Power transmission

Abstract: Herein disclosed is a power transmission (1) which comprises: two housings (2,3) coupled to rotate relative to each other; an input shaft (5) rotatably borne in one of the housings (2); an output shaft (22) rotatably borne in the other housing (3); two transmission paths (17,20) coaxially arranged on the axis of the relative rotations of the two housings (2,3); a first transmission mechanism for transmitting rotations between the input shaft or the output shaft and the two transmission paths (17,20) to rotate the two transmission paths (17,20) in opposite directions; and a second transmission mechanism for transmitting rotations between the other of the input shaft or the output shaft and the two transmission paths to rotate the two transmission paths in the opposite directions and for absorbing the difference, which is caused by the relative rotations of the two housings (2,3), between the rotating speeds of the two transmission paths.

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a general-purpose power transmission and, more particularly, to a power transmission to be incorporated into a variety of mechanisms including a mechanism, which has its drive unit and driven unit coupled to rotate relative to each other, such as: a steering wheel drive mechanism for use in various vehicles including motor cycles, bicycles, four-wheel automobiles, fork-lifts, elevation-working cars, three-wheeled buggies, three-wheeled tractors or snowmobiles of front drive, rear drive or front/rear drive type; a propelling mechanism for marine vessels; a propelling mechanism for airplanes such as V/STOLs; a spring drive mechanism for tools; a hand mechanism for robots; or an oscillating mechanism for fans or wind power plants. 2. Description of the Prior Art A vehicle of front/rear drive type known in the prior art is exemplified by the three-wheeled buggies which are disclosed in Japanese Patent Laid-Open Nos. 157921/1985 and 181789/1986, for example. Fig. 10 is a schematic top plan view showing a front drive mechanism of such three-wheeled buggies. In this front drive mechanism of the prior art, an engine (although not shown) has its revolution transmitted through a drive chain 51, a power transmission 52 and a driven chain 53 to a front wheel 54. The power transmission 52 is constructed to include: an input shaft 55 connected to a body (although not shown); an output shaft 57 connected to a handle 56; and a synchronized ball joint 58 for coupling the two shafts 55 and 57 rotatably. Thus, even if the angle of deflection between the input shaft 55 and the output shaft 57 fluctuates as the handle 56 is steered, the synchronized ball joint 58 can still transmit the power to the front wheel 54. Although the synchronized ball joint 58 is transversely arranged, as shown in Fig. 10, similar functions could be retained even if the ball joint 58 should be so longitudinally arranged that the direction of transmission might be changed by a bevel gear. There is also known in the prior art the motorcycle of front/rear drive type which uses a synchronized ball joint similar to that of the buggy in the power transmission to the front wheel. As the working car of front drive type, there is further known the three-wheeled tractor which has its engine mounted in the front of its body so that its handle is steered to turn the engine together with the front wheel. Here, the power transmission 52 of the three-wheeled buggy and the motor cycle of the prior art uses the synchronized ball joint 58 so that the input shaft 55 and the output shaft 57 have to be arranged on a common line thereby to have an enlarged width. This raises a problem that a space for mounting the power transmission 52 is limited of itself. If the torque is to be increased with the handle 56 being steered, the synchronized ball joint 58 will return the output shaft 57 to the position aligned with the input shaft 55. This raises another problem that the returning force of the handle 56 is increased. Still another but important problem is that the working angle of the synchronized ball joint 58 is limited to a constant value. This makes it impossible to apply the power transmission 52 of the prior art to a mechanism in which the drive unit and the drive unit are so coupled as to rotate all round. In the three-wheeled tractor of the prior art, moreover, the vibration of the engine is transmitted directly to the handle, but still the worse the steerability of the handle is deteriorated by turning the heavy engine for the steering. From the NL-A 6 918 491 it is known a power transmission comprising a first and a second housing coupled to rotate relative to each other about an axis, wherein an input shaft is rotatably disposed in one of said housings and an output shaft is rotatably disposed in the other housing. Furthermore, two transmission paths are coaxially arranged on the axis of the relative rotations of said two housings in which one of said two transmission paths consists of an internal transmission shaft and the other transmission path consist of an external transmission shaft. The two transmission paths further comprise a first transmission mechanism for transmitting rotations between said output shaft and said two transmission paths such that the two transmission paths rotate in opposite directions relative to each other, and a second transmission mechanism for transmitting rotations between the input shaft and the two transmission paths such that the two transmission paths rotate in opposite directions relative to each other, and for absorbing the difference, which is caused by the relative rotation of the first and second housings, between the rotating speeds of the two transmission paths. The external transmission shaft has a hollow cylindrical shape being arranged concentrically on the outer circumference of the internal transmission shaft, thus causing an enlarged size and a heavy weight. Furthermore, the differential gear train is arranged extending in a direction perpendicular to the axis of the transmission shafts so that the structure of the power transmission is L-shaped. As a result, the power transmission has a large size, hence it is bulky and its assembly in an automobile or even a motorcycle is difficult. The document FR-A-1 557 934 shows a power transmission in accordance with the features of the preamble of claim 1 and similarly to the power transmission according to the NL-A 6 918 491, i.e. it also comprises an external transmission shaft being hollow which accomodates an internal transmission shaft in the hollow cylinder. Further, this power transmission has the differential gear train arranged in a direction perpendicular to the axis of the internal and external transmission shafts, thus being formed in a L-shape which involves the problems as explained above. The document "Machine Design, vol 48, no. 1, January 1976" shall be identified which deals with the problem of a constant velocity ratio for angled shafts which is solved by a differential gear drive. It is an object of the present invention to provide a power transmission having a light weight structure and a small size in order to increase the freedom for its mounting space. This object is achieved by a power transmission comprising the features according to claim 1. Further improvements of the present invention are subject matter of the dependent claims. Here, the "two housings" can be so coupled as to rotate relative to each other all round but can naturally be so coupled as to rotate within a predetermined angular range. Both the "input shaft" and the "output shaft" may be directly at a right angle with respect to the axis of relative rotations of the housings, but one of them may be directed at a right angle with respect to the axis of relative rotations of the housings whereas the other may be aligned with the axis of relative rotations of the housings. The "first transmission mechanism" can be exemplified by a construction including a bevel gear fixed on one of the input shaft and the output shaft and bevel gears individually mounted on the two transmission paths and simultaneously meshing with the former bevel gear. The "second transmission mechanism" is generally exemplified by a differential mechanism for transmitting the two transmission paths in the opposite directions. The differential mechanism can be exemplified by either a construction including a bevel gear or a double-pinion planetary bear unit. In the second transmission mechanism, a mechanism for rotating the two transmission paths in the opposite directions can be incorporated into the differential mechanism or constructed by a gear other than that of the differential mechanism. Other and further objects of this invention will become obvious upon an understanding of the illustrative embodiments about to be described or will be indicate in the appended claims, and various advantages not referred to herein will occur to one skilled in the art upon employment of the invention in practice. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a section showing a power transmission according to an embodiment not part of the present invention; Fig. 2 is a front elevation of a motorcycle according to one example of application of the power transmission of Figs. 1 and 3 to 5; Fig. 3 is a section showing a power transmission of a first embodiment; Fig. 4 is a section showing a power transmission of a second embodiment; Fig. 5 is a section showing a power transmission of a third embodiment; Fig. 6 is a section taken along line VI - VI of Fig. 5; Fig. 7 is a section showing a power transmission of an embodiment not part of the present invention; Fig. 8 is a front elevation showing a combinatorial example of the power transmissions of the first to third embodiments; Fig. 9 is a front elevation showing another combinatorial example of the power transmissions of the first to third embodiments; and Fig. 10 is a top plan view showing the front wheel drive mechanism which is equipped with the power transmission of the prior art. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Since the two housings can be so coupled to each other as to rotate all round or within a predetermined angular range, according to the power transmission of the present invention, the directions of the input shaft and the output shaft can be arbitrarily changed by rotating those housings to each other. As a result, the present power transmission can be applied even to the mechanism which has its drive unit and driven unit coupled to rotate not only within a predetermined angular range but also all round. Moreover, since the input shaft and the output shaft need not be aligned to each other unlike the aforementioned prior art, the degree of freedom for their mounting space is improved. In the present power transmission, the rotation of the input shaft, if rotated, is branched and transmitted by the first transmission mechanism (or the second transmission mechanism) to the two transmission paths so that these two transmission paths are rotated in the opposite directions on the axis of the relative rotations of the two housings. These opposite rotations are transmitted together by the second transmission mechanism (or the first transmission mechanism) to the output shaft. Moreover, even if a torque fluctuation is caused in the input shaft or if a load fluctuation is caused in the output shaft, these fluctuations are balanced by the synchronized rotations of the two transmission paths, with which the first transmission mechanism and the second transmission mechanism are in meshing engagement, in the opposite directions on the axis of relative rotations of the two housings. As a result, no couple of forces is established in the two housings by the aforementioned fluctuations so that the two housings will not rotate to each other. If the two housings are then rotated relative to each other while the input shaft and the output shaft are rotating, a difference is established between the rotating speeds of the two transmission paths which are rotating in the opposite directions to each other (although the two transmission paths will rotate in the same direction if the two housings are rotated relative to each other while the input shaft and the output shaft stand still). However, this difference in the rotating speed is absorbed by the second transmission mechanism so that the relative rotations of the two housings and the rotations of the input shaft and the output shaft are completely isolated and kept away from interfering each other. An embodiment being not part of the present invention will be described in the following with reference to Fig. 1. As shown in Fig. 1, a power transmission 1 of the present embodiment is equipped with a first housing 2 and a second housing 3, which are so coupled through a bearing 4 as to rotate all round relative to each other. In the first housing 2, there is supported by a bearing 6 an input shaft 5 which intersects the axis of rotation of the first housing 2 orthogonally. This input shaft 5 is formed integrally with a cylindrical portion 7. Into this cylindrical portion 7, there is inserted a first transmission shaft 8 which is coaxial with the input shaft 5. The first transmission shaft 8 has its one end supported by the input shaft 5 through a bearing 9 and its other end supported by a partition 11 through a bearing 10. On the outer circumference of the first transmission shaft 8, there is rotatably fitted a cylindrical second transmission shaft 12, which has its one end supported by the first transmission shaft 8 through a bearing 16a, its middle portion supported by the opening of the cylindrical portion 7 through a bearing 13, and its other end supported by the partition 11 through a bearing 16b. In the partition 11, moreover, there is supported through a bearing 15 a third transmission shaft 14 which is arranged in parallel with the first transmission shaft 8. On the axis of relative rotations of the first housing 2 and the second housing 3, there is arranged an internal transmission shaft 17 which has its one end supported by the first housing 2 through a bearing 18 and its other end supported by the second housing 3 through a bearing 19. A cylindrical external transmission shaft 20 is rotatably fitted coaxially on the outer circumference of the internal transmission shaft 17. A bearing 21 is sandwiched between the outer circumference of the external transmission shaft 20 and the first housing 2. In the second housing 3, moreover, there is supported through a bearing 23 an output shaft 22 which is directed orthogonally to the axis of rotation of the second housing 3. A plurality of bevel gears 25 are supported in the cylindrical portion 7 of the input shaft 5 by a bearing 24. The first transmission shaft 8 is equipped at its one end with a second bevel gear 26 meshing with the first bevel gear 25 and at its other end with a third bevel gear 27. The second transmission shaft 12 is equipped at its one end with a fourth bevel gear 28 meshing with the first bevel gear 25 and at its other end with a first spur gear 29. The third transmission shaft 14 is equipped at its one end with a second spur gear 30 meshing with the first spur gear 29 and at its other end with a fifth bevel gear 31. The internal transmission shaft 17 is equipped at its one end with a sixth bevel gear 32 meshing with the fifth bevel gear 31 and at its other end with a seventh bevel gear 33. The external transmission shaft 20 is equipped at its one end with an eighth bevel gear 34 meshing with the third bevel gear 27 and at its other end with a ninth bevel gear 35. Moreover, the output shaft 22 is equipped with a tenth bevel gear 36 which meshes with the seventh bevel gear 33 and the ninth bevel gear 35. As a result, the cylindrical portion 7, the first transmission shaft 8, the second transmission shaft 12, the first bevel gear 25, the second bevel gear 26, the third bevel gear 27, the fourth bevel gear 28, the eighth bevel gear 34 and so on constitute altogether a differential gear train for transmitting the rotations between the input shaft 5, and the internal transmission shaft 17 and the external transmission shaft 20. On the other hand, the third transmission shaft 14, the first spur gear 29, the second spur gear 30, the fifth bevel gear 31, the sixth bevel gear 32 and so on constitute altogether a reversing gear train for rotating the internal transmission shaft 17 and the external transmission shaft 20 in the opposite directions to each other. Moreover, the differential gear train and the reversing gear train constitute together a second transmission mechanism of the present invention. On the other hand, the seventh bevel gear 33, the ninth bevel gear 35, the tenth bevel gear 36 and so on constitute altogether a first transmission mechanism for transmitting the rotations between the output shaft 22, and the internal transmission shaft 17 and the external transmission shaft 20 and for rotating the internal transmission shaft 17 and the external transmission shaft 20 in the opposite directions to each other in association with the reversing gear train. The power transmission 1 thus constructed is mounted, for example, in a front wheel drive mechanism of a 2WD motorcycle, as shown in Fig. 2. Here, the power transmission 1 has its first housing 2 fixed on a body frame 45 and its second housing 3 assembled with a handle 46 and a front fork 42. In other words, the first and second housings 2 and 3 and their bearing 4 replace the head pipe and its bearing, which are arranged in the same corresponding positions of the motorcycle of the prior art. This replacement minimizes such an increase in the number and weight of those parts as is caused by mounting the present power transmission 1. On the other hand, the input shaft 5 of the power transmission 1 is connected through an input sprocket 47, a drive chain 48 and a drive sprocket 49 to the drive shaft 37 of an engine 50. The output shaft 22 is connected through an output sprocket 38, a driven chain 39 and a driven sprocket 40 to a front wheel 41. A rear wheel 43 is connected through a chain 44 to the engine 50. Incidentally, the input shaft 5 can be connected to the engine 50 through other transmission means such as a belt or a spline shaft, and the output shaft 22 can be connected to the front wheel 41 through similar transmission means. Next, the operations of the power transmission I of the present embodiment will be described in the following. When the input shaft 5 is rotated clockwise (as viewed from the righthand side of Fig. 1) by the engine 50, the cylindrical portion 7 is also rotated clockwise, but the first bevel gear 25 will not rotate on its own axis because it meshes with both the second bevel gear 26 and the fourth bevel gear 28. As a result, the first transmission shaft 8 and the third bevel gear 27 are rotated clockwise through the second bevel gear 26, and the second transmission shaft 12 is rotated clockwise through the fourth bevel gear 28, so that the third transmission shaft 14 and the fifth bevel gear 31 are rotated counter-clockwise through the first spur gear 29 and the second spur gear 30. And, the internal transmission shaft 17 and the seventh bevel gear 33 are rotated counter-clockwise (as viewed from the top of Fig. I) through the sixth bevel gear 32 by the fifth bevel gear 31. On the other hand, the external transmission shaft 20 and the ninth bevel gear 35 are rotated clockwise (as viewed from the top of Fig. I) through the eighth bevel gear 34 by the third bevel gear 27. As a result, the tenth bevel gear 36 and the output shaft 22 are rotated clockwise by the seventh bevel gear 33 and the ninth bevel gear 35 to drive the front wheel 41 forward. If the engine 50 is accelerated or decelerated in this state, a torque fluctuation is caused in the input shaft 5. If the brake is applied or if the load surface condition changes, a load fluctuation is caused in the output shaft 22. However, these fluctuations are balanced as a result that the seventh bevel gear 33 meshing with the tenth bevel gear 36 and the internal transmission shaft 17 and the ninth bevel gear 35 meshing with the tenth bevel gear 36 and the external transmission shaft 20 rotate at equal speeds in opposite directions on the axis of relative rotations of the first and second housings 2 and 3. As a result, the first and second housings 2 and 3 are not subjected to any couple of forces by those fluctuations so that they do not rotate relative to each other. Unlike the conventional power transmission using the synchronized ball joint, therefore, the handle 46 will not become uncontrollable but can be steered reliably and safely. When the input shaft 5 is rotated counter-clockwise, the individual parts are rotated in the directions opposed to those of the aforementioned case so that the motorcycle can be driven backward. In case the engine is braked by the vehicle, on the other hand, the internal transmission shaft 17 and the external transmission shaft 20 are rotated in the opposite directions to each other as the output shaft 22 rotates. As a result, the first transmission shaft 8 and the second transmission shaft 12 are rotated together in the same direction, and the first bevel gear 25 is rotated by the second bevel gear 26 and the fourth bevel gear 28. Thus, the power from the output shaft 22 is transmitted through the input shaft 5 to the engine 50 so that the braking on the engine effectively works. If the second housing 3 is relatively rotated counter-clockwise, for example, on its own axis by steering the handle 46 while the aforementioned input shaft 5 and output shaft 22 are rotating, the internal transmission shaft 17 and the external transmission shaft 20 rotating in the opposite directions to each other have their rotating speeds made different (although the internal transmission shaft 17 and the external transmission shaft 20 will rotate in the same direction if the second housing 3 is relatively rotated while the input shaft 5 and the output shaft 22 stand still). However, this difference between the rotating speeds is that between the second bevel gear 26 and the fourth bevel gear 28 of the differential gear train in the second transmission mechanism so that it is absorbed by the rotation of the first bevel gear 25 on its own axis. As a result, no matter whether the motorcycle might be running or stopped, the relative rotation of the second housing 3 and the rotations of the input shaft 5 and the output shaft 22 can be completely isolated and kept away from interfering each other so that the handle 46 can be lightly steered. Thus, according to the power transmission 1 of the present embodiment, the front wheel 41 can be so coupled to the body frame 45 as to rotate all round and directed to any angular position within range of 360 degrees. At any steering angle, moreover, the rotation of the engine 50 can be always transmitted to the front wheel 41 independently of the fluctuation of the torque. Furthermore, since the input shaft 5 and the output shaft 22 are disposed in separate positions to provide a key-shaped construction as a whole, the power transmission 1 can be neatly mounted in a compact form between the body frame 45 and the front fork 42. Still moreover, the directions of the input shaft 5 and the output shaft 22 can be arbitrarily changed within the range of 360 degrees by turning the first and second housings 2 and 3 relative to each other so that the space for mounting the power transmission 1 should not be limited to that of the shown embodiment but can be freely selected in conformity to the structure of the front wheel drive mechanism of the motorcycle. Next, a first embodiment of the present invention will be described with reference to Fig. 3. A power transmission 101 of the present embodiment is equipped with a first housing 102 and a second housing 103, which are so coupled through a bearing 104 as to rotate relative to each other all round. In the first housing 102, there is supported through a bearing 106 an input shaft 105 which is arranged at a right angle with respect to the axis of rotation of the first housing 102. The input shaft 105 is equipped with a first bevel gear 107. On the axis of rotations of the first housing 102 and the second housing 103, there is disposed a hollow internal transmission shaft 108, which has its one end supported in the first housing 102 by a bearing 109 and its other end supported in the second housing 103 by a bearing 110. On the upper portion of the internal transmission shaft 108, there is supported by a bearing 112 a second bevel gear 111 which meshes with the first bevel gear 107. The second bevel gear 111 is integrally formed with a cylindrical portion 113, in which are supported a plurality of third bevel gears 114 by a bearing 115. The internal transmission shaft 108 is integrally formed below the second bevel gear 111 with a fourth bevel gear 116 which meshes with the third bevel gear 114. Below the fourth bevel gear 116, there is supported by a bearing 118 a fifth double bevel gear 117 which is shaped to have its two bevel gears facing back to back vertically and which has its upper gear meshing with the third bevel gear 114. In the lower portion of the first housing 102, there are supported by a bearing 120 a plurality of sixth bevel gears 119 which mesh with the lower side of the fifth double bevel gear 117. Moreover, on the internal transmission shaft 108 and below the fifth double bevel gear 117, there is supported by a bearing 122 a seventh double bevel gear 121 which has its upper side meshing with the sixth bevel gear 119 so that it acts as an external transmission path. The internal transmission shaft 108 is integrally formed with an eighth bevel gear 123 below the seventh double bevel gear 121. In the second housing 103, furthermore, there is supported by a bearing 125 an output shaft 124 which is directed at a right angle with respect to the axis of rotation of the second housing 103. The output shaft 124 is equipped with a ninth bevel gear 126 which meshes with the lower side of the seventh bevel gear 121 and the eighth bevel gear 123. As a result, the aforementioned cylindrical portion 113, third bevel gear 114, fourth bevel gear 116 and fifth double bevel gear 117 and so on constitute altogether a differential gear train for transmitting the power between the input shaft 105, and the internal transmission shaft 108 and the seventh double bevel gear 121. On the other hand, the fifth double bevel gear 117, the sixth bevel gear 119 and so on constitute together a reversing gear train for rotating the internal transmission shaft 108 and the seventh double bevel gear 121 in the opposite directions to each other. And, these differential gear train and reversing gear train constitute together a second transmission mechanism of the present invention. On the other hand, the seventh double bevel gear 121, the eighth bevel gear 123, the ninth bevel gear 126 and so on constitute altogether a first transmission mechanism for transmitting the power between the output shaft 124, and the internal transmission shaft 108 and the seventh double bevel gear 121 and for rotating the internal transmission shaft 108 and the seventh double bevel gear 121 in the opposite directions to each other in association with the reversing gear train. The power transmission 101 of the present embodiment operates in the following manner. When the input shaft 105 is rotated clockwise, for example, the second bevel gear 111, the cylindrical portion 113, the fourth bevel gear 116, the internal transmission shaft 108, the fifth double bevel gear 117 and so on are rotated altogether clockwise whereas the seventh double bevel gear 121 is rotated counter-clockwise through the sixth bevel gear 119. And, the ninth bevel gear 126 and the output shaft 124 are rotated clockwise by the eighth bevel gear 123 and the seventh double bevel gear 121. The torque fluctuation of the input shaft 105 and the load fluctuation of the output shaft 124 thus caused are balanced as a result that the eighth bevel gear 123 meshing with the ninth bevel gear 126 and the internal transmission shaft 108, and the seventh bevel gear 121 meshing with the ninth bevel gear 126 are rotated at the same speed in the opposite directions on the axis of relative rotations of the first and second housings 102 and 103. Thus, the second housing 103 is kept away from any relative rotation. On the other hand, if the second housing 103 is relatively rotated counter-clockwise, for example, the internal transmission shaft 108 and the seventh bevel gear 121 rotating in the opposite directions to each other have their rotating speeds made different. This difference in the rotating speed is that between the fourth bevel gear 116 and the fifth double bevel gear 117 of the differential gear train in the second transmission mechanism and is absorbed by the rotation of the third bevel gear 114 on its own axis. As a result, the relative rotation of the second housing 103 and the rotations of the input shaft 105 and the output shaft 124 are completely isolated and kept away from any interference. As a result, effects similar to those of the first embodiment can also be achieved by mounting the present embodiment on a motorcycle as in the first embodiment. Moreover, the shaft of the handle can be inserted into the hollow portion of the internal transmission shaft 108. Next, a second embodiment of the present invention will be described with reference to Fig. 4. A power transmission 201 of the present embodiment is different from that of the second embodiment only: in that the first bevel gear 107 and the second bevel gear 111 of the second embodiment are omitted to couple an input shaft 203, which is supported through a bearing 202 on the axis of rotation of the first housing 102, directly to the cylindrical portion 113; and in that the internal transmission shaft 108 adopted is made solid. Hence, the remaining portions are designated at reference numerals similar to those of Fig. 3 in Fig. 4, and their overlapped description will be omitted. The present embodiment can achieve operations/effects similar to those of the second embodiment, excepting that the direction of the input shaft is different. Next, a third embodiment of the present invention will be described with reference to Figs. 5 and 6. The power transmission 301 of the present embodiment is different from that of the third embodiment only in that the differential gear train of the second transmission mechanism of the third embodiment, which is composed of the cylindrical portion 113, the third bevel gear 114, the fourth bevel gear 116, the fifth double bevel gear 117 and so on, is replaced by the following differential gear train of double pinion planetary gear type. Specifically: the aforementioned cylindrical portion 113 is replaced by a ring gear 302 which has teeth on its inner circumference and which is formed integrally with the input shaft 203; the aforementioned fourth bevel gear 116 is replaced by a sun gear 303 which is formed integrally with the internal transmission shaft 108; and the aforementioned fifth double bevel gear 117 is replaced by a fifth bevel gear 304 which is supported through the bearing 118 by the internal transmission shaft 108. Moreover, a plurality of pairs of pinion gears 306a and 306b are fitted rotatably on a plurality of pins 305 which are erected from the fifth bevel gear 304. The paired pinion gears 306a and 306b mesh each other, and the former 306a further meshes with the ring gear 302 whereas the latter 306b further meshes with the sun gear 303. The overlapped description of the remaining parts will be omitted by designating them at reference numerals similar to those of Fig. 4 in Fig. 5. The power transmission 301 of the present embodiment operates in the following manner. When the input shaft 203 is rotated clockwise (as viewed from the top of Fig. 5), for example, the ring gear 302, the sun gear 303, the internal transmission shaft 108, the eighth bevel gear 123, the fifth bevel gear 304 and so on are rotated altogether clockwise. This is because the pinion gears 306a and 306b will not rotate around the pins 305. And, the seventh double bevel gear 121 is rotated counter-clockwise through the sixth bevel gear 119 so that the ninth bevel gear 126 and the output shaft 124 are rotated clockwise by the eighth bevel gear 123 and the seventh double bevel gear 121. On the other hand, when the second housing 103 is relatively rotated counter-clockwise (as viewed from the top of Fig. 5), for example, the internal transmission shaft 108 and the seventh bevel gear 121 rotating in opposite directions to each other have their rotating speeds different from each other. This difference between the rotating speeds becomes that between the sun gear 303 and the fifth bevel gear 304 of the differential gear train in the second transmission mechanism and is absorbed by the rotations of the pinion gears 306a and 306b around the pins 305. As a result, the relative rotation of the second housing 103 and the rotations of the input shaft 105 and the output shaft 124 are completely isolated and kept away from any interference. Thus, effects similar to those of the first embodiment can also be achieved in the present embodiment. Since the aforementioned double pinion planetary gear type capable of having a lower height is adopted as the differential gear train of the second transmission mechanism, the present embodiment has an advantage that the entire construction can be made more compact than that of the second embodiment. Next, an embodiment being not part of the present invention will be described with reference to Fig. 7. A power transmission 401 of the present embodiment is different from that of the first embodiment only in that the reversing gear train in the second transmission mechanism of the first embodiment is partially modified in the following manner. Specifically, a fourth double bevel gear 402 is supported in place of the aforementioned fourth bevel gear 28 on the first transmission shaft 8 by the bearing 16a, and has its lefthand side meshing directly with a sixth bevel gear 403 which is fixed downward on the upper end of the internal transmission shaft 17. Incidentally, the gear ratio (as exemplified by 1 : 1 in Fig. 7) between the lefthand side of the fourth double bevel gear 402 and the sixth bevel gear 403 and the gear ratio (as exemplified by 1 : 1 in Fig. 7) between the third bevel gear 27 and the eighth bevel gear 34 are equal. As a result, effects similar to those of the first embodiment can also be achieved in the present embodiment. According to present embodiment, moreover, the second transmission shaft 12, the third transmission shaft 14, the first spur gear 29, the second spur gear 30, the fifth bevel gear 31 and so on of the first embodiment can be omitted to reduce the number of parts, the size and the cost. Here, the present invention can be embodied by modifying the shapes and constructions of the individual portions, as follows, for example, without departing from the gist of thereof: (1) By combining two or more of the power transmissions 1, 101, 201, 301 and 401 of the embodiments, as shown in Figs. 8 and 9, the drive unit and the driven unit can have their directions changed more freely; (2) Although the constructions for bearing the thrusts of the individual gears are omitted for simplified illustrations from the individual Figures showing the embodiments, it is naturally possible to use a variety of well-known thrust bearings; (3) The tooth traces of the individual gears of the embodiments should not be limited to the specified ones but can be suitably selected from those of spurgears, helical gears, double helical gears, straight gears, spiral gears and so on; (4) The gears in the first transmission mechanism or the second transmission mechanism of the embodiments can also be partially or wholly replaced by power transmitting mechanical elements other than the gears, such as belt and pulleys, chains and sprocket wheels, or elastic rollers; and (5) The applications of the power transmission of the present invention should not be limited to the motorcycle, as in the embodiments, but can be applied a variety of mechanisms, as exemplified in "Field of the Invention".

Claims: A power transmission comprising: a first and a second housing (102; 103) coupled to rotate relative to each other about an axis; an input shaft (105; 203) rotatably disposed in one of said housings (102); an output shaft (124) rotatably disposed in the other housing (103); two transmission paths coaxially arranged on the axis of the relative rotations of said two housings (102, 103) in which one of said two transmission paths includes an internal transmission shaft (108); said two transmission paths further comprising a first transmission mechanism (121, 123, 126) to transmit rotations between said output shaft (124) and said two transmission paths such that said two transmission paths rotate in opposite directions relative to each other; a second transmission mechanism (113, 114, 116, 117, 119; 302-304, 306a, 306b) including a plurality of bevel gears meshing with each other and being configured to transmit rotations between said input shaft (105, 203) and said two transmission paths such that said two transmission paths rotate in opposite directions relative to each other, and to absorb the difference, which is caused by the relative rotation of said first and second housings (102, 103), between the rotating speeds of said two transmission paths; characterized in that said plurality of bevel gears (117, 119, 121; 304, 119, 121) of said second transmission path are concentrically arranged on said axis, and in that said first and said second transmission mechanisms are disposed on an outer circumference of said internal transmission shaft coaxially to each other so as to be concentrically arranged on the axis of relative rotation of said first and second housings (102, 103). A power transmission according to claim 1, characterized in that said first and second housings (102, 103) are so coupled as to rotate completely around without any angular limitation relative to each other. A power transmission according to claim 1, characterized in that said first and second housings (102, 103) are so coupled as to rotate within a predetermined angular range relative to each other. A power transmission according to claim 1, characterized in that said first transmission mechanism (121, 123, 126) includes a bevel gear (126) fixedly mounted on said output shaft (124), and at least two bevel gears (121, 123) disposed around said internal transmission shaft (108) with at least one (123) of said at least two bevel gears (121, 123) being fixed to said internal transmission shaft (108) and the other bevel gear (121) being rotatably supported on said internal transmission shaft (108), said at least two bevel gears (121, 123) meshing with said bevel gear (126) simultaneously. A power transmission according to claim 1, characterized in that said second transmission mechanism includes a differential gear train having a bevel gear (114) rotatable on its own axis for absorbing the difference caused by relative rotation of said first and second housings (102, 103) between rotating speeds of said two transmission paths. A power transmission according to claim 5, characterized in that said differential gear train is constructed to have bevel gears (114, 116, 117). A power transmission according to claim 5, characterized in that said differential gear train is constructed to include a double pinion planetary gear train (306a, 306b). A power transmission according to claim 1, characterized in that both said input and output shafts (105; 124) are disposed so as to be directed at right angles with respect to the axis of relative rotation of said first and second housings (102, 103). A power transmission according to claim 1, characterized in that one of said input and output shafts (203; 124) is disposed so as to be directed at substantially a right angle with respect to the other shaft (124; 203). A power transmission according to claim 1, characterized in that it further comprises a plurality of said power transmissions wherein an output shaft (124) of each of said power transmissions is coupled with an input shaft (105, 203) of another of said power transmissions. A power transmission according to any of claims 1 to 4 and 6 to 8, characterized in that the internal transmission shaft (108) is hollow.

Inventors: FUMIO KASAHARA
Applicants: KASAHARA FUMIO, FUMIO KASAHARA
Application year: 1993
Main classification: F16H1
IPC codes: F16H1, B62M17, B60K17, F16H48