Wheel rotation control device and vehicle equipped with a wheel rotation control device

Abstract

This invention provides a wheel rotation control device that utilizes the vehicle's existing body while adding speed adjustment and steering functions. [Solution] The wheel rotation control device comprises an input gear connected to and fixed to the shaft to transmit power from a first drive unit built into the vehicle, a rotation control gear rotatably supported on the shaft and for transmitting rotational force from an external drive unit, a power combining unit for combining rotational power from the shaft and rotational power from the external drive unit, and a connecting gear for transmitting the combined power from the power combining unit. The power combining unit includes a torque combining gear unit that meshes with the input gear and the connecting gear, and the input gear, rotation control gear, and connecting gear are inserted through and supported on the shaft, and the torque combining gear unit is configured to combine rotational power from the shaft and rotational power from the external drive unit by rotating on its own axis while meshing with the input gear and revolving around the outer circumference of the input gear.

Description

Technical Field

[0001] The present invention relates to a wheel rotation control device and a vehicle equipped with the wheel rotation control device. More specifically, the present invention relates to a wheel rotation control device for assisting the wheel rotation of a model car, and a model vehicle equipped with the wheel rotation control device.

Background Art

[0002] Conventional model vehicles or model cars that are commercially available in large quantities generally have a four-wheel drive mechanism for driving the front and rear wheels, and exhibit high running performance when running on an uneven road surface, but generally do not have a speed adjustment mechanism or a steering mechanism.

[0003] Patent Document 1 discloses a model car with four-wheel drive for driving the front and rear wheels, in which a two-axis motor is mounted in a midship type to improve the stability during high-speed running.

[0004] In addition, some model cars are known to be provided with a steering mechanism for steering and driving steering wheels such as the left and right front wheels. In Cited Document 2, the steering mechanism of a model car is a steering servo motor for rotationally driving the steering wheels of the model car in the steering angle direction, which is positioned between an arm portion extending from the vehicle body side toward the steering wheels and the steering wheels, and is provided with a steering servo motor for rotationally driving the steering wheels by an output shaft parallel to the steering rotation axis of the steering wheels.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in the model car disclosed in Patent Document 1, which lacks a speed adjustment mechanism or steering mechanism, if it was to be driven anywhere other than a dedicated driving course, it could only drive in a straight line.

[0007] Furthermore, the model car disclosed in Patent Document 2 has a steering mechanism, but since this steering mechanism is built into the car body from the beginning, it is difficult to attach it to a model car that does not have a steering mechanism, or to attach it to add speed adjustment or steering functions.

[0008] What is needed is a wheel rotation control device that can be easily installed on vehicles that do not have a speed control mechanism or steering mechanism, and furthermore, by installing it on a vehicle that does not have a speed control mechanism or steering mechanism, it can add speed control and steering functions without changing the structure of the vehicle, and by using the vehicle body as is. [Means for solving the problem]

[0009] The wheel rotation control device according to the present invention is a wheel rotation control device for controlling the rotation of a wheel, which is detachably attached to a shaft that drives a wheel of a vehicle, and comprises: an input gear connected to and fixed to the shaft and transmitting power from a first drive unit built into the vehicle; a rotation control gear rotatably supported on the shaft and transmitting rotational power from an external drive unit; a power combining unit for combining the rotational power from the shaft and the rotational power from the external drive unit; and a connecting gear for transmitting the combined power from the power combining unit to the wheel. The power combining unit includes a torque combining gear unit that meshes with the input gear and the connecting gear, and the input gear, the rotation control gear, and the connecting gear are inserted through and supported on the shaft, and the torque combining gear unit is configured to combine the rotational power from the shaft and the rotational power from the external drive unit by rotating on its own axis and revolving around the outer circumference of the input gear while meshing with the input gear.

[0010] The wheel rotation control device according to the present invention can be detachably mounted on the vehicle body by attaching the input gear to the shaft that drives the wheel section of the vehicle. It also includes a rotation control gear for transmitting rotational power from an external drive device, a power combining unit for combining the rotational power from the shaft and the rotational power from the external drive device, and a connecting gear for transmitting the combined power from the power combining unit to the wheel section. As a result, the rotational power from the shaft and the rotational power from the external drive device are combined by the power combining unit, transmitted to the connecting gear, and further transmitted to the wheel section connected to this connecting gear. Consequently, it is possible to adjust or control the rotational speed of the connecting gear or the wheel section by the rotational speed obtained by combining the rotational speed of the shaft and the rotational speed of the rotation control gear. Therefore, by attaching the wheel rotation control device according to the present invention to a vehicle, a speed adjustment function and steering function can be added to the vehicle. Furthermore, since the input gear, rotation control gear, and connecting gear are configured to be inserted through and supported on the same shaft, a compact and small wheel rotation control device can be provided.

[0011] Furthermore, in the wheel rotation control device according to the present invention, the torque combining gear section of the power combining unit has a pair of first spur gears and second spur gears that mesh with each other, wherein the first spur gear meshes with the input gear, the second spur gear meshes with the connecting gear, and the pair of first and second spur gears are arranged at substantially equal radial distances from the rotation axis of the shaft. In the wheel rotation control device according to the present invention, the torque combining gear section of the power combining unit can be constructed from a simpler pair of spur gear structures.

[0012] Furthermore, the wheel rotation control device according to the present invention may further include a rotation conversion gear section disposed between the power combining section and the wheel section for converting the rotation direction of the connecting gear. The rotation conversion gear section has a pair of third and fourth spur gears that mesh with each other, and the third and fourth spur gears may have substantially the same structure as the first and second spur gears, respectively. The third spur gear may also be configured to mesh with the connecting gear, and the wheel section may be driven by the fourth spur gear, and the third and fourth spur gears may be arranged at substantially equal radial distances from the rotation axis of the shaft.

[0013] In the wheel rotation control device according to the present invention, the rotation direction of the shaft and the rotation direction of the connecting gear are opposite, but by arranging the rotation conversion gear section between the power combining section and the wheel section, the rotation direction of the shaft and the rotation direction of the wheel section can be made to coincide. Furthermore, since the third spur gear and the fourth spur gear of the rotation conversion gear section can be configured to have substantially the same structure as the first spur gear and the second spur gear of the torque combining gear section, respectively, parts can be standardized.

[0014] Furthermore, in the wheel rotation control device according to the present invention, the torque combining gear section of the power combining unit may be characterized in that it has a bevel gear structure and is arranged so that the rotation axis of the torque combining gear section and the rotation axis of the shaft intersect. In the wheel rotation control device according to the present invention, the torque combining gear section of the power combining unit has a bevel gear structure and the torque combining gear section can be constructed with a small number of parts, thus simplifying the structure.

[0015] Furthermore, the wheel rotation control device according to the present invention may further include a first support member arranged opposite to the rotation control gear. The first support member may be characterized in that it is integrally connected and fixed to the rotation control gear by a gear support member that supports the torque combining gear.

[0016] In the wheel rotation control device according to the present invention, the gear support member that supports the torque combining gear is supported by both the rotation control gear and a first support member positioned opposite the rotation control gear. As a result, axial runout of the torque combining gear is less likely to occur, and the rotational power from the shaft and the rotational power from the external drive device can be combined and reliably and stably transmitted to the connecting gear and the wheel.

[0017] Furthermore, in the wheel rotation control device according to the present invention, the first support member may have a through hole for inserting the connecting gear, and the connecting gear may be inserted through the through hole of the first support member and rotatably supported.

[0018] In the wheel rotation control device according to the present invention, the connecting gear is supported by the shaft and is also rotatably supported in a through-hole of the first support member. In other words, the first support member is connected to and fixed to the rotation control gear via a gear support member and is also supported by the connecting gear. This improves the mechanical strength of the power composite section. As a result, the meshing state of the input gear, composite gear section, and connecting gear is stably maintained, and rotational power from the shaft can be reliably transmitted.

[0019] Furthermore, the vehicle according to the present invention may be equipped with the wheel rotation control device described above. [Effects of the Invention]

[0020] In the wheel rotation control device according to the present invention, the input gear can be detachably attached to the vehicle body by attaching it to a shaft that drives the wheel portion of the vehicle. Further, it has a rotation control gear for transmitting the rotational power from an external drive device, a power synthesis unit for synthesizing the rotational power from the shaft and the rotational power from the external drive device, and a connecting gear for transmitting the synthesized power from the power synthesis unit to the wheel portion. Thereby, the rotational power from the shaft and the rotational power from the external drive device are synthesized by the power synthesis unit, transmitted to the connecting gear, and further transmitted to the wheel portion connected to this connecting gear. As a result, it is possible to adjust or control the rotational speed of the connecting gear or the wheel portion according to the rotational speed obtained by synthesizing the rotational speed of the shaft and the rotational speed of the rotation control gear. Therefore, by attaching the wheel rotation control device according to the present invention to a vehicle, a speed adjustment function and a steering function can be added to the vehicle. Also, since the input gear, the rotation control gear, and the connecting gear are configured to be inserted and supported on the same shaft, a compact and small-sized wheel rotation control device can be provided.

Brief Description of the Drawings

[0021] [Figure 1] FIG. 1 is a diagram schematically showing a perspective view of a wheel rotation control device according to the first embodiment. [Figure 2] FIG. 2 is a diagram schematically showing a front view of the wheel rotation control device according to the present embodiment. [Figure 3] FIG. 3 is a diagram schematically showing an assembly view of the wheel rotation control device according to the present embodiment. [Figure 4] FIG. 4 is a diagram for explaining an example of the power synthesis unit of the wheel rotation control device. [Figure 5] FIG. 5 is a diagram for explaining another example of the power synthesis unit of the wheel rotation control device. [Figure 6]Figure 6 is a diagram illustrating the operation of the power combining section of the wheel rotation control device of the first embodiment shown in Figure 1. Figure 6(a) shows the operating state of the power combining section when the rotation of the external drive device is stopped. Figure 6(b) shows the operating state of the power combining section when the rotation of the shaft is stopped. Figure 6(c) shows the operating state of the power combining section when the rotation of the external drive device is added to the rotating shaft. [Figure 7] Figure 7 is a schematic diagram showing the wheel rotation control device according to the second embodiment. Figure 7(a) shows the wheel rotation control device according to the first embodiment, and Figure 7(b) shows the wheel rotation control device according to the second embodiment. [Figure 8] Figure 8 is a diagram illustrating the operation of the power combining section of the wheel rotation control device according to the second embodiment shown in Figure 7. Figure 8(a) shows the operating state of the power combining section when the rotation of the external drive device is stopped. Figure 8(b) shows the operating state of the power combining section when the rotation of the shaft is stopped. Figure 8(c) shows the operating state of the power combining section when the rotation of the external drive device is added to the rotating shaft. [Figure 9] Figure 9 illustrates the state in which the wheel rotation control device is attached to the shaft supporting the wheels of a model car. Figure 9(a) shows the state before the wheel rotation control device is attached to the shaft of the model car, while Figure 9(b) shows the state after the wheel rotation control device is attached to the shaft of the model car. [Figure 10] Figure 10 illustrates the state in which the wheel rotation control device is attached to the shaft supporting the wheels of a model car. Figure 10(a) shows the state before the wheel rotation control device is attached to the shaft of the model car, while Figure 10(b) shows the state after the wheel rotation control device is attached to the shaft of the model car. [Modes for carrying out the invention]

[0022] Several embodiments of wheel rotation control devices and vehicles equipped with wheel rotation control devices will be described below with reference to the drawings. In the following description, the same elements in the drawings will be denoted by the same reference numerals. Note that the vehicles include model vehicles and model automobiles.

[0023] (First Embodiment) Figure 1 schematically shows a perspective view of the wheel rotation control device according to this embodiment. Figure 2 schematically shows a front view of the wheel rotation control device. Figure 3 schematically shows an assembly diagram of the wheel rotation control device. Figure 4 shows a diagram illustrating the power combining section of the wheel rotation control device. Note that Figure 3 shows a reference axis Ax that passes through the center of the shaft 200 and extends in the direction of extension of the shaft 200.

[0024] As shown in Figures 1-3, the wheel rotation control device 1 can be used, for example, by attaching it to a shaft 200 that supports the wheels of a model car. In this embodiment, the wheel rotation control device 1 is mounted on a shaft 200 for driving the wheels. The wheel rotation control device 1 may have a first gear 2 connected and fixed to the tip of the shaft 200, a power combining unit 10 connected to the first gear 2, and a connecting gear 30 for transmitting the rotational force of the power combining unit 10 to the wheel 20 of the model car. The first gear 2 corresponds to the input gear in this embodiment. A rotation conversion gear unit 40 is also attached between the power combining unit 10 and the wheel 20 to convert the rotation direction of the connecting gear 30 and rotate the wheel 20 in the opposite direction to the rotation direction of the connecting gear 30. It may also include a rotation control gear 17 connected to an external drive device 50 to transmit rotational power from the external drive device 50. The rotation control gear 17 is connected to the power combining unit 10 and is configured to combine the rotational power from the shaft 200 and the rotational power from the external drive device 50. Furthermore, the shaft 200 extends to the outside of the first gear 2 and is inserted through the center or near the center of the rotation control gear 17. In other words, the rotation control gear 17 is rotatably supported by the shaft 200.

[0025] The power combining unit 10 may have a power combining gear 11 for combining rotational power from the shaft 200 and rotational power from the external drive device 50 through rotation and revolution. In this embodiment, the power combining gear 11 may include a pair of meshing second gears 12 and a third gear 13. The first gear 2 meshes with the second gear 12 of the power combining gear 11, and the rotational power from the shaft 200 is transmitted to the power combining gear 11.

[0026] Furthermore, the second gear 12 is freely rotatably supported on a first support shaft 15 attached to the rotation control gear 17. Similarly, the third gear 13 is freely rotatably supported on a second support shaft 16 attached to the rotation control gear 17. In this embodiment, the first support shaft 15 and the second support shaft 16 are also supported by a first support member 14 positioned opposite the rotation control gear 17. In other words, the first support shaft 15 and the second support shaft 16 are connected and fixed to the rotation control gear 17 and the first support member 14 positioned opposite the rotation control gear 17, and the second gear 12 and the third gear 13 are inserted through the first support shaft 15 and the second support shaft 16, respectively, in a meshing state, and are rotatably supported. In other words, the rotation control gear 17 and the first support member 14 are connected and fixed together by the first support shaft 15 and the second support shaft 16, which freely rotatably support the second gear 12 and the third gear 13, respectively. The first support shaft 15 and the second support shaft 16 correspond to the gear support members in this embodiment. Since the first support shaft 15 and the second support shaft 16 are supported by both the rotation control gear 17 and the first support member 14, which are arranged opposite each other, no axial runout occurs, and the second gear 12 and the third gear 13 can be reliably supported when they are meshed together.

[0027] Furthermore, Figure 4 shows a diagram illustrating the meshing state of the first gear 2, the second gear 12, and the third gear 13. Referring to Figure 4, the first support shaft 15 and the second support shaft 16 are each positioned at a predetermined radial distance from the central axis (shaft 200) of the rotation control gear 17. In this embodiment, the first support shaft 15 and the second support shaft 16 are each positioned at approximately the same radial distance from the central axis of the rotation control gear 17.

[0028] As explained above, the second gear 12 meshes with the first gear 2, and rotational power from the shaft 200 is transmitted to the second gear 12 of the power composite gear 11. On the other hand, the third gear 13, which meshes with the second gear 12, can mesh with the connecting gear 30 for transmitting rotational power to the wheel portion 20 of the model car. A spacer member can be provided between the second gear 12 and the first support member 14 in order for the second gear 12 to mesh with the first gear 2 at a predetermined position between the opposing rotation control gear 17 and the first support member 14. In this embodiment, a spacer member is attached to the second gear 12. Similarly, a spacer member can be provided between the third gear 13 and the rotation control gear 17 in order for the third gear 13 to mesh with the connecting gear 30 at a predetermined position between the opposing rotation control gear 17 and the first support member 14. In this embodiment, a spacer member is attached to the third gear 13.

[0029] Furthermore, Figure 4 shows a case where the power composite gear 11 includes a pair of meshing second gears 12 and third gears 13. However, it is not limited to this, and the power composite gear 11 can also include multiple sets of meshing second gears 12 and third gears 13, with each set representing one pair. Figure 5(a) illustrates a case where two sets of a pair of second gears 12 and third gears 13 are included. Figure 5(b) illustrates a case where three sets of a pair of second gears 12 and third gears 13 are included. Referring to Figure 5(a), the power composite gear 11 consists of two sets of meshing second gears 12a and third gears 13a, with the two sets of power composite gears 11 positioned opposite each other across the shaft 200. In other words, the two sets of power composite gears 11 are positioned so as to rotate twice symmetrically with respect to the shaft 200. The two second gears 12a each mesh with the first gear 2. Furthermore, the two third gears 13a are each meshed with the connecting gear 30.

[0030] Referring to Figure 5(b), the power composite gear 11 consists of three sets of power composite gears 11, each set comprising a pair of meshing second gears 12b and third gears 13b, and these three sets are arranged on either side of the shaft 200. In Figure 5(b), the three sets of power composite gears 11 are arranged so as to rotate three times symmetrically with respect to the shaft 200. Each of the three second gears 12b meshes with the first gear 2. Each of the three third gears 13b meshes with the connecting gear 30.

[0031] In Figure 5, two or three sets of power composite gears 11 are arranged to rotate symmetrically with respect to the shaft 200. The rotational power from the shaft 200 is reliably transmitted to the connecting gear 30 and the wheel section 20 via the power composite gears 11, which mesh with the first gear 2. Furthermore, by providing multiple power composite gears that rotate symmetrically on either side of the shaft 200 (or the first gear 2), rotational power from the shaft 200 can be stably transmitted to the power composite gears even if there is any wobble in the rotation of the first gear 2.

[0032] Referring again to Figures 1-3, the power synthesizer 10 may include a rotation control gear 17 for transmitting rotational power from the external drive device 50. The rotation control gear 17 is rotatably supported on the tip side of the shaft 200 that extends outward after being inserted through the first gear 2. The rotation control gear 17 is connected and fixed to the first support member 14 via the first support shaft 15 and the second support shaft 16, which support the second gear 12 and the third gear 13, respectively. The second gear 12 and the third gear 13 are also rotatably supported on the first support shaft 15 and the second support shaft 16, respectively. The second gear 12 meshes with the first gear 2, which is connected and fixed to the shaft 200, and the rotational power of the shaft 200 is transmitted to the second gear 12 and the third gear 13, which meshes with the second gear 12, via the first gear 2.

[0033] Referring to Figure 1, the rotational force from the external drive device 50 is transmitted to the rotational control gear 17 of the power synthesis unit 10 via the rotational force transmission means 52. In this embodiment, a worm gear that meshes with the rotational control gear 17 can be used as the rotational force transmission means 52. Furthermore, an electric motor can be used as the external drive device 50. The external drive device 50 can be driven, for example, by connecting it to a battery attached to the model car body via electrical wiring.

[0034] Furthermore, a first through-hole 18 is provided in the approximate center of the first support member 14. The shaft 200 is inserted through this first through-hole 18 of the first support member 14 and extends toward the rotation control gear 17. A first gear 2 is connected and fixed to the shaft 200 inserted through the first through-hole 18 of the first support member 14, and this first gear 2 meshes with the second gear 12 of the power combining unit 10.

[0035] Next, the connecting gear 30 will be described in detail. Referring to Figures 1 to 3, the third gear 13 is meshed with the connecting gear 30. A connecting gear through hole 31 for inserting the shaft 200 is formed in the approximate center of the connecting gear 30. By inserting the shaft 200 through this connecting gear through hole 31, the connecting gear 30 is rotatably supported on the shaft 200. The rotational power of the shaft 200 is transmitted to the connecting gear 30 via the first gear 2, the second gear 12 which meshes with the first gear 2, and the third gear 13 which meshes with the second gear.

[0036] Referring to Figure 3, the first gear 2, the rotation control gear 17, and the connecting gear 30 are supported by the shaft 200. In other words, the shaft 200, the first gear 2, the rotation control gear 17, and the connecting gear 30 are arranged substantially coaxially with respect to the reference axis Ax.

[0037] Furthermore, the connecting gear 30 can rotate in the opposite direction to the rotation direction of the shaft 200 or the first gear 2.

[0038] In this embodiment, the connecting gear 30 is inserted through a first through-hole 18 located approximately in the center of the first support member 14. With the connecting gear 30 inserted through the first through-hole 18 of the first support member 14, the shaft 200 is also inserted through the first through-hole 18 of the connecting gear 30. Furthermore, the outer diameter of the connecting gear 30 is designed to be slightly smaller than the inner diameter of the first through-hole 18 of the first support member 14. As a result, when the connecting gear 30 is inserted through the first through-hole 18 of the first support member 14, the outer surface of the connecting gear 30 contacts the inner surface of the first through-hole 18 of the first support member 14, allowing the connecting gear 30 to support the first support member 14. In this way, the connecting gear 30 is supported by the shaft 200 by inserting it through the connecting gear through hole 31 provided in the shaft center of the shaft 200, and is also inserted through the first through hole 18 of the first support member 14, and can support the first support member 14 by rotating while contacting the inner circumferential surface of the first through hole 18 of the first support member 14. In this way, the first support member 14 is connected to and fixed to the rotation control gear 17 via the first support shaft 15 and the second support shaft 16, and is also supported by the connecting gear 30. This improves the mechanical strength of the power synthesis section 10. As a result, the meshing state of the first gear 2, the second gear 12, the third gear 13, and the connecting gear 30 is stably maintained, and rotational power from the shaft 200 can be reliably transmitted.

[0039] Furthermore, in order to reduce friction when the connecting gear 30 rotates, a bearing can be fitted into the connecting gear through-hole of the connecting gear 30 through which the shaft 200 is inserted. By configuring the shaft 200 to be supported within this bearing, friction when the connecting gear 30 rotates can be reduced. Alternatively, lubricant can be applied to the connecting gear through-hole 31 of the connecting gear 30 through which the shaft 200 is inserted, or a combination of lubricant and bearing can be used.

[0040] As described above, with the second gear 12 and the third gear 13 meshed together, the first support shaft 15 and the second support shaft 16, which support the second gear 12 and the third gear 13 respectively, are connected to and fixed to the rotation control gear 17 and the first support member 14 for support. On the other hand, the rotation control gear 17 is rotatably supported on the shaft 200, and the first support member 14 is configured to be supported by the outer circumference of the connecting gear 30, which is rotatably supported on the shaft 200. In other words, the first support member 14 and the rotation control gear 17, which support the second gear 12 and the third gear 13 so that they can rotate freely, are directly and / or indirectly supported on the shaft 200. This allows the first gear 2 to mesh with the second gear 12 of the power combining unit 10, and the second gear 12 with the third gear 13, in a reliable and stable manner. As a result, the rotational force of the shaft 200 can be transmitted to the connecting gear 30 more reliably and stably via the power combining unit 10.

[0041] Referring again to Figures 1-3, the connecting gear 30, which is rotatably supported on the shaft 200, is inserted through the first through-hole 18 of the first support member 14 and connected to the rotational conversion gear section 40, which is located between the wheel section 20 and the power combining section 10.

[0042] In this embodiment, by rotating the rotation control gear 17 in the opposite direction to the rotation direction of the shaft 200, the rotational power from the shaft 200 and the rotational power from the rotation control gear 17 are combined, and a power greater than the rotational power of the shaft 200 is transmitted to the connecting gear. As a result, the rotational speed (number of rotations) of the connecting gear 30 is the sum of the rotational speed (number of rotations) of the shaft 200 and the rotational speed (number of rotations) of the rotation control gear 17, and can be made to be greater than the rotational speed (number of rotations) of the shaft 200. At this time, the rotation direction of the connecting gear 30 is opposite to the rotation direction of the shaft 200. In order to make the rotation direction of the connecting gear 30 match the rotation direction of the shaft, a rotation conversion gear section 40 can be placed between the wheel section 20 and the power combining section 10 and connected to the wheel section 20 and the power combining section 10.

[0043] Next, the rotational conversion gear section 40, which converts the rotational direction of the connecting gear 30 and transmits rotational power to the wheel section 20, will be described in detail. Referring to Figures 1 to 3, the rotational conversion gear section 40 may have a fourth gear 41 that meshes with the connecting gear 30, a fifth gear 42 that meshes with the fourth gear 41, and a second support member 43 for supporting the fourth gear 41 and the fifth gear 42 so that they can rotate freely. In this embodiment, the second support member 43 may have a third support shaft 44 and a fourth support shaft 45 for supporting the fourth gear 41 and the fifth gear 42 so that they can rotate freely. In other words, the fourth gear 41 and the fifth gear 42 are supported so that they can rotate freely on the third support shaft 44 and the fourth support shaft 45, respectively. The rotational conversion gear section 40 may also have a plate-shaped fixing member 46 that is positioned opposite the second support member 43. The fixing member 46 is fixed to the second support member 43 via the third support shaft 44 and the fourth support shaft 45, with the fourth gear 41 and the fifth gear 42 being supported by the third support shaft 44 and the fourth support shaft 45, respectively.

[0044] Furthermore, the second support member 43 and the fixing member 46 of the rotary conversion gear section 40 are each provided with a second through hole 47 and a third through hole 48 for inserting the shaft 200.

[0045] Furthermore, the rotational conversion gear section 40 is provided to convert the rotational direction of the connecting gear 30, which rotates in the opposite direction to the rotational direction of the shaft 200, and to transmit the rotational power of the connecting gear 30 to the wheel section 20.

[0046] Referring to Figures 1-3, the wheel portion 20 may have a wheel body portion 21 rotatably supported on the shaft 200, and a wheel drive gear 22 for transmitting rotational force from the rotational conversion gear portion 40. In this embodiment, the wheel drive gear 22 is fixed to the wheel body portion 21 and meshes with the fourth gear 42 of the rotational conversion gear portion 40, so that the rotational force of the connecting gear 30 is transmitted to the wheel body portion 21 via the third gear 41 and the fourth gear 42 of the rotational conversion gear portion 40. Furthermore, a body portion through hole 21a and a drive gear through hole 22a are formed approximately in the center of the wheel body portion 21 and the wheel drive gear 22, respectively, and the wheel drive gear 22 is fixed to the wheel body portion 21 such that the body portion through hole 21a and the drive gear through hole 22a are approximately coaxial. The wheel body 21 and the wheel drive gear 22 are supported so that the wheel body 21 can rotate freely, with the shaft 200 inserted through the through-hole 21a in the body and the through-hole 22a in the drive gear, respectively, and the wheel drive gear 22 is fixed in place.

[0047] Alternatively, a bearing may be fitted into a through-hole in the wheel body 21 or wheel drive gear 22 supported by the shaft 200, and the shaft 200 may be pivotally supported within this bearing.

[0048] Furthermore, the inner diameter of the second through-hole 47 of the second support member 43 of the rotary conversion gear section 40 is designed to be approximately the same as, or slightly larger than, the outer diameter of the wheel drive gear 22. Also, the inner diameter of the third through-hole 48 of the fixed member 46 of the rotary conversion gear section 40 is designed to be approximately the same as, or slightly larger than, the outer diameter of the connecting gear 30. In other words, the wheel drive gear 22 is configured to rotate while in contact with the inner circumferential surface of the through-hole 47 of the second support member 43. Similarly, the connecting gear 30 is configured to rotate while in contact with the inner circumferential surface of the third through-hole 48 of the fixed member 46. As a result, the second support member 43 of the rotary conversion gear section 40 can be supported by the wheel drive gear 22, and the fixed member 46 can be supported by the connecting gear 30. In this way, the second support member 43, which supports the fourth gear 41 and the fifth gear 42 so that they can rotate freely, is supported on the shaft 200 via the wheel drive gear 22. Furthermore, the fixing member 46 is supported on the shaft 200 via a connecting gear 30 that is rotatably supported on the shaft 200. As a result, the fourth gear 41 of the rotational conversion gear section 40 and the connecting gear 30, the fourth gear 41 of the rotational conversion gear section 40 and the fifth gear 42, and the fifth gear 42 and the wheel drive gear 22 of the wheel section 20 mesh reliably and stably. Therefore, the rotational force of the shaft 200 can be transmitted more reliably and stably to the wheel drive gear 22 or the wheel section 20 via the connecting gear 30 and the rotational conversion gear section 40.

[0049] Next, the operation of the wheel rotation control device 1 will be explained in detail. Figure 6 shows a diagram illustrating the operation of the power combining unit 10, which is a main component of the wheel rotation control device 1. Figure 6(a) shows the operating state of the power combining unit 10 when the rotation of the external drive device 50 is stopped. Figure 6(b) shows the operating state of the power combining unit 10 when the rotation of the shaft 200 is stopped. Figure 6(c) shows the operating state of the power combining unit 10 when the rotation of the external drive device 50 is added to the rotating shaft 200.

[0050] (1) When the shaft 200 is rotating and the rotation of the external drive unit 50 has stopped. First, referring to Figure 6(a), the operation of the power combining unit 10 when the shaft 200 is rotating and the rotation of the external drive unit 50 is stopped will be explained. This state is when the external drive unit 50 is stopped and the rotation control gear 17 is fixed, and the shaft 200 for driving the wheels of the model car to which the wheel rotation control device 1 is attached is rotating. At this time, the rotation control gear 17 is in a stopped state. Also, the first support member 14, which is integrally connected and fixed to the rotation control gear 17 via the first support member 14 and the second support shaft 15, is also in a stopped state.

[0051] In Figure 6(a), when the first gear 2, which is connected and fixed to the shaft 200, rotates, the second gear 12, which meshes with the first gear 2 and is rotatably supported by the first support shaft 15, rotates (rotates on its own axis) in the opposite direction to the rotation of the shaft 200. The first support shaft 15 is positioned at a predetermined radial distance from the central axis of the rotation control gear 17. As the second gear 12 rotates, the third gear 13, which meshes with the second gear 12 and is rotatably supported by the second support shaft 16, rotates in the opposite direction to the second gear 12 (i.e., in the same direction as the rotation of the shaft 200). The second support shaft 16 is positioned at a predetermined radial distance from the central axis of the rotation control gear 17. In this embodiment, the second support shaft 16 is positioned at approximately the same radial distance from the central axis of the rotation control gear 17 as the first support shaft 15. The rotation of the third gear 13 causes the connecting gear 30, which meshes with the third gear 13, to rotate. As a result, the power generated by the rotation of the shaft 200 is transmitted to the connecting gear 30.

[0052] In this embodiment, the gear ratios of the meshing first gear 2, second gear 12, third gear 13, and connecting gear 30 are set so that when the external drive unit 50 is stopped, the first gear 2 and the connecting gear 30 rotate in opposite directions at the same rotational speed. At this time, it is not necessarily required to set the gear ratio (ratio of the number of teeth) of the meshing first gear 2, second gear 12, third gear 13, and connecting gear 30 to 1. On the other hand, the gear ratio of the meshing second gear 12 and third gear 13 can also be set to 1. Furthermore, the gear ratio of the second gear 12 (or third gear 13) to the first gear 2 (or connecting gear 30) can be made smaller than 1. This makes it possible to relatively reduce the size of the second gear 12 and the third gear 13, thereby making the power combining unit 10 more compact. (2) When the rotation of the shaft 200 has stopped and the external drive unit 50 is rotating Next, referring to Figure 6(b), the operation of the power combining unit 10 when the rotation of the shaft 200 has stopped and the external drive unit is rotating will be described. With the first gear 2 stopped, the rotation control gear 17 connected to the external drive unit can rotate. The second gear 12, which is rotatably mounted on the first support shaft 15, revolves around the first gear 2 in the same direction as the rotation of the rotation control gear 17 while meshing with the first gear 2. At this time, the third gear 13, which is rotatably mounted on the second support shaft 16 and meshes with the second gear 12, can revolve around the first gear 2 and rotate in the opposite direction to the rotation of the second gear 12 (or the rotation control gear 17). As the third gear 13 rotates, the connecting gear 30, which meshes with the third gear 13, can rotate in the same direction as the rotation of the rotation control gear 17. In this way, as the rotation control gear 17 rotates, the second gear 12 revolves (rotates) around the first gear 2 while meshing with it. As a result, the third gear 13, which meshes with the second gear 12, rotates, and consequently, the connecting gear 30, which meshes with the third gear 13, can be configured to rotate. The power combining units 10 are each positioned radially at a predetermined distance from the central axis of the rotation control gear 17, and the second gear 12 and the third gear 13, which mesh with each other, can work together as a pair to transmit the rotational power of the rotation control gear 17 to the connecting gear 30. (3) When the shaft 200 and the external drive device are rotating Next, with reference to Figure 6(c), the operation of the power combining unit 10 when both the shaft 200 and the external drive unit are rotating will be described. When the shaft 200 is rotating, and the rotation control gear 17 connected to the external drive unit is rotated in the opposite direction to the rotation of the shaft 200, the second gear 12, which is rotatably supported on the first support shaft 15, rotates on its own axis in the opposite direction to the rotation of the shaft 200, and at the same time, while meshing with the first gear 2, it rotates around the first gear 2 in the same direction as the rotation of the rotation control gear 17. At this time, since the direction of the rotational power transmitted by the rotation of the shaft 200 and the direction of the rotational power transmitted by the rotation of the rotation control gear 17 coincide, the rotational power from the shaft 200 and the rotational power from the rotation control gear 17 are combined in the second gear 12 and the third gear 11, and a power greater than the rotational power of the shaft 200 is transmitted. As a result, the rotational speed (rotational speed) of the connecting gear 30 is a combination of the rotational speed (rotational speed) of the shaft 200 and the rotational speed (rotational speed) of the rotational control gear 17, and can be set to a rotational speed (rotational speed) greater than that of the shaft 200. Furthermore, while the shaft 200 is rotating, it is also possible to rotate the rotational control gear 17, which is connected to an external drive device, in the same direction as the rotation of the shaft 200. In this case, the rotational speed (rotational speed) of the connecting gear 30 is a combination of the rotational speed (rotational speed) of the shaft 200 and the rotational speed (rotational speed) of the rotational control gear 17, and can be set to a rotational speed (rotational speed) less than that of the shaft 200. In this way, the power combining unit 10 can transmit the rotational power, which is a combination of the rotational power from the shaft 200 and the rotational power from the rotational control gear 17, to the connecting gear 30. Alternatively, the rotational speed (speed and direction) of the connecting gear 30 can be adjusted or controlled by the combined rotational speed (speed and direction) of the shaft 200 and the rotational speed (speed and direction) of the rotational control gear 17.

[0053] (Second Embodiment) In the power combining section 10 of the wheel rotation control device 1 according to the first embodiment, the power combining gear 11 for combining the rotational power from the shaft 200 and the rotational power from the external drive device 50 may include a pair of meshing second gears 12 and a third gear 13. Spur gears can be used as the second gear 12 and the third gear 13. On the other hand, in the wheel rotation control device 101 according to the second embodiment, a bevel gear can be used as the power combining gear 11. Figure 7 schematically shows a front view of the power combining section 110 of the wheel rotation control device 101 according to the second embodiment. Note that Figure 7(a) shows the power combining section 10 of the wheel rotation control device 1 according to the first embodiment, and Figure 7(b) shows the power combining section 110 of the wheel rotation control device 1 according to the second embodiment. Furthermore, in the wheel rotation control device 101 according to the second embodiment, the configuration other than the power combining section 110 may be the same as that of the wheel rotation control device 1 according to the first embodiment. For example, the wheel section 20, rotational conversion gear section 40, external drive device 50, and rotational force transmission means 50 of the wheel rotation control device 1 according to the first embodiment can have a similar configuration in the wheel rotation control device 101 according to the second embodiment. Accordingly, in the following description, explanations other than the power synthesis section 110 will be omitted unless specifically necessary.

[0054] Referring to Figure 7, the wheel rotation control device 101 may include a first gear 102 connected and fixed to the tip of the shaft 200, a power combining unit 110 connected to the first gear 102, and a connecting gear 130 for transmitting the rotational force of the power combining unit 110 to the wheel 20 of the model car. Also, similar to the wheel rotation control device 1 of the first embodiment, a rotation conversion gear unit 40 (not shown) is installed between the power combining unit 110 and the wheel 20 to change the rotation direction of the connecting gear 130 and rotate the wheel 20 in the opposite direction to the rotation direction of the connecting gear 130. It may also include a rotation control gear 117 connected to an external drive device 50 for transmitting rotational power from the external drive device 50. The rotation control gear 117 is connected to the power combining unit 110 and is configured to combine the rotational power from the shaft 200 and the rotational power from the external drive device 50. Furthermore, the shaft 200 extends to the outside of the first gear 102 and is inserted through the center or near the center of the rotation control gear 117. In other words, the rotation control gear 117 is rotatably supported by the shaft 200.

[0055] The power combining unit 110 may have a power combining gear 111 for combining the rotational power from the shaft 200 and the rotational power from the external drive device 50 through rotation and revolution. In this embodiment, the first gear 102 is made of a bevel gear. The power combining gear 111 that meshes with the first gear 102 may also be made of a bevel gear. The rotational power from the shaft 200 is transmitted to the power combining gear 111 by meshing the first gear 102 and the power combining gear 111 such that the rotation axis of the first gear 102 (or shaft 200) and the rotation axis of the power combining gear 111 intersect.

[0056] Furthermore, the power composite gear 111 is rotatably supported by a gear support member 115 attached to the rotation control gear 117. In this embodiment, a rod-shaped support attached to the axis of the power composite gear 111 is rotatably supported by the gear support member 115. Also, a first support member 114 is positioned opposite the rotation control gear 117, and the rotation control gear 117 and the first support member 114 are connected and fixed together by the gear support member 115. Since the gear support member 115 is supported by both the rotation control gear 117 and the first support member 114 which are positioned opposite each other, axial runout does not occur, and the rotation control gear 117 can be reliably supported. In addition, the power composite gear 111 of the power composite section 110 can be made from a single bevel gear. In other words, the power composite section 110 can be made with fewer parts and a simple structure.

[0057] Furthermore, the power composite gear 111 is meshed with the connecting gear 130. The connecting gear 130 that meshes with the power composite gear 111 can also be made of bevel gears. By meshing the power composite gear 111 and the connecting gear 130 such that the rotation axis of the power composite gear 111 and the rotation axis of the connecting gear 130 intersect, the rotational power from the shaft 200 is transmitted to the connecting gear 130 via the power composite gear 111.

[0058] A connecting gear through hole 131 for inserting the shaft 200 is formed in the approximate center of the connecting gear 130. By inserting the shaft 200 through this connecting gear through hole 131 of the connecting gear 130, the connecting gear 130 is rotatably supported on the shaft 200.

[0059] In this embodiment, as in the first embodiment, by rotating the rotation control gear 117 in the opposite direction to the rotation direction of the shaft 200, the rotational power from the shaft 200 and the rotational power from the rotation control gear 117 are combined by the power combining unit 110, and a power greater than the rotational power of the shaft 200 is transmitted to the connecting gear 130. As a result, the rotational speed (rotational speed) of the connecting gear 130 is a combination of the rotational speed (rotational speed) of the shaft 200 and the rotational speed (rotational speed) of the rotation control gear 117, and can be made to be a rotational speed (rotational speed) greater than the rotational speed (rotational speed) of the shaft 200. At this time, the rotation direction of the connecting gear 130 is opposite to the rotation direction of the shaft 200. In order to make the rotation direction of the connecting gear 130 match the rotation direction of the shaft 200, a rotation conversion gear unit 40 can be placed between the wheel unit 20 and the power combining unit 110 and connected to the wheel unit 20 and the power combining unit 10. In other words, the rotational conversion gear section 40 converts the rotational direction of the connecting gear 130, which rotates in the opposite direction to the rotational direction of the shaft 200, and transmits the rotational power of the connecting gear 130 to the wheel section 20, thereby making the rotational direction of the shaft 200 and the rotational direction of the wheel section 20 coincide.

[0060] Next, the operation of the wheel rotation control device 101 will be explained in detail. Figure 8 shows a diagram illustrating the operation of the power combining unit 110, which is a main component of the wheel rotation control device 101. Figure 8(a) shows the operating state of the power combining unit 110 when the rotation of the external drive device 50 is stopped. Figure 8(b) shows the operating state of the power combining unit 110 when the rotation of the shaft 200 is stopped. Figure 8(c) shows the operating state of the power combining unit 110 when the rotation of the external drive device 50 is added to the rotating shaft 200.

[0061] (1) When shaft 200 is rotating and the rotation of the external drive device has stopped. First, referring to Figure 8(a), the operation of the power combining unit 110 when the shaft 200 is rotating and the rotation of the external drive unit 50 has stopped will be explained. This state is when the external drive unit 50 is stopped and the rotation control gear 117 is fixed, and the shaft 200 for driving the wheels of the model car to which the wheel rotation control device 101 is attached is rotating. At this time, the rotation control gear 117 is in a state where it has stopped rotating. Also, the first support member 114, which is integrally connected and fixed to the rotation control gear 117 via the gear support member 115, is also in a state where it has stopped rotating.

[0062] In Figure 8(a), a first gear 102, which has a bevel gear shape and is connected and fixed to the shaft 200, meshes with a power composite gear 111, which also has a bevel gear shape. When the first gear 102, which is connected and fixed to the shaft 200, rotates, the power composite gear 111, which is rotatably supported by the gear support member 115, rotates (spins on its own axis) together with the rotation of the shaft 200. The axis of rotation of the first gear 102 (or shaft 200) and the axis of rotation of the power composite gear 111 intersect with each other. Furthermore, the rotation of the power composite gear 111 can rotate the connecting gear 130 that meshes with the power composite gear 111. As a result, the power from the rotation of the shaft 200 is transmitted to the connecting gear 130. The connecting gear 130 also has a bevel gear shape. The axis of rotation of the power composite gear 111 and the axis of rotation of the connecting gear 130 intersect. Furthermore, the connecting gear 130 is supported on the shaft 200 so as to be able to rotate freely, and the axis of rotation of the connecting gear 130 and the axis of rotation of the shaft 200 are almost identical.

[0063] In this embodiment, the gear ratios of the first gear 102, the power composite gear 111, and the connecting gear 130 are set so that when the external drive device 50 is stopped, the first gear 102 and the connecting gear 130 rotate in opposite directions at the same rotational speed. At this time, it is not necessarily required to set the gear ratio (ratio of the number of teeth) of the first gear 102, the power composite gear 111, and the connecting gear 130, which mesh with each other, to 1. On the other hand, the gear ratio of the second gear 12 and the third gear 13, which mesh with each other, can also be set to 1. Furthermore, the gear ratio of the power composite gear 111 with respect to the first gear 102 (or connecting gear 130) can be made smaller than 1. This makes it possible to relatively reduce the size of the power composite gear 111, and thus the power composite unit 110 can be miniaturized. (2) When the rotation of the shaft 200 has stopped and the external drive unit 50 is rotating Next, referring to Figure 8(b), the operation of the power combining unit 110 when the rotation of the shaft 200 has stopped and the external drive unit 50 is rotating will be described. With the first gear 102 stopped, the rotation control gear 117 connected to the external drive unit 50 can rotate. The power combining gear 111, which is rotatably mounted on the gear support member 115, revolves (rotates) around the first gear 102 in the same direction as the rotation direction of the rotation control gear 117, while meshing with the first gear 102. At this time, as the power combining gear 111 rotates, the connecting gear 130 that meshes with the power combining gear 111 can rotate in the same direction as the rotation direction of the rotation control gear 17. In this way, as the rotation control gear 117 rotates, the power combining gear 111 revolves (rotates) around the first gear 102 while meshing with it. As a result, the connecting gear 130 that meshes with the power combining gear 111 can be configured to rotate. In this way, the power combining gear 111 of the power combining section 10 can transmit the rotational power of the rotation control gear 117 to the connecting gear 130. (3) When the shaft 200 and the external drive device 50 are rotating Next, with reference to Figure 8(c), the operation of the power combining unit 110 when both the shaft 200 and the external drive unit 50 are rotating will be described. When the shaft 200 is rotating, and the rotation control gear 117 connected to the external drive unit 50 is rotated in the opposite direction to the rotation of the shaft 200, the power combining gear 111, which is rotatably mounted on the gear support member 115, rotates on its own axis in the opposite direction to the rotation of the shaft 200, and at the same time, while meshing with the first gear 102, it rotates around the first gear 102 in the same direction as the rotation of the rotation control gear 117. At this time, since the direction of the rotational power transmitted by the rotation of the shaft 200 and the direction of the rotational power transmitted by the rotation of the rotation control gear 117 coincide, the rotational power from the shaft 200 and the rotational power from the rotation control gear 117 are combined in the power combining gear 111, and a power greater than the rotational power of the shaft 200 is transmitted. As a result, the rotational speed (rotational speed) of the connecting gear 130 is a combination of the rotational speed (rotational speed) of the shaft 200 and the rotational speed (rotational speed) of the rotational control gear 117, and can be set to a rotational speed (rotational speed) greater than that of the shaft 200. Furthermore, while the shaft 200 is rotating, it is also possible to rotate the rotational control gear 117, which is connected to the external drive unit 50, in the same direction as the rotation of the shaft 200. In this case, the rotational speed (rotational speed) of the connecting gear 130 is a combination of the rotational speed (rotational speed) of the shaft 200 and the rotational control gear 117, and can be set to a rotational speed (rotational speed) less than that of the shaft 200. In this way, the power combining unit 110 can transmit the rotational power, which is a combination of the rotational power from the shaft 200 and the rotational power from the rotational control gear 117, to the connecting gear 30. Alternatively, the rotational speed (speed and direction) of the connecting gear 130 can be adjusted or controlled by the combined rotational speed (speed and direction) of the shaft 200 and the rotational speed (speed and direction) of the rotational control gear 117.

[0064] (Third embodiment) Next, the method of using the wheel rotation control device 1 and the wheel rotation control device 101 according to this embodiment will be described in detail.

[0065] Figures 9 and 10 show, as an example, a wheel rotation control device (1, 101) attached to a shaft 200 that supports the wheels of a model car. Since the wheel rotation control device (1, 101) may rotate along with the rotation of the shaft, it is necessary to fix the wheel rotation control device (1, 101) to prevent rotation.

[0066] Figure 9 shows a case in which each of the four wheel rotation control devices (1, 101) is attached to the shaft 200 of the model car, and each wheel rotation control device (1, 101) is fixed to the body of the model car using a fixing member. Figure 9(a) shows the state before the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model car, while Figure 9(b) shows the state after the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model car.

[0067] Figure 10 also shows a case where each of the four wheel rotation control devices (1, 101) is attached to the shaft 200 of the model car, and the front and rear wheel rotation control devices (1, 101) are connected to each other using a connecting member. Since the wheel rotation control devices can be attached to the model car body without any processing, the wheel rotation control devices can be attached more easily. Figure 10(a) shows the state before the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model car, while Figure 10(b) shows the state after the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model car.

[0068] In the wheel rotation control device 1 of the first embodiment, a rotation conversion gear unit 40 is placed between the wheel unit 20 and the power combining unit 10, and by connecting the wheel unit 20 and the power combining unit 10, the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 can be made to match. In the wheel rotation control device 2 of the second embodiment, a rotation conversion gear unit 40 is also placed between the wheel unit 20 and the power combining unit 110, and by connecting the wheel unit 20 and the power combining unit 110, the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 can be made to match. However, it is not limited to this, and a connecting gear 30 (or connecting gear 130) can also be directly connected to the wheel unit 20. In this case, the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 will be opposite, but in order to make the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 match, a mechanism for reversing the rotation direction can be provided between the drive unit of the model car body and the shaft 200. Alternatively, the rotation direction of the wheel section 20 can also be controlled by reversing the rotation direction of the drive unit (electric motor) of the model car body relative to the rotation control gear 17 (or rotation control gear 117).

[0069] Furthermore, in the embodiments described above, the power combining section 10 having a pair of spur gears, and the first gear 2 (input gear) and connecting gear 30 meshing with the power combining section 10, can have a spur gear structure. Also, the power combining section 110 having a bevel gear structure, and the first gear 102 (input gear) and connecting gear 130 meshing with the power combining section 110, can have a bevel gear structure. However, the invention is not limited to these, and the power combining section can also be configured to have a so-called crown gear structure, and the input gear and connecting gear meshing with this power combining section can have a spur gear structure.

[0070] While the principles of the present invention have been illustrated and described in preferred embodiments, it will be recognized by those skilled in the art that the present invention can be modified in arrangement and detail without departing from such principles. The present invention is not limited to the specific configurations disclosed in these embodiments. Accordingly, all modifications and changes arising from the scope of the claims and their spirit are claimed. [Explanation of Symbols]

[0071] 1.101 Wheel rotation control device 2, 102 First Gear 10, 110 Power synthesis section 11, 111 Power composite gear 12, 12a, 12b Second gear 13, 13a, 13b Third gear 14, 114 First support member 15 1st support shaft 16 2nd support shaft 17, 117 rotation control gear 18 First through hole 20 Wheel section 21 Wheel body 21a Main body through hole 22 Wheel drive gears 22a Drive gear through hole 30, 130 Linked Gears 31, 131 Through holes for connecting gears 40 Rotation conversion gear section 41. Fourth gear 42 Fifth Gear 43 Second support member 44 Third support shaft 45 4th support shaft 46 Fixing member 47 Second through hole 48 Third through hole 50 External drive unit 52. Rotational force transmission means (worm gear) 115 Gear support member 200 shaft

Claims

1. A wheel rotation control device that is detachably attached to a shaft that drives the wheel section of a vehicle, for controlling the rotation of the wheel section, An input gear connected to and fixed to the shaft, which transmits power from the first drive unit built into the vehicle, A rotation control gear is rotatably supported on the aforementioned shaft and is used to transmit rotational power from an external drive device. A power combining unit for combining the rotational power from the shaft and the rotational power from the external drive device, The system includes a connecting gear for transmitting the combined power from the power combining unit to the wheel section, The power combining section includes a torque combining gear section that meshes with the input gear and the connecting gear, The input gear, the rotation control gear, and the connecting gear are inserted into and supported on the shaft. A wheel rotation control device characterized in that the torque combining gear section is configured to combine the rotational power from the shaft and the rotational power from the external drive device by rotating on its own axis while meshing with the input gear and revolving around the outer circumference of the input gear.

2. The torque combining gear section of the power combining section has a pair of first and second spur gears that mesh with each other. The first spur gear meshes with the input gear, The second spur gear meshes with the connecting gear, The wheel rotation control device according to claim 1, characterized in that the pair of first spur gears and second spur gears are arranged at substantially equal radial distances from the rotation axis of the shaft.

3. It further comprises a rotational conversion gear section, which is positioned between the power combining section and the wheel section and is used to change the rotational direction of the connecting gear. The aforementioned rotational conversion gear section has a pair of third and fourth spur gears that mesh with each other, The third spur gear and the fourth spur gear have substantially the same structure as the first spur gear and the second spur gear, respectively. The third spur gear meshes with the connecting gear, The wheel section is driven by the fourth spur gear, The wheel rotation control device according to claim 2, characterized in that the third spur gear and the fourth spur gear are arranged at substantially equal radial distances from the axis of rotation of the shaft.

4. The torque combining gear section of the power combining section, the input gear that meshes with the torque combining gear section, and the connecting gear have a bevel gear structure. The wheel rotation control device according to claim 1, characterized in that the rotation axis of the torque synthesis gear section and the rotation axis of the shaft are arranged to intersect.

5. It further comprises a rotational conversion gear section, which is positioned between the power combining section and the wheel section and is used to change the rotational direction of the connecting gear. The aforementioned rotational conversion gear section has a pair of third and fourth spur gears that mesh with each other, The third spur gear meshes with the connecting gear, The wheel section is driven by the aforementioned fourth spur gear. The wheel rotation control device according to claim 4, characterized in that the pair of third and fourth spur gears are arranged at substantially equal radial distances from the axis of rotation of the shaft.

6. The system further includes a first support member positioned opposite the aforementioned rotation control gear, The wheel rotation control device according to claim 1, characterized in that the first support member is integrally connected and fixed to the rotation control gear by a gear support member that supports the torque combining gear.

7. The first support member has a through hole for inserting the connecting gear, The wheel rotation control device according to claim 6, characterized in that the connecting gear is inserted through the through hole of the first support member and is rotatably supported.

8. A vehicle equipped with a wheel rotation control device according to any one of claims 1 to 7.

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