JP2013194765A - Differential unit - Google Patents

Differential unit Download PDF

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JP2013194765A
JP2013194765A JP2012059923A JP2012059923A JP2013194765A JP 2013194765 A JP2013194765 A JP 2013194765A JP 2012059923 A JP2012059923 A JP 2012059923A JP 2012059923 A JP2012059923 A JP 2012059923A JP 2013194765 A JP2013194765 A JP 2013194765A
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tapered roller
roller bearing
spacer
inner ring
small
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JP5935420B2 (en
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Tetsuya Asami
哲也 浅見
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NSK Ltd
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NSK Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/54—Systems consisting of a plurality of bearings with rolling friction
    • F16C19/546—Systems with spaced apart rolling bearings including at least one angular contact bearing
    • F16C19/547—Systems with spaced apart rolling bearings including at least one angular contact bearing with two angular contact rolling bearings
    • F16C19/548—Systems with spaced apart rolling bearings including at least one angular contact bearing with two angular contact rolling bearings in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C25/00—Bearings for exclusively rotary movement adjustable for wear or play
    • F16C25/06—Ball or roller bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/22—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings
    • F16C19/34—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load
    • F16C19/36—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with a single row of rollers
    • F16C19/364—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with a single row of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2361/00—Apparatus or articles in engineering in general
    • F16C2361/61—Toothed gear systems, e.g. support of pinion shafts

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Rolling Contact Bearings (AREA)
  • Support Of The Bearing (AREA)
  • Retarders (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a differential unit that can effectively suppress a problem such as fretting even when a so-called low torque specification is adopted.SOLUTION: In a differential unit freely connecting a front end to a rear end of a propeller shaft and having a tapered roller bearing rotatably supporting two back and forth positions in the middle of a pinion shaft fixing a deceleration small gear meshing with a deceleration large gear to the rear end on a casing, the tapered roller bearing includes at least an inner ring, an outer ring, and a tapered roller being a rolling element, the inner ring has a large flange side end surface and a small flange side end surface, the small flange side end surface of the two tapered roller bearings is mutually pressed by a spacer, and the spacer is a collapsible spacer with at least three cylindrical parts.

Description

本発明は、自動車のディファレンシャルユニットに関し、特に、円すいころ軸受で回転可能に支持されるピニオン軸を有するディファレンシャルユニットに関する。   The present invention relates to an automobile differential unit, and more particularly, to a differential unit having a pinion shaft that is rotatably supported by a tapered roller bearing.

自動車の動力伝達系の途中に設けて、プロペラシャフトの回転を減速すると同時に、回転方向を直角に変換するディファレンシャルギヤを含むディファレンシャルユニットは、一般的に図１に示すように構成される。   A differential unit including a differential gear that is provided in the middle of a power transmission system of an automobile and decelerates the rotation of the propeller shaft and simultaneously changes the rotation direction to a right angle is configured as shown in FIG.

ケーシング１の内側前寄り（図１の右寄り）部分にはピニオン軸２を配設している。このピニオン軸２の前端部（図１の右端部）で上記ケーシング１の前端開口部から突出した部分に固設した結合フランジ３には、図示しないプロペラシャフトの後端部を連結自在で
ある。又、上記ピニオン軸２の後端部（図１の左端部）には減速小歯車４を固定し、この減速小歯車４と減速大歯車５とを互いに噛合させている。 A pinion shaft 2 is disposed on the inner front side (right side in FIG. 1) of the casing 1. A rear end portion of a propeller shaft (not shown) can be connected to a coupling flange 3 fixed to a portion protruding from the front end opening portion of the casing 1 at the front end portion (right end portion in FIG. 1) of the pinion shaft 2. A reduction small gear 4 is fixed to the rear end portion (left end portion in FIG. 1) of the pinion shaft 2, and the reduction small gear 4 and the reduction large gear 5 are engaged with each other.

この減速大歯車５は、上記ケーシング１の後部（図１の左部）内側に、回転のみ自在に支持されている。又、上記ピニオン軸２の中間部前後２個所位置は、前後１対の円錐ころ軸受６ａ、６ｂにより、上記ケーシング１に対して回転自在に支持している。   The reduction gear 5 is supported on the inside of the rear portion (left portion in FIG. 1) of the casing 1 so as to be rotatable only. Further, two positions in the front and rear of the pinion shaft 2 are rotatably supported with respect to the casing 1 by a pair of front and rear tapered roller bearings 6a and 6b.

これら各円錐ころ軸受６ａ、６ｂは、それぞれ１個ずつの外輪７ａ、７ｂ及び内輪８ａ、８ｂと、それぞれ複数個ずつの円錐ころ９ａ、９ｂとから構成されている。外輪７ａ、７ｂの内周面には円錐凹面状の外輪軌道１０ａ、１０ｂが、内輪８ａ、８ｂの外周面には円錐凸面状の内輪軌道１１ａ、１１ｂが、それぞれ形成されている。   Each of these tapered roller bearings 6a and 6b includes one outer ring 7a and 7b and one inner ring 8a and 8b, and a plurality of tapered rollers 9a and 9b, respectively. Conical concave outer ring raceways 10a and 10b are formed on the inner peripheral surfaces of the outer rings 7a and 7b, and conical convex inner ring raceways 11a and 11b are formed on the outer peripheral surfaces of the inner rings 8a and 8b, respectively.

上記外輪７ａ、７ｂは上記ケーシング１の一部に内嵌固定し、上記内輪８ａ、８ｂは上記ピニオン軸２の中間部前後２個所位置に外嵌固定している。この構成及び予圧付与のための構成について図２を用いて説明する。   The outer rings 7a and 7b are fitted and fixed to a part of the casing 1, and the inner rings 8a and 8b are fitted and fixed at two positions before and after the intermediate portion of the pinion shaft 2. This configuration and the configuration for applying preload will be described with reference to FIG.

図２は、各円錐ころ軸受６ａ、６ｂの位置決めと、各円錐ころ軸受６ａ、６ｂへの予圧付与における従来からの構成を説明するための図である。ケーシング１に円錐ころ軸受収容部として設けられた段部１ｂに上記外輪７ａ、７ｂを内嵌固定し、ケーシング１の段部１ａ、１ｂと上記外輪７ａ、７ｂの端面を突き当てている。   FIG. 2 is a diagram for explaining a conventional configuration in positioning of the tapered roller bearings 6a and 6b and applying preload to the tapered roller bearings 6a and 6b. The outer rings 7a and 7b are fitted and fixed to a step portion 1b provided as a tapered roller bearing accommodating portion in the casing 1, and the end portions of the step portions 1a and 1b of the casing 1 and the outer rings 7a and 7b are abutted.

内輪８ａと８ｂは上記の通りピニオン軸２に外嵌固定されている。更に、内輪８ａと８ｂとの間には、スペーサ１２が介在している。スペーサ１２は図示の通り、円筒管形状の中央部に半径方向に膨出した部分を有している。   The inner rings 8a and 8b are externally fixed to the pinion shaft 2 as described above. Further, a spacer 12 is interposed between the inner rings 8a and 8b. As shown in the figure, the spacer 12 has a radially bulged portion at the center of the cylindrical tube shape.

円錐ころ軸受６ａ、６ｂへの予圧は、ピニオン軸２の軸端に設けられているねじ部に装着されたナット１５を所定の位置まで回転させることにより付与される。ナット１５を締め付けることにより、前記スペーサ１２の膨出した部分が圧縮方向に変形する。このときの反力により、円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂが所定の位置に位置決めされる。すなわち、ケーシング１の段部１ａ、１ｂの位置との兼ね合いにより所定の予圧が付与された状態で円錐ころ軸受６ａ、６ｂが位置決めされる。   The preload to the tapered roller bearings 6a and 6b is applied by rotating the nut 15 attached to the screw portion provided at the shaft end of the pinion shaft 2 to a predetermined position. By tightening the nut 15, the bulged portion of the spacer 12 is deformed in the compression direction. At this time, the inner rings 8a and 8b of the tapered roller bearings 6a and 6b are positioned at predetermined positions by the reaction force. In other words, the tapered roller bearings 6a and 6b are positioned in a state in which a predetermined preload is applied in consideration of the position of the step portions 1a and 1b of the casing 1.

ところで、近年、自動車の燃費向上の要求が更に強くなっており、これに対応するため、ディファレンシャルユニットにおいても、いわゆるトルク損失の低減が要求されてきている。   By the way, in recent years, the demand for improving the fuel efficiency of automobiles has become stronger, and in order to meet this demand, reduction of so-called torque loss has been demanded also in differential units.

トルク損失の低減に関する先行技術としては、特許文献１に開示されている技術がある。これは、円錐ころ軸受の回転トルクを低減するために、円錐ころ軸受のころの長さを比較的短くし、接触角を所定の範囲に規定するものである。   As a prior art regarding the reduction of torque loss, there is a technique disclosed in Patent Document 1. In order to reduce the rotational torque of the tapered roller bearing, the length of the roller of the tapered roller bearing is made relatively short and the contact angle is regulated within a predetermined range.

ここで、特許文献１に開示されている技術では、円錐ころの長さが短くなった分、円錐ころ軸受の幅寸法も小さくなり、ディファレンシャルユニットが多少なりとも小型化して重量低減には貢献する。重量の減少は燃費の向上につながるものである。   Here, in the technique disclosed in Patent Document 1, the width of the tapered roller bearing is reduced by the length of the tapered roller, and the differential unit is somewhat downsized to contribute to weight reduction. . The decrease in weight leads to an improvement in fuel consumption.

しかしながら、円錐ころ軸受の幅寸法、即ちピニオン軸２に円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂが嵌め合わされている部分の軸方向長さも小さくなるため、特に、円錐ころ軸受６ｂの内輪８ｂが嵌め込まれているピニオン軸２の減速小歯車４側の剛性が低下することになり、好ましくない現象の原因となる場合がある。   However, since the width of the tapered roller bearing, that is, the axial length of the portion where the inner rings 8a and 8b of the tapered roller bearings 6a and 6b are fitted to the pinion shaft 2 is also reduced, the inner ring 8b of the tapered roller bearing 6b is particularly small. The rigidity of the fitted pinion shaft 2 on the side of the reduction small gear 4 is lowered, which may cause an undesirable phenomenon.

例えば、円錐ころ軸受６ｂの内輪大つば部８ｃとピニオンギヤとの突き当て面４ａとの当接面でのフレッチングの発生が考えられる。すなわち、図１、２に示す減速小歯車（ピニオンギヤ）４には、減速大歯車５との噛み合い回転の際に一定もしくは不定の方向の接線力、離反力、スラスト力がかかる。これらの力により、減速小歯車４を備えるピニオン軸２がベンディングする力を受けることになる。   For example, fretting may occur at the contact surface between the inner ring large collar portion 8c of the tapered roller bearing 6b and the abutment surface 4a of the pinion gear. In other words, the reduction small gear (pinion gear) 4 shown in FIGS. 1 and 2 is subjected to a tangential force, separation force, and thrust force in a constant or indefinite direction during meshing rotation with the reduction large gear 5. By these forces, the pinion shaft 2 provided with the reduction small gear 4 receives a bending force.

ピニオン軸２がベンディングする力を受けたとき、ピニオン軸２とピニオンギヤ４との接続部の剛性が弱いと、減速小歯車が短い周期で捩れることになる。そのため上記フレッチングの発生の原因となるが、円錐ころ軸受６ｂの内輪大つば部８ｃを含めて内輪８ｂが十分な軸方向長さを持っていれば、ピニオン軸２と減速小歯車４との接続部の剛性を高める効果があるため、前記フレッチングの発生は抑えられる。   When the pinion shaft 2 receives a bending force, if the rigidity of the connecting portion between the pinion shaft 2 and the pinion gear 4 is weak, the reduction gear is twisted in a short cycle. Therefore, although it causes the fretting, if the inner ring 8b including the inner ring large collar portion 8c of the tapered roller bearing 6b has a sufficient axial length, the connection between the pinion shaft 2 and the reduction gear 4 is possible. Therefore, the occurrence of fretting is suppressed.

特開平０９−０９６３５２号公報JP 09-096352 A

本発明は、前記問題の発生の可能性に鑑み、ディファレンシャルユニットを構成する円錐ころ軸受において、例えば、円錐ころ軸受のころの長さを比較的短くし、接触角を所定の範囲に規定する所謂低トルク仕様を採用した場合であっても、かかるフレッチング等の問題の発生を効果的に抑制することを課題とする。   In view of the possibility of occurrence of the above-mentioned problem, the present invention is a so-called tapered roller bearing that constitutes a differential unit, in which, for example, the length of a roller of a tapered roller bearing is relatively short and the contact angle is defined within a predetermined range. Even when the low torque specification is adopted, it is an object to effectively suppress the occurrence of such problems as fretting.

本発明は上記課題を解決するために、前端部をプロペラシャフトの後端部に連結自在とし、後端部に減速大歯車と噛合う減速小歯車を固定したピニオン軸の中間部前後２箇所位置をケーシングに対して回転自在に支持する円錐ころ軸受を有するディファレンシャルユニットにおいて、前記円錐ころ軸受は、少なくとも内輪、外輪、転動体である円錐ころを備えており、前記内輪は大つば側端面と小つば側端面を有するものであり、２個の円錐ころ軸受の前記小つば側端面同士はスペーサにより押圧されているものであって、前記スペーサは、少なくとも３箇所の円筒状部分を備えるコラプシブルスペーサであることを特徴とする。   In order to solve the above-mentioned problem, the present invention has two front and rear positions of the pinion shaft in which the front end portion is freely connectable to the rear end portion of the propeller shaft and the reduction small gear meshing with the reduction large gear is fixed to the rear end portion. In the differential unit having a tapered roller bearing that rotatably supports the casing, the tapered roller bearing includes at least an inner ring, an outer ring, and a tapered roller that is a rolling element, and the inner ring has a small end face and a small end face. A collapsible spacer having a collar side end surface, wherein the small collar side end surfaces of the two tapered roller bearings are pressed by a spacer, and the spacer includes at least three cylindrical portions. It is characterized by being.

上記構成においては、所定形状のスペーサにより円錐ころ軸受の小つば同士が常時押圧されているため、ピニオン軸の減速小歯車の端面と円錐ころ軸受の内輪の大つば側端面の接触状態が良好となり、フレッチング等の発生を好適に抑制することができる。   In the above configuration, since the small flanges of the tapered roller bearing are constantly pressed by the spacer having a predetermined shape, the contact state between the end surface of the reduction pinion of the pinion shaft and the large collar side end surface of the inner ring of the tapered roller bearing becomes good. The occurrence of fretting and the like can be suitably suppressed.

従来の構成を説明する図である。It is a figure explaining the conventional structure. 従来の構成を説明する図である。It is a figure explaining the conventional structure. 本発明の構成を説明する図である。It is a figure explaining the structure of this invention.

図３は、本発明の構成を説明する図である。基本的な構成は図２に示した構造と同様であるため、一般的な構造部分に関する詳細な説明は省略する。   FIG. 3 is a diagram for explaining the configuration of the present invention. Since the basic configuration is the same as the structure shown in FIG. 2, a detailed description of a general structural portion is omitted.

本発明のディファレンシャルユニットの円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂの小つば側端面８ｆ、８ｇは、相互にコラプシブルスペーサ１３により常時押圧されている。すなわち、相互に軸力を与えている。   The small collar side end faces 8f, 8g of the inner rings 8a, 8b of the tapered roller bearings 6a, 6b of the differential unit of the present invention are always pressed against each other by the collapsible spacer 13. That is, an axial force is given to each other.

コラプシブルスペーサ１３は、第一円筒部１３ａ、第二円筒部１３ｂ、第三円筒部１３ｃを有する。第一円筒部１３ａと第二円筒部１３ｂ、第二円筒部１３ｂと第三円筒部１３ｃは滑らかな曲線あるいは、滑らかな曲線と直線の組み合わせにより接続されている。   The collapsible spacer 13 has a first cylindrical portion 13a, a second cylindrical portion 13b, and a third cylindrical portion 13c. The first cylindrical portion 13a and the second cylindrical portion 13b, and the second cylindrical portion 13b and the third cylindrical portion 13c are connected by a smooth curve or a combination of a smooth curve and a straight line.

コラプシブルスペーサ１３における第一円筒部１３ａの外径寸法は、減速小歯車４側の円錐ころ軸受の内輪８ｂの小つば側端面部８ｅの外径寸法より小さく、第一円筒部１３ａの内径寸法は内輪８ｂの小つば側端面部８ｅの内径寸法と同等か大きいことが好ましい。   The outer diameter of the first cylindrical portion 13a in the collapsible spacer 13 is smaller than the outer diameter of the small end surface 8e of the inner ring 8b of the tapered roller bearing on the reduction small gear 4 side, and the inner diameter of the first cylindrical portion 13a. Is preferably equal to or larger than the inner diameter of the small collar side end surface portion 8e of the inner ring 8b.

また、コラプシブルスペーサ１３における第三円筒部１３ｃの外径寸法は、ピニオン軸２の軸端側円錐ころ軸受の内輪８ａの小つば側端面部８ｈの外形寸法より小さく、第三円筒部１３ｃの内径寸法は、ピニオン軸２の軸端側円錐ころ軸受の内輪８ａの小つば側端面部８ｈの内径寸法と同等か大きいことが好ましい。   Further, the outer diameter dimension of the third cylindrical portion 13c in the collapsible spacer 13 is smaller than the outer dimension of the small collar side end surface portion 8h of the inner ring 8a of the shaft end side tapered roller bearing of the pinion shaft 2, and the third cylindrical portion 13c. The inner diameter dimension is preferably equal to or larger than the inner diameter dimension of the small collar side end surface portion 8h of the inner ring 8a of the shaft end side tapered roller bearing of the pinion shaft 2.

また、コラプシブルスペーサ１３における第二円筒部１３ｂの外形寸法は、第一円筒部１３ａ、第三円筒部１３ｃよりも大きいことが好ましい。   Moreover, it is preferable that the external dimension of the 2nd cylindrical part 13b in the collapsible spacer 13 is larger than the 1st cylindrical part 13a and the 3rd cylindrical part 13c.

更に、コラプシブルスペーサ１３における第二円筒部１３ｂの軸方向長さは、第一円筒部１３ａ、第三円筒部１３ｃよりも短いことが好ましい。   Furthermore, it is preferable that the axial direction length of the 2nd cylindrical part 13b in the collapsible spacer 13 is shorter than the 1st cylindrical part 13a and the 3rd cylindrical part 13c.

また、コラプシブルスペーサ１３の第一円筒部１３ａと第二円筒部１３ｂとの接続部１３ｄにおける曲げ部分の曲率は、軸方向で第一円筒部１３ａ側の曲率が第二円筒部１３ｂ側の曲率よりも大きいことが好ましい。   Moreover, the curvature of the bending part in the connection part 13d of the 1st cylindrical part 13a of the collapsible spacer 13 and the 2nd cylindrical part 13b is a curvature by the side of the 2nd cylindrical part 13b in the axial direction. Is preferably larger.

また、コラプシブルスペーサ１３の第二円筒部１３ｂと第三円筒部１３ｃとの接続部１３ｅにおける曲げ部分の曲率は、軸方向で第二円筒部１３ｂ側の曲率が第三円筒部１３ｃ側の曲率よりも小さいことが好ましい。   Further, the curvature of the bent portion in the connecting portion 13e between the second cylindrical portion 13b and the third cylindrical portion 13c of the collapsible spacer 13 is the curvature on the second cylindrical portion 13b side in the axial direction. Is preferably smaller.

前記コラプシブルスペーサ１３の好適な形状により、コラプシブルスペーサ１３が軸方向に圧縮された場合、もしくは、軸方向に伸張された場合においても、安定した荷重で円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂの小つば側端面同士を常時押圧することができる。そのため、例えば、ケーシング１の段部１ｂ、１ａ間の距離が多少ばらついたとしても、２つの円錐ころ軸受に適正な予圧を付与した上で、円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂの小つば側端面同士を安定して押圧することができる。   Due to the preferred shape of the collapsible spacer 13, even when the collapsible spacer 13 is compressed in the axial direction or extended in the axial direction, the inner rings 8a of the tapered roller bearings 6a and 6b can be stably loaded. It is possible to always press the end faces on the small brim side of 8b. Therefore, for example, even if the distance between the stepped portions 1b and 1a of the casing 1 varies somewhat, the appropriate preload is applied to the two tapered roller bearings, and the inner rings 8a and 8b of the tapered roller bearings 6a and 6b are small. The collar side end surfaces can be stably pressed.

前記コラプシブルスペーサ１３としては、いわゆるばね鋼等の金属材料が好適に使用できる。また、前記した好ましい形態とするために、コラプシブルスペーサ１３は、円錐ころ軸受６ａ、６ｂの内輪８ａ、８ｂの小つば側端面部の径方向厚さより薄い厚さを有する円筒状材料から成形することが好ましい。   As the collapsible spacer 13, a metal material such as so-called spring steel can be suitably used. Further, in order to obtain the above-described preferred form, the collapsible spacer 13 is formed from a cylindrical material having a thickness smaller than the radial thickness of the end surfaces of the small collars of the inner rings 8a and 8b of the tapered roller bearings 6a and 6b. It is preferable.

更に、前記コラプシブルスペーサ１３の形状は、特に、小つば側端面同士に比較的高荷重をかける場合に好適である。すなわち、第一円筒部１３ａと第二円筒部１３ｂとの接続部、及び、第二円筒部１３ｂと第三円筒部１３ｃとの接続部という、大まかに２つの変曲可能部を有しているため、高荷重にも好適である。また、前記構造は、荷重変化への追従性にも優れている。さらに、構造が簡単なため製造コストも低く抑えることが可能であり、耐久性にも優れる。   Furthermore, the shape of the collapsible spacer 13 is particularly suitable when a relatively high load is applied to the end surfaces on the small brim side. That is, it has roughly two bendable parts, that is, a connecting part between the first cylindrical part 13a and the second cylindrical part 13b and a connecting part between the second cylindrical part 13b and the third cylindrical part 13c. Therefore, it is also suitable for high loads. Moreover, the said structure is excellent also in the followable | trackability to a load change. Furthermore, since the structure is simple, the manufacturing cost can be kept low and the durability is excellent.

好ましくは、２つの円錐ころ軸受６ａ、６ｂの小つば側端面同士を３．５〜７トン、より好ましくは、４〜７トンの荷重で抑える。これにより、減速小歯車４の当接面４ａと、減速小歯車４側の円錐ころ軸受６ｂの内輪８ｂの端面８ｄを好適に接触させ、かつ、ピニオン軸２におけるピニオン軸２と減速小歯車４との接続部分の剛性を強化することが可能となる。そのため、減速小歯車４と減速大歯車５の噛合いによる一定もしくは不定の方向の接線力、離反力、スラスト力がかかった場合においても、減速小歯車４を備えるピニオン軸２がベンディングすることを効果的に抑制できる。   Preferably, the small flange side end surfaces of the two tapered roller bearings 6a and 6b are suppressed with a load of 3.5 to 7 tons, more preferably 4 to 7 tons. Thereby, the contact surface 4a of the reduction small gear 4 and the end surface 8d of the inner ring 8b of the tapered roller bearing 6b on the reduction small gear 4 side are preferably brought into contact with each other, and the pinion shaft 2 and the reduction small gear 4 in the pinion shaft 2 are brought into contact. It becomes possible to reinforce the rigidity of the connecting portion. Therefore, the pinion shaft 2 including the reduction small gear 4 bends even when a tangential force, a separation force, or a thrust force in a constant or indefinite direction due to the engagement of the reduction small gear 4 and the reduction large gear 5 is applied. It can be effectively suppressed.

更には、少なくとも円錐ころ軸受６ａ、６ｂの一方、好ましくは円錐ころ軸受６ｂの内輪８ｂとピニオン軸２との嵌めあいによる応力よりも大きい荷重で２つの円錐ころ軸受の小つば側端面同士を押圧することが好ましい。これにより、後に述べるいわゆる追従性が良好なものとなる。   Furthermore, at least one of the tapered roller bearings 6a and 6b, preferably the small collar side end surfaces of the two tapered roller bearings are pressed with a load larger than the stress caused by the fitting between the inner ring 8b of the tapered roller bearing 6b and the pinion shaft 2. It is preferable to do. Thereby, what is called followability mentioned later becomes good.

これらの効果により、前記したように、ディファレンシャルユニット稼動時におけるピニオン軸２のベンディングを効果的に抑制することができる。そのため、ピニオン軸２の当接面４ａと端面８ｄとの間でのフレッチングの発生を抑制することができる。   Due to these effects, as described above, bending of the pinion shaft 2 when the differential unit is in operation can be effectively suppressed. Therefore, the occurrence of fretting between the contact surface 4a and the end surface 8d of the pinion shaft 2 can be suppressed.

更に、使用条件等により、ピニオン軸２のベンディングが発生した場合においても、前記したコラプシブルスペーサ１３の構造は荷重変化への追従性に優れるため、ベンディングの発生に素早く追従しての内輪８ｂの押圧が可能である。そのため、ピニオン軸２の当接面４ａと端面８ｄとの接触状態を安定したものとすることができ、結果的にフレッチングの発生を効果的に抑制できる。   Further, even when bending of the pinion shaft 2 occurs due to use conditions or the like, the structure of the collapsible spacer 13 described above is excellent in followability to load change, and therefore the inner ring 8b that quickly follows the occurrence of bending. Pressing is possible. Therefore, the contact state between the contact surface 4a of the pinion shaft 2 and the end surface 8d can be stabilized, and as a result, the occurrence of fretting can be effectively suppressed.

更に、上記したコラプシブルスペーサ１３を使用することにより、円錐ころ軸受６ｂの内輪の大つば部８ｃの軸方向長さ、さらには内輪８ｂの軸方向幅を、ピニオン軸２と減速小歯車４との接続部分に必要な剛性を確保した上で小さくすることも可能である。   Further, by using the collapsible spacer 13 described above, the axial length of the large collar portion 8c of the inner ring of the tapered roller bearing 6b, and further the axial width of the inner ring 8b, the pinion shaft 2, the reduction small gear 4 and It is possible to reduce the size of the connecting portion while ensuring the necessary rigidity.

これにより、ユニットとしての軸方向寸法を大きくすることなく、あるいは、円錐ころ軸受の幅寸法を小さくしたうえで、円錐ころ軸受６ｂのころ９ｂを相対的に短くすることが可能となり、円錐ころ軸受のトルク（回転トルク）の低減ができる。言い換えれば、フレッチング等の発生を抑制しつつ、低トルク仕様の円錐ころ軸受の使用が可能となる。これらの構成は、当然であるが、円錐ころ軸受６ａにも適用できる。   This makes it possible to relatively shorten the roller 9b of the tapered roller bearing 6b without increasing the axial dimension of the unit or reducing the width of the tapered roller bearing. Torque (rotational torque) can be reduced. In other words, it is possible to use a low torque specification tapered roller bearing while suppressing the occurrence of fretting and the like. These configurations are naturally applicable to the tapered roller bearing 6a.

ここで、上記好ましい実施形態について、いわゆる低トルク仕様の円錐ころ軸受を使用する場合も含めてまとめる。   Here, the preferred embodiment will be summarized including the case where a so-called low torque specification tapered roller bearing is used.

（Ｉ）前端部をプロペラシャフトの後端部に連結自在とし、後端部に減速大歯車と噛合う減速小歯車を固定したピニオン軸の中間部前後２箇所位置をケーシングに対して回転自在に支持する円錐ころ軸受を有するディファレンシャルユニットにおいて、前記円錐ころ軸受は、少なくとも内輪、外輪、転動体である円錐ころを備えており、前記内輪は大つば側端面と小つば側端面を有するものであり、２個の円錐ころ軸受の前記小つば側端面同士はスペーサにより常時押圧されて軸力が与えられているものである。これにより円錐ころ軸受の内輪８ｂの当接面８ｄと減速小歯車４の当接面４ａとの間のフレッチングの発生を抑制できる。 (I) The front end portion can be freely connected to the rear end portion of the propeller shaft, and the two positions before and after the middle portion of the pinion shaft fixed to the rear end portion with a reduction gear that meshes with the reduction large gear can be rotated with respect to the casing. In the differential unit having a tapered roller bearing for supporting, the tapered roller bearing includes at least an inner ring, an outer ring, and a tapered roller as a rolling element, and the inner ring has a large collar side end surface and a small collar side end surface. The small flange side end surfaces of the two tapered roller bearings are always pressed by a spacer to be given an axial force. Thereby, generation | occurrence | production of the fretting between the contact surface 8d of the inner ring 8b of the tapered roller bearing and the contact surface 4a of the reduction small gear 4 can be suppressed.

（ＩＩ）前端部をプロペラシャフトの後端部に連結自在とし、後端部に減速大歯車と噛合う減速小歯車を固定したピニオン軸の中間部前後２箇所位置をケーシングに対して回転自在に支持する円錐ころ軸受を有するディファレンシャルユニットにおいて、前記円錐ころ軸受は、少なくとも内輪、外輪、転動体である円錐ころを備えており、前記内輪は大つば側端面と小つば側端面を有するものであり、２個の円錐ころ軸受の前記小つば側端面同士はスペーサにより押圧されているものであって、前記スペーサは、少なくとも３箇所の円筒状部分を備えるコラプシブルスペーサである。これにより、更に効果的に上記フレッチングを抑制できる。 (II) The front end portion can be freely connected to the rear end portion of the propeller shaft, and the position of two positions before and after the middle portion of the pinion shaft in which the reduction small gear meshing with the reduction large gear is fixed to the rear end portion is rotatable with respect to the casing. In the differential unit having a tapered roller bearing for supporting, the tapered roller bearing includes at least an inner ring, an outer ring, and a tapered roller as a rolling element, and the inner ring has a large collar side end surface and a small collar side end surface. The end surfaces on the small brim side of the two tapered roller bearings are pressed by a spacer, and the spacer is a collapsible spacer having at least three cylindrical portions. Thereby, the fretting can be more effectively suppressed.

（ＩＩＩ）前記（I）もしくは（ＩＩ）の円錐ころ軸受の少なくとも一方、好ましくは減速小歯車（４）側の円錐ころ軸受は、その接触角が２６度以上、より好ましくは２６〜２８度である。これにより、フレッチング防止効果に加えて、回転トルクの低減効果を得ることができる。 (III) At least one of the tapered roller bearings of (I) or (II), preferably the tapered roller bearing on the reduction gear (4) side, has a contact angle of 26 degrees or more, more preferably 26 to 28 degrees. is there. Thereby, in addition to the effect of preventing fretting, an effect of reducing rotational torque can be obtained.

（ＩＶ）前記（I）〜（ＩＩ）の円錐ころ軸受の少なくとも一方、好ましくは減速小歯車（４）側の円錐ころ軸受は、内輪内径（ＤＢ）と内輪幅（ＷＢ）の比（ＤＢ）／（ＷＢ）が、５／９〜６／９である。これにより、フレッチング防止効果に加えて、回転トルクの低減効果、さらには、ユニットとしての小型化の効果が期待できる。（ＩＩＩ）との組み合わせも好適に採用できる。 (IV) At least one of the tapered roller bearings (I) to (II), preferably the tapered roller bearing on the reduction gear (4) side, has a ratio (DB) of an inner ring inner diameter (DB) to an inner ring width (WB). / (WB) is 5/9 to 6/9. Thereby, in addition to the effect of preventing fretting, an effect of reducing rotational torque and an effect of miniaturization as a unit can be expected. Combinations with (III) can also be suitably employed.

（Ｖ）前記（I）〜（ＩＩ）の円錐ころ軸受の少なくとも一方、好ましくは減速小歯車（４）側は、円錐ころの大径側端部の直径（ＤＡ）と円錐ころの長さ（Ｌ）の比（ＤＡ）／（Ｌ）が０．５〜１．０である。これにより、更なる低トルク化が期待できる。前記（ＩＩＩ）、（ＩＶ）との組み合わせも好適に採用できる。
(V) At least one of the tapered roller bearings (I) to (II), preferably the reduction gear (4) side, has a diameter (DA) of a large diameter side end of the tapered roller and a length of the tapered roller ( The ratio (DA) / (L) of L) is 0.5 to 1.0. Thereby, further reduction in torque can be expected. Combinations with (III) and (IV) can also be suitably employed.

（ＶＩ）前記（Ｉ）〜（ＩＩ）の円錐ころ軸受の少なくとも一方、好ましくは減速小歯車（４）側は、当接面（８ｄ）の当接面積を広くするために、いわゆる最小限の面取りが施されている。これにより安定した当接をさせることができ、更にフレッチングを抑制できる。前記（ＩＩＩ）〜（Ｖ）との組み合わせも好適に採用できる。 (VI) At least one of the tapered roller bearings (I) to (II), preferably the reduction gear (4) side, is a so-called minimum in order to increase the contact area of the contact surface (8d). Chamfered. As a result, stable contact can be achieved, and fretting can be further suppressed. Combinations with the above (III) to (V) can also be suitably employed.

本発明は、ディファレンシャルユニットとして自動車のみならず、広く車両に使用することができる。   The present invention can be widely used not only for automobiles but also for vehicles as a differential unit.

１ ケーシング
２ ピニオン軸
３ 結合フランジ
４ 減速小歯車
５ 減速大歯車 1 Casing 2 Pinion shaft 3 Connecting flange 4 Reduction gear 5 Reduction gear

Claims (1)

前端部をプロペラシャフトの後端部に連結自在とし、後端部に減速大歯車と噛合う減速小歯車を固定したピニオン軸の中間部前後２箇所位置をケーシングに対して回転自在に支持する円錐ころ軸受を有するディファレンシャルユニットにおいて、前記円錐ころ軸受は、少なくとも内輪、外輪、転動体である円錐ころを備えており、前記内輪は大つば側端面と小つば側端面を有するものであり、２個の円錐ころ軸受の前記小つば側端面同士はスペーサにより押圧されているものであって、前記スペーサは、少なくとも３箇所の円筒状部分を備えるコラプシブルスペーサであることを特徴とするディファレンシャルユニット。 A cone that rotatably supports the casing at two positions before and after the middle portion of the pinion shaft, in which the front end portion is connectable to the rear end portion of the propeller shaft, and the reduction small gear meshing with the reduction large gear is fixed to the rear end portion. In the differential unit having a roller bearing, the tapered roller bearing includes at least an inner ring, an outer ring, and a tapered roller as a rolling element, and the inner ring has a large collar side end surface and a small collar side end surface, A differential unit characterized in that the end surfaces on the small brim side of the tapered roller bearing are pressed by a spacer, and the spacer is a collapsible spacer having at least three cylindrical portions.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108916365A (en) * 2018-05-30 2018-11-30 汽解放汽车有限公司 A kind of vehicle bridge retarder lightweight structure

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Publication number Priority date Publication date Assignee Title
JPS5054442U (en) * 1973-09-21 1975-05-23
JPS58149623U (en) * 1982-04-01 1983-10-07 スズキ株式会社 bearing structure
JPS58182010U (en) * 1982-05-31 1983-12-05 日産自動車株式会社 Center nut anti-rotation structure
JPS63188322U (en) * 1987-05-27 1988-12-02
JPH01133035U (en) * 1988-02-29 1989-09-11
JP2002295647A (en) * 2001-03-28 2002-10-09 Fuji Heavy Ind Ltd Final reduction gear of vehicle
JP2009108956A (en) * 2007-10-31 2009-05-21 Jtekt Corp Bearing apparatus for supporting pinion shaft

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5054442U (en) * 1973-09-21 1975-05-23
JPS58149623U (en) * 1982-04-01 1983-10-07 スズキ株式会社 bearing structure
JPS58182010U (en) * 1982-05-31 1983-12-05 日産自動車株式会社 Center nut anti-rotation structure
JPS63188322U (en) * 1987-05-27 1988-12-02
JPH01133035U (en) * 1988-02-29 1989-09-11
JP2002295647A (en) * 2001-03-28 2002-10-09 Fuji Heavy Ind Ltd Final reduction gear of vehicle
JP2009108956A (en) * 2007-10-31 2009-05-21 Jtekt Corp Bearing apparatus for supporting pinion shaft

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108916365A (en) * 2018-05-30 2018-11-30 汽解放汽车有限公司 A kind of vehicle bridge retarder lightweight structure

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