JP4493019B2 - Shock absorption propeller shaft for automobile - Google Patents

Description

  The present invention relates to a shock absorbing propeller shaft for an automobile.

  As a shock-absorbing propeller shaft for automobiles, a plurality of split shafts are formed by constant velocity universal joints configured by engaging outer races provided on one split shaft with bearings attached to the outer periphery of an inner shaft provided on the other split shaft. There is something that is connected. The inner shaft has a support bracket supported by a bearing inserted in the middle portion.

In Patent Document 1, as the shock absorbing structure of the shock absorbing propeller shaft for an automobile, the outer race is formed into a bottomed cylindrical shape, and a thin wall portion is formed in a portion of the bottom wall facing the inner shaft in the axial direction. The thing is disclosed. When the propeller shaft receives an axial impact and the inner shaft and the outer race contract each other, the inner shaft breaks through the opposing thin wall portion to absorb the impact.
JP 10-250390 A

  In the automobile shock absorbing propeller shaft of Patent Document 1, the propeller shaft receives an axial impact, the inner shaft and the outer race are contracted, and the outer race front end surface is inserted into the inner shaft side of the bearing front end surface. There is no consideration for the impact absorption after impact.

  The problem of the present invention is that the propeller shaft is subjected to an axial impact, and the inner and outer contractions of the two split shafts progress, and the outer tip side of the bearing is inserted into the intermediate part of the inner side of the bearing. The purpose is to simply set the shock absorption characteristics after the collision.

According to the first aspect of the present invention, a plurality of split shafts are connected by constant velocity joints, and a cylindrical outer of a constant velocity joint provided on one split shaft is connected to a shaft inner of a constant velocity joint provided on the other split shaft. When the front end is fitted, the bearing inserted in the middle part of the inner is supported on the support bracket, and when one split shaft and the other split shaft contract relative to each other due to the impact received between the shafts, In an automobile shock absorbing propeller shaft, the outer end surface of the outer abuts against the outer end surface side of the bearing, and the bearing is slidable with respect to the inner. A caulking protrusion for restricting the mounting position of the bearing is provided on the outer periphery sandwiching the intermediate part to which the bearing is inserted between the front end and the caulking protrusion. And it abuts on the side of the outer side of the front end surface of the ring is obtained so as to be destroyed by certain extraction load on the bearing.

  According to a second aspect of the present invention, in the first aspect of the present invention, the outer periphery of the inner is also provided on the outer periphery of the inner end of the inner portion where the bearing is inserted, on the side of the front end fitted to the outer. A caulking projection for restricting the mounting position is provided.

According to a third aspect of the present invention, in the second aspect of the present invention, the bearing is sandwiched between two stopper pieces that are clearance-fitted or lightly press-fitted into the inner and supported by a support bracket via a rubber-like elastic member. The outer end surface of the outer abuts against the outer end surface of the bearing through the stopper piece, and is the outer periphery of the inner, and each of the two caulking protrusions sandwiching the intermediate portion into which the bearing is inserted Thus, the mounting positions of the two stopper pieces are regulated.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the caulking protrusion is formed in an annular shape that is continuous with the outer periphery of the inner.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects, the caulking protrusions are formed in a dot shape at a plurality of positions on the outer periphery of the inner.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects of the present invention, an impact absorbing plate is provided at a portion of the inner peripheral portion of the outer that is spaced apart and opposed to the inner in the axial direction. When one split shaft and the other split shaft contract relative to each other due to the impact received on the shock absorber, the shock absorbing plate attached to the outer first comes into contact with the inner tip, and the shock absorbing plate is broken. Subsequently, the outer end surface of the outer abuts against the outer end surface side of the bearing so that the bearing can slide with respect to the inner.

(Claim 1)
(a) The propeller shaft receives an impact in the axial direction, and the contraction of the inner and outer of the two split shafts advances, and the outer end surface of the outer shaft comes into contact with the end surface of the bearing that is inserted in the middle part of the inner Then, the impact is exerted on the bearing, and the protrusion is broken and the impact is absorbed and relaxed on the condition that the load has reached a certain level. Due to the destruction of the caulking protrusion, the outer slides the bearing so as to remove it from the inner caulking protrusion, and the outer contracts further with respect to the inner. Is further absorbed.

  (b) The caulking protrusion not only regulates the mounting position of the bearing on the outer periphery of the inner, but also sets the dimensional shape of the caulking protrusion, so that the bearing pull-out load that causes the caulking protrusion to break can be set. Load absorption characteristics can be set stably. By loosely fitting or lightly press-fitting the bearing into the inner, it is possible to avoid such a situation that the unloading load of the bearing becomes unstable due to the dimensional accuracy of the tightening margin when the bearing is tightly fitted into the inner (press-fit).

(Claim 2)
(c) The mounting position of the bearing can be positioned on the outer periphery of the inner by the two caulking protrusions. When the bearing is loosely fitted or lightly press-fitted into the inner, the mounting position of the bearing can be regulated.

(Claim 3)
(d) The outer end surface of the outer surface reliably contacts the bearing end surface via the stopper piece, and the projecting portion is destroyed by the condition that the impact force exerted on the bearing and the stopper piece by the outer has reached a certain removal load. To absorb and relieve shock. Breaking the elastic rubber member between the bearing and the support bracket by breaking the caulking protrusion, sliding the bearing and stopper piece so as to pull out from the breaking portion of the inner caulking protrusion, the outer contracts further against the inner At the same time, the impact is further absorbed and mitigated by the sliding friction of the caulking protrusion with respect to the broken portion.

  (e) By slipping or lightly fitting the two stopper pieces into the inner, avoiding the bearing load from becoming unstable due to the dimensional accuracy of the tightening margin when the stopper piece is fitted into the inner (press-fit). it can.

(Claim 4)
(f) The bearing load can be adjusted by setting the size and shape of the annular caulking projection.

(Claim 5)
(g) The bearing load can be adjusted by setting the number and size of the point caulking protrusions.

(Claim 6)
(h) Since the shock absorbing plate is provided on the inner peripheral portion of the outer, as the inner and outer contract relative to each other due to the axial shock received by the propeller shaft, the shock is first absorbed and relaxed by breaking the shock absorbing plate, Subsequently, according to the above (a) to (g), the impact is further absorbed and relaxed by the sliding of the bearing (and the stopper piece) with respect to the inner.

  1 is an overall view showing a shock absorbing propeller shaft for an automobile according to a first embodiment, FIG. 2 is a cross-sectional view of a main part showing the shock absorbing propeller shaft for an automobile according to a first embodiment, and FIG. 4 is a cross-sectional view of a main part showing a shock absorbing propeller shaft for an automobile of Example 2, FIG. 5 is an enlarged view of the main part of FIG. 4, and FIG.

Example 1 (FIGS. 1 to 3)
As shown in FIG. 1, an impact absorbing propeller shaft 10 for an automobile (FR vehicle or 4WD vehicle) is composed of two shaft members divided into a front divided shaft 11 and a rear divided shaft 12, and both divided shafts 11, 12 are arranged. Are connected by a constant velocity joint (slidable joint) 20. The front end portion of the front split shaft 11 is connected to a connecting yoke 14 connected to the output shaft of the engine side transmission via a universal joint 13, and the rear end portion of the rear side split shaft 12 is connected to a universal joint 15. Thus, it is coupled to a coupling yoke 16 connected to the differential gear.

  In the propeller shaft 10, a cylindrical outer 21 of the constant velocity joint 20 is connected to one end of a hollow pipe 11 </ b> A constituting one split shaft 11 by friction welding. Further, the inner shaft 22 of the constant velocity joint 20 is connected to one end of the other split shaft 12. The inner 22 is fitted to the outer 21.

  As shown in FIG. 2, the constant velocity joint 20 includes an outer race 21A for an outer 21 provided on one split shaft 11 and an inner shaft 22A for an inner 22 provided on the other split shaft 12. Three bearings 22B (tripods) are provided at three positions on the outer periphery of the tip. Each bearing 22B of the inner 22 is slidably engaged with three grooves extending in the axial direction of the inner peripheral surface of the outer race 21A to constitute the constant velocity joint 20.

  The bearing 22B of the constant velocity joint 20 protrudes radially from three positions on the outer periphery 22C of the inner ring 22C that fits into a serration formed on the outer periphery of the inner shaft 22A. The inner ring 22C having the bearing 22B is sandwiched between a retaining ring 23 engaged with an annular groove provided at the front end of the inner shaft 22A and an annular stopper 24 provided at the rear end of the inner shaft 22A, and positioned on the inner shaft 22A. Retained. Accordingly, the stopper 24 prevents the bearing 22B from moving rearward in the axial direction with respect to the inner shaft 22A with a predetermined force.

  However, the propeller shaft 10 is an inner peripheral portion 25 of the outer race 21A that constitutes the outer 21, and is provided with a shock absorbing plate 30 attached to a portion facing the inner shaft 22A of the inner 22 that is spaced apart in the axial direction. It was.

  The shock absorbing plate 30 is made of resin (or metal), and the outer diameter portion of the outer peripheral boss 31 is press-fitted into the inner diameter portion of the inner peripheral portion 25 of the outer race 21A, and is attached to the inner peripheral portion 25 of the outer race 21A.

  When the front split shaft 11 and the outer 21 (outer race 21A) and the rear split shaft 12 and the inner 22 (inner shaft 22A and the bearing 22B) contract with each other (relatively shortened) due to an impact load caused by a car collision, When the front end portion (inner shaft 22A and bearing 22B) of the inner 22 abuts against the impact absorbing plate 30 attached to the inner peripheral portion 25 of the outer race 21A, the inner 22 (inner shaft 22A and bearing 22B) is caused by an impact load. The shock absorbing plate 30 is punched from the inner peripheral portion 25 of the outer race 21A and / or the shock absorbing plate 30 is broken and penetrated.

  The shock absorbing plate 30 attached to the inner peripheral portion 25 of the outer race 21A can be replaced by a partition-like thin portion integrated with the inner peripheral portion 25 of the outer race 21A.

  Further, the propeller shaft 10 supports a center bearing 40, which is inserted in an intermediate portion of the inner shaft 22A constituting the inner 22, rotatably on an annular support member 50, and supports the annular support member 50 on a support bracket 50A. Yes.

  The annular support member 50 is formed by joining an inner ring 51 and an outer ring 52 via a rubber-like elastic member 53. The inner ring 51 has a diameter such as a small diameter part 51A, a medium diameter part 51B, and a large diameter part 51C. The outer ring 40A of the bearing 40 is fitted inside the middle diameter part 51B, the small diameter part 51A extends to the outer periphery of a stopper piece 41 described later, and the large diameter part 51C is a stopper piece 42 described later. It extends to the outer periphery. In the inner ring 51, seal members 54 and 55 are loaded on the inner circumferences of the small diameter portion 51A and the large diameter portion 51C, respectively, and both the seal members 54 and 55 seal the bearing 40 from both sides. The seal member 54 is in sliding contact with the outer periphery of the stopper piece 41, and the seal member 55 is in sliding contact with the outer periphery of the stopper piece 42.

  In the propeller shaft 10, the bearing 40 fitted to the inner ring 51 of the annular support member 50 is loaded in the middle part of the inner shaft 22 </ b> A of the inner 22, and in this state, both sides sandwich the bearing 40 at the middle part of the inner shaft 22 </ b> A. It is assumed that the annular stopper pieces 41 and 42 are loaded. As a result, the inner ring 40B of the bearing 40 is positioned by being sandwiched between the end faces of the stopper pieces 41 and 42.

  At this time, the two stopper pieces 41 and 42 are loosely fitted to the inner shaft 22A (light press-fitting is also possible). Note that the inner ring 40B of the bearing 40 is also loosely fitted or lightly press-fitted into the inner shaft 22A.

  The stopper piece 41 includes a large-diameter flange portion 41A, and a flanged ring 43 is attached to the outer periphery near the large-diameter flange portion 41A. The large-diameter flange portion 41 </ b> A of the stopper piece 41 is close to the inner periphery of the outer end of the small-diameter portion 51 </ b> A of the inner ring 51 of the annular support member 50 and allows water to enter the inside of the inner ring 51 housing the bearing 40. To prevent. The water that has entered from the clearance between the large diameter flange portion 41A and the inner ring 51 is guided by the annular groove 41C between the large diameter flange portion 41A and the small diameter flange portion 41B of the ring 43 and falls downward, and the inner ring 51 Prevent water from entering the interior of The stopper piece 42 also includes a large-diameter flange portion 42A, and a flanged ring 44 is attached to the outer periphery near the large-diameter flange portion 42A. The large-diameter flange portion 42 </ b> A of the stopper piece 42 is close to the inner periphery of the outer end of the large-diameter portion 51 </ b> C of the inner ring 51 of the annular support member 50, and water enters the inside of the inner ring 51 containing the bearing 40. To prevent. Further, the water that has entered from the clearance between the large diameter flange portion 42A and the inner ring 51 is guided by the annular groove 42C between the large diameter flange portion 42A and the small diameter flange portion 42B of the ring 44 and falls downward, and the inner ring 51 Prevent water from entering the interior of

  When the front split shaft 11 and the outer 21 (outer race 21A) and the rear split shaft 12 and the inner 22 (inner shaft 22A and bearing 22B) contract with each other due to the impact load due to the collision of the automobile, the outer 21 (outer race 21A). The front end surface 21B of the bearing 40 comes into contact with the front end surface of the stopper piece 41 with a boot 72 (described later) sandwiched between the front end surface of the bearing 40 and the bearing 40 together with the stopper pieces 41 and 42 at the intermediate portion of the inner shaft 22A. Try to slide against.

  Here, in the propeller shaft 10, as shown in FIGS. 2 and 3, the outer periphery of the inner shaft 22 </ b> A of the inner 22 and the side of the tip end portion (bearing 22 </ b> B) that is fitted to the outer 21 (outer race 21 </ b> A). Between the bearing 40 and the stopper piece 42, and the outer periphery bordering the intermediate portion where the bearing 40 and the stopper piece 42 are inserted (intermediate portion where the bearing 40 is inserted). The first caulking protrusion 61 that regulates the axial mounting positions of the bearing 40 and the stopper piece 42 is formed on the ridge. The first caulking protrusion 61 is formed in an annular shape that continues to the outer periphery of the inner shaft 22A by rolling before the bearing 40 and the stopper pieces 41, 42 are loaded onto the inner shaft 22A. The first caulking protrusion 61 has a constant effect on the bearing 40 and the stopper pieces 41 and 42 by the front end surface 21B of the outer 21 (outer race 21A) contacting the front end surface side of the bearing 40 (the front end surface of the stopper piece 41). It is set so that it will be destroyed by the unloading load.

  Further, in the propeller shaft 10, the bearing 40 and the stopper piece 41 are inserted on the outer periphery of the inner shaft 22 </ b> A of the inner 22 and on the tip end portion (bearing 22 </ b> B) fitted to the outer 21 (outer race 21 </ b> A). A second caulking protrusion 62 that regulates the axial mounting positions of the bearing 40 and the stopper piece 41 is also formed on the outer periphery bordering the intermediate portion to be worn. The second caulking protrusion 62 is formed in an annular shape that continues to the outer periphery of the inner shaft 22A by rolling after the bearing 40 and the stopper pieces 41, 42 are loaded onto the inner shaft 22A. The attachment positions of the two stopper pieces 41 and 42 are regulated by the two caulking protrusions 61 and 62, respectively.

  The constant velocity joint 20 seals the connection space (grease filling chamber) 70 between the outer 21 and the inner 22 using a boot adapter 71 made of a metal thin plate and a boot 72 made of a rubber-like elastic body, and the inner shaft 22A. Grease for improving the rolling slidability and wear resistance of the bearing 22B is enclosed in the connection space.

The shock absorbing operation of the propeller shaft 10 is as follows.
(1) When an impact load from the front acts on the propeller shaft 10 due to a vehicle collision, the front split shaft 11 and the outer 21 (outer race 21A) move rearward, and the rear split shaft 12 and the inner 22 (inner shaft 22A). And the bearing 22B) are inserted into the outer race 21A.

  (2) When the inner 22 (the inner shaft 22A and the bearing 22B) comes into contact with the shock absorbing plate 30 attached to the inner peripheral portion 25 of the outer race 21A as a result of the above (1), the inner load 22 ( The inner shaft 22A and the bearing 22B) punch the impact absorbing plate 30 from the inner peripheral portion 25 of the outer race 21A and / or break through the impact absorbing plate 30, and the outer 21 and the inner 22 contract.

  (3) In the process of the above (2), in the inner 22, the stopper 24 which positions the inner ring 22C of the bearing 22B is broken, and the inner ring 22C further exceeds the stopper 24 from the serration of the inner shaft 22A, and the bearing 22B. If the inner shaft 22A and the bearing 22B constituting the inner 22 are moved rearward, only the inner shaft 22A removes the shock absorbing plate 30 from the inner peripheral portion 25 of the outer race 21A and / or the shock absorbing plate 30. Break through.

  (4) When the outer 21 and the inner 22 are further contracted through the above (2), the front end surface 21B of the outer 21 (outer race 21A) is pressed into the intermediate portion of the inner 22 (inner shaft 22A) with the boot 72 interposed therebetween. When the impact force exerted on the bearing 40 and the stopper pieces 41, 42 reaches a certain removal load, the first caulking protrusion 61 is destroyed, and the outer 21 becomes the stopper piece. The bearing 40 is slid with respect to the intermediate part of the inner 22 (inner shaft 22A) together with 41 and 42, and the outer 21 and the inner 22 are further contracted.

  (5) As described above, the front split shaft 11 and the rear split shaft 12 are contracted with each other without protruding, and the drive unit including the internal combustion engine in the engine room is appropriately retracted to reduce the impact. To do.

According to the present embodiment, the following operational effects can be obtained.
(a) The bearing in which the propeller shaft 10 receives an axial impact and the contraction of the inner 22 and the outer 21 of the two split shafts 11 and 12 progresses, and the front end surface of the outer 21 is inserted into the intermediate portion of the inner 22. When it comes into contact with the front end face side of 40, the first caulking protrusion 61 is broken and the shock is absorbed and relaxed on the condition that the impact force exerted on the bearing 40 by the outer 21 reaches a certain removal load. Due to the destruction of the first caulking protrusion 61, the outer 21 slides the bearing 40 so as to pull out the bearing 40 from the destruction part of the first caulking protrusion 61 of the inner 22, further contracting the outer 21 with respect to the inner 22, The shock is further absorbed and reduced by the sliding friction of the first caulking protrusion 61 with respect to the broken portion.

  (b) The first caulking protrusion 61 not only restricts the mounting position of the bearing 40 on the outer periphery of the inner 22, but the first caulking protrusion 61 is broken by setting the size and shape of the first caulking protrusion 61. The pull-out load of the bearing 40 can be set, and as a result, the impact load absorption characteristic can be set stably. By loosely fitting or light press-fitting the bearing 40 into the inner 22, it is possible to avoid a situation in which the unloading load of the bearing 40 becomes unstable due to the dimensional accuracy of the tightening margin when the bearing 40 is tightly fitted (press-fitted) into the inner 22.

  (c) The mounting position of the bearing 40 can be positioned on the outer periphery of the inner 22 by the first and second caulking protrusions 61 and 62. When the bearing 40 is loosely fitted or lightly press-fitted into the inner 22, the mounting position of the bearing 40 can be regulated.

  (d) The outer end surface of the outer 21 is securely brought into contact with the front end surface of the bearing 40 through the stopper piece 41, and the impact force exerted on the bearing 40 and the stopper pieces 41, 42 by the outer 21 has reached a certain removal load. The first caulking protrusion 61 is broken under the condition of absorbing and reducing the impact. Due to the breakage of the first caulking protrusion 61, the rubber-like elastic member 53 between the bearing 40 and the support bracket 50A is broken, and the bearing 40 and the stopper pieces 41, 42 are removed from the breakage part of the first caulking protrusion 61 of the inner 22. Thus, the outer 21 is further contracted with respect to the inner 22, and the impact is further absorbed and reduced by the sliding friction of the first caulking protrusion 61 with respect to the broken portion.

  (e) The two stopper pieces 41 and 42 are loosely fitted or lightly press-fitted into the inner 22 so that when the stopper pieces 41 and 42 are tightly fitted (press-fitted) into the inner 22, the bearing 40 is removed due to the dimensional accuracy of the tightening allowance. It can be avoided that the load becomes unstable.

  (f) The pull-out load of the bearing 40 can be adjusted by setting the size and shape of the annular first caulking protrusion 61.

  (g) Since the shock absorbing plate 30 is provided on the inner peripheral portion of the outer 21, the shock absorbing plate 30 first absorbs the shock as the inner 22 and the outer 21 contract due to the axial shock received by the propeller shaft 10. Then, the shock is further absorbed and relaxed by sliding the bearing 40 (and the stopper pieces 41 and 42) with respect to the inner 22 according to the above-described (a) to (f).

Example 2 (FIGS. 4 to 6)
The second embodiment of FIGS. 4 to 6 is different from the first embodiment of FIGS. 1 to 3 in that the annular caulking protrusions 61 and 62 provided on the inner shaft 22A of the inner 22 are arranged on the outer periphery of the inner shaft 22A. This is because the point-like caulking protrusions 61A and 62A provided at the positions (for example, eight places) are replaced. The caulking protrusions 61A and 62A are formed by pressing or forging the outer periphery of the inner shaft 22A. By setting the number and size of the point caulking projections 61A and 62A, the load of the bearing 40 can be easily adjusted.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration of the present invention is not limited to this embodiment, and even if there is a design change or the like without departing from the gist of the present invention. It is included in the present invention.

FIG. 1 is an overall view showing a shock absorbing propeller shaft for an automobile according to a first embodiment. FIG. 2 is a cross-sectional view of an essential part showing the automobile impact absorbing propeller shaft according to the first embodiment. FIG. 3 is an enlarged view of a main part of FIG. FIG. 4 is a cross-sectional view of an essential part showing the automobile impact absorbing propeller shaft of the second embodiment. FIG. 5 is an enlarged view of a main part of FIG. FIG. 6 is a front view of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Propeller shaft 11, 12 Split shaft 20 Constant velocity joint 21 Outer 21B End surface 22 Inner 30 Shock absorption plate 40 Bearing 41, 42 Stopper piece 50A Support bracket 53 Rubber-like elastic member 61, 62, 61A, 62A Caulking protrusion

Claims (6)

A plurality of split shafts are connected by a constant velocity joint, and the tip of the constant inner joint of the constant velocity joint provided on the other split shaft is fitted to the cylindrical outer of the constant velocity joint provided on one split shaft, Support the bearing inserted in the middle part of the inner to the support bracket,
When one split shaft and the other split shaft contract relative to each other due to the impact received between the shafts, the outer end surface of the outer abuts against the end surface side of the bearing near the outer side , and the bearing is brought into the inner side. In the shock absorbing propeller shaft for automobiles that can slide on the
A caulking protrusion that regulates the mounting position of the bearing is provided on the outer periphery that is the outer periphery of the inner portion and sandwiches the intermediate portion between which the bearing is inserted between the outer end and the outer end.
The shock-absorbing propeller shaft for an automobile, wherein the caulking protrusion is broken by a certain pulling load exerted on the bearing by abutting the tip end surface of the outer against the tip end surface side of the bearing.   2. A caulking protrusion for restricting a mounting position of the bearing is provided on an outer periphery of the inner, which is on a side of a front end portion fitted to the outer and in contact with an intermediate portion into which the bearing is inserted. The shock absorbing propeller shaft for automobiles described in 1. The bearing is sandwiched between two stopper pieces that are clearance-fitted or lightly inserted into the inner, and supported by a support bracket via a rubber-like elastic member,
The outer end surface of the outer abuts against the outer end surface of the bearing through a stopper piece;
The shock absorbing propeller shaft for an automobile according to claim 2, wherein the mounting positions of the two stopper pieces are regulated by the two caulking protrusions that are the outer periphery of the inner and sandwich the intermediate portion into which the bearing is inserted.   The shock absorbing propeller shaft for an automobile according to any one of claims 1 to 3, wherein the caulking protrusion is formed in an annular shape that is continuous with an outer periphery of the inner.   The shock absorbing propeller shaft for an automobile according to any one of claims 1 to 3, wherein the caulking protrusions are formed in a dot shape at a plurality of positions on the outer periphery of the inner. A shock absorbing plate is provided in the inner peripheral portion of the outer and facing away from the inner in the axial direction,
When one split shaft and the other split shaft contract relative to each other due to the impact received between the shafts, the shock absorbing plate attached to the outer first comes into contact with the tip of the inner, and the shock absorbing plate The outer end surface of the outer abuts against the side of the outer end surface of the bearing so that the bearing can slide relative to the inner. Shock absorbing propeller shaft for automobiles.

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