Traveling unit

Abstract

To provide a traveling unit that is able to restrict a manufacturing cost and a maintenance frequency with a simple configuration and has a high degree of freedom in the layout of a device.SOLUTION: A traveling unit has wheels 113 provided on a pair of right and left swing arms 112 provided so as to be swingable about swing shafts 111. A swing transmission part has a first swing rotating body 121 that rotates in conjunction with one swing arm 112 and a second swing rotating body 122 that rotates in conjunction with the other swing arm 112. A first transmission rotating body 123 to which rotation is transmitted via the first swing rotating body 121 and a first transmission teeth body 126, and a second transmission rotating body 124 to which rotation is transmitted via the second swing rotating body 122 and a second transmission teeth body 127 are connected by an interlocking shaft 125. The first swing rotating body 121 and the second swing rotating body 122 are configured such that rotation thereof can be interlocked in opposite directions, and the traveling unit has a rotation preventing mechanism that prevents rotational movement of the interlocking shaft 125.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traveling unit having a main body, a swing transmission part connected to the main body, a pair of left and right swing arms mounted on the swing transmission part so as to be swingable around a swing axis, and wheels mounted on each of the swing arms. [Background technology]

[0002] BACKGROUND ART Conventionally, a traveling unit having a main body, a pair of left and right swing arms swingably mounted around a swing axis, and wheels mounted on each swing arm is known, for example from Patent Document 1. A multi-wheeled vehicle 1 equipped with the running unit described in Patent Document 1 has a main body (frame 2), a pair of left and right swing arms (swing arms 4L, 4R) that are swingable around a swing axis (support axis portion 3A) relative to the main body (frame 2), and wheels (5L, 5R) respectively attached to the swing arms (swing arms 4L, 4R). The swing axis (support axis portion 3A) is provided with approximately fan-shaped tilting members 17L, 17R, and the arc surface portions 21 of each of the tilting members 17L, 17R are connected to a balance-shaped or pulley-shaped direction-changing member 19 by string-shaped bodies 20. This allows the tilting members 17L, 17R to be linked together, and when one of the wheels (5L, 5R) is pushed up by force from the road surface via the swing shaft (support shaft portion 3A) and the swing arms (4L, 4R), the other wheel (5L, 5R) can be pushed down toward the road surface, and when turning or changing direction, or when driving on a sideways inclined road, the wheels (5L, 5R) can be freely tilted together with the vehicle body while maintaining equal ground pressure on the wheels (5L, 5R). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4567813 Summary of the Invention [Problem to be solved by the invention]

[0004] However, there is still room for improvement in the propulsion units known from the above patent documents and the like. In other words, the traveling unit known from Patent Document 1 and elsewhere is configured to link a pair of left and right wheels alternately up and down using a direction-changing member, a tilting member, and a string-like body, but the swinging and linking are always possible and cannot be stopped. Therefore, when the vehicle is traveling at a low speed, such as when starting, the vehicle body may become unstable in the roll direction due to the rocking motion. Furthermore, even when the vehicle is stopped, the vehicle body cannot be balanced due to the constant rocking motion and the linkage between the left and right sides, which may make it impossible for the vehicle body to stand on its own.

[0005] The present invention aims to solve these problems and to provide a propulsion unit that can be switched between a swingable state and a swing-stopped state with a simple configuration and has high running stability. [Means for solving the problem]

[0006] The traveling unit of the present invention is a traveling unit having a main body, a swing transmission part connected to the main body, a pair of left and right swing arms that are arranged on the swing transmission part so that they can swing around a swing axis, and wheels that are arranged on each of the swing arms, wherein the swing transmission part has a first swing rotor that rotates in conjunction with the swing of one of the swing arms, a second swing rotor that rotates in conjunction with the swing of the other swing arm, a first transmission rotor that transmits rotation via the first swing rotor and a first transmission wire, and a second transmission rotor that transmits rotation via the second swing rotor and a second transmission wire, wherein the first transmission rotor and the second transmission rotor are connected by an interlocking shaft that links their rotating shafts, and the first swing rotor and the second swing rotor are configured so that their rotations can be interlocked in opposite directions, and the traveling unit has a rotation suppression mechanism that suppresses the rotational movement of the interlocking shaft, thereby solving the above-mentioned problems. [Effects of the Invention]

[0007] According to the inventions of claims 1 and 9, the swing transmission unit has a first swing rotor that rotates in conjunction with the swing of one swing arm, a second swing rotor that rotates in conjunction with the swing of the other swing arm, a first transmission rotor that transmits rotation via the first swing rotor and the first transmission wire, and a second transmission rotor that transmits rotation via the second swing rotor and the second transmission wire; the first transmission rotor and the second transmission rotor are connected by an interlocking shaft that links their respective rotation axes, and the first swing rotor and the second swing rotor are configured so that their rotations can be interlocked in opposite directions.Therefore, for example, when one wheel swings upward due to road surface conditions, the swing transmission unit can swing the other swing arm downward in conjunction with the swing of one swing arm, causing the other wheel to swing downward.

[0008] Conversely, when only the other wheel swings upward, the swing transmission unit can link the other wheel to swing downward. This allows the swing transmission unit to change the height of the pair of left and right wheels depending on the left and right tilt of the vehicle body, the unevenness of the road surface, and the condition of the slope, ensuring that both left and right wheels are firmly in contact with the ground and improving driving stability.

[0009] Furthermore, by providing a rotation suppression mechanism that suppresses the rotational movement of the interlocking shaft, it is possible to arbitrarily switch between a state in which the interlocking shaft rotates and a state in which the rotational movement is suppressed. As a result, for example, when the rotational movement of the interlocking shaft is restricted, the rocking of the other wheel via the interlocking shaft is restricted. This ensures vehicle stability by suppressing the swaying of the left and right wheels when driving at low speeds, such as when starting off, thereby reducing vehicle wobble, while at the same time releasing the inhibition of linkage and allowing the wheels to sway when the vehicle speed increases and stabilizes, making it possible to adjust the linkage between the left and right wheels appropriately depending on the driving situation and road surface conditions. Furthermore, by placing the swing shaft, interlocking shaft, and rotation suppression mechanism close to each other, the configuration for interlocking the left and right wheels in the swing direction and the mechanism for suppressing interlocking can be consolidated, thereby saving space and improving the layout freedom of the traveling unit.

[0010] According to the configuration described in claim 2, the rotation suppression mechanism has a transmission rotation suppression member that rotates coaxially with the interlocking shaft, and a transmission rotation control member that controls the rotation of the transmission rotation suppression member.The transmission rotation suppression member and the transmission rotation control member are configured to be engageable with each other, so that the rotational movement of the interlocking shaft can be reliably stopped, improving vehicle stability during low-speed driving and enabling the vehicle to stand on its own when stopped. According to the configuration described in claim 3, the transmission rotation suppression member has a recess on its outer peripheral surface, and the transmission rotation control member includes a lever having a protrusion that can enter the recess, thereby making it possible to achieve locking near the interlocking shaft with a simple and lightweight configuration. In addition, the rotating body having a recess on its outer circumferential surface may be used as a clutch gear, and only the portion into which the convex portion of the lever enters may be formed into a sector shape, thereby reducing the weight of the rotation suppressing member and reducing the storage space. Furthermore, by using a lever as the transmission rotation control member, the power required for engagement can be transmitted from a direction other than the engagement direction with respect to the interlocking shaft, thereby improving the degree of freedom in layout of the traveling unit.

[0011] According to the configuration described in claim 4, the transmission rotation suppression member has a hole portion on its outer peripheral surface, and the transmission rotation control member includes a pin that can enter the hole portion, thereby making it possible to achieve locking near the interlocking shaft with a simple and lightweight configuration. Furthermore, the rotating body having the hole on the outer circumferential surface may be formed in a sector shape only in the portion where the pin enters, thereby reducing the weight of the rotation restricting member and the storage space required. According to the configuration of claim 5, the transmission rotation control member includes a solenoid unit and a biasing member, so that the engagement between the transmission rotation suppression member and the transmission rotation control member can be electrically controlled.

[0012] According to the configuration of claim 6, the first transmission wire body is composed of an ended chain having one end connected to the first oscillating rotor and the other end connected to the first transmission rotor, and the second transmission wire body is composed of an ended chain having one end connected to the second oscillating rotor and the other end connected to the second transmission rotor.This means that the first transmission rotor, first oscillating rotor, second transmission rotor, and second oscillating rotor act as sprockets to reliably transmit rotation, and each sprocket can be formed into a fan shape only in the area that meshes with the ended chain, which reduces the weight of the oscillating transmission unit and reduces the storage space required. According to the configuration described in claim 7, the oscillating transmission part has a third oscillating rotor that is adjacent to the first oscillating rotor in the axial direction and rotates integrally therewith, a fourth oscillating rotor that is adjacent to the second oscillating rotor in the axial direction and rotates integrally therewith, a third transmission rotor that transmits rotation via the third oscillating rotor and the third transmission wire, and a fourth transmission rotor that transmits rotation via the fourth oscillating rotor and the fourth transmission wire, the third transmission rotor and the fourth transmission rotor being connected by an interlocking shaft, the third transmission wire being configured to transmit rotation due to tension in the opposite direction to the first transmission wire, and the fourth transmission wire being configured to transmit rotation due to tension in the opposite direction to the second transmission wire.As a result, the transmission wires will not slacken with any movement of the oscillating arms, and for example, even if the main body is lifted and both wheels are lifted off the ground, both oscillating arms will reliably interlock in opposite directions without swinging downward together.

[0013] According to the configuration described in claim 8, the third transmission wire body is composed of an ended chain having one end connected to the third oscillating rotor and the other end connected to the third transmission rotor, and the fourth transmission wire body is composed of an ended chain having one end connected to the fourth oscillating rotor and the other end connected to the second transmission rotor.As a result, the third transmission rotor, the third oscillating rotor, the fourth transmission rotor, and the fourth oscillating rotor act as sprockets, allowing for reliable transmission of rotation, and each sprocket can be formed into a fan shape only in the area that meshes with the ended chain, which reduces the weight of the oscillating transmission unit and reduces the storage space. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a perspective view of a propulsion unit 100 according to a first embodiment of the present invention. [Figure 2] 1 is a top view of a propulsion unit 100 according to a first embodiment of the present invention. [Figure 3] 1 is a front view of a propulsion unit 100 according to a first embodiment of the present invention. [Figure 4] 1 is a perspective view of a propulsion unit 100 according to a first embodiment of the present invention, viewed from below. [Figure 5] 3 is an enlarged explanatory view of a swing transmission part 120 of the propulsion unit 100 according to the first embodiment of the present invention, seen from the rear. FIG. [Figure 6] 2 is an enlarged explanatory front view of a swing transmission part 120 of the propulsion unit 100 according to the first embodiment of the present invention. FIG. [Figure 7] 3 is a perspective view of a cross-sectional view of a rotation suppression mechanism 140 of the traveling unit 100 according to the first embodiment of the present invention. FIG. [Figure 8] 3 is a cross-sectional view of a rotation suppression mechanism 140 of the propulsion unit 100 according to the first embodiment of the present invention. FIG. [Figure 9] FIG. 10 is an enlarged explanatory front view of a swing transmission part 120b of a propulsion unit 100b according to a second embodiment of the present invention. [Figure 10] FIG. 10 is a perspective view of a cross-sectional view of a rotation suppression mechanism 140b of a propulsion unit 100b according to a second embodiment of the present invention. [Figure 11] FIG. 10 is a cross-sectional view of a rotation suppression mechanism 140b of a propulsion unit 100b according to a second embodiment of the present invention. [Figure 12] FIG. [Figure 13] FIG. 10 is an explanatory diagram showing the state of the first wheel 113L side when the first wheel 113L of the present invention swings upward. [Figure 14] FIG. 11 is an explanatory diagram showing the state of the second wheel 113R side when the first wheel 113L of the present invention swings upward. [Figure 15] FIG. 10 is an enlarged explanatory view of a swing transmission part 120c of a propulsion unit 100c according to a third embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] A propulsion unit 100 according to a first embodiment of the present invention will be described below with reference to the drawings. Since other components of the traveling vehicle other than the traveling unit 100 are not shown in the illustration, the main body 110 is shown divided into left and right halves, but in reality they are connected by other components not shown, and the left and right main body parts 110 are integrated so that the relative positions of the oscillating shaft 111 (first oscillating shaft 111R, second oscillating shaft 111L) and the interlocking shaft 125 are fixed. As shown in Figures 1 to 4, the traveling unit 100 according to the first embodiment of the present invention has a main body 110, a swing transmission unit 120 connected to the main body 110, a pair of left and right swing arms 112 (first swing arm 112R, second swing arm 112L) swingably mounted on the swing transmission unit 120 around a swing axis 111 (first swing axis 111R, second swing axis 111L), wheels 113 (first wheel 113R, second wheel 113L) rotatably connected to the swing arms 112 by respective rotation axes 114 (first rotation axis 114R, second rotation axis 114L), and a rotation suppression mechanism 140.

[0016] The swing transmission part 120 has a first swing sprocket 121 which is a first swing rotating body connected to the first swing arm 112R by the first swing shaft 111R, a second swing sprocket 122 which is a second swing rotating body connected to the second swing arm 112L by the second swing shaft 111L, a first transmission sprocket 123 which is a first transmission rotating body that transmits rotation via the first swing sprocket 121 and the first transmission member, the first chain 126, and a second transmission sprocket 124 which is a second transmission rotating body that transmits rotation via the second swing sprocket 122 and the second transmission member, the second chain 127. The first transmission sprocket 123 and the second transmission sprocket 124 are connected by a linking shaft 125 that couples their respective rotation shafts.

[0017] The first chain 126 has both ends fixed to the first swing sprocket 121 and the first transmission sprocket 123 , and is looped between the lower side of the first swing sprocket 121 and the lower side of the first transmission sprocket 123 . The second chain 127 has both ends fixed to the second swing sprocket 122 and the second transmission sprocket 124 , and is looped between the lower side of the second swing sprocket 122 and the upper side of the second transmission sprocket 124 . This allows the first oscillating sprocket 121 and the second oscillating sprocket 122 to rotate in opposite directions in conjunction with each other.

[0018] The rotation suppression mechanism 140 has a clutch gear 141 which is a transmission rotation suppression member, a lever 142 which is a transmission rotation control member, a solenoid unit 143, a biasing member 144, a lever shaft 145, a bearing 146, a lever stay 147, a plunger 148, and a biasing member support part 149. The clutch gear 141 is fixed to the interlocking shaft 125 so as to perform the same rotational movement as the interlocking shaft 125 . The lever stay 147 is fixed to the main body 110 , and the lever 142 , the biasing member 144 , and the bearing 146 are fastened together to the lever stay 147 by a lever shaft 145 .

[0019] Alternatively, a torsion spring may be used for the biasing member 144. In this case, the lever 142 is pressed by a pressing arm extending from one end of the biasing member 144, and the supported arm extending from the other end is supported by the biasing member support part 149. This allows the lever 142 to pivot smoothly around the axis of the lever shaft 145, and the biasing member 144 ensures that the lever 142 is always biased around the axis of the lever shaft 145. Furthermore, the lever stay 147 is fixed at a position where the lever 142 faces the clutch gear 141 so that the convex portion of the lever 142 engages with the concave portion of the clutch gear 141 when the lever 142 pivots around the axis of the lever shaft 145. The solenoid unit 143 has a plunger 148, and is fixed to the main body 110 so that the tip of the plunger 148 at the end of the lever 142 abuts against it when not excited.

[0020] Next, the interlocking operation of the first wheel 113R and the second wheel 113L by the propulsion unit 100 according to the first embodiment of the present invention will be described with reference to FIGS. First, as shown in FIG. 13, while traveling on a flat surface FG, when the second wheel 113L of the traveling unit 100 moves from the flat surface FG onto a convex surface TG, the second swing arm 112L swings upward around the second swing shaft 111L. At this time, the second oscillating sprocket 122 connected to the second oscillating arm 112L by the second oscillating shaft 111L also rotates, and since the second chain 127 is wound in opposite directions around the second transmission sprocket 124 and the second oscillating sprocket 122, the second transmission sprocket 124 rotates in the opposite direction to the second oscillating sprocket 122.

[0021] Furthermore, since the first transmission sprocket 123 and the second transmission sprocket are connected by an interlocking shaft 125 that connects their respective rotation shafts, the first transmission sprocket 123 rotates in the same direction as the second transmission sprocket . Since the first chain 126 is wound around the first transmission sprocket 123 and the first oscillating sprocket 121 in the forward direction, the first oscillating sprocket 121 rotates in the same direction as the first transmission sprocket 123 and rotates in the opposite direction to the second oscillating sprocket 122. As a result, the first swing arm 112R connected to the first swing sprocket 121 by the first swing shaft 111R swings downward, and the first wheel 113R comes into contact with the flat surface FG. As the traveling vehicle moves further and the second wheel 113L moves from the convex surface TG onto the flat surface FG, the second wheel 113L loses the force to swing upward and begins to swing downward together with the second swing arm 112L due to its own weight. Meanwhile, the first wheel 113R remains in contact with the flat surface FG and swings upward together with the first swing arm 112R as viewed from the first swing shaft 111R, so that the rotation axes 114 of the pair of left and right wheels 113 are positioned in a straight line and come into contact with the flat surface FG.

[0022] In this way, the pair of left and right wheels 113 are configured to swing in opposite directions in unison, so even if one wheel 113 runs over a step or the like, the other wheel 113 can be placed on the ground without the main body 110 tilting significantly, thereby improving running stability. Furthermore, the interlocking relationship between the first wheel 113R and the second wheel 113L naturally operates such that when only the first wheel 113R swings upward, the second wheel 113L also swings downward. Furthermore, even if the vehicle body tilts when the vehicle is turning a curve, both the first wheel 113R and the second wheel 113L can contact the ground, thereby improving running stability. Furthermore, each sprocket around which the first chain 126 and the second chain 127 having ends are wound may be missing some or all of its outer teeth, as long as the ends of the chains are fixed and capable of transmitting a force in the pulling direction. Furthermore, the first chain 126 wound in the forward direction may be formed in an endless shape and wound around the entire circumference.

[0023] Next, the rotation suppression operation and rotation suppression release operation of the rotation suppression mechanism 140 in the propulsion unit 100 according to the first embodiment of the present invention will be described with reference to FIGS. First, when the first swing arm 112R and the second swing arm 112L are not swinging together, such as when the first wheel 113R and the second wheel 113L are both in contact with a flat surface, the biasing member 144 biases the lever 142 in the direction of releasing the lock, so the rotational movement of the interlocking shaft is not restricted and the left and right wheels can be linked in opposite directions via the interlocking shaft. When the solenoid unit 143 is de-energized, the plunger 148 moves linearly and the tip of the plunger 148 abuts against the tip of the lever 142 . Then, the torque applied by the biasing member 144 to the lever 142 in the direction of unlocking is exceeded, and the plunger 148 continues to move forward, causing the lever 142 to pivot about the axis of the lever shaft 145 . As a result, the convex portion of the lever 142 enters the concave portion of the clutch gear 141 , and the clutch gear 141 is locked by the lever 142 .

[0024] In this state, even if the interlocking shaft 125 attempts to rotate due to the interlocking of the left and right wheels, the clutch gear 141 is locked by the lever 142, and the clutch gear 141 and the interlocking shaft 125 are fixed coaxially, so the rotational movement of the interlocking shaft 125 can be stopped. At this time, the pair of left and right wheels 113 cannot swing in opposite directions in unison, so neither wheel can swing, and for example, when the vehicle is stopped, the vehicle body can maintain a balanced state and stand on its own. In addition, when the vehicle is traveling at low speeds, such as when starting off and the balance of the vehicle is easily lost, the interlocking is suppressed to reduce wobbling, ensuring the stability of the vehicle body, while when the speed increases and the vehicle becomes stable, the interlocking is removed, making it possible to switch the interlocking state of the left and right wheels depending on the driving conditions and road surface conditions.

[0025] Next, the rotation restriction release operation of the rotation restriction mechanism 140 will be described. When the solenoid unit 143 is excited while the rotational movement of the interlocking shaft is restrained by the rotation restraining operation, the plunger 148 is attracted to the solenoid unit 143 side. At this time, the lever 142 is biased in the unlocking direction by the biasing member 144, so that the lever 142 pivots around the axis of the lever shaft 145 in the unlocking direction in accordance with the attraction, and the clutch gear 141 is unlocked. In this state, even if the interlocking shaft 125 rotates, the convex portion of the lever 142 and the concave portion of the clutch gear 141 do not interfere with each other, so the left and right wheels can be freely interlocked.

[0026] The solenoid unit 143 may be switched between the excited state and the non-excited state automatically in accordance with the vehicle's traveling speed, or may be manually operated by the driver of the vehicle. Furthermore, the roles of the solenoid unit 143 and the biasing member 144 may be reversed. For example, the biasing member 144 may bias the lever 142 in the direction of engaging with the clutch gear 141, and conversely, the solenoid unit 143 may pivot the lever 142 in the direction of disengaging the clutch gear 141 from the lever 142. Alternatively, the lever 142 may have a recess and the clutch gear 141 may have a protrusion.

[0027] Next, a traveling unit 100b according to a second embodiment of the present invention will be described with reference to the drawings. As in the first embodiment, other components of the traveling vehicle other than the traveling unit 100b are not shown. As shown in FIGS. 9 to 11, a propulsion unit 100b according to a second embodiment of the present invention has a rotation suppression mechanism 140b, and is identical in configuration to the propulsion unit 100 except for the rotation suppression mechanism 140b.

[0028] The rotation suppression mechanism 140b has a shaft collar 151 which is a transmission rotation suppression member, a solenoid unit 143b which is a transmission rotation control member, a biasing member 144b, a plunger 148b, a biasing member support part 149b, a pin 152, and a pin stay 153. The shaft collar 151 is fixed to the interlocking shaft 125 so as to perform the same rotational movement as the interlocking shaft 125 . The shaft collar 151 is provided with a hole extending from its surface toward the central axis, into which the pin 152 can enter. The pin stay 153 is fixed to the main body 110 and is provided with holes through which the pins 152 are inserted. The pins 152 are inserted into the holes provided in the pin stay 153 . The biasing member 144b has one end fixed to the biasing member support part 149b, and the other end abutted against a pin stay 153, inside which a pin 152 is arranged. The biasing member support part 149b is fixed to one end of the biasing member 144b, and a pin 152 is press-fitted into the biasing member support part 149b. The solenoid unit 143b has a plunger 148b, and is fixed to the main body 110 so that the tip of the plunger 148b abuts against the end of the pin 152 when not excited.

[0029] Next, the rotation restraining operation and rotation restraint releasing operation of the rotation restraining mechanism 140b in the propulsion unit 100b according to the second embodiment of the present invention will be described with reference to FIGS. First, when the first wheel 113R and the second wheel 113L are both in contact with a flat surface, and the first swinging arm 112R and the second swinging arm 112L are not both swinging, the biasing member 144b biases the pin 152 in the direction of releasing the lock, so the rotational movement of the interlocking shaft is not restricted, and the left and right wheels can be interlocked in opposite directions via the interlocking shaft. When the solenoid unit 143b is de-energized, the plunger 148b moves linearly and the tip of the plunger 148b abuts against the tip of the pin 152. Then, the torque applied by the biasing member 144b to the pin 152 in the direction of unlocking is exceeded, and the plunger 148b continues to move forward, causing the pin 152 to move linearly. As a result, the pin 152 enters the hole in the shaft collar 151 , and the shaft collar 151 is locked by the pin 152 .

[0030] In this state, even if the interlocking shaft 125 tries to rotate due to the interlocking of the left and right wheels, the clutch gear 141 is locked by the lever 142, and the clutch gear 141 and the interlocking shaft 125 are fixed coaxially, so the rotational movement of the interlocking shaft 125 can be stopped. In this case, the pair of left and right wheels 113 cannot swing in opposite directions in unison, so that when the vehicle is stopped, for example, the vehicle body can be kept in a balanced state and stand on its own. In addition, when the vehicle is traveling at low speeds, such as when starting off and the balance of the vehicle is easily lost, the interlocking is suppressed to reduce wobbling, ensuring the stability of the vehicle body, while when the speed increases and the vehicle becomes stable, the interlocking is removed, making it possible to switch the interlocking state of the left and right wheels depending on the driving conditions and road surface conditions.

[0031] Next, the rotation restriction release operation of the rotation restriction mechanism 140b will be described. When the solenoid unit 143b is in an excited state while the rotational movement of the interlocking shaft is restrained by the rotation restraining operation, the plunger 148b is attracted to the solenoid unit 143b side. At this time, the pin 152 is biased in the direction of unlocking by the biasing member 144b via the biasing member support part 149b, so that the pin 152 moves linearly in the opposite direction to the shaft collar 151 in accordance with the suction, and the shaft collar 151 is unlocked. In this state, even if the interlocking shaft 125 rotates, the pin 152 and the hole of the shaft collar 151 do not interfere with each other, so the left and right wheels can move freely in interlocking motion.

[0032] Also, similar to the first embodiment, the switching between the excited state and the non-excited state of the solenoid unit 143b may be performed automatically depending on the vehicle's traveling speed, or may be manually operated by the vehicle driver. In addition, the roles of solenoid unit 143b and biasing member 144b may be reversed. For example, biasing member 144b may bias pin 152 in the direction of entering shaft collar 151, and conversely, solenoid unit 143b and pin 152 may be connected, and solenoid unit 143b may move pin 152 in a linear direction opposite to the direction of entering shaft collar 151. Alternatively, the shaft collar 151 may have a recess and the pin 152 may have a protrusion.

[0033] Next, a propelling unit 100c according to a third embodiment of the present invention will be described with reference to the drawings. As shown in Figure 15, the traveling unit 100c according to the third embodiment of the present invention has a configuration similar to that of the first embodiment, as well as a third oscillating sprocket 131 which is a third oscillating rotating body that is axially adjacent to the first oscillating sprocket 121 and rotates integrally therewith, a fourth oscillating sprocket 132 which is a fourth oscillating rotating body that is axially adjacent to the second oscillating sprocket 122 and rotates integrally therewith, a third transmission sprocket 133 which transmits rotation via the third oscillating sprocket 131 and a third transmission body, a third chain 136, and a fourth transmission sprocket 134 which transmits rotation via the fourth oscillating sprocket 132 and a fourth transmission body, a fourth chain 137. In FIG. 15, the rotation suppression mechanism 140 is not shown. The first transmission sprocket 123, the second transmission sprocket 124, the third transmission sprocket 133, and the fourth transmission sprocket 134 are connected by a linking shaft 125 that connects the rotation shafts of each of the sprockets.

[0034] As in the first embodiment, both ends of the first chain 126 are fixed to the first oscillating sprocket 121 and the first transmission sprocket 123, and the first chain 126 is looped between the lower side of the first oscillating sprocket 121 and the lower side of the first transmission sprocket 123. As in the first embodiment, the second chain 127 has both ends fixed to the second oscillating sprocket 122 and the second transmission sprocket 124, and is looped between the lower side of the second oscillating sprocket 122 and the upper side of the second transmission sprocket 124.

[0035] Furthermore, in this embodiment, the third chain 136 has both ends fixed to the third oscillating sprocket 131 and the third transmission sprocket 133, and is looped between the upper side of the third oscillating sprocket 131 and the upper side of the third transmission sprocket 133. The fourth chain 137 has both ends fixed to the fourth oscillating sprocket 132 and the fourth transmission sprocket 134 , and is looped between the upper side of the fourth oscillating sprocket 132 and the lower side of the fourth transmission sprocket 134 . This allows the third oscillating sprocket 131 and the fourth oscillating sprocket 132 to rotate in opposite directions in conjunction with each other, just like the first oscillating sprocket 121 and the second oscillating sprocket 122, and even when the main body 100b is lifted and both wheels 113 (first wheel 113R, second wheel 113L) are lifted off the ground, both oscillating arms 112 (first oscillating arm 112R, second oscillating arm 112L) are reliably interlocked in opposite directions without swinging downward together. In addition, in the configuration of the propulsion unit 100c according to the third embodiment, the rotation suppression mechanism 140 may be replaced with a rotation suppression mechanism 140b.

[0036] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design modifications can be made without departing from the present invention as set forth in the claims. The propulsion unit according to the present invention can be used in a variety of vehicles that can run on wheels, such as vehicles equipped with engines, electric motors, etc., human-powered bicycles, and dollies for carrying luggage. In addition, in the above-described embodiment, the wheels of the running unit are described as functioning as the rear wheels of the running vehicle, but the configuration of the running unit is not limited to this, and may be attached so as to function as the front wheels of the running vehicle, for example. Furthermore, in the above-described embodiment, the transmission member is configured as a chain, but the transmission member may be a band-like member such as a belt or a linear member such as a rope. The transmission member may be a rigid body such as a rod, and each rotating member may be a lever. In addition, in the above embodiment, a solenoid is used as the transmission rotation control member, but other driving means may be used, or it may be manually switched, or it may be configured to be remotely operable via a wire or the like from a driving source, including a manual one. [Explanation of symbols]

[0037] 100 ··· Travel unit 110 Frame member (main body) 111 ··· Oscillating shaft 112 ... swinging arm 113...wheel 114 Rotational axis 120 ··· Swing transmission part 121 First oscillating sprocket (first oscillating rotor) 122 Second oscillating sprocket (second oscillating rotor) 123 First transmission sprocket (first transmission rotor) 124 Second transmission sprocket (second transmission rotor) 125 ··· Interlocking shaft 126 First Chain (First Transmission Body) 127 Second Chain (Second Transmission Body) 131 Third oscillating sprocket (third oscillating rotor) 132 Fourth oscillating sprocket (fourth oscillating rotor) 133 Third transmission sprocket (third transmission rotor) 134 Fourth transmission sprocket (fourth transmission rotor) 136 Third Chain (Third Transmission Body) 137 4th Chain (4th Transmission Body) 140 Rotation suppression mechanism 141 Clutch gear (transmission rotation suppression member) 142 Lever (transmission rotation control member) 143 Solenoid unit (transmission rotation control member) 144 ··· Urging member (transmission rotation control member) 145 Lever shaft (transmission rotation control member) 146 Bearing (transmission rotation control member) 147 Lever stay (transmission rotation control member) 148 Plunger (transmission rotation control member) 149 ··· Urging member support part (transmission rotation control member) 151 Shaft collar (transmission rotation suppression member) 152 Pin (transmission rotation control member) 153 Pin stay (transmission rotation control member) FG...Flat surface TG...Convex surface

Claims

1. A traveling unit having a main body, a swing transmission part provided on the main body, a pair of left and right swing arms provided on the swing transmission part so as to be swingable around a swing axis, and wheels provided on each of the swing arms, The swing transmission unit has a first swing rotor that rotates in conjunction with the swing of one of the swing arms, a second swing rotor that rotates in conjunction with the swing of the other swing arm, a first transmission rotor that transmits rotation via the first swing rotor and a first transmission wire, and a second transmission rotor that transmits rotation via the second swing rotor and a second transmission wire, The first transmission rotor and the second transmission rotor are connected by a linking shaft that links their respective rotation shafts, The first oscillating rotor and the second oscillating rotor are configured to be interlocked so that their rotations are in opposite directions, A traveling unit characterized by having a rotation suppression mechanism that suppresses rotational movement of the interlocking shaft.

2. the rotation suppression mechanism includes a transmission rotation suppression member that is coaxial with the interlocking shaft and rotates integrally therewith, and a transmission rotation control member that controls rotation of the transmission rotation suppression member, 2. The propulsion unit according to claim 1, wherein the transmission rotation suppressing member and the transmission rotation controlling member are configured to be able to be locked together.

3. the transmission rotation suppression member has a recess on an outer circumferential surface, 3. The propulsion unit according to claim 2, wherein the transmission rotation control member includes a lever having a protrusion that can enter the recess.

4. the transmission rotation suppression member has a hole on an outer circumferential surface, The propulsion unit according to claim 2, wherein the transmission rotation control member includes a pin that can enter the hole.

5. 3. The propulsion unit according to claim 2, wherein the transmission rotation control member includes a solenoid unit and a biasing member.

6. the first transmission wire body is configured as an end-shaped chain having one end connected to the first oscillating rotor and the other end connected to the first transmission rotor, 2. The traveling unit according to claim 1, wherein the second transmission wire is configured as an end-operated chain having one end connected to the second oscillating rotor and the other end connected to the second transmission rotor.

7. The swing transmission unit includes a third swing rotor that is adjacent to the first swing rotor in the axial direction and rotates integrally therewith, and a fourth swing rotor that is adjacent to the second swing rotor in the axial direction and rotates integrally therewith, a third transmission rotor that transmits rotation between the third oscillating rotor and a third transmission wire, and a fourth transmission rotor that transmits rotation between the fourth oscillating rotor and a fourth transmission wire, The third transmission rotor and the fourth transmission rotor are connected by a linking shaft, the third transmission member is configured to transmit rotation due to tension in a direction opposite to that of the first transmission member; 2. The propulsion unit according to claim 1, wherein the fourth transmission member is configured to transmit rotation due to tension in a direction opposite to that of the second transmission member.

8. the third transmission wire body is configured as an end-shaped chain having one end connected to the third oscillating rotor and the other end connected to the third transmission rotor, The traveling unit according to claim 7, characterized in that the fourth transmission wire body is composed of an end-type chain having one end connected to the fourth oscillating rotor and the other end connected to the second transmission rotor.

9. A traveling vehicle comprising a body section, a front traveling section having wheels, and a rear traveling section having wheels, wherein at least one of the front traveling section and the rear traveling section is configured with a traveling unit according to any one of claims 1 to 8.

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