JP6206341B2 - Vehicle power transmission structure - Google Patents

Description

  The present invention relates to a vehicle power transmission structure in which a drive shaft is provided with a damper, and belongs to the field of vehicle power transmission technology.

  For the purpose of improving the fuel efficiency of the engine, a reduced-cylinder operation may be performed depending on the driving state. Further, development of premixed compression ignition (HCCI) technology for performing self-ignition combustion in a predetermined region in a gasoline engine has been promoted, and fuel efficiency can be improved by performing the HCCI combustion.

  However, if reduced-cylinder operation or HCCI combustion is performed, combustion of the engine becomes unstable, and vibration due to torque fluctuation or the like tends to increase. The vibration of the engine is transmitted to the drive shaft that connects the differential device and the drive wheels via the transmission and the differential device. If the vibration transmitted to the drive shaft is transmitted to the vehicle body via the suspension arm or the like, it will cause unpleasant vibration and noise in the passenger compartment.

  Vibration transmitted from the engine to the transmission can be absorbed by the torque converter, but the engine and the transmission are directly connected in a locked-up state of the torque converter or in a powertrain that is not equipped with a torque converter in the first place. Vibration absorption by a torque converter cannot be realized. Therefore, when the lockup area is expanded for improving fuel efficiency or the torque converter is abolished due to the multistage automatic transmission or the like, the above vibration and noise problems are promoted.

  In addition to the vibration source of the engine as described above, the transmission of the power transmission system includes gear meshing vibrations in transmissions and differentials, and torsion caused by impacts at the time of torque reversal in universal joints on the drive shaft. When there are vibrations and the like and these vibrations are transmitted to the vehicle body via the drive shaft, the same problem as described above occurs.

  In order to suppress the vibration of the power transmission system as described above, Patent Document 1 discloses that a damper is disposed on a drive shaft that couples a differential and a drive wheel, and this damper causes an engine, a transmission, and a difference. A technique is disclosed in which vibration from a power source such as a moving device is absorbed. Specifically, the damper is provided between a pair of universal joints arranged on the drive shaft, and among these, a shaft portion provided at the tip of a shaft extending from the universal joint on the power source side to the wheel side, and the wheel side And a cylindrical portion provided at the tip of a shaft extending from the universal joint to the power source side, and the shaft portion and the cylindrical portion are fitted to each other via an elastic member.

JP 2010-181011 A

  By the way, when arranging a pair of universal joints on the drive shaft, the wheel side portion of the drive shaft from the universal joint on the power source side is caused by the vertical movement of the wheel due to the unevenness of the road surface, It swings up and down around the universal joint. Therefore, it is necessary to secure a sufficient gap in the vicinity of the drive shaft portion to avoid interference with a vehicle body side member such as a front side frame.

  However, when the damper is disposed between the pair of universal joints on the drive shaft as in the technique of Patent Document 1, for example, depending on the arrangement of the vehicle body side member, or because of an increase in transmission torque or restrictions on axial dimensions, etc. The accompanying increase in the diameter of the damper may make it difficult to avoid interference between the damper and the vehicle body side member.

  Accordingly, an object of the present invention is to dispose a damper for absorbing vibration of a power transmission system of a vehicle between a pair of universal joints on a drive shaft without interfering with surrounding vehicle body side members.

  In order to solve the above-described problems, a power transmission structure for a vehicle according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
It has a drive shaft that extends in the vehicle width direction,
The drive shaft is
A first power transmission shaft having one end connected to a power source;
A second power transmission shaft having one end coupled to the drive wheel;
A first universal joint provided at the other end of the first power transmission shaft;
A second universal joint provided at the other end of the second power transmission shaft;
A third power transmission shaft, one end of which is connected to the first universal joint, and extends outward from the connecting portion with the first universal joint in the vehicle width direction ;
A fourth power transmission shaft having one end connected to the second universal joint and extending inward in the vehicle width direction from the connecting portion with the second universal joint ;
The shaft portion provided at the other end of the third and fourth power transmission shafts is housed in the tube portion provided at the other end of one of the third and fourth power transmission shafts, and the tube the power transmission structure of a vehicle to have a, a damper made of an elastic member is interposed between the parts and the shaft portion,
Between the tube portion and the shaft portion, a first bearing, the elastic member, a second bearing, and a restricting portion for restricting relative rotation between the tube portion and the shaft portion within a predetermined angle range are provided in the vehicle width It is inserted in this order from the inside of the direction,
The outer portion in the vehicle width direction than the second bearing in the cylindrical portion is a small diameter portion having a smaller outer diameter than the inner portion in the vehicle width direction than the second bearing in the cylindrical portion,
The restricting portion is provided in the small diameter portion,
The outer diameter of the elastic member is larger than the outer diameter of the small diameter portion .

The invention according to claim 2 is the invention according to claim 1,
In the axial direction, a distance between the damper and the first universal joint is smaller than a distance between the damper and the second universal joint.

Furthermore, the invention according to claim 3 is the invention according to claim 1 or 2,
The first bearing has a larger diameter than the second bearing .

  First, in the vehicle power transmission structure according to the first aspect of the present invention, since the damper is provided between the first universal joint on the drive shaft and the second universal joint on the drive wheel side, the road surface. If the outer diameter of the damper is uniform when the drive wheel side portion of the drive shaft on the drive shaft swings up and down according to the unevenness of the drive shaft, the movable range of the damper in the vertical direction is the first free range Maximum at the end of the drive wheel farthest from the joint. According to the present invention, since the portion on the drive wheel side of the elastic member in the damper is a small diameter portion, the maximum width of the movable range of the damper is suppressed, so the damper and the surrounding vehicle body side member Interference can be avoided easily.

Moreover, the outer diameter of the small diameter portion can be effectively reduced regardless of the thickness of the elastic member by providing the small diameter portion shifted in the axial direction from the elastic member. Therefore, it is possible to easily avoid interference between the small diameter portion of the damper and the vehicle body side member while realizing effective vibration absorption by the elastic member. In addition, by allowing relative rotation between the cylindrical portion and the shaft portion in the damper within a predetermined angle range, the vibration absorption by the elastic member is effectively realized, and the restriction portion provided in the small diameter portion allows the predetermined angular range Therefore, the rotation of the third power transmission shaft transmitted from the power source side can be reliably transmitted to the fourth power transmission shaft on the drive wheel side via the damper.

  According to the invention described in claim 2, since the damper is arranged close to the power source side between the first universal joint and the second universal joint, the above-described movable range of the damper is further suppressed. This makes it easier to avoid interference between the damper and the vehicle body side member.

According to the third aspect of the present invention, the inner side portion in the vehicle width direction of the damper to which the power on the power source side is input can be stably supported by the first bearing having a larger diameter than the second bearing. it can. Therefore, even when a large torque fluctuation due to engine combustion fluctuation or the like is input to the damper from the power source side and a large force in the torsional direction or bending direction acts on the damper, the large diameter portion of the damper to which power is input is reduced. It can be stably supported by the first bearing.

It is a top view which shows the power transmission device of the vehicle which concerns on 1st Embodiment. It is a fragmentary sectional view which shows the structure of the damper provided in the power transmission device shown in FIG. It is the sectional view on the AA line of FIG. 2 which looked at the principal part of the damper shown in FIG. 2 from the axial direction. It is sectional drawing which shows a part of stopper mechanism provided in the BB line cross section of FIG. FIG. 3 is a view of a state in which a drive wheel side portion of a drive shaft including a damper shown in FIG. It is the figure which looked at some power transmission devices of vehicles concerning a 2nd embodiment from the vehicles back side. It is the figure which looked at the state where the drive wheel side part of the drive shaft in the power transmission device shown in FIG.

  Hereinafter, embodiments of the present invention will be described. In the following description, terms indicating directions such as “front”, “rear”, “front / rear”, “right”, “left”, “left / right”, etc. It shall refer to the direction seen with the posture facing the direction of travel.

[First Embodiment]
FIG. 1 is a plan view showing a power transmission device 1 for a vehicle according to the first embodiment.

  As shown in FIG. 1, the power transmission device 1 is mounted on a front engine / front drive type vehicle (FF vehicle), for example, a power source 2 mounted in an engine room, and left and right drive wheels. And a pair of left and right drive shafts 10 (10a, 10b) for connecting the motor 28 to the power source 2.

  The power source 2 includes a horizontally installed engine 3 and a transaxle 4 arranged in parallel on the left side of the engine 3 in the vehicle width direction, for example. The transaxle 4 includes, for example, a transmission 6 connected to the output shaft of the engine 3 via a torque converter (not shown), and a differential device 8 that transmits the output of the transmission 6 to the left and right drive shafts 10. It has. The transmission 6 and the differential device 8 are arranged offset to the left of the center in the vehicle width direction.

  On each drive shaft 10, a differential side constant velocity joint 21 as a first universal joint and a wheel side constant velocity joint 22 as a second universal joint are provided at an interval in the vehicle width direction. As a result, the portion of the drive shaft 10 that is closer to the drive wheel than the differential-side constant velocity joint 21 can swing up and down around the differential-side constant velocity joint 21 according to the unevenness of the road surface (see FIG. 5). ).

  Each drive shaft 10 includes a differential-side shaft 11 (11a, 11b) as a first power transmission shaft extending from the differential device 8 to the differential-side constant velocity joint 21, and a first extending from the wheel-side constant velocity joint 22 to the driving wheel 28. 2 A wheel side shaft 12 as a power transmission shaft is provided. Each drive shaft 10 includes an intermediate shaft 15 that connects the pair of constant velocity joints 21 and 22, and the intermediate shaft 15 serves as a third power transmission shaft that extends from the differential side constant velocity joint 21 toward the drive wheel. The differential side intermediate shaft 13 and the wheel side intermediate shaft 14 as a fourth power transmission shaft extending from the wheel side constant velocity joint 22 toward the differential device side.

  The constant velocity joints 21 and 22 on the differential side and the wheel side are arranged symmetrically, so that the length of the left and right intermediate shafts 15 and the length of the left and right wheel side shafts 12 are equal. ing. Therefore, regarding the swinging of the drive shaft 10 according to the road surface unevenness described above, the left and right drive shafts 10a and 10b can perform the same behavior.

  As described above, since the differential device 8 is arranged offset to the left side, the right drive shaft 10a is longer than the left drive shaft 10b due to the difference in length between the differential side shafts 11a and 11b. Yes. The relatively long right differential shaft 11 a is fixed to the vehicle body via a bracket 29.

  On each drive shaft 10, a damper 30 is disposed between the pair of constant velocity joints 21 and 22, that is, on the intermediate shaft 15. The damper 30 effectively absorbs vibration transmitted from the power source 2 to the drive shaft 10, thereby transmitting vibration to the vehicle body via a suspension arm (not shown) or the like, and uncomfortable vibration and noise in the vehicle interior. It is suppressed.

  FIG. 2 is a partial cross-sectional view showing the structure of the right damper 30 and its peripheral part. The left damper 30 has a symmetrical structure with the right damper 30 shown in FIG.

  As shown in FIG. 2, the constant velocity joints 21 and 22 arranged on both sides in the axial direction of the damper 30 include cylindrical outer rings 23 and 26 that house various components such as an inner ring (not shown), Bellows-like boots 24 and 27 for preventing foreign matter from entering the outer rings 23 and 26 are provided. The differential gear side end of the boot 24 of the differential side constant velocity joint 21 is fixed to the outer periphery of the outer ring 23 by a boot band 75, and the driving wheel side end of the boot 24 is fixed to the outer periphery of the differential side intermediate shaft 13 by the boot band 76. It is fixed to. The differential side end of the boot 27 of the wheel side constant velocity joint 22 is fixed to the outer periphery of the wheel side intermediate shaft 14 by a boot band 77, and the driving wheel side end of the boot 27 is fixed to the outer periphery of the outer ring 26 by a boot band 78. It is fixed to.

  The damper 30 includes a cylindrical portion 32 provided at the differential device side tip of the wheel side intermediate shaft 14 and a shaft portion 50 provided at the drive wheel side tip of the differential side intermediate shaft 13.

  The cylindrical portion 32 has a bottom portion 34 at an end portion on the driving wheel side in the axial direction, and is open toward the differential device side. The cylindrical portion 32 forms the outer periphery of the damper 30, and the outer diameter of the cylindrical portion 32 is equal to the outer diameter of the damper 30.

  The cylindrical portion 32 includes a small-diameter portion 36 extending from the bottom portion 34 toward the axial differential device side, and a large-diameter portion that is larger in diameter than the small-diameter portion 36 and disposed closer to the axial differential device side than the small-diameter portion 36. 37.

  The small diameter portion 36 provided in the drive wheel side portion of the damper 30 has a smaller diameter than the remaining portion of the damper 30. Further, the outer diameter of the small diameter portion 36 is larger than the outer diameter of the wheel side intermediate shaft 14 and smaller than the outer diameter of the boot band 77.

  The large diameter portion 37 is larger in diameter than the small diameter portion 36 and has a first large diameter portion 38 connected to the differential device side end portion of the small diameter portion 36, a larger diameter than the first large diameter portion 38, and And a second large-diameter portion 39 connected to the differential device side end portion of the first large-diameter portion 38. As described above, the damper 30 has an outer diameter that gradually decreases toward the drive wheel side in the axial direction.

  The shaft part 50 is accommodated in the cylinder part 32. The shaft portion 50 includes a small-diameter portion 51 fitted in the small-diameter portion 36 of the cylindrical portion 32, and a large-diameter that is larger in diameter than the small-diameter portion 51 and disposed closer to the axial differential device than the small-diameter portion 51. Part 52. The outer diameter of the small diameter portion 51 is substantially equal to the outer diameter of the wheel side intermediate shaft 14. The small-diameter portion 51 is fitted inside the small-diameter portion 36 of the cylindrical portion 32 via a stopper mechanism 40 described later that restricts relative rotation of the shaft portion 50 with respect to the cylindrical portion 32 within a predetermined angle range.

  The large-diameter portion 52 of the shaft portion 50 is larger in diameter than the small-diameter portion 51 and is larger than the first large-diameter portion 53 and the first large-diameter portion 53 that is connected to the differential device side end of the small-diameter portion 51. And a second large-diameter portion 54 that is continuous with the end portion of the first large-diameter portion 53 on the differential device side. The first large diameter portion 53 of the shaft portion 50 is fitted into the first large diameter portion 38 of the tube portion 32, and the second large diameter portion 54 of the shaft portion 50 is the second large diameter portion of the tube portion 32. 39 is fitted inside.

  The shaft portion 50 is provided with a hollow portion 59 from the first large diameter portion 53 to the second large diameter portion 54, whereby the weight of the shaft portion 50 is reduced. On the other hand, the small-diameter portion 51 is configured by a solid portion, and has higher rigidity than the large-diameter portion 54.

  The damper 30 further includes an elastic member 60 interposed between the cylindrical portion 32 and the shaft portion 50. The elastic member 60 is disposed on the differential device side with respect to the small diameter portion 36 in the axial direction, and is interposed between the first large diameter portion 38 of the cylindrical portion 32 and the first large diameter portion 53 of the shaft portion 50. Yes. In the axial direction, the elastic member 60 is arranged offset to the differential device side so that the distance to the differential side constant velocity joint 21 is smaller than the distance to the wheel side constant velocity joint 22.

  As shown in FIGS. 2 and 3, the elastic member 60 is a substantially cylindrical member and has an outer diameter larger than the outer diameter of the small diameter portion 36. The inner diameter of the elastic member 60 is also larger than the outer diameter of the small diameter portion 36. The elastic member 60 includes, for example, an inner cylinder 61 and an outer cylinder 62 that are spaced apart in the radial direction, and a bush portion 63 that is interposed between the inner cylinder 61 and the outer cylinder 62. The inner cylinder 61 and the outer cylinder 62 are each made of, for example, metal, and the bush portion 63 is made of, for example, rubber. The bush part 63 is joined to the outer peripheral surface of the inner cylinder 61 and the inner peripheral surface of the outer cylinder 62, for example, by baking.

  The elastic member 60 is press-fitted between the outer peripheral surface of the first large diameter portion 53 of the shaft portion 50 and the inner peripheral surface of the first large diameter portion 38 of the cylindrical portion 32. Thereby, the inner cylinder 61 is fixed to the outer periphery of the shaft portion 50, and the outer cylinder 62 is fixed to the inner periphery of the cylinder portion 32. The bush part 63 is elastically deformable so as to allow relative rotation between the inner cylinder 61 and the outer cylinder 62. The elastic member 60 configured as described above can absorb various vibrations such as torsional vibration transmitted from the power source 2 to the drive shaft 10.

  The damper 30 includes a differential side bearing 71 as a first bearing disposed on the differential device side with respect to the elastic member 60 in the axial direction, and a wheel side as a second bearing disposed on the drive wheel side with respect to the elastic member 60. A bearing 72 is further provided, and these bearings 71 and 72 are interposed between the cylindrical portion 32 and the shaft portion 50. Specifically, the differential side bearing 71 is interposed between the second large diameter portions 39 and 54 of the cylindrical portion 32 and the shaft portion 50, and the wheel side bearing 72 is provided for each of the cylindrical portion 32 and the shaft portion 50. It is interposed between differential device side ends of the small diameter portions 36 and 51. The outer diameter of the wheel side bearing 72 is smaller than the outer diameter of the differential side bearing 71.

  By the way, a large torque fluctuation due to a combustion fluctuation or the like of the engine 3 is input to the damper 30, and a large force in the twisting direction or the bending direction may act. According to the present embodiment, even if such a large force acts on the damper 30, the differential device side portion of the damper 30 to which the power of the engine 3 is input is connected to the differential side of the larger diameter than the wheel side bearing 72. It can be stably supported by the bearing 71.

  As shown in FIG. 4, a stopper mechanism 40 is provided on the inner periphery of the small diameter portion 36 of the cylindrical portion 32 to restrict relative rotation between the cylindrical portion 32 and the shaft portion 50 within a predetermined angle range. The stopper mechanism 40 includes a spline 42 provided on the inner periphery of the small diameter portion 36 of the cylindrical portion 32 and a spline 44 provided on the outer periphery of the small diameter portion 51 of the shaft portion 50. The splines 42 of the cylindrical portion 32 and the splines 44 of the shaft portion 50 are alternately arranged in the circumferential direction, and a gap 46 is provided between the adjacent splines 42 and 44.

  According to the stopper mechanism 40 configured as described above, the gap 46 is provided between the adjacent splines 42 and 44, thereby allowing relative rotation between the cylindrical portion 32 and the shaft portion 50 within a predetermined angle range. Relative rotation exceeding this range is prevented by the interference of the splines 42 and 44. Therefore, by allowing relative rotation between the cylindrical portion 32 and the shaft portion 50 within a predetermined angle range, it is possible to effectively realize vibration absorption by the elastic member 60 and prevent relative rotation exceeding the range. The rotation of the differential side intermediate shaft 13 transmitted from the power source 2 side can be reliably transmitted to the wheel side intermediate shaft 14 via the damper 30.

  FIG. 5 is a view of the drive wheel side portion of the drive shaft 10, specifically, the state in which the drive wheel side portion from the differential side constant velocity joint 21 swings up and down according to the unevenness of the road surface, as viewed from the vehicle rear side. It is.

  As shown in FIG. 5, when the drive wheel side portion of the drive shaft 10 swings up and down, the damper 30 swings up and down within a predetermined movable range H. If the outer diameter of the damper 30 is uniform, the movable range H becomes maximum at a portion farthest from the differential-side constant velocity joint 21 in the damper 30, that is, at the driving wheel side end of the damper 30.

  According to the present embodiment, as described above, the driving wheel side end portion of the damper 30 is configured by the small diameter portion 36. Further, the elastic member 60 of the damper 30 is provided so as to be shifted toward the differential device side with respect to the small diameter portion 36, and the outer diameter of the small diameter portion 36 is obtained because the wheel side bearing 72 is smaller in diameter than the differential side bearing 71. Is effectively reduced. Therefore, the movable range H of the damper 30 is effectively suppressed, so that the damper 30 can be connected to the vehicle body side member 100 such as a front side frame disposed near the upper portion of the drive wheel side portion of the damper 30 and the damper 30. Interference can be avoided easily.

[Second Embodiment]
Subsequently, a second embodiment of the present invention will be described with reference to FIGS. Note that in the second embodiment, detailed description of the same configuration as in the first embodiment is omitted. In FIGS. 6 and 7, components having the same functions as those in the first embodiment are denoted by the same reference numerals.

  In the second embodiment, the axial position of the damper 30 is different from that of the first embodiment, and the other configurations are the same as those of the first embodiment. Specifically, in the second embodiment, the distance between the damper 30 and the differential side constant velocity joint 21 is smaller in the axial direction than the distance between the damper 30 and the wheel side constant velocity joint 22. Thus, the second embodiment is different from the first embodiment in which the damper 30 is arranged at substantially the center of the two constant velocity joints 21 and 22.

  According to the second embodiment, the damper 30 is disposed between the two constant velocity joints 21 and 22 so as to be offset to the differential side constant velocity joint 21 side. The movable range H of the damper 30 when the drive wheel side portion of the drive shaft 10 swings in the vertical direction around the speed joint 21 can be further reduced. Thereby, it becomes easier to avoid interference between the damper 30 and the vehicle body side member 100 such as a front side frame disposed in the vicinity of the upper portion of the drive wheel side portion of the damper 30.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the cylinder portion 32 of the damper 30 is provided at the power source side tip of the third power transmission shaft (the wheel side intermediate shaft 14), and the shaft portion 50 is provided with the fourth power transmission shaft (the differential side). The case where the intermediate shaft 13) is provided at the front end of the driving wheel has been described. However, the present invention provides a shaft portion of the damper at the front end of the power source side of the third power transmission shaft, and the driving wheel side of the fourth power transmission shaft. The present invention can also be applied to a case where a damper cylinder is provided at the tip.

  Moreover, although the above-mentioned embodiment demonstrated the case where a constant velocity joint was used as a universal joint provided on a drive shaft, this invention is applicable also to the power transmission device provided with universal joints other than a constant velocity joint.

  Further, in the above-described embodiment, the power transmission device mounted on the engine-side-mounted FF vehicle has been described. However, the present invention is a vehicle other than the FF type, such as a front engine / rear drive type vehicle (FR vehicle). It can also be applied to a power transmission device mounted on a vertical engine-type vehicle.

  As described above, according to the present invention, the damper for absorbing the vibration of the power transmission system of the vehicle is disposed between the pair of universal joints on the drive shaft without interfering with the surrounding vehicle body side member. Therefore, there is a possibility that it can be suitably used in the field of manufacturing industries of vehicles in which a damper is disposed on a drive shaft.

1: Power transmission device 2: Power source 3: Engine 4: Transaxle 6: Transmission 8: Differential device 10: Drive shaft 11: Differential shaft (first power transmission shaft)
12: Wheel side shaft (second power transmission shaft)
13: Differential side intermediate shaft (third power transmission shaft)
14: Wheel-side intermediate shaft (fourth power transmission shaft)
15: Intermediate shaft 21: Differential side constant velocity joint (first universal joint)
22: Wheel side constant velocity joint (second universal joint)
28: Drive wheel 30: Damper 32: Tube portion 36: Small diameter portion 37: Large diameter portion 38: First large diameter portion 39: Second large diameter portion 40: Stopper mechanism (regulation portion)
60: Elastic member 61: Inner cylinder 62: Outer cylinder 63: Bush portion 71: Differential side bearing (first bearing)
72: Wheel side bearing (second bearing)

Claims (3)

It has a drive shaft that extends in the vehicle width direction,
The drive shaft is
A first power transmission shaft having one end connected to a power source;
A second power transmission shaft having one end coupled to the drive wheel;
A first universal joint provided at the other end of the first power transmission shaft;
A second universal joint provided at the other end of the second power transmission shaft;
A third power transmission shaft, one end of which is connected to the first universal joint, and extends outward from the connecting portion with the first universal joint in the vehicle width direction ;
A fourth power transmission shaft having one end connected to the second universal joint and extending inward in the vehicle width direction from the connecting portion with the second universal joint ;
The shaft portion provided at the other end of the third and fourth power transmission shafts is housed in the tube portion provided at the other end of one of the third and fourth power transmission shafts, and the tube the power transmission structure of a vehicle to have a, a damper made of an elastic member is interposed between the parts and the shaft portion,
Between the tube portion and the shaft portion, a first bearing, the elastic member, a second bearing, and a restricting portion for restricting relative rotation between the tube portion and the shaft portion within a predetermined angle range are provided in the vehicle width It is inserted in this order from the inside of the direction,
The outer portion in the vehicle width direction than the second bearing in the cylindrical portion is a small diameter portion having a smaller outer diameter than the inner portion in the vehicle width direction than the second bearing in the cylindrical portion,
The restricting portion is provided in the small diameter portion,
The power transmission structure for a vehicle , wherein an outer diameter of the elastic member is larger than an outer diameter of the small diameter portion .   The power transmission structure for a vehicle according to claim 1, wherein a distance between the damper and the first universal joint in the axial direction is smaller than a distance between the damper and the second universal joint. The power transmission structure for a vehicle according to claim 1 , wherein the first bearing has a larger diameter than the second bearing .

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