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

Abstract

To provide a wheel rotation control device capable of adding a speed adjustment function and a steering function by utilizing the body of a vehicle as it is. [Solution] The wheel rotation control device includes an input gear connected and fixed to a shaft and transmitting power from a first drive device built into a vehicle, a rotation control gear rotatably supported on the shaft and transmitting rotational force 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. The power synthesis unit includes a torque synthesis gear unit meshing with the input gear and meshing with the connecting gear, the input gear, the rotation control gear, and the connecting gear are inserted and supported by the shaft, and the torque synthesis gear unit rotates on its own axis while meshing with the input gear and revolves around the outer periphery of the input gear, thereby synthesizing the rotational power from the shaft and the rotational power from the external drive device.

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 rotation of the wheels of a model automobile, and a model vehicle equipped with the wheel rotation control device. [Background technology]

[0002] Conventional model vehicles or model automobiles available in large quantities on the market generally have a four-wheel drive mechanism that drives the front and rear wheels, and exhibit high running ability when traveling on uneven roads, but do not generally have a speed control mechanism or a steering mechanism.

[0003] Patent Document 1 discloses a four-wheel drive model car in which both shaft motors are mounted midship in order to improve stability during high-speed driving in a four-wheel drive model car in which the front and rear wheels are driven.

[0004] Also, model automobiles are known that are provided with a steering mechanism for steering wheels such as the left and right front wheels, etc. Cited Document 2 discloses a steering mechanism for model automobiles that includes a steering servo motor for turning the steering wheels of the model automobile in the steering angle direction, the steering servo motor being positioned between the steering wheel and an arm portion extending from the vehicle body side toward the steering wheel, and the steering servo motor turning the steering wheel with an output shaft parallel to the steering rotation shaft of the steering wheel. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2006-198206 A [Patent Document 2] JP 2006-198206 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, the model car disclosed in Patent Document 1, which does not have a speed adjustment mechanism or a steering mechanism, can only travel in a straight line when it is operated on a course other than the designated course.

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

[0008] What is needed is a wheel rotation control device that can be easily installed on a vehicle that does not have a speed adjustment mechanism or a steering mechanism, and further, by installing it on a vehicle that does not have a speed adjustment mechanism or a steering mechanism, it is possible to add a speed adjustment function or a steering function without changing the structure of the vehicle and by using the vehicle body as it 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 the wheel unit by being detachably attached to a shaft that drives the wheel unit of a vehicle, and includes an input gear connected and fixed to the shaft and transmitting power of 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 synthesis unit for synthesizing the rotational power from the shaft and the rotational power from the external drive unit, and a connecting gear for transmitting the synthesized power from the power synthesis unit to the wheel unit. The power synthesis unit includes a torque synthesis gear unit that meshes with the input gear and meshes with the connecting gear, the input gear, the rotation control gear, and the connecting gear are inserted and supported by the shaft, and the torque synthesis gear unit is configured to rotate on its own axis while meshing with the input gear and revolve around the outer periphery of the input gear, thereby synthesizing the rotational power from the shaft and the rotational power from the external drive unit.

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

[0011] In the wheel rotation control device according to the present invention, the torque combining gear unit of the power combining unit may have 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, and the pair of first and second spur gears are disposed at approximately equal distances in the radial direction from the rotation axis of the shaft. In the wheel rotation control device according to the present invention, the torque combining gear unit of the power combining unit can be constructed of a pair of spur gears, which has a simpler structure.

[0012] Also, the wheel rotation control device according to the present invention may further include a rotation conversion gear unit arranged between the power synthesis unit and the wheel unit for converting the rotation direction of the connecting gear. The rotation conversion gear unit may have 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. Also, the third spur gear may be configured to mesh with the connecting gear and drive the wheel unit 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 to each other, but by disposing the rotation conversion gear unit between the power synthesis unit and the wheel unit, the rotation direction of the shaft and the rotation direction of the wheel unit can be made to coincide. Also, the third and fourth spur gears of the rotation conversion gear unit can be configured to have substantially the same structures as the first and second spur gears of the torque synthesis gear unit, respectively, making it possible to standardize parts.

[0014] In the wheel rotation control device according to the present invention, the torque synthesis gear unit of the power synthesis unit may have a bevel gear structure and be arranged so that a rotation axis of the torque synthesis gear unit and a rotation axis of the shaft intersect. In the wheel rotation control device according to the present invention, the torque synthesis gear unit of the power synthesis unit has a bevel gear structure and can be configured with a small number of parts, thereby simplifying the structure.

[0015] In addition, 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 connected and fixed integrally to the rotation control gear by a gear support member supporting the torque synthesis gear.

[0016] In the wheel rotation control device of the present invention, the gear support member supporting the torque combining gear is supported by both the rotation control gear and the first support member arranged opposite to this rotation control gear, so that axial wobble 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 transmitted reliably and stably to the connecting gear and wheel section.

[0017] In addition, in the wheel rotation control device of the present invention, the first support member may have a through hole for inserting the connecting gear, and the connecting gear may be inserted into the through hole of the first support member and supported so as to be freely rotatable.

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

[0019] Moreover, a vehicle according to the present invention can include the wheel rotation control device described above. Effect of the Invention

[0020] In the wheel rotation control device according to the present invention, the input gear is attached to a shaft that drives the wheel section of the vehicle, so that it can be detachably mounted on the vehicle body. The wheel rotation control device also includes a rotation control gear for transmitting 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 section. As a result, the rotational power from the shaft and the rotational power from the external drive device can be synthesized by the power synthesis unit and transmitted to the connecting gear, and further transmitted to the wheel section connected to the connecting gear. As a result, it is possible to adjust or control the rotational speed of the connecting gear or the wheel section by 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 or a steering function can be added to the vehicle. Furthermore, since the input gear, the rotation control gear, and the connecting gear are configured to be inserted and supported by the same shaft, a compact and small wheel rotation control device can be provided. [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 is a schematic perspective view of a wheel rotation control device according to a first embodiment. [Diagram 2] FIG. 2 is a schematic front view of the wheel rotation control device according to the present embodiment. [Diagram 3] FIG. 3 is a diagram showing a schematic assembly diagram of the wheel rotation control device according to this embodiment. [Figure 4] FIG. 4 is a diagram for explaining an example of a power synthesis unit of the wheel rotation control device. [Diagram 5] FIG. 5 is a diagram for explaining another example of the power combiner of the wheel rotation control device. [Figure 6]Fig. 6 is a diagram for explaining the operation of the power synthesis unit of the wheel rotation control device of the first embodiment shown in Fig. 1. Fig. 6(a) is a diagram showing the operating state of the power synthesis unit when the rotation of the external drive device is stopped. Fig. 6(b) is a diagram showing the operating state of the power synthesis unit when the rotation of the shaft is stopped. Fig. 6(c) is a diagram showing the operating state of the power synthesis unit when the rotation of the external drive device is added to the rotating shaft. [Figure 7] Fig. 7 is a diagram showing a wheel rotation control device according to a second embodiment, in which Fig. 7(a) shows the wheel rotation control device according to the first embodiment, and Fig. 7(b) shows the wheel rotation control device according to the second embodiment. [Figure 8] Fig. 8 is a diagram for explaining the operation of the power synthesis unit of the wheel rotation control device according to the second embodiment shown in Fig. 7. Fig. 8(a) is a diagram showing the operating state of the power synthesis unit when the rotation of the external drive device is stopped. Fig. 8(b) is a diagram showing the operating state of the power synthesis unit when the rotation of the shaft is stopped. Fig. 8(c) is a diagram showing the operating state of the power synthesis unit when the rotation of the external drive device is added to the rotating shaft. [Figure 9] Fig. 9 is a diagram for explaining the state in which the wheel rotation control device is attached to a shaft supporting the wheels of a model automobile for use. Fig. 9(a) shows the state before the wheel rotation control device is attached to the shaft of the model automobile, while Fig. 9(b) shows the state after the wheel rotation control device is attached to the shaft of the model automobile. [Figure 10] Fig. 10 is a diagram for explaining the state in which the wheel rotation control device is attached to a shaft supporting the wheels of a model automobile for use. Fig. 10(a) shows the state before the wheel rotation control device is attached to the shaft of the model automobile, while Fig. 10(b) shows the state after the wheel rotation control device is attached to the shaft of the model automobile. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] A wheel rotation control device and a vehicle equipped with the wheel rotation control device according to some embodiments will be described below with reference to the drawings. In the following description, the same elements in the drawings are given the same reference numerals. The vehicle includes a model vehicle and a model automobile.

[0023] (First embodiment) Fig. 1 is a schematic perspective view of the wheel rotation control device according to this embodiment. Fig. 2 is a schematic front view of the wheel rotation control device. Fig. 3 is a schematic assembly diagram of the wheel rotation control device. Fig. 4 is a diagram for explaining a power synthesis unit of the wheel rotation control device. Fig. 3 shows a reference axis Ax that passes through the center of the shaft 200 and extends in the extension direction of the shaft 200.

[0024] As shown in Figs. 1 to 3, the wheel rotation control device 1 can be used by being attached to, for example, a shaft 200 that supports the wheels of a model car. In this embodiment, the wheel rotation control device 1 is mounted on the shaft 200 for driving the wheels. The wheel rotation control device 1 can have a first gear 2 connected and fixed to the tip side of the shaft 200, a power synthesis unit 10 connected to the first gear 2, and a connecting gear 30 for transmitting the rotational force of the power synthesis unit 10 to the wheel unit 20 of the model car. The first gear 2 corresponds to the input gear in this embodiment. In addition, a rotation conversion gear unit 40 is attached between the power synthesis unit 10 and the wheel unit 20 to convert the rotation direction of the connecting gear 30 and rotate the wheel unit 20 in the opposite direction to the rotation direction of the connecting gear 30. In addition, a rotation control gear 17 connected to the external drive unit 50 and for transmitting the rotational power from the external drive unit 50 can be provided. In addition, the rotation control gear 17 is connected to the power synthesis unit 10 and is configured to synthesize the rotational power from the shaft 200 and the rotational power from the external drive unit 50. The shaft 200 extends outside 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 supported by the shaft 200 so as to be rotatable.

[0025] The power combining unit 10 may have a power combining gear 11 for combining the rotational power from the shaft 200 and the rotational power from the external driving device 50 by rotation and revolution. In this embodiment, the power combining gear 11 may include a pair of a second gear 12 and a third gear 13 that mesh with each other. 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] The second gear 12 is supported by a first support shaft 15 attached to the rotation control gear 17 so as to be freely rotatable. The third gear 13 is supported by a second support shaft 16 attached to the rotation control gear 17 so as to be freely rotatable. In this embodiment, the first support shaft 15 and the second support shaft 16 are also supported by a first support member 14 arranged opposite the rotation control gear 17. That is, 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 arranged 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 state of meshing with each other, and are supported rotatably. In other words, the rotation control gear 17 and the first support member 14 are connected and fixed to be integrated by the first support shaft 15 and the second support shaft 16, which support the second gear 12 and the third gear 13 so as to be freely rotatable, respectively. The first support shaft 15 and the second support shaft 16 correspond to the gear support member 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 arranged opposite to each other, no shaft wobble occurs, and the second gear 12 and the third gear 13 can be reliably supported in a state in which the second gear 12 and the third gear 13 are in mesh with each other.

[0027] 4 is a diagram for explaining the meshing state of the first gear 2, the second gear 12, and the third gear 13. Referring to Fig. 4, the first support shaft 15 and the second support shaft 16 are each disposed at a position radially away from the central axis (shaft 200) of the rotation control gear 17 by a predetermined distance. In this embodiment, the first support shaft 15 and the second support shaft 16 are each disposed at a position radially away from the central axis of the rotation control gear 17 by approximately the same distance.

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

[0029] Also, in FIG. 4, the power composition gear 11 includes a pair of the second gear 12 and the third gear 13 that mesh with each other. However, the present invention is not limited to this, and the power composition gear 11 may include a plurality of sets, with one set being a pair of the second gear 12 and the third gear 13 that mesh with each other. FIG. 5(a) illustrates a case in which two sets of a pair of the second gear 12 and the third gear 13 are included. FIG. 5(b) illustrates a case in which three sets of a pair of the second gear 12 and the third gear 13 are included. Referring to FIG. 5(a), the power composition gear 11 includes a pair of the second gear 12a and the third gear 13a that mesh with each other, and the two sets of the power composition gears 11 are arranged opposite each other across the shaft 200. In other words, the two sets of the power composition gears 11 are arranged so as to rotate twice around the shaft 200. The two second gears 12a are each meshed with the first gear 2. Additionally, the two third gears 13a are each meshed with a connecting gear 30.

[0030] 5(b), three sets of power combining gears 11 are arranged across the shaft 200, with one set consisting of a pair of second gear 12b and third gear 13b that mesh with each other. In FIG. 5(b), the three sets of power combining 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] 5, two or three sets of power combining gears 11 are arranged to rotate symmetrically with respect to the shaft 200. The multiple power combining gears 11 meshing with the first gear 2 reliably transmit the rotational power from the shaft 200 to the connecting gear 30 and the wheel unit 20 via the power combining gears 11. In addition, by providing multiple power combining gears as rotational symmetries on either side of the shaft 200 (or the first gear 2), even if there is a deviation in the rotation of the first gear 2, the rotational power from the shaft 200 can be stably transmitted to the power combining gears.

[0032] 1 to 3 again, the power combiner 10 may include a rotation control gear 17 for transmitting rotational power from an external drive device 50. The rotation control gear 17 is inserted through the first gear 2 and then rotatably supported on the tip end side of the shaft 200 extending outwardly of the first gear 2. The rotation control gear 17 is connected and fixed to the first support member 14 via a first support shaft 15 and a second support shaft 16 that support the second gear 12 and the third gear 13, respectively. The second gear 12 and the third gear 13 are rotatably supported by the first support shaft 15 and the second support shaft 16, respectively. The second gear 12 is meshed with the first gear 2 that 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 that is meshed with the second gear 12, via the first gear 2.

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

[0034] A first through hole 18 is provided in approximately the center of the first support member 14. A shaft 200 is inserted through the 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 the first gear 2 is meshed with the second gear 12 of the power combiner 10.

[0035] Next, the connecting gear 30 will be described in detail. With reference to Figs. 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 into the connecting gear through hole 31 of the connecting gear 30, the connecting gear 30 is rotatably supported by the shaft 200. The rotational power of the shaft 200 is configured to be transmitted to the connecting gear 30 via the first gear 2, the second gear 12 meshed with the first gear 2, and the third gear 13 meshed with the second gear.

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

[0037] In addition, 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 into the first through hole 18 provided in the approximate center of the first support member 14, and the shaft 200 is inserted into the first through hole 18 of the connecting gear 30 with the connecting gear 30 inserted into the first through hole 18 of the first support member 14. The connecting gear 30 is designed so that the diameter of its outer periphery is slightly smaller than the diameter of its inner periphery of the first through hole 18 of the first support member 14. As a result, when the connecting gear 30 is inserted into the first through hole 18 of the first support member 14, the outer periphery of the connecting gear 30 comes into contact with the inner periphery of the first through hole 18 of the first support member 14, and the connecting gear 30 can support the first support member 14. In this way, the connecting gear 30 is supported by the shaft 200 by inserting the shaft 200 through the connecting gear through hole 31 provided at the axis, and is inserted through the first through hole 18 of the first support member 14 and rotates while contacting the inner circumferential surface of the first through hole 18 of the first support member 14, thereby supporting the first support member 14. In this way, the first support member 14 is connected 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 unit 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 the rotational power from the shaft 200 can be reliably transmitted.

[0039] Also, 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 journaled within this bearing, it is possible to reduce friction when the connecting gear 30 rotates. Alternatively, a lubricant or the like 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 a lubricant and a bearing can be used.

[0040] As described above, in a state in which the second gear 12 and the third gear 13 are meshed with each other, the first support shaft 15 and the second support shaft 16, which respectively support the second gear 12 and the third gear 13, are connected and fixed to and supported by the rotation control gear 17 and the first support member 14. Meanwhile, the rotation control gear 17 is rotatably supported by the shaft 200, and the first support member 14 is configured to be supported by the outer periphery of the connecting gear 30, which is rotatably supported by the shaft 200. That is, the first support member 14 and the rotation control gear 17, which respectively support the second gear 12 and the third gear 13 so that they can rotate freely, are directly and / or indirectly supported by the shaft 200. This allows the first gear 2 and the second gear 12 of the power synthesis unit 10, and the second gear 12 and the third gear 13 to mesh reliably and stably. 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 synthesis unit 10.

[0041] Referring again to Figures 1 to 3, the connecting gear 30 rotatably supported on the shaft 200 is inserted into the first through hole 18 of the first support member 14 and connected to the rotation conversion gear section 40 arranged 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 larger 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 can be made larger than the rotational speed (number of rotations) of the shaft 200 by combining the rotational speed (number of rotations) of the shaft 200 and the rotational speed (number of rotations) of the rotation control gear 17. At this time, the rotational direction of the connecting gear 30 is opposite to the rotational direction of the shaft 200. In order to match the rotational direction of the connecting gear 30 with the rotational direction of the shaft, a rotation conversion gear unit 40 can be disposed between the wheel unit 20 and the power combining unit 10 and connected to the wheel unit 20 and the power combining unit 10.

[0043] Next, the rotation conversion gear unit 40 for converting the rotation direction of the connecting gear 30 and transmitting the rotational power to the wheel unit 20 will be described in detail. With reference to Figs. 1 to 3, the rotation conversion gear unit 40 may have a fourth gear 41 meshed with the connecting gear 30, a fifth gear 42 meshed with the fourth gear 41, and a second support member 43 for supporting the fourth gear 41 and the fifth gear 42 so as to be freely rotatable. 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 as to be freely rotatable, respectively. In other words, the fourth gear 41 and the fifth gear 42 are supported by the third support shaft 44 and the fourth support shaft 45 so as to be freely rotatable, respectively. In addition, the rotation conversion gear unit 40 may have a plate-shaped fixing member 46 arranged opposite to the second support member 43. The fixed 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 supported by the third support shaft 44 and the fourth support shaft 45, respectively.

[0044] Further, the second support member 43 and the fixed member 46 of the rotation converting gear portion 40 are provided with a second through hole 47 and a third through hole 48 for inserting the shaft 200 therethrough, respectively.

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

[0046] 1 to 3, the wheel unit 20 can have a wheel main body 21 rotatably supported on a shaft 200, and a wheel drive gear 22 for transmitting a rotational force from a rotation conversion gear unit 40. In this embodiment, the wheel drive gear 22 is fixed to the wheel main body 21 and meshes with a fourth gear 42 of the rotation conversion gear unit 40, and the rotational force of the connecting gear 30 is transmitted to the wheel main body 21 via the third gear 41 and the fourth gear 42 of the rotation conversion gear unit 40. In addition, a main body through hole 21a and a drive gear through hole 22a are formed approximately at the center of each of the wheel main body 21 and the wheel drive gear 22, and the wheel drive gear 22 is fixed to the wheel main body 21 so that the main body through hole 21a and the drive gear through hole 22a are approximately coaxially positioned. The wheel main body portion 21 and the wheel drive gear 22 are supported so that the wheel main body portion 21 can rotate freely while the wheel drive gear 22 is fixed, by inserting a shaft 200 through the main body portion through hole 21a and the drive gear through hole 22a formed in each of them.

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

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

[0049] Next, the operation of the wheel rotation control device 1 will be described in detail. Fig. 6 shows a diagram for explaining the operation of the power synthesis unit 10, which is a main component of the wheel rotation control device 1. Fig. 6(a) is a diagram showing the operating state of the power synthesis unit 10 when the rotation of the external drive device 50 is stopped. Fig. 6(b) is a diagram showing the operating state of the power synthesis unit 10 when the rotation of the shaft 200 is stopped. Fig. 6(c) is a diagram showing the operating state of the power synthesis 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 external drive device 50 is not rotating First, with reference to Fig. 6(a), the operation of the power combiner 10 when the shaft 200 is rotating and the external drive device 50 is stopped will be described. In this state, the external drive device 50 is stopped, the rotation control gear 17 is fixed, and the shaft 200 for driving the wheels of the model car equipped with the wheel rotation control device 1 is rotating. At this time, the rotation control gear 17 is stopped. In addition, the first support member 14, which is connected and fixed integrally to the rotation control gear 17 via the first support member 14 and the second support shaft 15, is also stopped.

[0051] In FIG. 6(a), when the first gear 2 connected and fixed to the shaft 200 rotates, the second gear 12, which is meshed with the first gear 2 and rotatably supported by the first support shaft 15, rotates (spins) in the opposite direction to the rotation direction of the shaft 200. The first support shaft 15 is disposed at a position radially away from the central axis of the rotation control gear 17 by a predetermined distance. With the rotation of the second gear 12, the third gear 13, which is meshed with the second gear 12 and rotatably supported by the second support shaft 16, rotates in the opposite direction to the second gear 12 (i.e., the same direction as the rotation direction of the shaft 200). The second support shaft 16 is disposed at a position radially away from the central axis of the rotation control gear 17 by a predetermined distance. In this embodiment, the second support shaft 16 is disposed at a position radially away from the central axis of the rotation control gear 17 by approximately the same distance as the first support shaft 15. The rotation of the third gear 13 rotates the connecting gear 30 meshing with the third gear 13. 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 first gear 2, the second gear 12, the third gear 13, and the connecting gear 30 that mesh with each other are set so that the first gear 2 and the connecting gear 30 rotate in the opposite direction at the same rotation speed when the external drive device 50 is stopped. At this time, the gear ratios (ratio of the number of teeth) of the first gear 2, the second gear 12, the third gear 13, and the connecting gear 30 that mesh with each other do not necessarily need to be set to 1. On the other hand, the gear ratio of the second gear 12 and the third gear 13 that mesh with each other can also be set to 1. In addition, the gear ratio of the second gear 12 (or the third gear 13) to the first gear 2 (or the connecting gear 30) can be made smaller than 1. This allows the sizes of the second gear 12 and the third gear 13 to be relatively small, so that the power synthesis unit 10 can be made compact. (2) When the shaft 200 stops rotating and the external drive device 50 is rotating Next, with reference to FIG. 6(b), the operation of the power synthesis unit 10 when the shaft 200 stops rotating and the external drive device rotates will be described. When the first gear 2 stops, the rotation control gear 17 connected to the external drive device can rotate. The second gear 12 rotatably attached to the first support shaft 15 revolves (rotates) around the first gear 2 in the same direction as the rotation direction of the rotation control gear 17 while meshing with the first gear 2. At this time, the third gear 13 rotatably attached to the second support shaft 16 and meshing with the second gear 12 can rotate in the opposite direction to the rotation direction of the second gear 12 (or the rotation control gear 17) while revolving around the first gear 2. By the rotation of the third gear 13, the connecting gear 30 meshing with the third gear 13 can rotate in the same direction as the rotation direction of the rotation control gear 17. In this manner, as the rotation control gear 17 rotates, the second gear 12 revolves (rotates) around the first gear 2 while meshing with the first gear 2. This causes the third gear 13 meshing with the second gear 12 to rotate, and as a result, the connecting gear 30 meshing with the third gear 13 rotates. The power combiner 10 is disposed at a position radially spaced a predetermined distance from the central axis of the rotation control gear 17, and the second gear 12 and third gear 13 meshing with each other form a pair, and can be configured 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 Fig. 6(c), the operation of the power synthesis unit 10 when the shaft 200 and the external drive device are rotating together will be described. When the rotation control gear 17 connected to the external drive device is rotated in the opposite direction to the rotation direction of the shaft 200 while the shaft 200 is rotating, the second gear 12 supported by the first support shaft 15 to rotate freely rotates on its own axis in the opposite direction to the rotation direction of the shaft 200, and rotates while revolving around the first gear 2 in the same direction as the rotation direction of the rotation control gear 17 while meshing with the first gear 2. 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 with each other, the rotational power from the shaft 200 and the rotational power from the rotation control gear 17 are synthesized in the second gear 12 and the third gear 11, and a power larger than the rotational power of the shaft 200 is transmitted. As a result, the rotation speed (rotational speed) of the connecting gear 30 is a combination of the rotation speed (rotational speed) of the shaft 200 and the rotation speed (rotational speed) of the rotation control gear 17, and can be made to be a rotation speed (rotational speed) higher than the rotation speed (rotational speed) of the shaft 200. It is also possible to rotate the rotation control gear 17 connected to the external drive device in the same direction as the rotation direction of the shaft 200 while the shaft 200 is rotating. In this case, the rotation speed (rotational speed) of the connecting gear 30 is a combination of the rotation speed (rotational speed) of the shaft 200 and the rotation speed (rotational speed) of the rotation control gear 17, and can be made to be a rotation speed (rotational speed) lower than the rotation speed (rotational speed) of the shaft 200. In this way, the power combiner 10 can transmit the rotational power obtained by combining the rotational power from the shaft 200 and the rotational power from the rotation control gear 17 to the connecting gear 30. Alternatively, the rotational speed (number of rotations and direction) of the connecting gear 30 can be adjusted or controlled by the rotational speed (number of rotations and direction) obtained by combining the rotational speed (number of rotations and direction) of the shaft 200 and the rotational speed (number of rotations and direction) of the rotation control gear 17.

[0053] Second embodiment In the power synthesis unit 10 of the wheel rotation control device 1 according to the first embodiment, the power synthesis gear 11 for synthesizing the rotational power from the shaft 200 and the rotational power from the external drive device 50 can include a pair of second gears 12 and third gears 13 that mesh with each other. 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 synthesis gear 11. FIG. 7 is a schematic front view of the power synthesis unit 110 of the wheel rotation control device 101 according to the second embodiment. Note that FIG. 7(a) shows the power synthesis unit 10 of the wheel rotation control device 1 according to the first embodiment, and FIG. 7(b) shows the power synthesis unit 110 of the wheel rotation control device 1 according to the second embodiment. In addition, in the wheel rotation control device 101 according to the second embodiment, the configuration other than the power synthesis unit 110 can have the same configuration as the wheel rotation control device 1 according to the first embodiment. For example, the wheel section 20 of the model car, the rotation conversion gear section 40, the external drive device 50, and the rotational force transmission means 50 of the wheel rotation control device 1 according to the first embodiment can have the same configuration in the wheel rotation control device 101 according to the second embodiment. Therefore, in the following description, explanations of parts other than the power synthesis section 110 will be omitted unless a special explanation is required.

[0054] 7, the wheel rotation control device 101 may have a first gear 102 connected and fixed to the tip end side of the shaft 200, a power synthesis unit 110 connected to the first gear 102, and a connecting gear 130 for transmitting the rotational force of the power synthesis unit 110 to the wheel unit 20 of the model car. In addition, similar to the wheel rotation control device 1 of the first embodiment, a rotation conversion gear unit 40 for converting the rotation direction of the connecting gear 130 and rotating the wheel unit 20 in the opposite direction to the rotation direction of the connecting gear 130 is attached between the power synthesis unit 110 and the wheel unit 20 (not shown). In addition, a rotation control gear 117 connected to the external drive unit 50 for transmitting the rotational power from the external drive unit 50 may be provided. In addition, the rotation control gear 117 is connected to the power synthesis unit 110 and configured to synthesize the rotational power from the shaft 200 and the rotational power from the external drive unit 50. The shaft 200 extends outside 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 supported by the shaft 200 so as to be rotatable.

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

[0056] The power synthesis gear 111 is supported by a gear support member 115 attached to the rotation control gear 117 so as to be freely rotatable. In this embodiment, a rod-shaped support attached to the axis of the power synthesis gear 111 is supported by the gear support member 115 so as to be rotatable. A first support member 114 is disposed opposite the rotation control gear 117, and the rotation control gear 117 and the first support member 114 are connected and fixed to each other by the gear support member 115 to be integrated. The gear support member 115 is supported by both the rotation control gear 117 and the first support member 114 disposed opposite to each other, so that no axial wobble occurs and the rotation control gear 117 can be reliably supported. The power synthesis gear 111 of the power synthesis unit 110 can be configured by one bevel gear. In other words, the power synthesis unit 110 can be configured with a small number of parts and a simple structure.

[0057] The power combining gear 111 is also meshed with the connecting gear 130. The connecting gear 130 meshed with the power combining gear 111 can also be made of a bevel gear. The power combining gear 111 and the connecting gear 130 mesh with each other so that the rotation axis of the power combining gear 111 and the rotation axis of the connecting gear 130 intersect, whereby the rotational power from the shaft 200 is transmitted to the connecting gear 130 via the power combining gear 111.

[0058] A connecting gear through hole 131 for inserting the shaft 200 is formed in approximately the center of the connecting gear 130. By inserting the shaft 200 into the connecting gear through hole 131 of the connecting gear 130, the connecting gear 130 is rotatably supported by 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 larger than the rotational power of the shaft 200 is transmitted to the connecting gear 130. As a result, the rotational speed (number of rotations) of the connecting gear 130 can be made larger than the rotational speed (number of rotations) of the shaft 200 by combining the rotational speed (number of rotations) of the shaft 200 and the rotational speed (number of rotations) of the rotation control gear 117. At this time, the rotational direction of the connecting gear 130 is opposite to the rotational direction of the shaft 200. In order to match the rotational direction of the connecting gear 130 with the rotational direction of the shaft 200, a rotation conversion gear unit 40 can be disposed 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 direction of the connecting gear 130, which rotates in the opposite direction to the rotational direction of the shaft 200, is converted by the rotational conversion gear section 40, and the rotational power of the connecting gear 130 is transmitted to the wheel section 20, thereby making the rotational direction of the shaft 200 and the rotational direction of the wheel section 20 consistent.

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

[0061] (1) When the shaft 200 is rotating and the external drive device is not rotating First, with reference to Fig. 8(a), the operation of the power synthesis unit 110 when the shaft 200 is rotating and the external drive device 50 is stopped will be described. In this state, the external drive device 50 is stopped, the rotation control gear 117 is fixed, and the shaft 200 for driving the wheels of the model car equipped with the wheel rotation control device 101 is rotating. At this time, the rotation control gear 117 is stopped. In addition, the first support member 114, which is connected and fixed to the rotation control gear 117 via the gear support member 115, is also stopped.

[0062] In FIG. 8(a), the first gear 102, which is connected and fixed to the shaft 200 and has a bevel gear shape, meshes with the power combining gear 111, which is also connected and fixed to the shaft 200. When the first gear 102, which is connected and fixed to the shaft 200, rotates, the power combining gear 111, which is rotatably supported by the gear support member 115, rotates (spins) together with the rotation of the shaft 200. The rotation axis of the first gear 102 (or the shaft 200) and the rotation axis of the power combining gear 111 intersect with each other. Furthermore, the rotation of the power combining gear 111 can rotate the connecting gear 130, which meshes with the power combining gear 111. As a result, the power generated by the rotation of the shaft 200 is transmitted to the connecting gear 130. The connecting gear 130 also has a bevel gear shape. The rotation axis of the power combining gear 111 and the rotation axis of the connecting gear 130 intersect with each other. Furthermore, the connecting gear 130 is supported by the shaft 200 so as to be freely rotatable, and the rotation axis of the connecting gear 130 and the rotation axis of the shaft 200 are substantially aligned.

[0063] In this embodiment, the gear ratios of the first gear 102, the power combining gear 111, and the connecting gear 130 that mesh with each other are set so that the first gear 102 and the connecting gear 130 rotate in the opposite direction at the same rotation speed when the external drive device 50 is stopped. In this case, the gear ratios (ratio of the number of teeth) of the first gear 102, the power combining gear 111, and the connecting gear 130 that mesh with each other do not necessarily need to be set to 1. On the other hand, the gear ratio of the second gear 12 and the third gear 13 that mesh with each other can also be set to 1. In addition, the gear ratio of the power combining gear 111 to the first gear 102 (or the connecting gear 130) can be made smaller than 1. This allows the size of the power combining gear 111 to be relatively small, and therefore the power combining unit 110 can be made compact. (2) When the shaft 200 stops rotating and the external drive device 50 is rotating Next, with reference to FIG. 8(b), the operation of the power synthesis unit 110 when the rotation of the shaft 200 stops and the external drive device 50 rotates will be described. With the first gear 102 stopped, the rotation control gear 117 connected to the external drive device 50 can rotate. The power synthesis gear 111 rotatably attached to 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, the rotation of the power synthesis gear 111 allows the connecting gear 130 meshing with the power synthesis gear 111 to rotate in the same direction as the rotation direction of the rotation control gear 17. In this way, the rotation control gear 117 rotates, so that the power synthesis gear 111 revolves (rotates) around the first gear 102 while meshing with the first gear 102. As a result, it is possible to configure the connecting gear 130 meshing with the power synthesis gear 111 to rotate. In this manner, the rotational power of the rotation control gear 117 can be transmitted to the connecting gear 130 by the power combining gear 111 of the power combining unit 10 . (3) When the shaft 200 and the external driving device 50 are rotating Next, with reference to Fig. 8(c), the operation of the power combining unit 110 when the shaft 200 and the external driving device 50 are rotating together will be described. When the rotation control gear 117 connected to the external driving device 50 is rotated in the opposite direction to the rotation direction of the shaft 200 while the shaft 200 is rotating, the power combining gear 111 rotatably attached to the gear support member 115 rotates while rotating on its own axis in the opposite direction to the rotation direction of the shaft 200, and rotates while revolving 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, 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 with each other, 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 larger than the rotational power of the shaft 200 is transmitted. As a result, the rotation speed (rotational speed) of the connecting gear 130 is a combination of the rotation speed (rotational speed) of the shaft 200 and the rotation speed (rotational speed) of the rotation control gear 117, and can be made to be a rotation speed (rotational speed) higher than the rotation speed (rotational speed) of the shaft 200. It is also possible to rotate the rotation control gear 117 connected to the external drive device 50 in the same direction as the rotation direction of the shaft 200 while the shaft 200 is rotating. At this time, the rotation speed (rotational speed) of the connecting gear 130 is a combination of the rotation speed (rotational speed) of the shaft 200 and the rotation speed (rotational speed) of the rotation control gear 117, and can be made to be a rotation speed (rotational speed) lower than the rotation speed (rotational speed) of the shaft 200. In this way, the power combination unit 110 can transmit the rotational power obtained by combining the rotational power from the shaft 200 and the rotational power from the rotation control gear 117 to the connecting gear 30. Alternatively, the rotational speed (number of rotations and direction) of the connecting gear 130 can be adjusted or controlled by the rotational speed (number of rotations and direction) obtained by combining the rotational speed (number of rotations and direction) of the shaft 200 and the rotational speed (number of rotations and direction) of the rotation control gear 117.

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

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

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

[0067] Also, Fig. 10 shows a case where each of the four wheel rotation control devices (1, 101) is attached to the shaft 200 of the model automobile, 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 without processing the main body of the model automobile, the wheel rotation control devices can be attached more easily. Note that Fig. 10(a) shows the state before the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model automobile, while Fig. 10(b) shows the state after the wheel rotation control devices (1, 101) are attached to the shaft 200 of the model automobile.

[0068] In the wheel rotation control device 1 of the first embodiment, the rotation conversion gear unit 40 is disposed between the wheel unit 20 and the power synthesis unit 10, and is connected to the wheel unit 20 and the power synthesis unit 10, so that the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 can be made to coincide with each other. In the wheel rotation control device 2 of the second embodiment, the rotation conversion gear unit 40 is disposed between the wheel unit 20 and the power synthesis unit 110, and is connected to the wheel unit 20 and the power synthesis unit 110, so that the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 can be made to coincide with each other. However, this is not limited to this, and the connecting gear 30 (or the 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 are opposite to each other, but in order to make the rotation direction of the shaft 200 and the rotation direction of the wheel unit 20 coincide with each other, 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 portion 20 can also be controlled by reversing the rotation direction of the drive device (electric motor) of the model automobile body relative to the rotation control gear 17 (or the rotation control gear 117).

[0069] In the embodiment described above, the power combining unit 10 having a pair of spur gears, and the first gear 2 (input gear) and connecting gear 30 meshing with the power combining unit 10 may have a spur gear structure. In addition, the power combining unit 110 having a bevel gear structure, and the first gear 102 (input gear) and connecting gear 130 meshing with the power combining unit 110 may have a bevel gear structure. However, without being limited thereto, the power combining unit may have a so-called crown gear structure, and the input gear and connecting gear meshing with this power combining unit may be configured to 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 invention may be modified in arrangement and detail without departing from such principles. The invention is not limited to the specific constructions disclosed in the present embodiments. We therefore claim all modifications and changes that come within the scope and spirit of the following claims. [Explanation of symbols]

[0071] 1, 101 Wheel rotation control device 2, 102 1st gear 10, 110 Power synthesis section 11, 111 Power composite gear 12, 12a, 12b 2nd gear 13, 13a, 13b 3rd 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 gear 22a Drive gear through hole 30, 130 Connected Gear 31, 131 Connecting gear through hole 40 Rotation conversion gear 41 4th Gear 42 5th 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 for controlling rotation of a wheel portion of a vehicle by being detachably attached to a shaft that drives the wheel portion, comprising: an input gear connected and fixed to the shaft to transmit power of a first drive device built into the vehicle; a rotation control gear that is rotatably supported by the shaft and that transmits rotational power from an external driving device; a power combining unit for combining the rotational power from the shaft and the rotational power from the external driving device; a connecting gear for transmitting the combined power from the power combining unit to the wheel unit, the power synthesis unit includes a torque synthesis gear unit meshing with the input gear and meshing with the connecting gear, the input gear, the rotation control gear, and the connecting gear are inserted and supported by the shaft, the torque synthesis gear unit is configured to rotate on its axis and revolve around an outer periphery of the input gear while meshing with the input gear, thereby synthesizing the rotational power from the shaft and the rotational power from the external drive device, the torque synthesis gear unit of the power synthesis unit has a pair of a first spur gear and a second spur gear that mesh with each other, the first spur gear meshes with the input gear; the second spur gear meshes with the connecting gear; A wheel rotation control device, characterized in that the pair of first and second spur gears are arranged at approximately equal radial distances from the rotation axis of the shaft.

2. a rotation conversion gear unit arranged between the power synthesis unit and the wheel unit for converting a rotation direction of the connecting gear; the rotation conversion gear portion 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, the third spur gear meshes with the connecting gear, The wheel portion is driven by the fourth spur gear, 2. The wheel rotation control device according to claim 1, wherein the third spur gear and the fourth spur gear are disposed at substantially equal radial distances from the rotation axis of the shaft.

3. a first support member disposed opposite the rotation control gear, 2. The wheel rotation control device according to claim 1, wherein the first support member is connected and fixed integrally to the rotation control gear by a gear support member that supports the torque synthesis gear.

4. The first support member has a through hole for inserting the connecting gear therethrough, 4. The wheel rotation control device according to claim 3, wherein the connecting gear is inserted into the through hole of the first support member and is supported so as to be freely rotatable.

5. A wheel rotation control device for controlling the rotation of a wheel part of a vehicle by being detachably attached to a shaft that drives the wheel part, comprising: an input gear connected and fixed to the shaft to transmit power of a first drive device built into the vehicle; a rotation control gear that is rotatably supported by the shaft and that transmits rotational power from an external driving device; a power combining unit for combining the rotational power from the shaft and the rotational power from the external driving device; a connecting gear for transmitting the combined power from the power combining unit to the wheel unit, the power synthesis unit includes a torque synthesis gear unit meshing with the input gear and meshing with the connecting gear, the input gear, the rotation control gear, and the connecting gear are inserted and supported by the shaft, the torque synthesis gear unit is configured to rotate on its axis and revolve around an outer periphery of the input gear while meshing with the input gear, thereby synthesizing the rotational power from the shaft and the rotational power from the external drive device, the torque synthesis gear portion of the power synthesis unit, the input gear meshing with the torque synthesis gear portion, and the connecting gear each have a bevel gear structure, a rotation axis of the torque synthesis gear unit and a rotation axis of the shaft are arranged to intersect with each other, a rotation conversion gear unit arranged between the power synthesis unit and the wheel unit for converting a rotation direction of the connecting gear; the rotation conversion gear portion has a pair of third and fourth spur gears that mesh with each other, the third spur gear meshes with the connecting gear, The fourth spur gear is configured to drive the wheel portion, A wheel rotation control device characterized in that the pair of third spur gears and fourth spur gears are arranged at approximately equal radial distances from the rotation axis of the shaft.

6. A wheel rotation control device for controlling the rotation of a wheel part of a vehicle by being detachably attached to a shaft that drives the wheel part, comprising: an input gear connected and fixed to the shaft to transmit power of a first drive device built into the vehicle; a rotation control gear that is rotatably supported by the shaft and that transmits rotational power from an external driving device; a power combining unit for combining the rotational power from the shaft and the rotational power from the external driving device; a connecting gear for transmitting the combined power from the power combining unit to the wheel unit, the power synthesis unit includes a torque synthesis gear unit meshing with the input gear and meshing with the connecting gear, the input gear, the rotation control gear, and the connecting gear are inserted and supported by the shaft, the torque synthesis gear unit is configured to rotate on its axis and revolve around an outer periphery of the input gear while meshing with the input gear, thereby synthesizing the rotational power from the shaft and the rotational power from the external drive device, a first support member disposed opposite the rotation control gear, the first support member is connected and fixed integrally to the rotation control gear by a gear support member that supports the torque synthesis gear, The first support member has a through hole for inserting the connecting gear therethrough, The wheel rotation control device, characterized in that the connecting gear is inserted into the through hole of the first support member and supported so as to be freely rotatable.

7. A vehicle comprising the wheel rotation control device according to any one of claims 1 to 6.

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