur gear 52 for meshing with a clutch is fixed to the shaft 36, and a spur gear 52 having a dog clutch is fixed to the shaft 36.
4.55 is rotatably provided.

Further, a dog gear 56 for meshing with a clutch is fixed to the shaft 37, and spur gears 58 and 59 having dog clutches are rotatably provided on the shaft 37.

Further, a shift shaft 20 is slidably and rotatably provided in the housing C, and a shifter yoke 60, 61 is fixed to this shift shaft 20, and the yoke 60 is connected to a clutch 62, 63. In addition, the clutch meshing spur gears 52 and 38 can be shifted, respectively.

The yoke 61 is connected to the clutches 64 and 65, and can be shifted on the clutch engagement gears 56 and 39.The engagement of the multistage gears 42 and 46 is as shown in FIG. The gear part 46a1, the gear part 42b, and the gear part 46b are meshed to form a two-stage structure.

Further, the meshing of the multi-stage gears 43, 50 is a two-stage type in which the gear portion 43a and the gear portion 50a1 and the gear portion 43b and the gear portion 50b mesh as shown in FIG.

Next, the operation will be explained.

Left and right front wheels 121, 109, left and right rear wheels 141, 129
Align them so that they are parallel to the longitudinal direction of the vehicle.

(Set to ■■ in Figure 15 I).

At this time, the vehicle is in a state where it can drive straight ahead.

Then, when the switching lever 14 is placed in the rearward tilted position, the yokes 60, 61 move via the shift shaft 20.

Therefore, the clutches 62, 63, 64, 65 mesh with the dog clutches of the gears 55, 42, 59, 43, respectively.

Also clutches 62, 63. 64 and 65 are always meshed with gears 52, 38 and 56, 39, respectively.

When the steering wheel 1 is rotated, the input shaft 12 of the steering unit 13 rotates, and the input shaft 33 rotates.

The shaft 33 is rotated by a gear 38, a clutch 63, and a multistage gear 42.
．． 46 to the shaft 34 and then to the first output shaft 101.

This rotation of the first output shaft 101 turns the right front wheel 109 via the first transmission mechanism B1.

Further, the rotation of the shaft 33 is controlled by the gears 45, 55, the clutch 62,
The signal is transmitted from the gear 52 and the shaft 36 to the output shaft 122.

This rotation of the output shaft 122 turns the right rear wheel 129 via the third transmission mechanism B3.

Further, the rotation of the shaft 33 is transmitted to the shaft 35 via the gear 39, the clutch 65, and the multistage gears 43 and 50.

This rotation of the shaft 35 is transmitted to the second output shaft 111, which rotates the left front wheel 121 via the second transmission mechanism B2.
The rotation of the fourth output shaft 131 is transmitted to the fourth output shaft 131 via the gears 49, 59, the clutch 64, the gear 56, the shaft 37, and the bevel gear 57.59, and the rotation of the fourth output shaft 131 is transmitted to the fourth transmission mechanism B.
4, the left rear wheel 141 is turned.

The movement of each wheel when the steering wheel 1 is rotated to the left will be explained.

When the shaft 33 rotates 2α, the multi-stage gear 42 of the right front and rear wheel system.
46, gear portions 42a and 46a mesh (meshing ratio is β1), and if the rotation ratio of gear 45.55 is 1:1, shaft 34.36 rotates 2α.

If the rotation ratio of each pair of bevel gears 47.66 and 53.68 is 1, then the rotation of the first and third output shafts 101°122 is 2β.

If the rotation of the output side of the steering unit 13 is decelerated to IA during transmission, the right front wheel 109 moves to the left β, and the right rear wheel 12
9 turns β to the right.

The multi-stage gears 43.50 of the left front and rear wheel system are gear parts 43a, 5
0a meshing (α1 meshing ratio), gear 4
If the rotation ratio of 9.59 is 1:1, the shaft 35.37 is 2α
Rotate.

If the rotation ratio of each pair of bevel gears 51.degree. 67, 57 and 69 is 1, then the rotation of the second and fourth output shafts 111 and 131 is 2.alpha..

If the rotation of the output shaft of the steering unit 13 is decelerated to 1/2 during transmission, the left front wheel 121 moves to the left α, and the right rear wheel 1 moves to the left.
41 turns α to the right.

Therefore, if the steering wheel 1 continues to be rotated to the left, all four wheels will perform a turning motion according to the graph shown in FIG. 16.

That is, the left and right front wheels 121 are
, 109, and the left and right rear wheels (141°, 129) move, so steering functions such as going straight, turning, and super turning are obtained.

When the handle 1 is rotated clockwise, the shaft 33 moves to 2α as described above.
When rotated, the multi-stage gears 42 and 46 of the right front and rear wheel system mesh gear parts 42b and 46b (meshing ratio is β2 = α
1), the front right wheel 109 turns α to the right, and the rear right wheel 129 turns α to the left.

Similarly, the multi-stage gear 43.50 of the left front and rear wheel system is the gear part 4.
3b and 50b mesh (meshing ratio α2=β1), the left front wheel 121 turns to the right β, and the left rear wheel 141 turns β to the left.

Therefore, if the bundle 1 continues to be rotated clockwise, all four wheels will perform a turning motion according to the graph shown in FIG.

That is, since the four wheels move in the order of ■ to ■ in FIG. 15I, the same steering function as in the case of left rotation of the bundle can be obtained.

A case of lateral steering of the vehicle (club driving including straight lateral movement) will be described.

Each wheel 121, 109, 141 as before.

129 in the front-rear direction and the switching lever 14 is in the forward tilted position, the shift shaft 20 is aligned with the steering unit 13.
move in the direction of exit.

Clutch 62.63 due to movement of shifter yoke 60.61
．． 64 and 65 move in the direction of meshing with gears 54 and 40 degrees and 58 and 41, respectively.

At the same time, gears 55, 59 and multistage gears 42, 43 are disengaged.

Gear 40 is gear 44.45 and gear 47 is gear 48.58.
gears 44 and 54 and gears 48 and 5.
Let the rotation ratio of 8 be 1.

Therefore, if the bundle 1 continues to rotate to the left, all four wheels will continue to turn to the left while remaining parallel in the order of ■ to ■ in Figure 15 (■).

Conversely, if you continue to rotate to the right, you will reach 4 in the order of ■ to ■ in Figure 15 ■.
Continue turning to the right while remaining parallel to the wheels.

Since the four wheels move in parallel, the direction of travel can be changed without changing the vehicle's attitude.

When all four wheels are placed directly sideways, the ability to move straight in the lateral direction is obtained.

Although the multi-stage gears of the steering unit 13 are two-stage gears, these multi-stage gears may be combined into four-stage multi-stage gears 95, 96°, 97.98°, as shown in FIGS. 17 to 19.

In this case, when the bundle 1 is rotated to the left, the pair of multi-stage gears 95 and 97 of the right front and rear wheel system rotates 95a.

97a, 95b, 97b, 95c, 97c, 95d
.

They mesh in the order of 97d and have a meshing ratio of β1. β2. β3. Therefore, according to this ratio, the right front wheel 109 turns to the left by β, and the right rear wheel 129 turns to the right by β.The other pair of multi-stage gears 96.98 of the left front and rear wheels are 9.
6a, 98a, 96b, 98b, 96c.

98c, 96d, and 98d mesh in this order, which corresponds to the meshing ratio of α and IKα2°Kα in Fig. 20, respectively.
31 and β4, the left front wheel 121 turns by α to the left and the rear left wheel 141 turns by α to the right according to this ratio.

When bundle 1 is rotated clockwise, it engages in the reverse order of the above.

That is, the multi-stage gears 95, 97 have α1=β4°Kα22 β3. to β3− to β2. With a mesh ratio of α4=toβ1, the front right wheel 109 turns α to the right, and the rear right wheel 129 turns α to the left, and the multi-stage gear 96.98 turns β1=Ka4. β2 = β3
゜With a mesh ratio of Kβ32, α2+, β4=β1, the front left wheel 121 turns β to the right, and the rear left wheel 141 turns β to the left.The meshing of the respective multi-stage gears is between ■～■ and 0～0. Move each wheel so that the turning centers of the four wheels coincide,
Between ■ and ■ (does not matter between ■ and ■), the tire motion does not coincide with the turning center of each wheel.

When the meshing of each multi-stage gear reaches 0 point, α=
β=90°, and each wheel is oriented directly parallel to the other side, allowing for horizontal straight running.

At this time, as shown by the arrows between 2 and 3 in FIG. 20, it becomes possible to switch between the steering directions 2 and 3.

(Therefore, a super confident turn cannot be obtained.) If you switch to a mode other than ■, ■, and ■, you will not be able to obtain tire movement that conforms to the turning theory, and you will be forced to make an unnatural turn.

As mentioned above, steering can be switched between club steering and club steering at two points: when the vehicle is traveling straight in the longitudinal direction and when the vehicle is traveling straight in the lateral direction, resulting in multi-directional steering with high work efficiency. vehicle is obtained.

As described in detail above, the present invention provides a vehicle body A with left and right front wheels 12.
1,109 and left and right rear wheels 141, 129 are provided so as to be able to turn, and the vehicle body A is provided with a steering section that allows the vehicle to go straight, turn, and make a super turning turn through the meshing of multi-stage gears, and a club drive through the meshing of the gears. an input shaft 12 connected to the input side of the steering section and first to fourth output shafts 101, 111, 122, 131 connected to the output side of the steering section;
and a shift shaft 20 for switching the steering of the steering section.A steering unit 13 is provided on the vehicle body A, and is connected to an input shaft 12 of the steering unit 13 to give a steering command to the steering unit 13. E, and the vehicle body A is provided with a switching mechanism F that is connected to the shift shaft 20 of the steering unit 13 and switches the steering of the steering unit 13.
The right front wheel 109 is connected to the output shaft 101 via the first transmission mechanism B1.
The second output shaft 111 of the steering unit 13 is connected to the turning operation part of the left front wheel 12 via the second transmission mechanism B2.
1, and connects the third output shaft 122 of the steering unit 13 to the right rear wheel 1 via the third transmission mechanism B3.
29, and the steering unit 13
The gist of the multi-directional vehicle is that the fourth output shaft 131 of the fourth output shaft 131 is connected to the turning operation section of the left rear wheel 141 via a fourth transmission mechanism B4.

Therefore, the operating mechanism E gives a steering command to the steering unit 13, and the switching mechanism F is operated to switch the steering in the steering unit 13, so that the vehicle can move straight in the longitudinal direction, lateral direction, and diagonal direction (club driving). It is possible to reliably perform turning functions such as pivot turning, super pivot turning, and enable multi-directional travel.

In addition, all-wheel steering is performed without using caster wheels, resulting in better steering stability.

Further, since the steering command is issued by the operating mechanism E and the steering direction is switched by the switching mechanism F, operability can be improved.

Furthermore, it is clear that the meshing of the multi-stage gears 42, 46, 43, and 50 shown in FIG. 9 can be easily replaced with the meshing of non-circular gears by the method previously proposed in Utility Application No. 126820/1982.

Furthermore, it is clear that the meshing of the multi-stage gears 95, 97.96°98 in FIG. 17 can be easily replaced with the meshing of non-circular gears by the method previously proposed in Utility Model Application No. 126821/1982.

Also, if one of the four wheels is a caster wheel, it will not have much of an adverse effect on steering stability, so if you want to simplify the mechanism by making it a three-wheel steering vehicle, you can use a wheel that is not a driving wheel, such as the left rear wheel 141. In the case of caster wheels, the output shaft 131, bevel gears 57, 69,
The mechanism can be simplified by omitting the gears 58, 59, 56, clutch 64, and shaft 37.

In addition, in the description of the present invention, the operating mechanism E and the switching mechanism F are provided in the vehicle body A, but the steering unit 1
It is obvious that it is possible to make the steering unit 3 closer to the driver's seat and to make the support part of the operating mechanism E and the switching mechanism F integrally attached directly to the steering unit 13, thereby making it more compact.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of a general multi-directional vehicle running in the longitudinal direction, Fig. 2 is an explanatory diagram of its lateral running, Fig. 3 is a plan view of an embodiment of the present invention, and Fig. 4 is a diagram of the third embodiment of the present invention. Figure 5 is a view as seen from the direction of Figure 3. Figure 6 is a view as seen from the direction of Figure 3. Figure 7 is a side view of the steering unit. The figure is an arrow view from the direction of Figure 7 ■, and Figure 9 is a view from the direction of Figure 9.
10 is a sectional view taken along the line XX in FIG. 9, FIG. 11 is a sectional view taken along the line X1-Xl in FIG. - A sectional view taken along the X-line, FIG. 13 is a sectional view taken along the xm-xm line in FIG. 9, FIG. 14 is a sectional view taken along the xrv-xrv line in FIG.
1 is an explanatory diagram of the order of the turning pattern, FIG. 16 is a diagram of the turning angle curve of the wheels, FIG. 17 is an explanatory diagram of the main part of another embodiment of the steering unit, and FIG. 18 is an explanatory diagram of the main part of the steering unit in another embodiment. 19 is a sectional view taken along the line XIX-XIX in FIG. 17, and FIG. 20 is a turning angle curve diagram of the wheels when a steering unit of another embodiment is used. A is the vehicle body, 13 is a steering unit, E is an operating mechanism, Bl, B2. B3. B4 is the transmission mechanism.

Claims (1)

[Claims] 1. Left and right front wheels 121, 109 and left and right rear wheels 14L129 are provided on the vehicle body A so as to be able to turn. The vehicle body A has a steering section that allows the vehicle to move straight, turn, and make a corner turn through the meshing of multi-stage gears, and a steering section that performs club driving through the meshing of the gears, and is connected to the input side of these steering sections. A steering unit 13 is provided with an input shaft 12, first to fourth output shafts 101, 111, 122, 131 connected to the output side of the steering section, and a shift shaft 20 for switching the steering of the steering section. The vehicle body A is provided with an operation mechanism E connected to the input shaft 12 of the steering unit 13 to give a steering command to the steering unit 13,
A switching mechanism F is provided which is connected to the shift shaft 20 of the steering unit 13 to change the steering of the steering unit 13, and the switching mechanism F is connected to the first output shaft 101 of the steering unit 13 to control the turning of the right front wheel 109 via the first transmission mechanism B1. The second output shaft 111 of the steering unit 13 is connected to the turning operation section of the left front wheel 121 via the second transmission mechanism B2, and the third output shaft 122 of the steering unit 13 is connected to the third transmission mechanism B3. is connected to the turning operation section of the right rear wheel 129 through the fourth steering unit 13.
The output shaft 131 is connected to the left rear wheel 141 via the fourth transmission mechanism B4.
A multi-directional vehicle, characterized in that the vehicle is connected to a turning operation part of the vehicle.