CN212564296U - Main reducing differential main cone bearing unit of automobile - Google Patents
Main reducing differential main cone bearing unit of automobile Download PDFInfo
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- CN212564296U CN212564296U CN202021762935.0U CN202021762935U CN212564296U CN 212564296 U CN212564296 U CN 212564296U CN 202021762935 U CN202021762935 U CN 202021762935U CN 212564296 U CN212564296 U CN 212564296U
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Abstract
The utility model discloses a car owner subtracts differential mechanism owner taper bearing unit, including a bearing frame, two bearing inner circles, two tapered roller, two holders and a bearing inner race, wherein, two bearing inner circles are laminated side by side and are installed on the gear shaft of driving gear, and two tapered roller are installed respectively on the conical surface of two bearing inner circles and are fixed a position by the holder, and the bearing inner race is installed in two tapered roller circumference outsides. The utility model discloses a technical scheme, two inner circle terminal surface direct contacts of bearing unit do not have middle axle sleeve, not only make things convenient for the assembly, gear axle head lock nut is accurate and stable to bearing unit pretension control moreover, has also eliminated the inefficacy risk that middle axle sleeve yield deformation leads to when axial stress increases simultaneously.
Description
Technical Field
The utility model belongs to the technical field of the bearing, especially, relate to an automobile differential owner awl bearing.
Background
After the power of the automobile engine is output through the transmission, the power is transmitted to the main speed reducer, and the driven bevel gear is engaged with the driven bevel gear to input the power to the driven bevel gear. As shown in fig. 1, a conventional main reducer assembly includes a lock nut 1, a main gear flange 2, an oil seal 3, a bearing seat 4, a driving gear 5, a gasket 6, a front row bearing 7, a shaft sleeve 8, a rear row bearing 9, and an adjusting gasket 10, wherein the bearing seat 4, the front row bearing 7, the shaft sleeve 8, and the rear row bearing 9 are mounted on a gear shaft of the driving gear 5, the adjusting gasket 10 is disposed between the rear row bearing 9 and the driving gear 5, the lock nut 1, the main gear flange 2, and the oil seal 3 are mounted at a shaft end of the gear shaft, the main gear flange 2 is fixed by the lock nut 1, and the gasket 6 is disposed between the main gear flange 2 and the front row. The slewing bearing of the driving bevel gear adopts two sets of single-row tapered roller bearings with different sizes, and a shaft sleeve 8 is arranged in the middle. The shaft sleeve has the function of enlarging the distance between two supporting points of the bearing so as to improve the bearing capacity and rigidity of the shaft system and simultaneously transmit the axial acting force between the two rows of bearings. If no shaft sleeve is added, the distance between the supporting points of the two rows of bearings is 40mm, and the calculated service life is 40E +06 turns; the span is increased to 85mm after the shaft sleeve is added, and the calculated service life of the bearing reaches 80E +06 revolutions; the life is increased by 1 time.
According to theoretical design, when a nut screwed at the shaft end of a main bevel gear of a main reduction-differential reaches specified torque, a driving gear/a driven gear is just meshed, the clearance (pretightening force) of two rows of supporting bearings is optimal, and a driving gear shaft system can be perfectly put into operation.
However, in practical application, because the dimensional processing deviation and the deformation influence caused by combined assembly of each part are not fully concerned, and the design of the bearing is completely based on an ideal state, the meshing clearance of the driving gear and the driven gear in the assembled main reducer assembly is often not suitable, the pretightening force of the bearing is also small or large, the shims are required to be adjusted repeatedly to perform the readjustment of the pretightening force of the bearing and the meshing clearance of the gears, the work is complicated, the alignment is not easy to be accurate, and the service life of the whole system cannot reach the design life; and simultaneously, the production and assembly efficiency of the main reduction-differential assembly is low. In addition, because the shaft sleeve made of mild steel pipe is clamped between the two rows of bearings, the deformation of the shaft sleeve under the action of the axial load Fa greatly fluctuates: in the case that the assembly is repeatedly compressed for 10 times under the pressure formed by fastening torque, the axial displacement change range is 68 mu m and is more than 2 times of the bearing play. Therefore, the stability of the main bevel gear shaft system with the traditional structure is poor, and the service life of the bearing is obviously influenced.
In addition, in the traditional structure, the lubrication of the front bearing is realized by stirring gear oil when the gear rotates and sputtering the gear oil on the bearing to form lubrication; the lubricating oil of the rear-row bearing is thrown up when the rotating speed of the gear reaches above 400rpm, part of the oil flows into the oil duct of the box body and is guided into the rear-row bearing, but the space of the rear-row bearing is open, the unfavorable lubricating oil is remained, and the risk of poor oil exists.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that an automobile owner subtracts differential mechanism owner awl bearing unit is provided, improves owner awl bearing's life-span reliability and use assembly efficiency.
In order to solve the technical problem, the utility model adopts the following technical scheme: the main cone bearing unit of the automobile main reducing differential comprises a bearing seat, two bearing inner rings, two rows of tapered rollers, two retainers and a bearing outer ring, wherein the two bearing inner rings are attached to a gear shaft of a driving gear side by side, the two rows of tapered rollers are respectively arranged on conical surfaces of the two bearing inner rings and positioned by the retainers, and the bearing outer ring is arranged on the circumferential outer sides of the two rows of tapered rollers.
Preferably, the axial connection side of the bearing inner rings is provided with an annular extension part, and the end faces of the annular extension parts of the two bearing inner rings are connected.
Preferably, at least two oil holes are circumferentially distributed in the middle of the bearing outer ring, the bearing block is provided with an oil duct communicated with the oil holes, and lubricating oil enters the interior of the fine-tuning-free main cone bearing unit through the oil holes.
Preferably, the bearing outer ring is provided with a groove extending along the whole circumferential direction at the excircle of the middle position, and the oil hole is opened in the groove.
Preferably, a meshing adjusting gasket is arranged between the driving gear and the connected bearing inner ring, and the axial outer side of the bearing inner ring far away from the driving gear is pressed and positioned by a positioning ring.
Preferably, the positioning ring is pressed tightly by a main tooth flange sleeved on a gear shaft of the driving gear, a threaded section is arranged at the shaft end part of the gear shaft of the driving gear, the threaded section is in threaded connection with a locking nut, and the main tooth flange is locked and fixed by the locking nut.
The utility model discloses a technical scheme, following beneficial effect has:
during assembly, the locking nut on the gear shaft of the driving gear fastens the main cone bearing unit with a set torque, so that all two rows of tapered rollers are in uniform contact with inner and outer ring raceways of the bearing, and the bearing unit realizes design pre-tightening.
The two inner ring end faces of the bearing unit are in direct contact without the middle shaft sleeve, so that the assembly is convenient, the gear shaft end locking nut controls the pre-tightening force of the bearing unit accurately and stably, and meanwhile, the failure risk caused by the yield deformation of the middle shaft sleeve when the axial stress is increased is eliminated.
The outer ring of the bearing unit is a whole, so that two rows of raceways can be simultaneously machined by using one reference surface, and the bearing unit has high precision and good consistency.
The two rows of bearings of the bearing unit are completely symmetrical, the two inner rings are in direct contact after pre-tightening, the integral rigidity is high, the load is uniformly distributed on the two rows of bearings, and the integral bearing capacity is higher; due to the improvement of the bearing capacity, the design span of the bearing unit under the same load condition and with the same service life requirement can be reduced by a proper amount, so that the aim of reducing weight can be fulfilled.
The inner raceway lubrication of the bearing unit is also oil splashed by the rotation of the driving gear at first, and the oil passes through an oil duct in the bearing block. The oil holes which are evenly distributed in the middle of the outer ring of the bearing unit flow into the bearing unit and are full of the inner cavity of the whole bearing unit. Because a semi-closed space is formed between the two rows of rolling bodies and the inner ring and the outer ring, the lubricating oil flowing into the bearing unit can be fully immersed between the two rows of rolling paths, and the bearing is very favorable for running and lubricating.
The specific technical solution and the advantages of the present invention will be described in detail in the following detailed description with reference to the accompanying drawings.
Drawings
The invention will be further described with reference to the accompanying drawings and specific embodiments:
FIG. 1 is a schematic illustration of a conventional final drive assembly;
in fig. 1: 1. the gear-driven mechanism comprises a lock nut, 2 main gear flanges, 3 oil seals, 4 bearing seats, 5 driving gears, 6 gaskets, 7 front row bearings, 8 shaft sleeves, 9 rear row bearings and 10 adjusting gaskets;
FIG. 2 is a schematic view of the installation of the trimming-free main cone bearing unit of the automobile differential of the present invention;
in fig. 2: 1. the bearing comprises a locking nut, 2 main gear flanges, 3 oil seals, 4 bearing seats, 5 driving gears, 61 press gaskets, 71 fine adjustment-free main cone bearings and 81 adjusting gaskets;
FIG. 3 is a structural diagram of the trimming-free main cone bearing of the automobile differential of the present invention;
in fig. 3: 101. bearing outer ring, 102 bearing inner ring, 103 tapered roller, 104 cage;
FIG. 4 is a graph showing the distribution of abnormally high contact stresses at the roller ends along the prime lines when the bearing is subjected to extreme loads;
fig. 5 shows the contact stress distribution after the optimization and modification of the raceway of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It will be appreciated by those skilled in the art that features from the examples and embodiments described below may be combined with each other without conflict.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Such terms as "inner", "outer", etc., indicating an orientation or positional relationship are based only on the orientation or positional relationship shown in the drawings and are merely for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device/element referred to must have a particular orientation or be constructed and operated in a particular orientation and therefore should not be construed as limiting the present invention.
Example one
Referring to fig. 2 and 3, the trimming-free main cone bearing unit of the automobile differential comprises a bearing seat 4 and a trimming-free main cone bearing 71, wherein the trimming-free main cone bearing 71 comprises two bearing inner rings 102, two rows of tapered rollers 103, two retainers 104 and a bearing outer ring 101, the two bearing inner rings 102 are attached to a gear shaft of the driving gear 5 side by side, the two rows of tapered rollers 103 are respectively mounted on the conical surfaces of the two bearing inner rings 102 and are positioned by the retainers 104, and the bearing outer ring is mounted on the outer sides of the two rows of tapered rollers in the circumferential direction.
The axial connection side of the bearing inner rings is provided with an annular extension part, and the end faces of the annular extension parts of the two bearing inner rings are connected.
The utility model discloses the bearing unit is the level pressure pretension type, and the assembly height of bearing unit is certain promptly, and it is certain to apply the axial pretightning force on it, has had definite controllable pretension promptly to rigidity, bearing capacity and the life that the design is expected have been had.
The bearing does not need to be adjusted, and the bearing can be directly assembled to obtain proper pretightening force to enter the optimal working state, so that the main reduction-differential mechanism is convenient to assemble, the service life of the driving gear shaft system is long, the assembly production efficiency is greatly improved, and the assembly automation and intelligent development are facilitated.
The two inner ring end faces of the bearing unit are in direct contact without an intermediate shaft sleeve, the gear shaft end locking nut controls the pre-tightening force of the bearing unit accurately and stably, and meanwhile, the failure risk caused by the yield deformation of the intermediate shaft sleeve when the axial stress is increased is eliminated.
The outer ring of the bearing unit is a whole, so that two rows of raceways can be simultaneously machined by using one reference surface, and the bearing unit has high precision and good consistency.
The two rows of bearings of the bearing unit are completely symmetrical, the two inner rings are in direct contact after pre-tightening, the integral rigidity is high, the load is uniformly distributed on the two rows of bearings, and the integral bearing capacity is higher; due to the improvement of the bearing capacity, the design span of the bearing unit under the same load condition and with the same service life requirement can be reduced by a proper amount, so that the aim of reducing weight can be fulfilled.
In addition, similar to the prior art, the bearing can be installed with reference to the conventional automobile differential bearing shown in fig. 1, an adjusting gasket 81 is arranged between the driving gear and the connected bearing inner ring, and the axial outer side of the bearing inner ring far away from the driving gear is pressed and positioned by the pressing gasket 61. The pressing gasket is pressed by a main tooth flange 2, the main tooth flange 2 is locked and fixed by a locking nut 1, and an oil seal 3 is arranged on the outer side of the bearing.
In order to improve lubrication, at least two oil holes, for example, 6 oil holes and 8 oil holes, are distributed on the bearing outer ring along the circumferential direction at the middle position, and the structure of 8 oil holes is adopted in the embodiment. The bearing block is provided with an oil duct communicated with the oil hole, and lubricating oil enters the interior of the fine-tuning-free main cone bearing unit through the oil hole. The bearing outer ring is provided with a groove extending along the whole circumferential direction at the excircle of the middle position, and the oil hole is formed in the groove. The inner raceway lubrication of the bearing unit is also oil splashed by the rotation of the driving gear at first, and the oil passes through an oil duct in the bearing block. The oil holes which are evenly distributed in the middle of the outer ring of the bearing unit flow into the bearing unit and are full of the inner cavity of the whole bearing unit. Because a semi-closed space is formed between the two rows of rolling bodies and the inner ring and the outer ring, the lubricating oil flowing into the bearing unit can be fully immersed between the two rows of rolling paths, and the bearing is very favorable for running and lubricating. Thus, in actual operation, a form of porous fountain supply is created.
Example two
A method for assembling a main cone bearing unit without fine adjustment of an automobile differential comprises the steps that during assembly, a locking nut on a gear shaft of a driving gear fastens the main cone bearing unit with a set torque, so that two rows of all tapered rollers are in uniform contact with inner and outer ring raceways of a bearing, and the bearing unit realizes design pre-tightening.
Certainly, in order to realize the assembly method, an algorithm needs to be optimized, new design parameters need to be introduced, a reasonable tolerance range and a clearance control range of each part are accurately designed, the bearing unit is ensured to be fastened by a fastening nut of the main bevel gear shaft at a specified moment, all the tapered rollers in the bearing unit are uniformly contacted with the inner ring raceway and the outer ring raceway, and the bearing unit reaches design pre-tightening, namely, the optimal bearing capacity and rolling operation state are reached.
Notation of parameters in the following calculation
TABLE 1 parameter notation
Firstly, carrying out optimization design on the contour modification of the bearing raceway by taking the maximum contact stress minimization as a target function through an optimization algorithm; the high bearing capacity of the roller is ensured, and the stress overload of the edge of a contact area is inhibited; and also has good rolling contact line deflection correction and anti-sliding capability.
The bearing is decomposed into k slices which rotate around the axis, the width of each slice is omega, and k omega is the rolling contact length of the bearing. There is a relationship between the normal contact pressure p at the point of the elastic half-space surface (x ', y') and the deformation of the (x, y) point:
integral of formula (1), let c be the raceway camber, zjThe vertical coordinate of the highest (convexity) point at j is used for establishing the relationship between the contact stress, deformation and approach delta of two contact bodies of the roller and the raceway as follows:
let deltajDeformation of the roller at j for radial loads, cλFor the deformation of the raceway convexity on the lambda-th slice, the static equilibrium equation of the tapered roller bearing (rollers) is introduced:
therefore, the relation between the contact stress and the contact deformation of any roller can be solved, and the maximum stress which can occur is minimized through the modification optimization of the plain line of the roller path, and the prior art can be particularly referred to. The contact stress sigma in the formula (2) can be optimized by changing Z and rho, and on the basis of an analytical equation, the numerical modulus is used for repeated operation through an orthogonal optimization method, so that the stress concentration phenomenon at the large end of the raceway is mainly controlled not to occur.
For example, when the bearing shown in fig. 4 bears extreme load, the end of the roller has abnormally high contact stress, and after the raceway is optimally modified and shown in fig. 5, under the same load, the distribution of the roller contact stress is obviously improved, and the peak stress is reduced by 26%.
Secondly, new design parameters are introduced, and the influences of factors of 'additional radial pretension', 'deflection' and 'external load' are calculated.
a. Because the bearing outer ring and the reducer shell are both thin and are in interference fit, the bearing outer ring and the reducer shell can generate micro deformation, namely additional radial pre-tightening is generated on the bearing. The deformation of each point of the circumference of the bearing ferrule is in accordance with the displacement principle of the thin-wall ring relative to the circle center:
and in the formula:
the differential equation is solved to obtain the series form representation of the deformation of the outer ring of the bearing unit
I.e. radial displacement u at any angleψ：
Wherein:
b. if the bearing inner ring is pressed into the main bevel gear shaft in an interference fit manner, the bearing inner ring can deform to cause the displacement of the inner ring raceway. According to the elastic wall thickness ring theory, the increment of the outer diameter (raceway diameter) of the bearing inner ring installed on the solid shaft caused by press fitting is as follows:
c. the geometric parameters and the deformation relation of the tapered roller bearing under the action of radial, axial and moment loads are divided into three parts:
c.1 moment equilibrium equation of roller in radial plane
c.2 balance equation of starting and resisting moment associated with roller skew
c.3 balance equation of force and moment about bearing inner race
Combining (7) - (11), substituting the formulas (2) and (8) to participate in constraint analysis, and establishing a function of the play and the bearing parameter:
δψ＝δrcosψ-uφi(δ1，δ2，...δz)+uψe(δ1，δ2，...δz) (13)
general description of axial pretension calculation
a. Additional radial pretension 1: u. ofψIn the formula (5)
b. Additional radial pretension 2: u. ofisIn the formula (6)
c. Deflection and external load correction: deltaψEquation (13)
Finally, response analysis is carried out by taking the product play (pretension) as a key design variable.
The utility model discloses a double-row tapered roller structure, in the in-service use must eliminate the play and just can realize two matches of rolling element line pair line at no load condition, therefore bearing design optimization must return to the checking calculation of play at last:
in the formula:
the formula (14) is a general formula of bearing design geometric parameters and load and axial pretension amount, and can refer to the prior art, theoretically
δ＝δ0+δψ+f(Gr-uψ-uis)
δ0: theoretical amount of pretension
Gr: theoretical calculation of radial play
f(Gr-uψ-uis): and converting the radial play change function into an axial displacement.
And for double-row bearing
After J integral is solved, a control function of the axial clearance of the factory-manufactured bearing under the application working condition can be established:
Ga＝f(Gr，δψ，δa，uψ，uis) (15)
according to the control function of equation (15), it is possible to control the machining parameters during the factory manufacture of the bearing, thereby controlling the axial play.
The beneficial effects of this design are realized:
the bearing unit can accurately realize constant-pressure pre-tightening, the assembly height of the bearing unit is constant, and the axial pre-tightening force exerted on the bearing unit is constant, namely, the bearing unit has determined controllable pre-tightening, thereby having the rigidity, the bearing capacity and the service life which are expected by design.
Because the structure does not use the shaft sleeve, the failure risk caused by the yield deformation of the shaft sleeve when the axial stress is increased is eliminated.
The main bevel gear bearing unit gap does not need to be adjusted, so that the installation is simplified, the assembly efficiency of the main reduction-differential assembly is effectively improved, and the assembly automation and intelligent development are facilitated.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and those skilled in the art should understand that the present invention includes but is not limited to the contents described in the above specific embodiments. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.
Claims (6)
1. The main reduction differential main cone bearing unit of the automobile is characterized in that: the bearing comprises a bearing seat, two bearing inner rings, two rows of tapered rollers, two retainers and a bearing outer ring, wherein the two bearing inner rings are attached to a gear shaft of a driving gear side by side, the two rows of tapered rollers are respectively arranged on conical surfaces of the two bearing inner rings and are positioned by the retainers, and the bearing outer ring is arranged on the circumferential outer sides of the two rows of tapered rollers.
2. The automotive main reduction differential main cone bearing unit according to claim 1, characterized in that: the axial connection side of the bearing inner rings is provided with an annular extension part, and the end faces of the annular extension parts of the two bearing inner rings are connected.
3. The automotive main reduction differential main cone bearing unit according to claim 2, characterized in that: at least two oil holes are circumferentially distributed in the middle of the bearing outer ring, the bearing block is provided with an oil duct communicated with the oil holes, and lubricating oil enters the interior of the fine-tuning-free main cone bearing unit through the oil holes.
4. The automotive main reduction differential main cone bearing unit according to claim 3, characterized in that: the bearing outer ring is provided with a groove extending along the whole circumferential direction at the excircle of the middle position, and the oil hole is formed in the groove.
5. The automotive main reduction differential main cone bearing unit according to claim 1, characterized in that: and a meshing adjusting gasket is arranged between the driving gear and the connected bearing inner ring, and the axial outer side of the bearing inner ring far away from the driving gear is pressed and positioned by a positioning ring.
6. The automotive main reduction differential main cone bearing unit according to claim 5, characterized in that: the positioning ring is tightly pressed by a main tooth flange sleeved on a gear shaft of the driving gear, a thread section is arranged at the shaft end part of the gear shaft of the driving gear, the thread section is connected with a locking nut in a threaded manner, and the main tooth flange is locked and fixed by the locking nut.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021762935.0U CN212564296U (en) | 2020-08-21 | 2020-08-21 | Main reducing differential main cone bearing unit of automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021762935.0U CN212564296U (en) | 2020-08-21 | 2020-08-21 | Main reducing differential main cone bearing unit of automobile |
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| CN212564296U true CN212564296U (en) | 2021-02-19 |
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| CN202021762935.0U Active CN212564296U (en) | 2020-08-21 | 2020-08-21 | Main reducing differential main cone bearing unit of automobile |
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