1374100 (1) 九、發明說明 【發明所屬的技術領域】 本發明是關於，能夠避免關節部所造成的干涉情形， 來進行迴轉的傳達動作的迴轉傳達裝置、以及使用該裝置 的兩輪及三輪等的車輛。 【先前技術】 在習知的前後輪驅動機車，其輸入軸及輸出軸朝向左 右方向的等速接頭的樞軸中心，是配置在轉向中心的正下 方（例如，參照專利文獻1 )。 〔專利文獻1〕 日本特開平3 — 167092號公報 【發明內容】 [發明欲解決的課題] 在上述的習知的機車中，只使用了 一個等速接頭，轉 向的範圍是限制在±32〜33°左右。而如果等速接頭的樞軸 中心沒有高精度地與轉向中心一致的話，則很難使車把進 行迴旋動作’所以需要提高等速接頭的加工精度或組裝精 度，而會提高成本。並且，在實際的機車或汽車，框架等 的構造零件會產生撓曲情形，所以很難將等速接頭的樞軸 中心維持與轉向中心一致的狀態，所以會有實用性較低的 問題。 該發明就是要解決上述的課題，抑制成本增加，要能 -4 - (4) (4)1374100 體的前輪8。後輪3的迴轉，是經由迴轉傳達裝置9而傳 達到前輪8。藉此，前輪8會以與後輪3同樣的速度迴轉 〇 迴轉傳達裝置9，是具有：與後輪3 —體地迴轉的後 輪鏈輪10、在主框架1的側面所搭載的第一及第二傳達鏈 輪11、12、搭載於主框架1與前框架之間的接頭機構13 、與前輪8 —體地迴轉的前輪鏈輪14、捲繞於後輪鏈輪 10與第一傳達鏈輪11之間的第一傳達鏈條15、捲繞於第 二傳達鏈輪1 2與接頭機構1 3之間的第二傳達鏈條1 6、以 及捲繞於接頭機構]3與前輪鏈輪1 4之間的第三傳達鏈條 17。 第一及第二傳達鏈輪11、丨2，是配置成同軸，一體地 迴轉。於是，藉由改變第一傳達鏈輪1 1、1 2的尺寸，則 能夠將所輸入的迴轉動作增速或減速而輸入到接頭機構1. 3 。第一傳達鏈條15，是與主框架1平行地配置。 在主框架1的前端部，是固定著：用來安裝接頭機構 13的安裝臂18。接頭機構13，當轉向軸6爲正前方向時 ’是以軸方向爲水平且平行於左右方向的方式，配置在安 裝臂18與前輪臂7之間。安裝臂18，是與前輪臂7平行 。安裝臂1 8的軸心’是相對於轉向軸6的軸心，偏置在 前輪臂7的相反側。 接頭機構13’允許轉向軸6的迴旋動作，且將從第二 傳達鏈條1 6所輸入的驅動力傳達到第三傳達鏈條1 7。而 接頭機構】3，不會受到轉向軸6的迴旋所造成的干涉，而 (5) (5)1374100 從第二傳達鏈條16將驅動力傳達到第三傳達鏈條17。並 且，接頭機構13，不會受到驅動力的傳達所造成的干涉， 而允許轉向軸6的迴旋動作。 實施方式1的主側傳達手段，是具有：後輪鏈輪10、 第一及第二傳達鏈輪11、12、以及第—及第二傳達鏈條 15、16。而前側傳達手段’是具有第三傳達鏈條17及前 輪鏈輪1 4。 第2圖是顯示第1圖的接頭機構13的正面圖。接頭 機構13，是具有：接頭機構主體19、以及覆蓋於接頭機 構主體1 9的中間部的可撓性外殼2 0。可撓性外殼2 0.，例 如是藉由橡膠所構成。 在安裝臂18，是固定著第一轂部21。在第一轂部21 及安裝臂18’是貫穿著第一支承軸22。第一支承軸22的 前端部’是插入於接頭機構主體19的第一端部。第一支 承軸22的迴轉動作，會藉由朝直徑方向將第一轂部21及 第一支承軸22予以貫穿的第一銷栓23所阻止。接頭機構 13，是相對於第一支承軸22自由迴轉。 當前輪8 .朝向正前方向時，在接頭機構主體.19與安 裝臂1 8之間，是存在有預定的尺寸（例如3mm左右）的 間隙g。接頭機構主體19，是相對於第一支承軸22可朝 軸方向滑動。 在前輪臂7，是固定著第二轂部24。在第二轂部24 及前輪臂7,是貫穿著第二支承軸25。第二支承軸25的 前端部’是被插入於接頭機構主體]9的第二端部。第二 -8- 24 (6) 1374100 頭 22 於 接 27 銷 外 軸 著 構 〇 藉 中 部 支承軸25的迴轉動作，會藉由朝直徑方向將第二轂部 及第二支承軸25予以貫穿的第二銷栓26而被阻止。接 機構13，是相對於第二支承軸25可自由迴轉。 如上述，接頭機構13，是藉由第一及第二支承軸 、25可自由迴轉地被支承著。接頭機構13，是被配置 轉向軸6的下端部與前輪8之間。 第3圖是顯示第2圖的接頭機構主體19的正面圖 第4圖是顯示第3圖的接頭機構主體19的右側面圖，第 圖是沿著第3圖的V-V線的剖面圖。接頭機構主體19 是具有：作爲第一接頭部的第一外部構件27、作爲第二 頭部的第二外部構件2 8、連結於第一及第二外部構件 、2 8之間的作爲接頭連結體的內部構件29、用來將第 外部構件2 7的迴轉動作傳達到內部構件2 9的第一傳達 栓30、以及用來將內部構件29的迴轉動作傳達到第二 部構件28的第二傳達銷栓31。 在第一外部構件27，是設置有：插入著第一支承 22的前端部的剖面圓直徑的第一軸插入凹部27a、捲繞 第二傳達鏈條16的第一接頭鏈輪2 7b、以及插入著內部 件29的第一端部的剖面圓直徑的第一內部插入凹部27c 第一軸插入凹部27a與第一內部插入凹部27c之間，是 由剖面圓直徑的第一連通孔27d所連通。 在第一軸插入凹部27a與第一支承軸22之間，是. 藉著滾針軸承（沒有圖示）。滾針軸承，是允許第一外 構件2 7相對於第一支承軸22的迴轉動作，並且允許第 (7) (7)1374100 外部構件27相對於第一支承軸22的朝軸方向的滑動動作 〇 在第二外部構件28，是設置有：插入著第二支承軸 25的前端部及滾針軸承（沒有圖示）的剖面圓直徑的第二 軸插入凹部28a、捲繞著第三傳達鏈條17的第二接頭鏈輪 28b、以及插入內部構件29的第二端部的剖面圓直徑的第 二內部插入凹部28c。第二軸插入凹部28a與第二內部插 入凹部28c之間，是藉由剖面圓直徑的第二連通孔28d所 連通。 在內部構件2 9的第一端部，是設置有：插入於第一 內部插入凹部27c的第一球部29a。在第一球部29a，是 設置有第一銷栓孔29b。在第一銷栓孔29b，是貫穿著第 一傳達銷栓30。第一傳達銷栓30的兩端部，是被固定在 第一外部構件27。 在內部構件29的第二端部，是設置有：插入於第二 內部插入凹部28c的第二球部29c。在第二球部29c，是 設置有第二銷栓孔29d。在第二銷栓孔29d’是貫穿著第 二傳達銷栓31。第二傳達銷栓31的兩端部’是被固定在 第二外部構件2 8。 如第5圖所示，在一剖面’第—及第二銷检孔29b、 29d的寬度尺寸，是從中間朝向兩端漸漸擴大。藉此’第 一球部29a，是能夠相對於第一外部構件27以與X軸平 行的軸爲中心轉動（彎曲）預定的角度範圍（例如土 3 0 ° ) 。這裡的X .軸是與轉向軸6平丫了的軸部。第一外部構件 -10 - (8) 1374100 2 8 ’是能夠相對於第二球部2 9 c以與X軸平行的軸爲中心 轉動（彎曲）預定的角度範圍（例如±30。）。 內部構件29’是以構成第一自由接頭的方式，連結於 第一外部構件27，並且以構成第二自由接頭的方式，連結 於第二外部構件28。 第6圖是顯示第1圖的轉向軸6與第5圖的內部構件 29的位置關係的說明圖。自行車的正前方向，是+ z軸方 _ 向。在圖中，第一球部29a相對於第一外部構件27的轉 動中心爲C, ’第一球部29a相對於第一外部構件27的轉 動範圍爲± 0 1的話’則第二球部29c相對於第二外部構件 28的轉動中心C2，可沿著以C|作爲中心的圓弧CiC2移 動。 轉向軸6，是配置成讓其軸線的延長部通到扇形 CiC21C22內。（^(：21(：22，是連結著球部29a' 29c的轉動中 心的線部分的可轉動的區域。也就是說，接頭機構1 3，是 φ配置成：讓轉向軸6的軸線的延長線通過於，內部構件2 9 相對於第一外部構件27的轉動區域。只要該區域內，則 轉向軸6的軸線通過哪裡都可以。 接著’第7圖是顯示第5圖的間隙g的設定方法的說 明圖。在圖中，第一球部29a相對於第一外部構件27的 轉動中心爲C,，轉向軸6的軸線的位置爲0。當轉向軸6 爲正前方向時，假設間隙g = 〇的情況的接頭機構主體j 9 的前端面（距離轉動中心C,最遠的端面）的位置爲下丨。 若從該狀態將轉向軸6朝右作最大迴旋動作的話，P , -11 - (9) (9)1374100 的位置，會沿著以〇爲中心的圓弧移動到Ρ2。因此，從 C!到接頭機構主體19的前端面的距離，是變得比迴旋動 作之前更短。這種情形，在將轉向軸6朝 左進行迴旋動作時也是一樣。可是，在實際的接頭機.構主 體！9，從（：,到前端面的距離並不會變化。， 相對的，在該實施方式1，是將從（：，到接頭機構主體 19的前端面的距離，預先設定爲：當使轉向軸6作最大迴 旋動作時所允許的長度以下。例如，若將從C 1到前端面 的距離設定爲線部分C ! P 2的長度的話，則當轉向軸6回 到正前方向時的接頭機構主體19的前端面的位置會成爲 P〇。於是’間隙g ’只要設定爲線部分Ρβο的間隔go以 上即可（go)。 該間隙g，只要確保於第二外部構件28與前輪臂7之 間即可。而也可以分成：在第一外部構件2 7與安裝臂1 8 之間、及在第二外部構件2 8與前輪臂7之間，設置間隙g 〇 也就是說，接頭機構主體19，當轉向軸6爲正前方向 時’在間隙g的範圍可朝軸方向移位。相反的，若沒有設 置間隙g，則接頭機構主體19會妨礙轉向軸6的迴旋動作 。爲了避免這種情形，也有方法例如在第一球部29a與第 二球部29c之間中介有花鍵軸，在gQ以上的範圍_可改變 接頭機構主體1 9的軸太向尺寸。也就是說，接頭機構13 ’只要朝向軸方向的移位及伸縮動作的至少其中之一能在 預定的範圍即可。 -12 - (10) 1374100 接著，針對動作來加以說明。藉由踩踏踏板4 輪3迴轉時’則後輪的迴轉’會經由：後輪鏈輪！< 傳達鏈條】5、第一傳達鏈輪1〗、第二傳達鏈輪1: 傳達鏈條16'接頭機構Π、第Η傳達鏈條17、及 輪14 ’而傳達到前輪8。於是’該自行車會有能同 前後輪的作爲前後輪驅動.自行車的機能。 在這種自行車’在主框架1與前輪臂7之間是 接頭機構1 3，所以能夠避免主框架1與前框架之間 部所造成的干涉情形，而能將迴轉驅動力從主框架 達到前框架側。 接頭機構13’是包含’有兩個自由接頭，所以不 精度地使一個自由接頭的中心與轉向中心一致，能 加工精度或組裝精度’而能夠減少成本。而即使自 構造零件產生撓曲情形，轉向軸6仍能進行迴旋動 以能提高自行車的實用性。 特別是’在實施方式1，以讓轉向軸6的軸線 線通過於，內部構件29相對於第—外部構件27的 域的方式’來配置接頭機構13，並且接頭機構13 軸方向的移位及伸縮動作的至少其中之一能夠在預 圍，所以能更確實地減少成本，而能更提高實用性 並且，接頭機構13’是具有組合了兩個自由接 造，所以相較於一個自由接頭的情況，能夠更增加 6的迴旋角度。 並且，當從第一外部構件27對於內部構件29 而讓後 丨、第一 A*/r· 、弟一 前輪鏈 時驅動 設置有 的關節 1側傳 需要高 夠降低 行車的 作，所 的延長 轉動區 的朝向 定的範 〇 頭的構 轉向軸 傳達迴 -13- (11) (11)1374100 轉時所產生的內部構件29的微小振動，會由於從內部構 件2 9朝向第一外部構件2 8傳達迴轉的動作所抵消，所以 有內部構件29會些微地振動，而振動並不會傳達到前 框架側。藉此’讓第一外部構件27與第二外部構件28, 能更確實地以等速迴轉。 在主框架與前框架之間’也可以設置有擋塊，該擋塊 ’將則框架相對於主框架的迴旋範圍，限制在較接頭機構 所限制的範圍更狹窄的範圍。藉此，能夠防止車把的操作 力直接傳達到接頭機構的情形，而能夠保護接頭機構。 在上面的例子雖然顯示了自行車，可是該發明，也可 適用於例如摩托車、或將馬達搭載於主框架側的電動機車 等。 並且’即使是具有兩個後輪或前輪的三輪自行車或三 輪摩托車等，也可以適用該發明。 在上述的例子中，雖然是顯示前後輪驅動的自行車， 而即使是僅將在主框架側所產生的迴轉驅動力傳達到前輪 的前輪驅動的二輪車’仍然適用該發明。也就是說，也可 以將踏板軸或引擎的輸出軸作爲第一迴轉體。 該發明的迴轉傳達裝置，也能適用於：二輪、三輪車 以外的車輛、或需要迴轉傳達動作的車輛以外的裝置。 [實施方式2] 接著，第8圖是顯示該發明的實施方式2的自行車的 側面圖。在該例子中，在主框架1是設置有筒狀的鏈條收 -14 - (12) (12)1374100 容部la’第一傳達鏈條15的局部是配置在鏈條收容部la 內。而在主框架1’是安裝有：用來將張力施加到第一傳 達鏈條15的第一張力器32。並且，在前輪臂7，是安裝 有用來將張力施加到第三傳達鏈條17的第二張力器33。 其他構造，是與實施方式1相同。 .. 在該自行車中，第一傳達鏈條15是收容於鏈條收容 部1 a，所以能更確實地防止駕駛者或行李妨礙到第一傳達 鏈條15的情形。而由於有使用張力器32、33，所以能更 穩定地保持傳達鏈條〗5、17的張力，而能更確實地將驅 動力傳達到前輪8。 而也可以將用來收容第二及第三傳達鏈條16、17的 至少其中之一的鏈條收容部，設置在主框架及前框架的至 少其中一方。 也可以將用來覆蓋傳達鏈條15〜17的至少其中之一 的外殻安裝在主框架或前框架，來構成鏈條收容部。 並且，也可以使用對第二傳達鏈條16施加張力的張 力器。 [實施方式3] 接著’第9圖是顯示該發明的實施方式3的三輪車的 框架及車輪的立體圖。該三輪車，是躺臥式的前輪驅動前 輪轉向式三輪車。在圖中，在作爲第一基體的略T字型的 主框架4】的後端部，是可自由迴轉地連結著一對後輪42 。在主框架41的上部，是安裝著讓駕駛者乘坐的座墊（ -15- (13) (13)1374100 沒有圖示）。而在主框架41的中間部，是設置有：插通 著作爲第一迴轉體的踏板軸（沒有圖示）的踏板軸孔41a 〇 在主框架41的前端部’是可自由迴旋地連結著前框 架（第二基體）也就是倒立式的前叉體43。在前叉體43 的下端部’是可自由迴轉地連結著作爲第二迴轉體的前輪 44。 在前叉體43的上端部，是連結著用來使前叉體43迴 旋的車把等的操縱構件（沒有圖示）。 第10圖是顯示第9圖的主框架41與前叉體43的連 結部的正面圖，第1 1圖是將第1 0圖的連結部局部剖面顯 示的立體圖。在圖中，前叉體43，是具有：互相略並排地 配置的右叉架45及左叉架46、固定在叉架45、46的上部 之間的上部板47、以及在上部板47的下方被固定於叉架 45、 .46之間的下部板48。 主框架41的前端部，是以轉向軸（主轉動軸）49爲 中心，可轉動地被連結在上部板4 7與下部板4 8之間。在 主框架4 1與前叉體43之間，是連結著接頭機構5 1。接頭 機構51的構造，是與實施方式1的接頭機構主體19相同 。接頭機構5 1的第一外部構件27，是可自由迴轉地被保 持在主框架41的前端部。也就是說，在主框架41的前端 部，如第1 2圖所示是設置有接頭機構保持孔4 1 b，在接頭 機構保持孔41b的內周面與第一外部構件27的外周面之 間，是中介有軸承（沒有圖示）。 在右叉架45，是設置有支承軸50，該支承軸50是插 -16- (14) (14)1374100 入於第二外部構件28的第二軸插入凹部28a。在第二外部 構件28與支承軸50之間，是中介有滾針軸承（沒有圖示 )。第二外部構件28，可相對於支承軸5〇自由迴轉。 第—外部構件28’可在預定的範圍朝向支承軸5〇的 軸方向移位。並且’接頭機構51’是配置成：讓轉向軸 49的軸線的延長線通過於，內部構件29相對於第—外部 構件27的轉動區域。 在與踏板軸一體迴轉的第一鏈輪（沒有圖示）、與第 —接頭鏈輪2 7 b之間’是捲繞著作爲主側傳達手段的第— 傳達鏈條（沒有圖不）。在與前輪8 —體迴轉的前輪鏈輪 (沒有圖示）、與第二接頭鏈輪28b之間，是捲繞著作爲 前側傳達手段的第二傳達鏈條（沒有圖示）。接頭機構5】 ，允許前叉體4 3相對於主框架4 1的迴旋動作，且將從第 一傳達鏈條所輸入的驅動力傳達到第二傳達鏈條。， 在這種三輪車中，在主框架41與前叉體43之間是設 置有接頭機構5 1，所以能避免主框架4 1與前叉體4 3之間 的關節部所造成的干涉情形’而能將迴轉驅動力從主框架 41側傳達到前叉體43側。 接頭機構51，是包含有兩個自由接頭，所以不需要高 精度地使一個自由接頭的中心與轉向中心一致.，能夠降低 加工精度或組裝精度’而能夠減少成本。而即使自行車的 構造零件產生撓曲情形’轉向軸4 9仍能進行迴旋動作， 所以能提高自行車的實用性。 特別是，以讓轉向軸4 9的軸線的延長線通過於，內 -17- (15) (15)1374100 部構件29相對於第—外部構件27的轉動區域的方式，來 配置接頭機構51’並且接頭機構〗3的朝向軸方向的移位 及伸縮動作的至少其中之一能夠在預定的範圍，所以能更 確實地減少成本，而能更提高實用性。 並且由於不需要用來將踏板軸的迴轉傳達到後輪的 傳達機構’所以可簡化三輪車的後部的構造，並且能夠.降 低座塑距離路面的高度，特別適合躺臥式的三輪車。 在貫施方式1〜3，雖然顯示利用傳達鏈條的傳達手段 ’可是傳達手段並不限於此，例如也可以使用：以軸線爲 中心迴轉的桿部與複數的斜齒輪的組合。 【圖式簡單說明】 第1圖是顯示該發明的實施方式1的自行車的立體圖 〇 第2圖是顯示第〗圖的接頭機構的正面圖。 第3圖是顯示第2圖的接頭機構主體的正面圖。 第4圖是顯示第3圖的接頭機構主體的右側面圖❶ 第5圖是沿著第3圖的V — V線的剖面圖。 第6圖是顯示第1圖的轉向軸與第5圖的內部構件的 位置關係的說明圖。 第7圖是顯示第5圖的間隙g的設定方法的說明圖。 第8圖是顯示該發明的實施方式2的自行車的側面圖 〇 第9圖是顯示該發明的實施方式3的三輪車的框架及 18- (16) (16)1374100 車輪的立體圖。 第10圖是顯示第9圖的主框架及前叉體的連結部的 正面圖。 第11圖是以局部剖面顯示第10圖的連結部的立體圖 〇 第12圖是顯示第9圖的主框架的前端部的立體圖。 【主要元件符號說明】 ’ 1 :主框架 2 :鞍座軸 3 :後輪 4 :踏板 5 :主鏈條 6 轉向軸 7 :前輪臂 8 :前輪 9 :迴轉傳達裝置 1 〇 :後輪鏈輪 1 1 :第一傳達鏈輪 12 :第二傳達鏈輪 1 3 :接頭機構 1 4 :前輪鏈輪 1 5 :第一傳達鏈條 1 6 :第二傳達鏈條 -19- (17) (17)1374100 1 7 :第三傳達鏈條 18 :安裝臂 1 9 :接頭機構主體 2 0 :可撓性外殼 2 1 :第一穀部 22 :第一支承軸 2 3 :第一銷栓 2 4 :第二轂部 2 5 :第二支承軸 2 6 :第二銷栓 2 7 :第一外部構件 2 8 :第二外部構件 2 9 :內部構件 3 0 :第一傳達銷栓 3 1 :第二傳達銷栓 32、33 :張力器 4 1 :主框架 4 2 :後輪 43 :前叉體 44 :前輪 45 :右叉架 46 :左叉架 4 7 :上部板 4 8 :下部板 (18)1374100 49 :轉向軸 50 :支承軸 5 1 :接頭機構1374100 (1) EMBODIMENT OF THE INVENTION [Technical Field] The present invention relates to a revolving transmission device capable of preventing a disturbance caused by a joint portion, and a two-wheeled and three-wheeled device using the device Waiting for the vehicle. [Prior Art] In the conventional front and rear wheel drive locomotive, the pivot center of the constant velocity joint in which the input shaft and the output shaft face in the left direction is disposed directly below the steering center (see, for example, Patent Document 1). [Patent Document 1] Japanese Laid-Open Patent Publication No. Hei No. Hei. No. 167092. SUMMARY OF THE INVENTION [Problems to be Solved by the Invention] In the above-described conventional locomotive, only one constant velocity joint is used, and the range of steering is limited to ±32~ Around 33°. On the other hand, if the pivot center of the constant velocity joint does not coincide with the steering center with high precision, it is difficult to rotate the handlebar. Therefore, it is necessary to improve the machining accuracy or assembly accuracy of the constant velocity joint, which increases the cost. Further, in actual locomotives, automobiles, and structural parts such as frames, deflection occurs. Therefore, it is difficult to maintain the pivot center of the constant velocity joint in a state of being consistent with the steering center, so that there is a problem of low practicality. The present invention is to solve the above problems, and to suppress an increase in cost, it is necessary to be able to -4 - (4) (4) the front wheel 8 of the 1374100 body. The rotation of the rear wheel 3 is transmitted to the front wheel 8 via the turning conveyance device 9. Thereby, the front wheel 8 is rotated at the same speed as that of the rear wheel 3, and the rear wheel sprocket 10 is rotated integrally with the rear wheel 3, and is mounted on the side surface of the main frame 1. And the second communication sprockets 11 and 12, the joint mechanism 13 mounted between the main frame 1 and the front frame, the front wheel sprocket 14 that rotates integrally with the front wheel 8, and the first wheel sprocket 10 and the first conveyance a first conveying chain 15 between the sprocket wheels 11, a second conveying chain 16 wound between the second conveying sprocket 12 and the joint mechanism 13 , and a winding mechanism 3 and the front wheel sprocket 1 The third communication chain between the fourteen. The first and second communication sprockets 11 and 2 are arranged coaxially and integrally rotated. Then, by changing the size of the first transmission sprocket 1 1 , 1 2 , the input rotary motion can be increased or decelerated and input to the joint mechanism 1. 3 . The first transmission chain 15 is disposed in parallel with the main frame 1. At the front end portion of the main frame 1, a mounting arm 18 for attaching the joint mechanism 13 is fixed. The joint mechanism 13 is disposed between the mounting arm 18 and the front wheel arm 7 when the steering shaft 6 is in the forward direction so that the axial direction is horizontal and parallel to the left-right direction. The mounting arm 18 is parallel to the front wheel arm 7. The shaft center ' of the mounting arm 18 is opposite to the axis of the steering shaft 6, and is offset on the opposite side of the front wheel arm 7. The joint mechanism 13' allows the turning motion of the steering shaft 6, and conveys the driving force input from the second conveying chain 16 to the third conveying chain 17. The joint mechanism 3 does not interfere with the rotation of the steering shaft 6, and (5) (5) 1374100 transmits the driving force from the second communication chain 16 to the third communication chain 17. Further, the joint mechanism 13 does not interfere with the transmission of the driving force, and allows the turning operation of the steering shaft 6. The main-side transmission means of the first embodiment includes a rear wheel sprocket 10, first and second communication sprockets 11, 12, and first and second communication chains 15, 16. The front side communication means ' has the third communication chain 17 and the front wheel sprocket 14 . Fig. 2 is a front elevational view showing the joint mechanism 13 of Fig. 1. The joint mechanism 13 has a joint mechanism main body 19 and a flexible outer casing 20 that covers the intermediate portion of the joint mechanism main body 19. The flexible outer casing 20., for example, is constructed of rubber. In the mounting arm 18, the first hub portion 21 is fixed. The first hub portion 21 and the mounting arm 18' are inserted through the first support shaft 22. The front end portion of the first support shaft 22 is inserted into the first end portion of the joint mechanism main body 19. The turning operation of the first bearing shaft 22 is blocked by the first pin 23 through which the first hub portion 21 and the first support shaft 22 are inserted in the radial direction. The joint mechanism 13 is free to rotate with respect to the first support shaft 22. When the front wheel 8 is oriented in the forward direction, a gap g having a predetermined size (for example, about 3 mm) exists between the joint mechanism main body .19 and the mounting arm 18. The joint mechanism main body 19 is slidable in the axial direction with respect to the first support shaft 22. In the front wheel arm 7, the second hub portion 24 is fixed. The second hub portion 24 and the front wheel arm 7 penetrate the second support shaft 25. The front end portion of the second support shaft 25 is a second end portion that is inserted into the joint mechanism main body 9. The second -8- 24 (6) 1374100 head 22 is connected to the outer shaft of the 27-pin and is rotated by the central support shaft 25, and the second hub portion and the second support shaft 25 are penetrated in the diametrical direction. The second pin 26 is blocked. The joint mechanism 13 is freely rotatable relative to the second support shaft 25. As described above, the joint mechanism 13 is rotatably supported by the first and second support shafts, 25. The joint mechanism 13 is disposed between the lower end portion of the steering shaft 6 and the front wheel 8. Fig. 3 is a front view showing the joint mechanism main body 19 of Fig. 2. Fig. 4 is a right side view showing the joint mechanism main body 19 of Fig. 3, and Fig. 3 is a cross-sectional view taken along line V-V of Fig. 3. The joint mechanism main body 19 has a first outer member 27 as a first joint portion, a second outer member 28 as a second head portion, and a joint joint between the first and second outer members and 28 The inner member 29 of the body, the first communication pin 30 for transmitting the pivoting motion of the first outer member 27 to the inner member 29, and the second communication member 30 for transmitting the pivoting motion of the inner member 29 to the second member 28. The pin 31 is conveyed. The first outer member 27 is provided with a first shaft insertion recess 27a having a circular cross-sectional diameter inserted into a front end portion of the first support 22, a first joint sprocket 27b that winds the second communication chain 16, and an insertion The first inner insertion recess 27c having a circular cross-sectional diameter of the first end portion of the inner member 29 is interposed between the first shaft insertion recess 27a and the first inner insertion recess 27c, and is connected by the first communication hole 27d having a circular cross-sectional diameter. . Between the first shaft insertion recess 27a and the first support shaft 22, a needle bearing (not shown) is used. The needle bearing allows the first outer member 27 to rotate relative to the first support shaft 22, and allows the sliding movement of the (7) (7) 1374100 outer member 27 relative to the first support shaft 22 in the axial direction. The second outer member 28 is provided with a second shaft insertion recess 28a in which a front end portion of the second support shaft 25 and a needle bearing (not shown) are inserted, and a third communication chain is wound. The second joint sprocket 28b of 17 and the second inner insertion recess 28c having a circular cross-sectional diameter inserted into the second end portion of the inner member 29. The second shaft insertion recess 28a and the second inner insertion recess 28c are connected by a second communication hole 28d having a circular cross-sectional diameter. The first end portion of the inner member 296 is provided with a first ball portion 29a that is inserted into the first inner insertion recess portion 27c. In the first ball portion 29a, a first pin hole 29b is provided. The first pin hole 29b penetrates the first communication pin 30. Both ends of the first communication pin 30 are fixed to the first outer member 27. The second end portion of the inner member 29 is provided with a second ball portion 29c that is inserted into the second inner insertion recess portion 28c. In the second ball portion 29c, a second pin hole 29d is provided. The second pin hole 31d is inserted through the second pin hole 31d'. Both end portions ' of the second communication pin 31 are fixed to the second outer member 28. As shown in Fig. 5, the width dimension of the first and second pin inspection holes 29b and 29d in one section gradually increases from the center toward both ends. Thereby, the first ball portion 29a is rotatable (bent) about a predetermined angle range (e.g., soil 30°) about the axis parallel to the X-axis with respect to the first outer member 27. Here, the X. axis is a shaft portion that is flush with the steering shaft 6. The first outer member -10 - (8) 1374100 2 8 ' is capable of rotating (bending) a predetermined angular range (for example, ±30) centering on the axis parallel to the X-axis with respect to the second ball portion 2 9 c. The inner member 29' is coupled to the first outer member 27 so as to constitute the first free joint, and is coupled to the second outer member 28 so as to constitute the second free joint. Fig. 6 is an explanatory view showing a positional relationship between the steering shaft 6 of Fig. 1 and the inner member 29 of Fig. 5. The front direction of the bicycle is + z-axis _ direction. In the drawing, the center of rotation of the first ball portion 29a with respect to the first outer member 27 is C, and 'the second ball portion 29c is rotated by a range of ±0 1 with respect to the first outer member 27' With respect to the rotation center C2 of the second outer member 28, it is possible to move along the circular arc CiC2 centered on C|. The steering shaft 6 is configured such that an extension of its axis passes into the sector CiC 21C22. (^(:21, is a rotatable region connecting the line portion of the center of rotation of the ball portion 29a' 29c. That is, the joint mechanism 13 is configured to: let the axis of the steering shaft 6 The extension line passes through the rotation area of the inner member 29 with respect to the first outer member 27. As long as the area is inside, the axis of the steering shaft 6 passes there. Next, Fig. 7 shows the gap g of Fig. 5. Description of the setting method. In the figure, the center of rotation of the first ball portion 29a with respect to the first outer member 27 is C, and the position of the axis of the steering shaft 6 is 0. When the steering shaft 6 is in the forward direction, it is assumed In the case where the gap g = 〇, the position of the front end surface of the joint mechanism main body j 9 (the farthest end surface from the rotation center C) is the lower jaw. If the steering shaft 6 is rotated to the right for maximum rotation from this state, P, -11 - (9) The position of (9) 1374100 moves along the arc centered on 〇 to Ρ 2. Therefore, the distance from C! to the front end surface of the joint mechanism main body 19 is higher than before the swing motion It is shorter. In this case, the same is true when the steering shaft 6 is turned to the left. However, in the actual joint machine, the main body!9, the distance from (:, to the front end surface does not change. In contrast, in the first embodiment, it is from the front end of the joint mechanism main body 19 The distance of the face is preset to be less than the length allowed when the steering shaft 6 is maximally rotated. For example, if the distance from C 1 to the front end face is set to the length of the line portion C ! P 2 , then When the steering shaft 6 is returned to the front direction, the position of the front end surface of the joint mechanism main body 19 is P〇. Therefore, the 'gap g' can be set to be equal to or greater than the interval go of the line portion Ρβο (go). It is ensured between the second outer member 28 and the front wheel arm 7. It can also be divided between the first outer member 27 and the mounting arm 18, and between the second outer member 28 and the front wheel arm 7. That is, the gap g 〇 is set, that is, the joint mechanism main body 19 can be displaced in the axial direction in the range of the gap g when the steering shaft 6 is in the forward direction. Conversely, if the gap g is not provided, the joint mechanism main body 19 Will hinder the swinging motion of the steering shaft 6. To avoid In this case, there is also a method in which, for example, a spline shaft is interposed between the first ball portion 29a and the second ball portion 29c, and a range of more than gQ can change the axial dimension of the joint mechanism main body 19. That is, the joint The mechanism 13' may be at least one of a displacement toward the axial direction and a telescopic movement within a predetermined range. -12 - (10) 1374100 Next, the operation will be described. When the pedal 4 is rotated by the wheel 4 'The rotation of the rear wheel' will pass through: the rear wheel sprocket! < the communication chain] 5, the first communication sprocket 1 and the second communication sprocket 1: the communication chain 16' joint mechanism Η, the second communication chain 17 And the wheel 14' is communicated to the front wheel 8. So, the bicycle will have the function of being able to drive the bicycle with the front and rear wheels as the front and rear wheels. In this type of bicycle, the joint mechanism 13 is between the main frame 1 and the front wheel arm 7, so that the interference caused by the portion between the main frame 1 and the front frame can be avoided, and the turning driving force can be advanced from the main frame. Frame side. Since the joint mechanism 13' includes two free joints, the center of one free joint can be made inconsistent with the steering center, and the machining accuracy or assembly accuracy can be reduced, and the cost can be reduced. Even if the self-constructed part is deflected, the steering shaft 6 can be rotated to improve the practicality of the bicycle. In particular, in the first embodiment, the joint mechanism 13 is disposed such that the axial line of the steering shaft 6 passes through the domain of the inner member 29 with respect to the domain of the first outer member 27, and the displacement of the joint mechanism 13 in the axial direction and At least one of the telescopic movements can be pre-enclosed, so that the cost can be more reliably reduced, and the utility can be improved, and the joint mechanism 13' has a combination of two free joints, so compared to a free joint. In the case, the angle of rotation of 6 can be increased. Further, when the first outer member 27 is used to drive the rear member, the first A*/r·, and the front wheel chain from the first member 27 to the inner member 29, the side of the joint 1 is required to be high enough to reduce the running of the vehicle. The steering shaft of the rotating section that is oriented toward the fixed head conveys back to the slight vibration of the inner member 29 produced by the 13-(11) (11) 1374100 rotation, which may be due to the movement from the inner member 29 toward the first outer member 2 8 The movement that conveys the rotation is offset, so that the inner member 29 vibrates slightly, and the vibration is not transmitted to the front frame side. Thereby, the first outer member 27 and the second outer member 28 can be rotated more reliably at a constant speed. Between the main frame and the front frame can also be provided with a stop which limits the range of rotation of the frame relative to the main frame to a narrower range than the limit of the joint mechanism. Thereby, it is possible to prevent the operation force of the handlebar from being directly transmitted to the joint mechanism, and it is possible to protect the joint mechanism. In the above example, although the bicycle is shown, the invention can be applied to, for example, a motorcycle or an electric motor vehicle in which the motor is mounted on the main frame side. And the invention can be applied even in a three-wheeled bicycle or a three-wheeled motorcycle having two rear wheels or front wheels. In the above-described example, the present invention is applied to a bicycle that displays front and rear wheels, and that the front-wheel-drive two-wheeled vehicle that transmits only the rotational driving force generated on the main frame side to the front wheel. That is to say, the pedal shaft or the output shaft of the engine can also be used as the first revolving body. The revolving transmission device of the present invention can also be applied to a vehicle other than a two-wheeled or a tricycle or a device other than a vehicle that requires a turning operation. [Embodiment 2] Next, Fig. 8 is a side view showing a bicycle according to Embodiment 2 of the present invention. In this example, the main frame 1 is provided with a cylindrical chain. -14 - (12) (12) 1374100 The portion of the first communication chain 15 is disposed in the chain housing portion 1a. Also in the main frame 1' is a first tensioner 32 for applying tension to the first transmission chain 15. Further, in the front wheel arm 7, a second tensioner 33 for applying tension to the third communication chain 17 is attached. Other configurations are the same as those in the first embodiment. In the bicycle, since the first transmission chain 15 is housed in the chain accommodating portion 1a, it is possible to more reliably prevent the driver or the luggage from interfering with the first communication chain 15. Further, since the tensioners 32 and 33 are used, the tension of the conveyance chain 5, 17 can be more stably maintained, and the driving force can be more reliably transmitted to the front wheel 8. Alternatively, the chain accommodating portion for accommodating at least one of the second and third communication chains 16, 17 may be provided on at least one of the main frame and the front frame. It is also possible to mount the outer casing for covering at least one of the conveying chains 15 to 17 in the main frame or the front frame to constitute the chain accommodating portion. Further, a tensioner that applies tension to the second transmission chain 16 may also be used. [Embodiment 3] Next, Fig. 9 is a perspective view showing a frame and a wheel of a tricycle according to Embodiment 3 of the present invention. The tricycle is a horizontal front-wheel drive front-wheel steering tricycle. In the figure, a pair of rear wheels 42 are rotatably coupled to a rear end portion of a substantially T-shaped main frame 4 as a first base. In the upper part of the main frame 41, a seat cushion for the driver to ride is mounted (-15-(13) (13) 1374100 not shown). In the intermediate portion of the main frame 41, a pedal shaft hole 41a through which a pedal shaft (not shown) that is a first rotating body is inserted is provided, and the front end portion of the main frame 41 is rotatably coupled. The front frame (second base) is also the inverted front fork body 43. The front end portion 44 of the front fork body 43 is rotatably coupled to the front wheel 44 which is a second rotating body. At the upper end portion of the front fork body 43, an operating member (not shown) to which a handlebar or the like for rotating the front fork body 43 is coupled is attached. Fig. 10 is a front elevational view showing a connecting portion between the main frame 41 and the front fork body 43 in Fig. 9, and Fig. 1 is a perspective view showing a partial cross section of the connecting portion in Fig. 10. In the figure, the front fork body 43 has a right fork frame 45 and a left fork frame 46 which are disposed side by side with each other, an upper plate 47 fixed between the upper portions of the fork frames 45, 46, and the upper plate 47. The lower portion is secured to the lower plate 48 between the forks 45, .46. The front end portion of the main frame 41 is rotatably coupled between the upper plate 47 and the lower plate 48 with the steering shaft (main rotating shaft) 49 as a center. Between the main frame 41 and the front fork body 43, the joint mechanism 5 1 is coupled. The structure of the joint mechanism 51 is the same as that of the joint mechanism main body 19 of the first embodiment. The first outer member 27 of the joint mechanism 51 is rotatably held at the front end portion of the main frame 41. That is, at the front end portion of the main frame 41, as shown in Fig. 2, the joint mechanism holding hole 4 1 b is provided, and the inner peripheral surface of the joint mechanism holding hole 41b and the outer peripheral surface of the first outer member 27 are provided. Between, there is a bearing (not shown). In the right fork 45, a support shaft 50 is provided which is inserted into the second shaft insertion recess 28a of the second outer member 28 by the -16-(14) (14) 1374100. Between the second outer member 28 and the support shaft 50, a needle bearing (not shown) is interposed. The second outer member 28 is free to rotate relative to the support shaft 5〇. The first-outer member 28' is displaceable in a predetermined range toward the axial direction of the support shaft 5''. Further, the 'joint mechanism 51' is disposed such that an extension of the axis of the steering shaft 49 passes through the rotation region of the inner member 29 with respect to the first outer member 27. The first sprocket (not shown) that rotates integrally with the pedal shaft and the first joint sprocket 2 7 b are the first transmission chain (not shown) that wraps around the main communication means. Between the front wheel sprocket (not shown) that rotates integrally with the front wheel 8, and the second joint sprocket 28b, a second transmission chain (not shown) that winds the front side communication means is wound. The joint mechanism 5] allows the turning motion of the front fork body 4 3 with respect to the main frame 4 1 and conveys the driving force input from the first conveying chain to the second conveying chain. In such a tricycle, the joint mechanism 5 is provided between the main frame 41 and the front fork body 43, so that the interference caused by the joint portion between the main frame 41 and the front fork body 43 can be avoided. Further, the turning driving force can be transmitted from the side of the main frame 41 to the side of the front fork body 43. Since the joint mechanism 51 includes two free joints, the center of one free joint does not need to be aligned with the steering center with high precision, and the machining accuracy and assembly accuracy can be reduced, and the cost can be reduced. Further, even if the structural components of the bicycle are deflected, the steering shaft 49 can perform the swinging motion, so that the practicality of the bicycle can be improved. In particular, the joint mechanism 51' is disposed such that the extension of the axis of the steering shaft 49 passes through the inner portion -17-(15) (15) 1374100 member 29 with respect to the rotational region of the first outer member 27. Further, at least one of the displacement in the axial direction of the joint mechanism 3 and the expansion and contraction operation can be within a predetermined range, so that the cost can be more reliably reduced, and the practicality can be further improved. Further, since the communication mechanism for conveying the rotation of the pedal shaft to the rear wheel is not required, the structure of the rear portion of the tricycle can be simplified, and the height of the road surface at the plastic distance can be reduced, which is particularly suitable for a lying tricycle. In the first to third embodiments, the means for transmitting the communication chain is shown. However, the means of communication is not limited thereto. For example, a combination of a rod portion that is rotated about the axis and a plurality of helical gears may be used. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view showing a bicycle according to a first embodiment of the present invention. Fig. 2 is a front elevational view showing a joint mechanism of the first embodiment. Fig. 3 is a front elevational view showing the main body of the joint mechanism of Fig. 2. Fig. 4 is a right side view showing the main body of the joint mechanism of Fig. 3, and Fig. 5 is a cross-sectional view taken along line V - V of Fig. 3; Fig. 6 is an explanatory view showing a positional relationship between the steering shaft of Fig. 1 and the internal members of Fig. 5. Fig. 7 is an explanatory view showing a method of setting the gap g in Fig. 5. Fig. 8 is a side view showing a bicycle according to a second embodiment of the present invention. Fig. 9 is a perspective view showing a frame of a tricycle according to a third embodiment of the present invention and a wheel of 18-(16) (16) 1374100. Fig. 10 is a front elevational view showing the connecting portion of the main frame and the front fork body in Fig. 9. Fig. 11 is a perspective view showing a connecting portion of Fig. 10 in a partial cross section. Fig. 12 is a perspective view showing a front end portion of the main frame of Fig. 9. [Main component symbol description] ' 1 : Main frame 2 : Saddle shaft 3 : Rear wheel 4 : Pedal 5 : Main chain 6 Steering shaft 7 : Front wheel arm 8 : Front wheel 9 : Rotary transmission device 1 〇: Rear wheel sprocket 1 1 : First communication sprocket 12 : Second communication sprocket 1 3 : Joint mechanism 1 4 : Front wheel sprocket 1 5 : First communication chain 1 6 : Second communication chain -19- (17) (17) 1374100 1 7: third communication chain 18: mounting arm 1 9 : joint mechanism main body 2 0 : flexible outer casing 2 1 : first trough portion 22 : first support shaft 2 3 : first pin 2 4 : second hub 2 5 : second support shaft 2 6 : second pin 2 7 : first outer member 2 8 : second outer member 2 9 : inner member 3 0 : first communication pin 3 1 : second communication pin 32 33: Tensioner 4 1 : Main frame 4 2 : Rear wheel 43 : Front fork body 44 : Front wheel 45 : Right fork frame 46 : Left fork frame 4 7 : Upper plate 4 8 : Lower plate (18) 1374100 49 : Steering Axis 50: support shaft 5 1 : joint mechanism