WO2021045113A1

WO2021045113A1 - Bracket for steering module, bracket-equipped steering module comprising bracket, vehicle body supporting steering module, and vehicle comprising steering module

Info

Publication number: WO2021045113A1
Application number: PCT/JP2020/033278
Authority: WO
Inventors: 隆太輿石; 高志今村; 啓二西村; 惇小島; 智中村; 村松　啓且
Original assignee: ヤマハ発動機株式会社
Priority date: 2019-09-02
Filing date: 2020-09-02
Publication date: 2021-03-11

Abstract

Provided are: a bracket for a steering module with which the usable environment of a vehicle comprising the steering module can be enlarged and the versatility of the vehicle can be improved; a bracket-equipped steering module comprising the bracket; a vehicle body supporting the steering module; and a vehicle comprising the steering module. A bracket of a steering module according to one embodiment of the present invention includes a connection part in contact with a vehicle body of a vehicle and fixed thereto. The bracket is used in a steering module configured such that there is a distance between a tire and a steering center point, and is formed such that the maximum length of the connection part is greater than the distance between the tire and the steering center point, and the maximum distance between the steering center point and the connection part is greater than the distance between the tire and the steering center point.

Description

Steering module bracket, steering module with bracket with bracket, vehicle body supporting steering module and vehicle with steering module

The present invention relates to a bracket of a steering module, a steering module with a bracket provided with the bracket, a vehicle body supporting the steering module, and a vehicle provided with the steering module.

A vehicle has been proposed in which a vehicle is composed by combining multiple modules. Such a vehicle is described, for example, in Non-Patent Document 1. The vehicle described in Non-Patent Document 1 includes a plurality of modules such as a steering module, a drive module, and a suspension module. That is, Non-Patent Document 1 describes a vehicle provided with a steering module. In Non-Patent Document 1, the drive module is connected to the steering module. The steering module is attached to the vehicle body via the suspension module in a state of being unitized with the drive module. As described in Non-Patent Document 1, various types of vehicles can be configured by combining a plurality of modules.

An object of the present invention is to support a steering module bracket, a bracketed steering module with brackets, and a steering module that can expand the environment in which a vehicle equipped with a steering module can be used and improve the versatility of the vehicle. It is to provide a vehicle equipped with a vehicle body and a steering module.

The bracket of the steering module according to the embodiment of the present invention includes a contact portion that is fixed in contact with the vehicle body of the vehicle. The traveling direction of the wheels attached to the steering module is defined as the front-rear direction, the direction parallel to the rotation axis of the wheels is defined as the left-right direction, and the direction orthogonal to both the front-rear direction and the left-right direction is defined as the up-down direction. Looking downward, the distance in the left-right direction between the steering center point, which is the intersection of the upper end of the steering shaft portion of the steering module and the steering axis, and the tire on the wheel is defined as the tire-steering center point distance. When viewed downward, the maximum distance between the steering center point and the outer line of the contact portion is defined as the steering center point-maximum contact portion distance. The maximum length of the contact portion in the direction orthogonal to the vertical direction when viewed downward is defined as the maximum length of the contact portion. The bracket is used in a steering module configured to have a tire-steering center point distance, the maximum contact length is greater than the tire-steering center point distance, and the steering center point-maximum contact point distance is It is formed so as to be larger than the tire-steering center point distance.

The bracket is used for a steering module configured to have a tire-steering center point distance. Therefore, while avoiding interference between the wheels attached to the steering module and the bracket, the steering angle range of the wheels attached to the steering module is secured, and the bracket (more specifically, it is fixed in contact with the vehicle body of the vehicle). The contact portion to be formed) can be enlarged in the vertical direction. Since the bracket (more specifically, the contact portion) can be increased in the vertical direction, the rigidity of the bracket (more specifically, the rigidity against the steering shaft portion falling in the direction orthogonal to the vertical direction) is increased. be able to.

Further, since the maximum contact length is formed so as to be larger than the tire-steering center point distance, and the steering center point-contact part maximum distance is formed to be larger than the tire-steering center point distance. The contact portion can be enlarged in the direction orthogonal to the vertical direction while avoiding the interference between the wheel attached to the steering module and the bracket and ensuring the steerable angle range of the wheel attached to the steering module. Since the contact portion can be enlarged in the direction orthogonal to the vertical direction, the mounting rigidity of the bracket to the vehicle body can be ensured.

As described above, according to the above bracket, it is possible to secure the mounting rigidity of the bracket to the vehicle body while increasing the rigidity of the bracket itself, so that the environment in which the vehicle can be used is expanded and the versatility of the vehicle is improved. Can be done.

Further, according to the above bracket, it is possible to secure a steerable angle range of the wheels attached to the steering module, so that a part of the vehicle body to which the steering module is attached can be used by utilizing a part of the widened angle range. Can be placed. As a result, the degree of freedom in designing the vehicle body to which the steering module is attached can be increased.

In one embodiment of the present invention, the steering module has a function of changing the traveling direction of the wheels attached to the steering module. That is, the steering module has a function of steering the wheels attached to the steering module (steering function). The steerable angle range of the wheels attached to the steering module is set to be greater than, for example, 60 degrees. The steerable angle range of the wheels attached to the steering module is set to be greater than, for example, 70 degrees. The steerable angle range of the wheels attached to the steering module is set to be less than, for example, 360 degrees. As a result, it is possible to form a space that does not interfere with the wheels around the steering axis, which is the center when the wheels attached to the steering module are steered. For example, other members can be arranged in the space. The other member is, for example, a connecting portion that connects the contact portion and the steering shaft portion when the contact portion and the steering shaft portion are arranged apart from each other. When the position when the wheel attached to the steering module goes straight is used as the reference position, the angle range in which the wheel attached to the steering module can be steered in the first direction from the reference position is the wheel attached to the steering module. It may be the same as or different from the angle range that can be steered from the reference position in the second direction (the direction opposite to the first direction). For example, the steering module may have a function of rotating wheels attached to the steering module around its rotation axis in addition to the above steering function. That is, the steering module may have a function (drive function) for driving the wheels attached to the steering module in addition to the steering function. The number of wheels attached to the steering module is not limited to one. The number of wheels attached to the steering module may be, for example, two. When two wheels are attached to the steering module, the steering module has, for example, a steering shaft for each wheel. That is, when two wheels are attached to the steering module, the steering module has two steering shafts. When two wheels are attached to the steering module, the position farthest from the steering center point on the outline of the contact portion that defines the steering center point-maximum contact distance is, for example, the first wheel when viewed downward. A position where a straight line passing through the midpoint of a straight line connecting the first steering center point corresponding to the second wheel and the second steering center point corresponding to the second wheel and intersecting the outer line of the contact portion Is.

In one embodiment of the present invention, the bracket of the steering module includes a contact portion that is in contact with and fixed to the vehicle body of the vehicle. That is, the bracket of the steering module has a function of fixing the steering module to the vehicle body. The contact portion is detachably fixed to the vehicle body, for example. Means for detachably fixing the contact portion to the vehicle body are, for example, fasteners such as bolts and nuts. That is, the bracket of the steering module may have, for example, a function of detachably fixing the steering module to the vehicle body. The bracket may be fixed to the vehicle body so that (1) the contact portion overlaps the vehicle body in a direction orthogonal to the vertical direction of the vehicle body, or (2) the contact portion overlaps the vehicle body in the vertical direction of the vehicle body. In this way, it may be fixed to the vehicle body. In each of (1) and (2), the maximum contact length is formed so as to be larger than the tire-steering center point distance. In this case, the maximum length of the contact portion may be smaller than the steering center point-maximum contact portion distance, may be the same as the steering center point-contact portion maximum distance, or the steering center point-contact portion maximum distance. It may be larger than the distance. In the case of (1), at least a part of the contact portion may overlap with at least a part of the steering shaft portion, for example, when viewed in a direction orthogonal to the vertical direction. In the case of (2), when viewed upward or downward, at least a part of the contact portion may overlap with at least a part of the steering shaft portion, for example. When viewed downward, the maximum length of the contact portion is larger than, for example, the maximum length in the direction orthogonal to the vertical direction of the steering shaft portion. The maximum length of the steering shaft portion in the direction orthogonal to the vertical direction is, for example, the diameter of the circle when the outer shape of the steering shaft portion viewed downward is a circle. The contact portion may be arranged away from the steering shaft portion, or may be arranged in contact with the steering shaft portion. The mode in which the contact portion is arranged in contact with the steering shaft portion includes, for example, a mode in which the contact portion is fixed to the steering shaft portion. The mode in which the contact portion is arranged away from the steering shaft portion includes, for example, a mode in which the contact portion and the steering shaft portion are connected via the connecting portion. Such a connection is included in the bracket. That is, the bracket may include a connecting portion that connects the steering shaft portion to the contact portion. The connecting portion is, for example, wider on the contact portion side than on the steering shaft portion side when viewed downward. In this case, it becomes easy to secure a steerable angle range of the wheels attached to the steering module. As the connecting portion, for example, the contact portion and the steering shaft portion may be connected so as not to be relatively displaceable, or the contact portion and the steering shaft portion may be connected so as to be relatively displaceable in the vertical direction. When the contact portion and the steering shaft portion are connected so as to be relatively displaceable in the vertical direction, the bracket may further include a displacement suppressing portion that suppresses the relative displacement of the contact portion and the steering shaft portion in the vertical direction. The displacement suppressing portion has, for example, a spring component and a damper component. The displacement suppressor includes, for example, a shock absorber.

In one embodiment of the present invention, the vehicle includes a vehicle body to which the bracket (more specifically, the contact portion) of the steering module is fixed. The vehicle may include, for example, a plurality of wheels. At least one of the plurality of wheels is attached to the steering module. The power source of the vehicle may be, for example, an electric motor, an engine, or an electric motor and an engine. The vehicle does not have to be equipped with a power source. The vehicle may be, for example, a vehicle towed by a vehicle with other power sources. The vehicle may be, for example, an autonomous vehicle. The use of the vehicle is not particularly limited. Vehicles are used, for example, in agriculture. The vehicle carries out work, for example, by transporting a box containing a harvested product or by using a device provided in the vehicle.

In one embodiment of the present invention, the vehicle body has a configuration in which the bracket (more specifically, the contact portion) of the steering module is fixed. The vehicle body includes, for example, a fixing portion to which a bracket (more specifically, a contact portion) of the steering module is fixed. The fixing portion may be provided on the side surface of the vehicle body or may be provided on the lower surface of the vehicle body, for example. The side surface of the vehicle body is, for example, a surface that can be visually recognized when viewed from a direction orthogonal to the vertical direction of the vehicle body. The lower surface of the vehicle body is, for example, a surface that can be visually recognized when the vehicle body is viewed upward. The vehicle body may be, for example, a frame, a monocoque body, or a semi-monocoque body. Members and parts other than the bracket (more specifically, the contact portion) of the steering module may be fixed to the vehicle body. For example, a drive module may be fixed to the vehicle body.

In one embodiment of the present invention, the steering axis may extend in a direction orthogonal to the road surface in contact with the wheels attached to the steering module, or may extend in a direction diagonally intersecting the road surface. In other words, the position where the steering axis intersects the upper end of the steering axis (that is, the steering center point) overlaps the position where the steering axis intersects the lower end of the steering axis when viewed downward. It may or may not overlap.

In one embodiment of the invention, the steering shaft may include, for example, a rotating portion that rotates with the wheels attached to the steering module so that the wheels attached to the steering module are allowed to be steered. Good. The steering shaft portion may include, for example, a support portion that rotatably supports the rotating portion in addition to the rotating portion. The support portion is connected to, for example, a connecting portion that connects the contact portion and the steering shaft portion when the contact portion is arranged away from the steering shaft portion. When the contact portion is arranged away from the steering shaft portion, the steering shaft portion is arranged, for example, between the contact portion and the wheel when viewed downward. In this case, the steering shaft portion overlaps the contact portion and the wheel, respectively, when viewed in a direction orthogonal to the vertical direction, for example.

In one embodiment of the present invention, the existence of a tire-steering center point distance means that the tire-steering center point distance is not zero. The steering module configured to have a tire-steering center point distance may be a steering module having a scrub radius. The scrub radius is the distance from the position where the wheel center line intersects the road surface to the position where the steering axis intersects the road surface. The wheel center line is a straight line that passes through the center of the wheel in the front-rear direction and the left-right direction and extends in the vertical direction.

In one embodiment of the present invention, the tire-steering center point distance is, for example, the distance between the steering center point and the side surface of the tire in the left-right direction when the tire air pressure is an appropriate air pressure. The tire-steering center point distance is, for example, the distance measured when the tire pressure is the air pressure specified by the manufacturer. When the side surface of the tire has a curved portion, the tire-steering center point distance is, for example, the shortest distance in the left-right direction between the steering center point and the side surface of the tire. The side surface of the tire is, for example, a surface that can be visually recognized when the tire is viewed from the left or right direction.

In the bracket according to the embodiment of the present invention, the maximum length in the front-rear direction of the contact portion when viewed downward is defined as the maximum front-rear length of the contact portion. The maximum length of the contact portion in the vertical direction when viewed in the forward direction is defined as the maximum vertical length of the contact portion. When viewed downward, the maximum length of the contact portion in the left-right direction is defined as the maximum left-right length of the contact portion. The bracket is provided with the wheel and the contact portion around the steering axis so that the maximum contact length is the maximum front-rear length of the contact portion or the maximum left-right length of the contact portion within the angle range in which the wheel can be steered around the steering axis. When the relative positional relationship of is set, the maximum front-rear length of the contact part or the maximum left-right length of the contact part is larger than the tire-steering center point distance, and the steering center point-the maximum contact part distance is the tire-. It may be formed so as to be larger than the steering center point distance.

In the bracket according to the embodiment of the present invention, when the maximum front-rear length of the contact portion or the maximum left-right length of the contact portion is smaller than the tire-steering center point distance, the maximum vertical length of the contact portion is larger than the tire-steering center point distance. It may be formed so as to be. Alternatively, both the maximum front-rear length of the contact portion and the maximum left-right length of the contact portion may be formed so as to be larger than the tire-steering center point distance.

According to such an embodiment, the bracket is attached to the vehicle body so that the contact portion of the bracket overlaps the vehicle body in the direction orthogonal to the vertical direction, and the bracket contact portion is attached to the vehicle body so as to overlap the vehicle body in the vertical direction. In each case, it is possible to avoid interference between the wheels attached to the steering module and the bracket, secure the steerable angle range of the wheels attached to the steering module, and secure the mounting rigidity of the bracket to the vehicle body. ..

The bracket according to the embodiment of the present invention further includes a connecting portion that connects the contact portion and the steering shaft portion, and the lateral distance between the connecting portion and the tire when viewed downward from the steering module is the tire. -It may be formed so as to be larger than the steering center point distance.

According to such an aspect, since the connecting portion is arranged at a position away from the tire, it is attached to the steering module while avoiding interference between the wheel attached to the steering module and the bracket (particularly, the connecting portion). The rigidity of the bracket can be further increased while ensuring the steerable angle range of the wheels. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

In the bracket according to the embodiment of the present invention, the maximum vertical length of the connecting portion, which is the maximum length from the upper end position to the lower end position of the connecting portion in the plane orthogonal to the left-right direction, is larger than the tire-steering center point distance. It may be formed in.

According to such an aspect, since the connecting portion can be enlarged in the vertical direction, the wheel attached to the steering module can avoid interference between the wheel attached to the steering module and the bracket (particularly, the connecting portion). The rigidity of the bracket can be further increased while ensuring the steerable angle range of. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

The steering module with bracket according to one embodiment of the present invention includes at least the bracket according to one embodiment of the present invention and the steering shaft portion. The steering shaft portion includes a steering shaft vehicle side portion connected to the bracket and a steering shaft wheel side portion fixed to the wheel to which the tire is attached among the wheels. The steering module is configured to include tires and wheels.

According to the steering module with a bracket, the bracket is included, but the tire and the wheel (that is, the wheel) are not included, so that the degree of freedom of variation by selecting the tire and / or the wheel can be increased. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved. The bracket may be assembled later.

The steering module with bracket according to the embodiment of the present invention may further include a swing main body and a steering motor unit. The swing main body is supported by the steering shaft so as to swing with respect to the steering shaft. The steering motor unit steers the wheels by applying a torque for swinging the swing main body to the steering shaft. The steering motor unit may be configured to apply torque to the steering shaft portion to maintain the wheel in a straight running state.

According to the above aspect, since the degree of freedom in designing the steering module can be improved, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved. Specifically, it is as follows.

If the position of the steering shaft of the steering module is changed in order to improve the design freedom of the steering module, the distance between the tire and the steering center point tends to increase. When the tire-steering center point distance becomes large, torque around the steering shaft is generated in the steering module when the vehicle is running. Such torque tends to steer the wheels. Therefore, in the steering module, the steering motor unit is configured to be able to apply torque to the steering shaft portion to maintain the straight traveling state of the wheels. As a result, it is possible to reduce the generation of torque for steering the wheels. Therefore, it becomes less necessary to reduce the distance between the tire and the steering center point, and it becomes easier to change the position of the steering shaft portion of the steering module. As a result, according to the steering module, the degree of freedom in designing the steering module can be improved. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

In the steering module with bracket, the steering motor unit may include a steering motor. The steering motor may include a steering motor fixed body and a steering motor rotating body that rotates with respect to the steering motor fixed body. The rotation axis of the steering motor rotating body may be coincident with the rotation axis of the wheel, or may be parallel to the rotation axis of the wheel.

The steering module with bracket according to the embodiment of the present invention may further include a swing lock mechanism. The swing lock mechanism allows the swing lock state that mechanically locks the swing body to swing with respect to the steering shaft, and allows the swing body to swing with respect to the steering shaft. Switch between the swing lock release state and the swing lock release state.

According to the above aspect, it is possible to mechanically lock the swinging main body portion from swinging with respect to the steering shaft portion when the vehicle is traveling, so that it is possible to reduce the generation of torque for steering the wheels. .. Therefore, it becomes less necessary to reduce the distance between the tire and the steering center point, and it becomes easier to change the position of the steering shaft portion of the steering module. As a result, according to the steering module, the degree of freedom in designing the steering module can be improved. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

In the steering module with bracket, the swing lock mechanism may include an actuator. The swing lock mechanism may switch between the swing lock state and the swing lock release state by an actuator. The bracketed steering module may further include a control device for controlling the steering motor unit and the actuator.

In the steering module with bracket according to the embodiment of the present invention, at least a part of the steering shaft portion may overlap with the wheel when viewed in the direction in which the rotation axis of the wheel extends, or at least one of the steering motor units. The part may overlap with the wheel.

According to such an aspect, the steering shaft portion and the steering motor unit are less likely to be positioned on the wheels, so that the structure is less likely to exist on the wheels. Therefore, the space above the wheels can be used. As a result, for example, the size of the wheels attached to the steering module can be changed.

In the steering module with bracket according to the embodiment of the present invention, at least a part of the steering motor unit may be arranged in the wheel.

According to such an aspect, the steering module can be made compact.

The mode in which at least a part of the steering motor unit is arranged in the wheel includes, for example, a mode in which at least a part of the steering motor unit is hidden by the wheel when viewed in the vertical direction or the front-rear direction. That is, the space inside the wheel is a space hidden by the wheel when viewed in the vertical direction or the front-rear direction.

The vehicle body supporting the steering module according to the embodiment of the present invention is a vehicle body supporting the steering module with the first bracket and the steering module with the second bracket, each of which is the steering module with the bracket according to the embodiment of the present invention. Is. Looking downward at the vehicle body, the first fixing portion to which the steering module with the first bracket is fixed and the second fixing portion to which the steering module with the second bracket is fixed are formed at line-symmetrical positions.

According to the above vehicle body, since the arrangement of the steering module with the first bracket and the steering module with the second bracket can be considered line-symmetrically, the design of the vehicle can be facilitated and the degree of freedom of the variation of the vehicle body can be increased. As a result, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

The straight line that serves as a reference when the first fixed portion and the second fixed portion are arranged line-symmetrically may be, for example, a straight line that extends in the left-right direction of the vehicle body when the vehicle body is viewed downward. It may be a straight line extending in the front-rear direction of.

The vehicle body supporting the steering module according to the embodiment of the present invention is a steering module with a bracket, a steering module with a second bracket, and a third bracket, each of which is a steering module with a bracket according to the embodiment of the present invention. It is a vehicle body that supports a steering module with a steering module and a steering module with a fourth bracket. Looking downward from the vehicle body, the first fixing part where the steering module with the first bracket is fixed is on the left front part of the vehicle body, and the second fixing part where the steering module with the second bracket is fixed is on the right front part of the vehicle body. The third fixing portion to which the steering module with the third bracket is fixed is arranged at the left rear portion of the vehicle body, and the fourth fixing portion to which the steering module with the fourth bracket is fixed is arranged at the right rear portion of the vehicle body. When viewed downward from the vehicle body, the first fixing portion and the first fixing portion and the rotating axis of the wheel attached to the steering module with the first bracket and the rotating axis of the wheel attached to the steering module with the fourth bracket are in the same straight line. The fourth fixed portion is formed, and the rotation axis of the wheel attached to the steering module with the second bracket and the rotation axis of the wheel attached to the steering module with the third bracket are in the same straight line. The 2 fixed portion and the 3rd fixed portion are formed.

According to the above vehicle body, the degree of freedom of movement of the vehicle can be increased. As a result, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

A vehicle provided with a steering module according to an embodiment of the present invention is a vehicle provided with a steering module with a first bracket and a steering module with a second bracket, each of which is a steering module with a bracket according to the embodiment of the present invention. Is. In the steering module with the first bracket and the steering module with the second bracket, the brackets are formed in the same shape, and the steering shaft portion is formed in the same shape.

According to the above-mentioned vehicle, since the arrangement of the steering module with the first bracket and the steering module with the second bracket can be considered line-symmetrically, the design of the vehicle can be facilitated and the degree of freedom of the variation of the vehicle body can be increased. As a result, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

A vehicle provided with a steering module according to an embodiment of the present invention is a steering module with a bracket, a steering module with a second bracket, and a third bracket, each of which is a steering module with a bracket according to the embodiment of the present invention. It is a vehicle equipped with a steering module with a steering module and a steering module with a fourth bracket. Looking downward on the vehicle, the steering module with the first bracket is on the left front of the vehicle, the steering module with the second bracket is on the right front of the vehicle, the steering module with the third bracket is on the left rear of the vehicle, and the fourth bracket. The steering module is located at the rear right of the vehicle. In the steering module with the first bracket, the steering module with the second bracket, the steering module with the third bracket, and the steering module with the fourth bracket, the brackets are formed in the same shape and the steering shaft portion is formed in the same shape. ing.

According to the above vehicle, the degree of freedom of movement of the vehicle can be increased. As a result, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

The above-mentioned objectives and other objectives, features, aspects and advantages of the present invention will be further clarified from the following detailed description of the embodiments of the present invention made in connection with the accompanying drawings. As used herein, the term "and / or (and / or)" includes any or all combinations of one or more related listed items (items). As used herein, the use of the terms "include, include", "include, comprising" or "having" and variations thereof are described features, processes, operations. , Elements, components and / or their equivalents, but may include one or more of steps, actions, elements, components, and / or groups thereof. Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by those skilled in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be construed to have meaning consistent with the relevant technology and in the context of the present disclosure and are expressly defined herein. Unless otherwise stated, it will not be interpreted in an ideal or overly formal sense. It is understood that a number of techniques and processes are disclosed in the description of the present invention. Each of these has its own interests, and each may be used in conjunction with one or more of the other disclosed techniques, or in some cases all. Therefore, for clarity, this description refrains from unnecessarily repeating all possible combinations of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims. In the following description, for purposes of illustration, a number of specific details are given to provide a complete understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without these particular details. The present disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.

According to the present invention, a bracket member of a steering module, a steering module with a bracket member provided with a bracket member, and a steering module capable of expanding the environment in which a vehicle equipped with a steering module can be used and improving the versatility of the vehicle can be expanded. It is possible to provide a vehicle having a vehicle body and a steering module that support the vehicle.

It is a top view which shows a plurality of variations about the steering module with a bracket by embodiment of this invention. It is a top view and the back view which shows an example of the steering module with brackets by embodiment of this invention. 2 is a plan view and a rear view showing variations of the steering module with bracket shown in FIG. 2A. FIG. 2 is a plan view and a rear view showing another variation of the steering module with bracket shown in FIG. 2A. It is a top view and the rear view which shows another example of the steering module with a bracket by embodiment of this invention. It is a plan view and the rear view which shows the variation of the steering module with a bracket shown in FIG. 3A. It is a top view and the left side view which shows another example of the steering module with a bracket by embodiment of this invention. It is a top view and the left side view which shows another example of the steering module with a bracket by embodiment of this invention. It is a top view and the rear view which shows another example of the steering module with a bracket by embodiment of this invention. It is a top view and the rear view which shows another example of the steering module with a bracket by embodiment of this invention. FIG. 7A is a plan view and a rear view showing variations of the steering module with bracket shown in FIG. 7A. It is a top view and the rear view which shows another example of the steering module with a bracket by embodiment of this invention. It is a top view and the rear view which shows another example of the steering module with a bracket by embodiment of this invention. It is a top view which shows a plurality of variations concerning wheel steering with respect to the vehicle by embodiment of this invention. It is a top view which shows a plurality of variations concerning wheel steering with respect to the vehicle by embodiment of this invention. It is a top view which shows other variations about the vehicle by embodiment of this invention. It is sectional drawing which shows another example of the steering module with a bracket by embodiment of this invention. It is sectional drawing which shows an example of the drive steering module as the steering module with bracket by embodiment of this invention. It is sectional drawing which shows the modification of the drive steering module shown in FIG. It is a perspective view which shows another example of the vehicle by embodiment of this invention.

Hereinafter, with reference to the drawings, a bracket of the steering module according to the embodiment of the present invention, a steering module with a bracket provided with the bracket, a vehicle body supporting the steering module, and a vehicle equipped with the steering module will be described. FIG. 1 is a plan view showing a plurality of variations of a steering module with a bracket according to an embodiment of the present invention. The embodiments described below are examples. The present invention is not to be construed in any limitation by the embodiments described below.

With reference to FIG. 1, the steering module 2 with bracket (hereinafter, simply referred to as “steering module 2”) includes the bracket 7 and the steering shaft portion 6. Wheels 5 are attached to the steering module 2. The wheel 5 includes a wheel and a tire. The wheel is attached to the steering module 2. The tires are attached to the wheels. The bracket 7 includes a contact portion 7a which is fixed in contact with the vehicle body of a vehicle (not shown).

Here, the traveling direction of the wheel 5 attached to the steering module 2 is the front-rear direction FRe, the direction parallel to the rotation axis RCA of the wheel 5 is the left-right direction LR, and the direction orthogonal to both the front-rear direction FRe and the left-right direction LR is the vertical direction. Defined as UD. Looking downward D, the distance of the left-right LR between the steering center point SCP, which is the intersection of the upper end of the steering shaft portion 6 of the steering module 2 and the steering axis, and the tire on the wheel 5, is the tire-steering center point distance. Defined as A1. The maximum distance between the steering center point SCP and the outer line of the contact portion 7a when viewed downward D is defined as the steering center point-maximum contact portion distance B1. The maximum length of the contact portion 7a in the direction orthogonal to the vertical direction UD when viewed in the downward direction D is defined as the maximum contact portion length B0. When viewed in the downward direction D, the maximum length of the contact portion 7a in the front-rear direction FRe is defined as the maximum front-rear length B2 of the contact portion. The maximum length of the contact portion 7a in the vertical direction UD when viewed in the forward direction F is defined as the maximum vertical length B3 of the contact portion (see, for example, FIG. 2A-9). The maximum length of the contact portion 7a in the left-right direction LR when viewed in the downward direction D is defined as the maximum left-right length B4 of the contact portion.

The bracket 7 is used in the steering module 2 configured so that the tire-steering center point distance A1 exists, the maximum contact length B0 is larger than the tire-steering center point distance A1, and the steering center point- The maximum contact distance B1 is formed to be larger than the tire-steering center point distance A1. Within the angle range in which the wheel 5 can be steered around the steering axis, the maximum length B0 of the contact portion becomes the maximum front-rear length B2 of the contact portion or the maximum left-right length B4 of the contact portion. When the relative positional relationship with the contact portion 7a is set, the bracket 7 has a maximum front-rear length B2 of the contact portion or a maximum left-right length B4 of the contact portion larger than the tire-steering center point distance A1 and steering. The center point-maximum contact portion distance B1 is formed to be larger than the tire-steering center point distance A1.

According to the bracket 7, since it is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, the steering module avoids interference between the wheels 5 attached to the steering module 2 and the bracket 7. It is possible to increase the bracket 7 (more specifically, the contact portion 7a fixed in contact with the vehicle body) in the vertical direction UD while ensuring the steerable angle range of the wheels 5 attached to 2. it can. Since the bracket 7 (more specifically, the contact portion 7a) can be increased in the vertical direction UD, the rigidity of the bracket 7 (more specifically, the steering shaft portion 6 falls in the direction orthogonal to the vertical direction UD). Rigidity to things) can be increased.

Further, since the maximum contact portion length B0 is formed to be larger than the tire-steering center point distance A1 and the steering center point-contact portion maximum distance B1 is formed to be larger than the tire-steering center point distance A1. The contact portion 7a is orthogonal to the vertical UD while avoiding interference between the wheel 5 attached to the steering module 2 and the bracket 7 and ensuring a steerable angle range of the wheel 5 attached to the steering module 2. Can be increased in the direction. Since the contact portion 7a can be increased in the direction orthogonal to the vertical direction, the mounting rigidity of the bracket 7 to the vehicle body can be ensured.

In this way, according to the bracket 7, it is possible to secure the mounting rigidity of the bracket 7 to the vehicle body while increasing the rigidity of the bracket 7 itself, so that the environment in which the vehicle can be used is expanded and the versatility of the vehicle is improved. Can be made to.

Subsequently, with reference to FIGS. 2A-9, each variation of the bracket 7 and the steering module 2 according to the embodiment of the present invention will be described.

In FIG. 2A, the wheel 5 and the contact portion 7a around the steering axis are arranged so that the maximum contact portion length B0 becomes the contact portion maximum left-right length B4 within an angle range in which the wheel 5 can be steered around the steering axis. It shows the case where the relative positional relationship of is set. Hereinafter, the positional relationship between the wheel 5 and the contact portion 7a will be described as a premise.

In the example shown in FIG. 2A, the steering shaft portion 6 is arranged between the contact portion 7a and the wheel 5 when viewed in the downward direction D. The steering shaft portion 6 overlaps the contact portion 7a and the wheel 5 when viewed in the left direction L or the right direction R. The steering shaft portion 6 extends in the vertical direction UD. That is, the steering axis, which is the center when the wheel 5 is steered, extends in the vertical direction UD.

In the example shown in FIG. 2A, the angle range in which the wheel 5 can be steered is 120 degrees. The position when the wheel 5 goes straight (forward or backward in FIG. 2A) is used as a reference position. The angle range in which the wheel 5 can be steered in the first direction (counterclockwise when viewed downward D) from the reference position is 60 degrees. The angle range in which the wheel 5 can be steered in the second direction (clockwise when viewed downward D) from the reference position is 60 degrees. That is, in the example shown in FIG. 2A, the angle range in which the wheel 5 can be steered from the reference position is set to be the same in the first direction and the second direction. In FIG. 2A, the position when the wheel 5 is steered from the reference position to the moving end in the first direction and the position when the wheel 5 is steered from the reference position to the moving end in the second direction are two, respectively. It is shown by a dotted line.

In the example shown in FIG. 2A, the bracket 7 includes a contact portion 7a, a connecting portion 7b, and a displacement suppressing portion 7c. The contact portion 7a has a mounting surface that extends in the front-rear direction FREE and the vertical direction UD. The contact portion 7a is fixed to the vehicle body so that the mounting surface is overlapped with the side surface of the vehicle body. The maximum front-rear length B2 of the contact portion is larger than the front-rear length of the steering shaft portion 6 when viewed in the downward direction D. In the example shown in FIG. 2A, the maximum front-rear length B2 of the contact portion is larger than the diameter of the circle which is the outer shape of the steering shaft portion 6 when viewed in the downward direction D. The connecting portion 7b connects the contact portion 7a and the steering shaft portion 6. In the example shown in FIG. 2A, the connecting portion 7b connects the contact portion 7a and the steering shaft portion 6 so as to be relatively displaceable in the vertical direction UD. The connecting portion 7b includes an upper arm and a lower arm. The maximum vertical length B6 of the connecting portion, which is the maximum length from the upper end position to the lower end position of the connecting portion 7b on a plane orthogonal to the left-right direction LR, is larger than the tire-steering center point distance A1. Seen downward D, the lateral distance B5 between the connecting portion 7b and the tire is larger than the tire-steering center point distance A1. When viewed downward D, the length of the connecting portion 7b in the front-rear direction is maximum at the left end and minimum at the right end. That is, when viewed in the downward direction D, the length of the connecting portion 7b on the contact portion 7a side is larger in the front-rear direction than on the steering shaft portion 6 side. The displacement suppressing portion 7c suppresses the contact portion 7a and the steering shaft portion 6 from being relatively displaced in the vertical direction UD. The displacement suppressing portion 7c has a spring component and a damper component. The displacement suppressing unit 7c includes a shock absorber. In the example shown in FIG. 2A, the upper end portion of the displacement suppressing portion 7c is connected to the contact portion 7a, and the lower end portion of the displacement suppressing portion 7c is connected to the connecting portion 7b (more specifically, the lower arm). .. When viewed in the downward direction D, the displacement suppressing portion 7c is arranged so as to extend in the left-right direction LR. That is, in the example shown in FIG. 2A, the displacement suppressing portion 7c expands and contracts in the left-right direction LR when viewed in the downward direction D.

In the example shown in FIG. 2A, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum front-rear length B2 and the steering center point-contact portion maximum distance B1. Is formed so as to be larger than the tire-steering center point distance A1. Since the maximum left-right length B4 of the contact portion is smaller than the tire-steering center point distance A1, the maximum vertical length B3 of the contact portion is formed to be larger than the tire-steering center point distance A1. In FIG. 2A, the maximum left-right length B4 of the contact portion is the same as the thickness of the contact portion 7a when viewed in the downward direction D, and thus the illustration is omitted.

Here, the steering module 2 will be described in a little more detail with reference to FIGS. 2B and 2C. As shown in FIG. 2B, the steering shaft portion 6 includes a steering shaft portion vehicle-side connecting portion 6a and a steering shaft portion wheel-side connecting portion 6b. The steering shaft portion vehicle side connecting portion 6a is connected to the bracket 7. A wheel 5 (more specifically, a wheel in the wheel 5) is fixed to the wheel-side connecting portion 6b of the steering shaft portion. The steering shaft portion wheel side connecting portion 6b is arranged in the wheel of the wheel 5. As shown in FIG. 2C, the steering shaft portion wheel side connecting portion 6b accommodates the steering motor unit 6c. The steering motor unit 6c generates power for steering the wheels 5 attached to the steering module 2. The steering motor unit 6c includes an electric motor. The electric motor may be a radial gap type electric motor or an axial gap type electric motor. The portion of the contact portion 7a to which the upper end portion of the displacement suppressing portion 7c is connected may be fixed to the lower surface of the vehicle body.

In the example shown in FIG. 3A, the bracket 7 is different from the example shown in FIG. 2A in that it does not include the displacement suppressing portion 7c. Further, in the example shown in FIG. 3A, the connecting portion 7b is different from the example shown in FIG. 2A in that the contact portion 7a and the steering shaft portion 6 are connected in the vertical direction UD so as not to be relatively displaceable.

In the example shown in FIG. 3A, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum front-rear length B2 and the steering center point-contact portion maximum distance B1. Is formed so as to be larger than the tire-steering center point distance A1. Since the maximum left-right length B4 of the contact portion is smaller than the tire-steering center point distance A1, the maximum vertical length B3 of the contact portion is formed to be larger than the tire-steering center point distance A1. In FIG. 3A, the maximum left-right length B4 of the contact portion is the same as the thickness of the contact portion 7a when viewed in the downward direction D, and thus the illustration is omitted.

Note that, as shown in FIG. 3B, the steering axis may be tilted. When viewed downward D, a part of the steering shaft portion 6 may overlap the wheels 5.

In the example shown in FIG. 4, the bracket 7 is different from the example shown in FIG. 2A in that the displacement suppressing portion 7c is arranged so as to extend in the front-rear direction FRe when viewed in the downward direction D. That is, in the example shown in FIG. 4, the displacement suppressing portion 7c expands and contracts in the front-rear direction when viewed in the downward direction D.

In the example shown in FIG. 4, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum front-rear length B2 and the steering center point-contact portion maximum distance B1. Is formed so as to be larger than the tire-steering center point distance A1. Since the maximum left-right length B4 of the contact portion is smaller than the tire-steering center point distance A1, the maximum vertical length B3 of the contact portion is formed to be larger than the tire-steering center point distance A1. In FIG. 4, the maximum left-right length B4 of the contact portion is the same as the thickness of the contact portion 7a when viewed in the downward direction D, and thus the illustration is omitted.

In the example shown in FIG. 5, the bracket 7 is different from the example shown in FIG. 4 in that the contact portion 7a has a mounting surface extending in the horizontal direction LR and the vertical direction UD.

In the example shown in FIG. 5, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum left-right length B4 and the steering center point-contact portion maximum distance B1. Is formed so as to be larger than the tire-steering center point distance A1. Since the maximum front-rear length B2 of the contact portion is smaller than the tire-steering center point distance A1, the maximum vertical length B3 of the contact portion is formed to be larger than the tire-steering center point distance A1. In FIG. 5, the maximum front-rear length B2 of the contact portion is the same as the thickness of the contact portion 7a when viewed in the downward direction D, and thus the illustration is omitted.

In the example shown in FIG. 6, the bracket 7 is different from the example shown in FIG. 2A in that the contact portion 7a has a mounting surface extending in the front-rear direction FREE and the left-right direction LR. Further, in the example shown in FIG. 6, the bracket 7 is different from the example shown in FIG. 2A in that it includes a plurality of displacement suppressing portions 7c. In the example shown in FIG. 6, each of the plurality of displacement suppressing portions 7c expands and contracts in the vertical direction.

In the example shown in FIG. 6, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum left-right length B4, the contact portion maximum front-rear length B2, and steering are performed. The center point-maximum contact portion distance B1 is formed so as to be larger than the tire-steering center point distance A1.

In the examples shown in FIGS. 7A and 7B, the bracket 7 is different from the example shown in FIG. 6 in that it does not include a plurality of displacement suppressing portions 7c. In the example shown in FIG. 7B, the shape of the contact portion 7a is different from that in the example shown in FIG. 7A.

In the examples shown in FIGS. 7A and 7B, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the maximum left-right length of the contact portion B4 and the maximum front-rear length of the contact portion. B2 and the steering center point-maximum contact portion distance B1 are formed so as to be larger than the tire-steering center point distance A1.

In the example shown in FIG. 8, the bracket 7 is different from the example shown in FIGS. 7A and 7B in that a plurality of (more specifically, two) wheels 5 are attached.

In the example shown in FIG. 8, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum left-right length B4, the contact portion maximum front-rear length B2, and steering are performed. The center point-maximum contact portion distance B1 is formed so as to be larger than the tire-steering center point distance A1.

In the example shown in FIG. 9, the bracket 7 is different from the example shown in FIG. 8 in that it includes a plurality of displacement suppressing portions 7c. In the example shown in FIG. 9, the plurality of displacement suppressing portions 7c each expand and contract in the vertical direction.

In the example shown in FIG. 9, the bracket 7 is used for the steering module 2 configured so that the tire-steering center point distance A1 exists, and the contact portion maximum left-right length B4, the contact portion maximum front-rear length B2, and steering are performed. The center point-maximum contact portion distance B1 is formed so as to be larger than the tire-steering center point distance A1.

Subsequently, the vehicle body 3 and the vehicle 1 according to the embodiment of the present invention will be described with reference to FIGS. 10A-10C. The vehicle 1 includes a plurality of steering modules 2 and a vehicle body 3. The plurality of steering modules 2 are supported by the vehicle body 3.

The plurality of steering modules 2 include a left front steering module 21 arranged at the left front portion of the vehicle 1, a right front steering module 22 arranged at the right front portion of the vehicle 1, a left rear steering module 23 arranged at the left rear portion of the vehicle 1, and the left rear steering module 23. , Includes a right rear steering module 24 located at the right rear of the vehicle 1. The left front steering module 21 includes a bracket 71 and a steering shaft portion 61. The right front steering module 22 includes a bracket 72 and a steering shaft portion 62. The left rear steering module 23 includes a bracket 73 and a steering shaft portion 63. The right rear steering module 24 includes a bracket 74 and a steering shaft portion 64. In the steering module 21 with the first bracket, the steering module 22 with the second bracket, the steering module 23 with the third bracket, and the steering module 24 with the fourth bracket, the brackets 71-74 are formed in the same shape, and the steering shafts are formed. Parts 61-64 are formed in the same shape.

The vehicle body 3 includes a fixing portion 4. The fixing portion 4 is a left front fixing portion 41 to which the bracket 71 of the left front steering module 21 is fixed, a right front fixing portion 42 to which the bracket 72 of the right front steering module 22 is fixed, and a left to which the bracket 73 of the left rear steering module 23 is fixed. The rear fixing portion 43 and the right rear fixing portion 44 to which the bracket 74 of the right rear steering module 24 is fixed are included.

As shown in FIGS. 10A-10C, the left front fixing portion 41 and the right front fixing portion 42 are formed at line-symmetrical positions when the vehicle body 3 is viewed downward, and the left rear fixing portion 43 and the right rear fixing portion 44 are formed. Is formed at a line-symmetrical position. Looking downward at the vehicle body 3, the left front fixing portion 41 and the left rear fixing portion 43 are formed at line-symmetrical positions, and the right front fixing portion 42 and the right rear fixing portion 44 are formed at line-symmetrical positions. ing.

As shown in FIGS. 10A and 10B, the vehicle body 3 does not have to overlap the wheels 5 attached to the steering module 2 when viewed in the downward direction D of the vehicle body 3, and as shown in FIG. 10C, the vehicle body 3 does not overlap. 3 may overlap the wheels 5 attached to the steering module 2 when viewed in the downward direction D of the vehicle body 3.

As shown in (b) of FIG. 10A and (b) of FIG. 10B, when viewed in the downward direction D of the vehicle body 3, the wheel 51 attached to the steering module 21 with the first bracket has the rotation axis RCA and the fourth bracket. The left front fixing portion 41 and the right rear fixing portion 44 are formed so that the rotation axis RCAs of the wheels 54 attached to the steering module 24 are in the same straight line, and are attached to the steering module 22 with the second bracket. The right front fixing portion 42 and the left rear fixing portion 43 are formed so that the rotating axis RCA of the wheel 52 and the rotating axis RCA of the wheel 53 attached to the steering module 23 with the third bracket are in the same straight line. The rotation axis RCA of the wheel 51 and the rotation axis RCA of the wheel 54 are in the same straight line, and the rotation axis RCA of the wheel 52 and the rotation axis RCA of the wheel 53 are in the same straight line when the vehicle 1 goes straight. Instead, as shown in (b) of FIG. 10A and (b) of FIG. 10B, the four wheels 51-54 are steered so that the vehicle 1 turns on the spot. ..

The steering module 2 includes a steering motor unit (not shown). The steering motor unit includes an electric motor. The steering motor unit generates a force to steer the wheels 5. The steering motor unit is controlled by a control device (not shown). The steering module 2 is configured such that a tire-steering center point distance A1 exists. Therefore, when the vehicle moves forward, the steering module 2 exerts a force around the steering axis between the wheels 5 and the road surface. The steering motor unit generates a force that cancels this force. As a result, the traveling direction of the wheel 5 is maintained in the forward direction even if the tire-steering center point distance A1 is configured to exist. Therefore, the forward movement of the vehicle 1 is not affected by the configuration such that the tire-steering center point distance A1 exists. Further, the control device controls the steering angle of the wheels 5 so that the wheels 5 are in the Ackermann steering state or a state close to the steering state. The Ackermann steering state is a state in which the rotation centers of the wheels 5 during turning are at the same point. More specifically, the control device largely controls the steering angle of the wheel 5 located inside the steering angle of the wheel 5 located on the outside during turning so that the rotation centers of the left wheel and the right wheel are the same. ..

Vehicle 1 travels in various directions by changing the steering angle of wheels 5. The steering module 2 supported by the vehicle body 3 described above is configured so that the tire-steering center point distance A1 exists. Therefore, when the steering angle of the wheel 5 is changed by the force generated by the steering motor unit, the wheel 5 rotates around the rotation axis and moves to the changed steering angle. As a result, when the vehicle 1 steers the wheels 5, the friction between the wheels 5 and the road surface is reduced. For example, the vehicle can be driven even in a usage environment where suppression of road surface damage, road surface wear debris, wheel wear debris, and the like are required. For example, the usage environment in the agricultural field such as fields and orchards can be expanded. For example, it can be expanded in a clean environment such as a factory or an office. Of course, it does not limit its use on public roads. From another point of view, it has the effect of suppressing the generation of road surface damage, road surface wear debris, and wheel wear debris. Further, in addition to being configured so that each steering module 2 has a tire-steering center point distance A1, the vehicle 1 is steered by steering modules 2 independent of each other. As a result, the friction between the wheel 5 and the road surface can be further reduced when the wheel 5 is steered by the synergistic effect of the effect of the existence of the tire-steering center point distance A1 and the effect of the Ackermann steering. .. The environment in which the vehicle 1 can be used can be expanded, and the versatility of the vehicle 1 can be improved.

Subsequently, the steering module 10 will be described with reference to FIG. The steering module 10 is used in vehicles. The steering module 10 is supported by the vehicle body 102 of the vehicle. The steering module 10 steers the wheels 110 attached to the steering module 10. The steering module 10 is configured such that a tire-steering center point distance A1 exists. The steering module 10 includes a steering shaft portion 12, a bracket 14, a swing main body portion 18, a wheel support portion 20, and a steering motor unit 22.

The steering shaft portion 12 extends in the vertical direction UD. The bracket 14 is provided at the upper end of the steering shaft portion 12, for example, and is fixed to the vehicle body 102. The swing body portion 18 is supported by the steering shaft portion 12 so as to swing with respect to the steering shaft portion 12. The wheel support portion 20 supports the wheel 110. The steering motor unit 22 steers the wheels 110 by applying a torque for swinging the swing body portion 18 to the steering shaft portion 12. The steering motor unit 22 is configured to apply torque to the steering shaft portion 12 to maintain the straight running state of the wheels 110.

According to the steering module 10, the degree of freedom in designing the steering module 10 can be improved, so that the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved. Specifically, it is as follows.

If the position of the steering shaft portion 12 of the steering module 10 is changed in order to improve the design freedom of the steering module 10, the tire-steering center point distance A1 tends to increase. When the tire-steering center point distance A1 becomes large, torque around the steering shaft portion 12 is generated in the steering module 10 when the vehicle is traveling. Such torque tends to steer the wheels 110. Therefore, in the steering module 10, the steering motor unit 22 is configured to apply torque to the steering shaft portion 12 to maintain the straight traveling state of the wheels 110. As a result, it is possible to reduce the generation of torque for steering the wheel 110. Therefore, it becomes less necessary to reduce the tire-steering center point distance A1, and it becomes easier to change the position of the steering shaft portion 12 of the steering module 10. As a result, according to the steering module 10, the degree of freedom in designing the steering module 10 can be improved. Therefore, the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved.

Subsequently, the drive steering module 10A as the steering module according to the embodiment of the present invention will be described with reference to FIG. The drive steering module 10A is used in a vehicle. The drive steering module 10A is supported by the vehicle body 102 of the vehicle. The drive steering module 10A rotates the wheels 110 attached to the drive steering module 10A. As a result, the vehicle moves forward or backward. The drive steering module 10A steers the wheels 110 attached to the drive steering module 10A. As a result, the vehicle turns. The drive steering module 10A is configured such that a tire-steering center point distance A1 exists. The drive steering module 10A includes a steering shaft portion 12, a bracket 14, a swing main body portion 18, a wheel support portion 20, a steering motor unit 22, a swing lock mechanism 24, a drive motor unit 26, and a control device 28.

The steering shaft portion 12 includes a shaft portion main body 120 and a bevel gear 122. The shaft body 120 extends in the vertical direction. The central axis (that is, the steering axis) L1 of the shaft body 120 extends in the vertical direction. The bevel gear 122 is provided at the lower end of the steering shaft portion 12. The bracket 14 is provided at the upper end of the shaft body 120, and is fixed to the vehicle body 102 by, for example, fastening members such as bolts and nuts. When viewed in the left direction L or the right direction R, at least a part of the steering shaft portion 12 overlaps the wheel 110. The position P1 where the steering axis L1 intersects the contact patch of the wheel 110 is different from the position P0 where the center line L0 of the wheel 110 intersects the contact patch of the wheel 110. The center line L0 of the wheel 110 is a straight line that passes through the center of the front-rear FR of the wheel 110 and the center of the left-right LR of the wheel 110 and extends in the vertical UD. The bevel gear 122 may be provided on the shaft portion coaxially arranged with the shaft portion main body 120 and fixed to the swing main body portion 18.

The swing body portion 18 is supported by the steering shaft portion 12 so as to swing with respect to the steering shaft portion 12. The swing main body 18 accommodates the steering motor unit 22 and the drive motor unit 26.

Wheel 110 includes wheel 112 and tire 114. The wheel 112 includes a rim 112a and a disc portion 112b. The wheel support portion 20 supports the wheel 110. The wheel support portion 20 is fixed to the wheel portion 112 (more specifically, the disc portion 112b). The wheel support portion 20 is rotatable with respect to the swing main body portion 18. As a result, the wheel 110 can rotate with respect to the swing body portion 18. The rotation axis L3 of the wheel support portion 20 and the wheel 110 extends in the left-right direction LR.

The drive motor unit 26 is arranged in the wheel 112. As a result, at least a part of the drive motor unit 26 overlaps with the wheel 110 when viewed in the left direction L or the right direction R. The drive motor unit 26 applies torque to the wheels 110 to rotate the wheels 110 with respect to the swing main body 18 around the rotation axis L3 of the wheels 110. The drive motor unit 26 includes a drive motor 260 and a speed reducer 264. The drive motor 260 includes a fixed body 261 and a rotating body 262 and a rotating shaft 266. The rotation center axis L4 of the rotating body 262 and the rotation center axis L5 of the rotation shaft 266 coincide with the rotation center axis L3 of the wheel 110.

At least a part of the steering motor unit 22 is arranged in the wheel portion 112. As a result, at least a part of the steering motor unit 22 overlaps with the wheel 110 when viewed in the left direction L or the right direction R. The steering motor unit 22 steers the wheels 110 by applying torque to the steering shaft portion 12 to swing the swing main body portion 18 with respect to the steering shaft portion 12. The steering motor unit 22 includes a steering motor 220 and a speed reducer 224. The steering motor 220 includes a fixed body 221 and a rotating body 222, a rotating shaft 226, and a bevel gear 228. The rotation center axis L6 of the rotating body 222 and the rotation center axis L7 of the rotation shaft 226 coincide with the rotation center axis L3 of the wheel 110. The bevel gear 228 is provided at the right end of the rotating shaft 226 and meshes with the bevel gear 122. As a result, when the steering motor unit 22 rotates the rotating shaft 226, the rotating shaft 226 swings with respect to the steering shaft portion 12 about the steering axis L1. As a result, the swing body portion 18 swings with respect to the steering shaft portion 12.

The steering motor unit 22 is configured so that torque for maintaining the straight running state of the wheels 110 can be applied to the steering shaft portion 12. The straight-ahead state includes a forward state and a backward state. The control device 28 controls the steering motor unit 22 so that the steering motor unit 22 applies the torque for maintaining the straight running state of the wheels 110 to the steering shaft portion 12. Specifically, the control device 28 controls the steering motor unit 22 with reference to the steering angle of the wheels 110. The steering angle of the wheel 110 is detected using, for example, a sensor.

The swing lock mechanism 24 has a swing lock state that mechanically locks the swing main body 18 from swinging with respect to the steering shaft portion 12, and a swing main body 18 swings with respect to the steering shaft portion 12. Switch between the swing lock release state that allows movement. The swing lock mechanism 24 includes an actuator 240 and a support portion 242. Actuator 240 includes shaft 241 and spline shaft 244. The actuator 240 moves the shaft 241 in the left-right direction LR. The spline shaft 244 is provided at the tip of the shaft 241. The support portion 242 fixes the actuator 240 to the swing main body portion 18. The support portion 242 is integrally formed with the swing main body portion 18. The support portion 242 is provided with a spline hole 246. Further, the bevel gear 228 is provided with a spline hole 248. In the swing lock release state, the spline shaft 244 is located in the support portion 242. The spline shaft 244 meshes with the spline hole 246 and does not mesh with the spline hole 248. Since the rotating shaft 226 can rotate with respect to the swing main body 18, when the steering motor unit 22 is driven, the swing main body 18 swings with respect to the steering shaft 12. In the swing lock state, the spline shaft 244 projects to the left from the support portion 242. The spline shaft 244 meshes with the spline holes 246 and the spline holes 248. Since the rotating shaft 226 cannot rotate with respect to the swing main body 18, the swing of the swing main body 18 with respect to the steering shaft portion 12 is locked.

According to the drive steering module 10a, the degree of freedom in designing the drive steering module 10a can be improved as in the steering module 10, so that the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved. it can.

Subsequently, a modified example of the drive steering module as the steering module according to the embodiment of the present invention will be described with reference to FIG. The drive steering module 10b differs from the drive steering module 10a in the position of the steering motor unit 22. More specifically, in the drive steering module 10b, the steering motor unit 22 is arranged on the bracket 14.

The steering motor unit 22 includes a steering motor 220, a speed reducer 224, and a case 225. The case 225 accommodates the steering motor 220 and the steering motor reducer 224. The fixed body 221 is fixed to the case 225. The case 225 is fixed to the bracket 14. The lower end of the rotating shaft 226 is fixed to the swing body portion 18. When the steering motor unit 22 rotates the rotating shaft 226, the swing main body 18 swings with respect to the bracket 14. Therefore, in the drive steering module 10b, the steering motor unit 22 steers the wheels 110 by applying a torque to the fixed body 221 to swing the swing main body 18 with respect to the fixed body 221. That is, the fixed body 221 corresponds to the steering shaft portion 12 of the drive steering module 10a.

According to the drive steering module 10b, the degree of freedom in designing the drive steering module 10b can be improved as in the steering module 10, so that the environment in which the vehicle can be used can be expanded and the versatility of the vehicle can be improved. it can.

Subsequently, the vehicle 100 according to the embodiment of the present invention will be described with reference to FIG. The vehicle 100 includes a vehicle body 102, a left front drive steering module 10aLF, a right front drive steering module 10aRF, a left rear drive steering module 10aLB, and a right rear drive steering module 10aRB. The vehicle body 102 supports the left front drive steering module 10aLF, the right front drive steering module 10aRF, the left rear drive steering module 10aLB, and the right rear drive steering module 10aRB.

Since the left front drive steering module 10aLF, the right front drive steering module 10aRF, the left rear drive steering module 10aLB and the right rear drive steering module 10aRB have the same structure as the drive steering module 10a, detailed description thereof will be omitted. At least one of the left front drive steering module 10aLF, the right front drive steering module 10aRF, the left rear drive steering module 10aLB, and the right rear drive steering module 10aRB is used in place of the drive steering module 10a, the drive steering module 10b and the steering module 10. It may be changed to a drive module having no steering function, a caster having no steering function and a driving function, or a fixed wheel whose direction does not change due to an external force.

(Other embodiments)
The embodiments and variations in which at least one of the description and the illustration is made in the present specification is for facilitating the understanding of the present disclosure and does not limit the idea of the present disclosure. The above embodiments and modifications can be changed or improved without departing from the spirit of the present invention.

The gist is an equal element, modification, deletion, combination (eg, combination of features across embodiments and variants), improvement, modification that can be recognized by one of ordinary skill in the art based on the embodiments disclosed herein. Including. The limitations of the claims should be broadly construed based on the terms used in the claims and are limited to the embodiments and variations described herein or in the process of the present application. Should not be done. Such embodiments and variations should be construed as non-exclusive. For example, in the present specification, the terms "preferably" and "good" are non-exclusive and are "preferable but not limited to" and "good but not limited thereto". It means "no".

1 Vehicle 2 Steering module 3 Body 6 Steering shaft 7 Bracket 7a Contact

Claims

A bracket for a steering module that includes a contact area that is in contact with and fixed to the vehicle body.
The direction of travel of the wheels, including the wheels and tires, attached to the steering module is the front-rear direction, the direction parallel to the rotation axis of the wheels is the left-right direction, and the direction orthogonal to both the front-rear direction and the left-right direction is the up-down direction. Define and
Looking downward, the distance in the left-right direction between the steering center point, which is the intersection of the upper end of the steering shaft portion of the steering module and the steering axis, and the tire on the wheel is defined as the tire-steering center point distance. And
The maximum distance at which the maximum distance between the steering center point and the outer line of the contact portion when viewed downward is defined as the steering center point-maximum distance of the contact portion.
The maximum length of the contact portion in the direction orthogonal to the vertical direction when viewed downward is defined as the maximum length of the contact portion.
The bracket
Used in steering modules configured to have a tire-steering center point distance.
The feature is that the maximum length of the contact portion is larger than the tire-steering center point distance, and the steering center point-contact portion maximum distance is formed to be larger than the tire-steering center point distance. To do.
The bracket according to claim 1.
The maximum length of the contact portion in the front-rear direction when viewed downward is defined as the maximum front-rear length of the contact portion.
When viewed in the forward direction, the maximum length of the contact portion in the vertical direction is defined as the maximum vertical length of the contact portion.
The maximum length of the contact portion in the left-right direction when viewed downward is defined as the maximum left-right length of the contact portion.
The bracket
The wheel around the steering axis so that the maximum length of the contact portion is the maximum front-rear length of the contact portion or the maximum left-right length of the contact portion within an angle range in which the wheel can be steered around the steering axis. When the relative positional relationship between and the contact portion is set,
The maximum front-rear length of the contact portion or the maximum left-right length of the contact portion is larger than the tire-steering center point distance, and the steering center point-contact portion maximum distance is larger than the tire-steering center point distance. Is formed in.
The bracket according to claim 2.
A bracket that satisfies the following (1) or (2).
(1) When the maximum front-rear length of the contact portion or the maximum left-right length of the contact portion is smaller than the tire-steering center point distance, the maximum vertical length of the contact portion is formed to be larger than the tire-steering center point distance. Will be done.
(2) Both the maximum front-rear length of the contact portion and the maximum left-right length of the contact portion are formed so as to be larger than the tire-steering center point distance.
The bracket according to claim 2 or 3, further
Includes a connecting portion that connects the contact portion and the steering shaft portion.
A bracket formed so that the left-right distance between the connecting portion and the tire when viewed downward is larger than the tire-steering center point distance.
The bracket according to any one of claims 2-4.
A bracket formed so that the maximum vertical length of the connecting portion, which is the maximum length from the upper end position to the lower end position of the connecting portion in a plane orthogonal to the left-right direction, is larger than the tire-steering center point distance.
The bracket according to any one of claims 1-5, and
At least a steering shaft portion including a steering shaft vehicle side portion connected to the bracket and a steering shaft wheel side portion fixed to the wheel to which the tire is attached among the wheels.
A steering module with a bracket, which is configured not to include the tire and the wheel.
The steering module with a bracket according to claim 6, further
A swing body portion supported by the steering shaft portion so as to swing with respect to the steering shaft portion,
A steering motor unit for steering the wheels by applying a torque for swinging the swing main body to the steering shaft portion is provided.
The steering motor unit is a steering module with a bracket, which is configured to apply a torque for maintaining a straight running state of the wheels to the steering shaft portion.
The bracketed steering module according to claim 6 or 7.
A swing lock state that mechanically locks the swing body portion from swinging with respect to the steering shaft portion, and a swing that allows the swing body portion to swing with respect to the steering shaft portion. Steering module with bracket equipped with a swing lock mechanism that switches between the dynamic lock release state.
The steering module with a bracket according to any one of claims 6-8.
A steering module with a bracket in which at least a part of the steering shaft portion overlaps with the wheels when viewed in the left-right direction.
The steering module with a bracket according to any one of claims 6-9.
A steering module with a bracket in which at least a part of the steering motor unit overlaps with the wheels when viewed in the left-right direction.
The steering module with a bracket according to any one of claims 6-10.
At least a part of the steering motor unit is a steering module with a bracket, which is arranged in the wheel.
A vehicle body that supports a steering module with a first bracket and a steering module with a second bracket, each of which is a steering module with a bracket according to any one of claims 6-11.
When viewed downward from the vehicle body, the first fixing portion to which the steering module with the first bracket is fixed and the second fixing portion to which the steering module with the second bracket is fixed are formed at line-symmetrical positions. A car body characterized by that.
A steering module with a first bracket, a steering module with a second bracket, a steering module with a third bracket, and a steering module with a fourth bracket, each of which is a steering module with a bracket according to any one of claims 6-11. It ’s a supporting car body,
When viewed downward from the vehicle body, the first fixing portion to which the steering module with the first bracket is fixed is the left front portion of the vehicle body, and the second fixing portion to which the steering module with the second bracket is fixed is the vehicle body. The third fixing part to which the steering module with the third bracket is fixed is to the left rear part of the vehicle body, and the fourth fixing part to which the steering module with the fourth bracket is fixed is to the right rear part of the vehicle body. Placed,
When viewed downward from the vehicle body, the rotation axis of the wheel attached to the steering module with the first bracket and the rotation axis of the wheel attached to the steering module with the fourth bracket are aligned with each other. The 1 fixed portion and the 4th fixed portion are formed, and the rotation axis of the wheel attached to the steering module with the second bracket and the rotation axis of the wheel attached to the steering module with the third bracket are the same. A vehicle body characterized in that the second fixed portion and the third fixed portion are formed so as to be in a straight line.
A vehicle including a steering module with a first bracket and a steering module with a second bracket, each of which is a steering module with a bracket according to any one of claims 6-11.
The steering module with a first bracket and the steering module with a second bracket are vehicles characterized in that the bracket members are formed in the same shape and the steering shaft portion is formed in the same shape.
A steering module with a first bracket, a steering module with a second bracket, a steering module with a third bracket, and a steering module with a fourth bracket, each of which is a steering module with a bracket according to any one of claims 6-11. It ’s a vehicle that has
When viewed downward from the vehicle, the steering module with the first bracket is on the left front part of the vehicle, the steering module with the second bracket is on the right front part of the vehicle, and the steering module with the third bracket is on the vehicle. At the rear left, the steering module with the fourth bracket is located at the rear right of the vehicle.
In the steering module with the first bracket, the steering module with the second bracket, the steering module with the third bracket, and the steering module with the fourth bracket, the bracket members are formed in the same shape, and the steering shaft portion is formed. A vehicle characterized by being formed in the same shape.