JP6757673B2 - Half thrust bearing - Google Patents

Description

The present invention relates to a thrust bearing that receives an axial force of a crankshaft of an internal combustion engine.

In its journal portion, the crankshaft of an internal combustion engine is rotatably supported under a cylinder block of an internal combustion engine via a main bearing formed by combining a pair of half bearings in a cylindrical shape.

One or both of the pair of half-split bearings are used in combination with half-split thrust bearings that receive axial force on the crankshaft. The half-split thrust bearing is arranged on one or both of the axial end faces of the half-split bearing.

The half-thrust bearing receives an axial force generated on the crankshaft. That is, it is arranged for the purpose of bearing the axial force input to the crankshaft when the crankshaft and the transmission are connected by the clutch.

Thrust relief is formed on the sliding surface side of the half-split thrust bearing near both ends in the circumferential direction so that the thickness of the bearing member decreases toward the end face in the circumferential direction. Generally, the thrust relief is formed so that the length from the circumferential end face to the sliding surface and the depth at the circumferential end face of the half-split thrust bearing are constant regardless of the radial position. The thrust relief is formed to absorb the misalignment between the end faces of the pair of half-split thrust bearings when the half-split thrust bearing is assembled in the split bearing housing (see FIG. 10 of Patent Document 1).

Further, conventionally, in consideration of the bending deformation of the crankshaft during the operation of the internal combustion engine, a curved crowning surface is provided at least on the outer diameter side of the sliding surface of the half-split thrust bearing, thereby sliding the half-split thrust bearing. It has also been proposed to reduce the local contact stress of the surface with the crankshaft (Patent Document 2).
Further, on the sliding surface of the half-split thrust bearing, an inclined surface (thrust) extending from the circumferential end of the half-split thrust bearing to approximately half the height of the top (outer diameter end in the circumferential center of the half-split thrust bearing). It has also been proposed to form a relief) and thereby reduce the inclination angle of the inclined surface with respect to the sliding surface (see Patent Document 3).

JP-A-11-201145 Japanese Unexamined Patent Publication No. 2013-19517 Japanese Unexamined Patent Publication No. 2013-238277

In recent years, the diameter of the crankshaft has been reduced in order to reduce the weight of the internal combustion engine, and the rigidity is lower than that of the conventional crankshaft. The vibration tends to increase. Therefore, the thrust collar surface of the crankshaft slides in contact with the sliding surface of the half-split thrust bearing while tilting, and the tilting direction changes as the crankshaft rotates. Therefore, the sliding surfaces near both ends of the half-split thrust bearing in the circumferential direction and the thrust collar surface of the crankshaft come into direct contact with each other, and damage (fatigue) is likely to occur.

Further, when a pair of half-split thrust bearings is assembled at each end in the axial direction of the main bearing composed of a pair of half-split bearings, the end faces of the pair of half-thrust bearings when assembled in the split bearing housing If the position is misaligned, the gap between the sliding surface of one half-thrust bearing and the thrust collar surface of the crank shaft will be larger than the gap between the other half-thrust bearing and the thrust collar surface of the crank shaft. Will also grow. Alternatively, when only one half-split thrust bearing is assembled at each end of the main bearing in the axial direction, a large amount is formed between the side surface of the split bearing housing in which the half-split thrust bearing is not arranged and the thrust collar surface of the crankshaft. A gap is formed. When the internal combustion engine is operated with such a gap formed and the crankshaft bends, the thrust collar surface of the crankshaft further inclines toward the formed gap side.

When the crankshaft rotates in such a state of being greatly inclined toward the gap side, the inclination of the thrust collar surface with respect to the sliding surface of the half-split thrust bearing in the plane including both end faces in the circumferential direction of the half-split thrust bearing becomes larger. .. Further, the inclination of the thrust collar surface is such that (a) a sliding surface near the circumferential end of the crank shaft of the half-split thrust bearing on the rear side in the rotational direction in the plane including both end faces in the circumferential direction of the half-split thrust bearing. And the thrust collar surface are in contact with each other, and the sliding surface near the circumferential end on the front side in the rotation direction of the crank shaft and the thrust collar surface are separated from each other, and (b) the rotation of the crank shaft of the half-split thrust bearing. A state in which the sliding surface near the circumferential end on the front side in the direction and the thrust collar surface are in contact with each other, and the sliding surface near the circumferential end on the rear side in the rotational direction of the crank shaft and the thrust collar surface are separated from each other. Is repeated as the crank shaft rotates. Half-split thrust bearings are prone to damage (fatigue) because only the sliding surfaces near both ends in the circumferential direction are in direct contact with the thrust collar surface of the crankshaft at all times.

When the inclination of the thrust collar surface toward the gap side due to the bending of the crankshaft is large, and therefore the inclination of the thrust collar surface in the plane including both end faces in the circumferential direction of the half-split thrust bearing is large, Patent Document 2 and Patent Documents Even if the technique described in No. 3 is adopted, it is difficult to prevent only the sliding surfaces in the vicinity of both ends in the circumferential direction of the half-split thrust bearing from constantly contacting the thrust collar surface of the crankshaft.

Therefore, an object of the present invention is to provide a half-thrust bearing that is less likely to be damaged (fatigue) during operation of an internal combustion engine.

In order to achieve the above object, according to one aspect of the present invention, the semi-annular half-thrust bearing for receiving the axial force of the crankshaft of the internal combustion engine is to receive the axial force. In a half-thrust bearing having a sliding surface and a back surface on the opposite side of the sliding surface, and defining a reference surface perpendicular to the axial direction on the back surface side.
The axial distance from the reference plane to the sliding surface is the maximum at the circumferential center of the half-thrust bearing at any radial position of the half-thrust bearing, and toward both ends of the half-thrust bearing in the circumferential direction. The axial distance is constant over the radial direction of the half-split thrust bearing at any circumferential position of the half-split thrust bearing, or the radial inside of the half-split thrust bearing. A half-thrust bearing is provided that is characterized by a maximum at the end and a reduction towards the radial outer end.
The back surface of the half-thrust bearing may be flat and located within the reference plane.
When the half-split thrust bearing is viewed from a direction perpendicular to the circumferential end surface of the half-split thrust bearing, the sliding surface may have the most protruding convex contour in the central portion in the circumferential direction. The contour of this sliding surface can be composed of curved lines or straight lines.
Further, the difference between the maximum axial distance of the half-split thrust bearing in the central portion in the circumferential direction and the axial distance at the radial outer ends of both ends in the circumferential direction may be 50 to 800 μm.

Here, the crankshaft is a member having a journal portion, a crank pin portion, and a crank arm portion. Further, the half-split thrust bearing is a member having a shape in which the ring is divided into substantially half, but it is not intended to be exactly half.

According to the half-split thrust bearing of the present invention having the above configuration, the inclination angle of the thrust collar surface of the crankshaft with respect to the sliding surface of the half-split thrust bearing becomes large due to the bending of the crankshaft during operation of the internal combustion engine. Even in this case, the contact position between the sliding surface and the thrust collar surface moves sequentially in the circumferential direction as the crankshaft rotates, so only the sliding surfaces near both ends in the circumferential direction of the half-split thrust bearing are always crankshafts. It is prevented from coming into contact with the thrust collar surface, and the sliding surface of the half-split thrust bearing is less likely to be damaged.

It is an exploded perspective view of a bearing device. It is a front view of the half-thrust bearing of Example 1. FIG. It is a Y1 arrow side view of the half-split thrust bearing of FIG. FIG. 2 is a cross-sectional view taken along the line AA of the half-thrust bearing of FIG. It is a front view of a half bearing and a thrust bearing. It is sectional drawing of the bearing device. It is a front view of the upper half bearing of FIG. It is the bottom view which looked at the half bearing of FIG. 7 from the inside in the radial direction. It is sectional drawing which shows the contact state of the thrust collar surface and a pair of half-split thrust bearings during operation. It is a figure which shows the change of the inclination with respect to the sliding surface of the thrust collar surface during operation seen from both end surfaces side in the circumferential direction. It is a figure which shows the inclination with respect to the sliding surface of the thrust collar surface during operation seen from both end surfaces side in the circumferential direction. It is a figure which shows the inclination with respect to the sliding surface of the thrust collar surface during operation seen from both end surfaces side in the circumferential direction. It is a figure which shows the inclination with respect to the sliding surface of the thrust collar surface during operation seen from both end surfaces side in the circumferential direction. It is a figure which shows the inclination with respect to the sliding surface of the thrust collar surface during operation seen from both end surfaces side in the circumferential direction. It is a figure which shows the contact position of the sliding surface and the thrust collar surface which looked at the sliding surface from the front side corresponding to FIG. 10A. It is a figure which shows the contact position of the sliding surface and the thrust collar surface which looked at the sliding surface from the front side corresponding to FIG. 10B. It is a figure which shows the contact position of the sliding surface and the thrust collar surface which looked at the sliding surface from the front side corresponding to FIG. 10C. It is a figure which shows the contact position of the sliding surface and the thrust collar surface which looked at the sliding surface from the front side corresponding to FIG. 10D. It is a figure which shows the contact position of the sliding surface and the thrust collar surface which looked at the sliding surface from the front side corresponding to FIG. 10E. It is a front view of the half-thrust bearing of Example 2. FIG. It is a Y2 arrow side view of the half-thrust bearing of FIG. It is BB sectional view of the half-thrust bearing of FIG. It is a front view of the half-thrust bearing of Example 3. FIG. It is a Y3 arrow side view of the half-thrust bearing of FIG. It is CC sectional view of the half-thrust bearing of FIG. It is a front view of the half-thrust bearing of another form of this invention. It is a side view near the circumferential end portion of the half-split thrust bearing of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Overall configuration of bearing device)
First, the overall configuration of the bearing device 1 having the half-thrust bearing 8 of the present invention will be described with reference to FIGS. 1, 5 and 6. As shown in FIGS. 1, 5 and 6, the bearing housing 4 formed by attaching the bearing cap 3 to the lower portion of the cylinder block 2 has a bearing hole (holding hole) 5 which is a circular hole penetrating between both side surfaces. The bearing holes 6 and 6 which are annular recesses are formed on the peripheral edge of the bearing hole 5 on the side surface. Half-split bearings 7 and 7 that rotatably support the journal portion 11 of the crankshaft are combined and fitted in the bearing hole 5 in a cylindrical shape. Half-split thrust bearings 8 and 8 that receive an axial force f (see FIG. 6) via the thrust collar surface 12 of the crankshaft are combined and fitted to the receiving seats 6 and 6 in an annular shape.

As shown in FIG. 5, of the half-split bearings 7 constituting the main bearing, a lubricating oil groove 71 is formed on the inner peripheral surface of the half-split bearing 7 on the cylinder block 2 side (upper side), and the lubricating oil groove 71 is also formed. A through hole 72 penetrating the outer peripheral surface is formed inside (see also FIGS. 7 and 8). The lubricating oil groove 71 can also be formed in both the upper and lower half bearings. The half bearing 7 also has a crash relief 73 on a sliding surface 75 adjacent to both end faces 74 in the circumferential direction.

(Composition of half-thrust bearing)
Next, the configuration of the half-split thrust bearing 8 of the first embodiment will be described with reference to FIGS. 2 to 4. The half-split thrust bearing 8 of this embodiment is formed into a semicircular flat plate by a bimetal in which a thin bearing alloy layer is bonded to a steel back metal layer. The half-thrust bearing 8 includes a sliding surface 81 (bearing surface) facing the axial direction, and the sliding surface 8 is composed of a bearing alloy layer. Two oil grooves 81a and 81a are formed on the sliding surface 81 between both end surfaces 83 and 83 in the circumferential direction in order to improve the oil retention property of the lubricating oil.

The half-thrust bearing 8 defines a reference plane 84 that is perpendicular to the axial direction, and within this reference plane 84, a substantially flat back surface 84a adapted to be disposed on the seat 6 of the cylinder block 2. (See FIG. 3). Further, the half-split thrust bearing 8 has a sliding surface 81 separated from the reference surface 84 (back surface 84a) in the axial direction, and the sliding surface 81 has an axial force f via the thrust collar surface 12 of the crankshaft. Adapted to receive (see Figure 6). The half-split thrust bearing 8 has a maximum axial distance from the reference surface 84 to the sliding surface 81 at the circumferential center of the half-split thrust bearing 8 at any radial position of the half-split thrust bearing 8. It is formed so as to become smaller toward both ends in the circumferential direction of the half-split thrust bearing. Therefore, for example, even at the radial center position of the half-split thrust bearing 8 (the alternate long and short dash line position in FIG. 2), the axial distance from the reference surface 84 to the sliding surface 81 is maximum (TC) at the circumferential central portion 85. It will be understood that the minimum (TE) is achieved at both ends 86 in the circumferential direction.

In this embodiment, the axial distance from the reference surface 84 (back surface 84a) to the sliding surface 81 matches the bearing wall thickness T of the half-split thrust bearing 8. In particular, in this embodiment, the bearing wall thickness T is formed to be constant between the inner diameter side end portion and the outer diameter side end portion at any circumferential position (see FIG. 4). In other words, the bearing wall thickness T is maximum and constant in the radial direction (TC) at the central portion in the circumferential direction, and is minimum and constant (TE) in the radial direction at both ends in the circumferential direction.
In the portion of the sliding surface 81 where the oil groove 81a is formed, the axial distance from the back surface 84a to the virtual sliding surface (extended surface of the sliding surface 81) when the oil groove 81a is not formed is The half-split thrust bearing 8 is formed so as to satisfy the above relationship.

As described above, the bearing wall thickness TE at both ends in the circumferential direction of the half-split thrust bearing 8 is formed smaller than the bearing wall thickness TC at the central portion in the circumferential direction (see FIG. 3). Therefore, the sliding surface 81 of the half-split thrust bearing 8 has a convex contour with the most protruding central portion in the circumferential direction when viewed from a direction perpendicular to the surface including both end faces in the circumferential direction of the half-split thrust bearing 8. (See Fig. 3). More specifically, when used for the crankshaft of a small internal combustion engine for passenger cars (having a journal portion having a diameter of about 30 to 100 mm), the bearing wall thickness at the central portion in the circumferential direction of the half-split thrust bearing 8 and The difference in bearing wall thickness at both ends in the circumferential direction is, for example, 50 to 800 μm, and more preferably 200 to 400 μm. However, these dimensions are only an example, and the difference in bearing wall thickness is not limited to this dimensional range.

(Action)
Next, the operation of the conventional half-thrust bearing 8 will be described with reference to FIGS. 5, 6 and 9.

In general, the half-split bearing 7 is concentric with the half-split thrust bearing 8, and the plane including the circumferential end faces 74 of the half-split bearing 7 constituting the main bearing includes the circumferential end faces 83 of the half-split thrust bearing 8. Arranged so as to substantially coincide with the plane.

During operation of the internal combustion engine, particularly under operating conditions in which the crankshaft rotates at high speed, the crankshaft bends (deflection in the axial direction) and the vibration of the crankshaft increases. Due to this large vibration, an axial force f toward the sliding surface 81 of the half-split thrust bearing 8 is periodically generated on the crankshaft. The sliding surface 81 of the half-split thrust bearing 8 receives this axial force f.

When a pair of half-split thrust bearings 8 and 8 are assembled to each end of a main bearing composed of a pair of half-split bearings 7 and 7 in the axial direction, a pair of half-split thrust bearings when assembled to the split bearing housing 4 When the positions of the end faces 83 and 83 of 8 and 8 are deviated from each other in the axial direction, the gap between the sliding surface 81 of one half-split thrust bearing 8 and the thrust collar surface 12 of the crank shaft becomes the other half. It is larger than the gap between the sliding surface 81 of the split thrust bearing 8 and the thrust collar surface 12 (see FIG. 9). Alternatively, when only one half-split thrust bearing 8 is assembled at each end in the axial direction of the main bearing, the side surface of the split bearing housing 4 on which the half-split thrust bearing 8 is not arranged and the thrust collar surface 12 of the crankshaft. A large gap is formed between the and. When the internal combustion engine is operated with such a gap formed and the crankshaft bends, the thrust collar surface 12 of the crankshaft further inclines toward a large gap side. When the crankshaft rotates in such a state of being greatly inclined toward the gap side, the inclination of the thrust collar surface 12 with respect to the half-split thrust bearing 8 in the plane including both end faces 83 in the circumferential direction of the half-split thrust bearing 8 becomes larger. Further, since only the sliding surfaces 81 near both ends of the half-split thrust bearing 8 in the circumferential direction are always in direct contact with the thrust collar surface 12 of the crankshaft, damage (fatigue) is likely to occur as described above.
More specifically, when the half-split thrust bearing 8 is viewed from a direction perpendicular to the plane including both end faces 83 in the circumferential direction, the thrust collar surface 12 of the crankshaft is (1) the rotation of the crankshaft of the half-split thrust bearing 8. The rear side of the crankshaft of the half-split thrust bearing 8 in the rotational direction from the state of being inclined toward the circumferential end side on the rear side in the direction until it becomes parallel to the sliding surface 81 of the half-split thrust bearing 8. Immediately after contacting only with the sliding surface 81 near the circumferential end of the thrust bearing 8 and immediately after becoming parallel to the sliding surface 81, the circumferential end surface side of the crankshaft of the half-split thrust bearing 8 on the front side in the rotational direction While inclining to, the half-split thrust bearing 8 is in contact with only the sliding surface 81 near the circumferential end on the front side in the rotational direction of the crankshaft.

Here, even if a crowning surface composed of a curved surface is provided on the outer diameter side of the sliding surface of the half-split thrust bearing as described in Patent Document 2, the axial direction from the reference surface 84 to the sliding surface 81. If the half-split thrust bearing 8 is not formed so that the distance is maximized at the central portion in the circumferential direction at any radial position, in other words, half-split from the direction perpendicular to the surface including both end faces 83 in the circumferential direction. When the thrust bearing 8 is viewed, the contour of the sliding surface 81 of the half-split thrust bearing 8 is not the most protruding convex shape in the central portion in the circumferential direction (for example, half from the direction perpendicular to the surface including both end faces 83 in the circumferential direction). When the split thrust bearing 8 is viewed, the contour of the sliding surface 81 is straight), for the above reason, especially the sliding surface 81 near the circumferential end of the half-split thrust bearing 8 and the thrust collar surface of the crank shaft. It comes into direct contact with 12 and is prone to damage.

Alternatively, as described in Patent Document 3, an inclined surface (thrust relief) extending from the circumferential end of the half-split thrust bearing to the top to approximately half the height is formed on the sliding surface of the half-split thrust bearing. Therefore, even if the inclination angle of the inclined surface with respect to the sliding surface is reduced, the sliding surface of the half-split thrust bearing 8 when viewed from the direction perpendicular to the surface including both peripheral surfaces 83 in the circumferential direction of the half-split thrust bearing 8. If the contour of 81 is not the most protruding convex shape in the central portion in the circumferential direction, the sliding surface 81 (inclined surface) near the circumferential end of the half-split thrust bearing and the thrust collar surface 12 of the crank shaft are particularly for the above reasons. Is in direct contact with and is prone to damage.
Further, in the half-split thrust bearing described in Patent Document 3, the bearing wall thickness of the inclined surface is the radial outer end portion from the radial inner end portion of the thrust bearing except for the circumferential end portion of the half-split thrust bearing. Since the size of the bearing is larger, the sliding surface (inclined surface) on the outer diameter side in the vicinity of the circumferential end of the half-split thrust bearing and the thrust collar surface 12 of the crank shaft come into direct contact with each other, and damage is more likely to occur.

(effect)
Next, the effect of the half-thrust bearing 8 of this embodiment will be described with reference to FIGS. 10A to 11E.

10A to 10E show sliding of the half-split thrust bearing 8 when the half-split thrust bearing 8 is viewed from a direction perpendicular to the plane including the circumferential end faces 83 (that is, in the plane including the circumferential end faces 83). The changes in the inclination of the thrust collar surface 12 with respect to the surface 81 during operation are shown in order, and FIGS. 11A to 11E correspond to FIGS. 10A to 10E when the sliding surface 81 of the half-split thrust bearing 8 is viewed from the front side. The change in the contact position between the sliding surface 81 and the thrust collar surface 12 is shown. The broken line circles in FIGS. 11A to 11E indicate the contact portion between the sliding surface 81 of the half-split thrust bearing 8 and the thrust collar surface 12 (the position of the sliding surface that receives the most load due to contact). For example, from FIG. 10B and FIG. 11B corresponding thereto, even after the contact portion between the sliding surface 81 and the thrust collar surface 12 is separated from the vicinity of the circumferential end portion shown in FIG. 11A, the circumferential central portion shown in FIG. 11C It will be understood that the thrust collar surface 12 is inclined with respect to the sliding surface 81 in the surface including both end surfaces 83 in the circumferential direction until reaching.
In the half-split thrust bearing 8 of this embodiment, the axial distance T from the back surface 84a (reference surface 84) to the sliding surface 81 is maximum in the circumferential central portion at any radial position of the half-split thrust bearing 8. Therefore, it becomes smaller toward both ends in the circumferential direction, and is constant over the radial direction of the half-split thrust bearing at any circumferential position of the half-split thrust bearing. As a result, even if the inclination of the thrust collar surface 12 with respect to the back surface 84a of the half-split thrust bearing 8 occurs as shown in FIGS. 10A to 10E, the sliding surface 81 and the thrust collar surface 12 are formed as shown in FIGS. 10A to 11E. The contact position of the half-split thrust bearing 8 is from the circumferential end on the rear side of the crankshaft in the rotational direction (FIGS. 10A and 11A) to the circumferential end on the front side in the rotational direction of the crankshaft (FIGS. 10E and 11E). It moves sequentially in the circumferential direction as the crankshaft rotates. Therefore, in the half-split thrust bearing 8 of the present embodiment, only the sliding surfaces 81 near both ends in the circumferential direction are always in direct contact with the thrust collar surface 12 of the crankshaft to prevent damage (fatigue).
Further, in the half-split thrust bearing 8 of this embodiment, the axial distance T is constant over the radial direction of the half-split thrust bearing 8 as described above. Therefore, even if the thrust collar surface 12 is tilted due to the bending of the crankshaft generated during the operation of the internal combustion engine, the outer diameter side of the sliding surface 81 of the half-split thrust bearing 8 at any circumferential position of the half-split thrust bearing 8. The region of is prevented from coming into strong contact with the thrust collar surface 12.

Hereinafter, a half-thrust bearing 108 having a sliding surface 181 having a form different from that of the first embodiment will be described with reference to FIGS. 12 to 14. In addition, the same or equivalent components as those described in the first embodiment will be described with the same reference numerals.

(Constitution)
The overall configuration of the bearing device 1 of this embodiment is the same as that of the first embodiment. The configuration of the half-split thrust bearing 108 is also substantially the same as that of the first embodiment except for the shape of the sliding surface 181.

The half-split thrust bearing 108 of the second embodiment also defines a reference surface 84 perpendicular to the axial direction like the half-split thrust bearing 8 of the first embodiment, and the seat of the cylinder block 2 is seated in the reference surface 84. It has a substantially flat back surface 84a adapted to be disposed in 6. Further, the half-split thrust bearing 108 has a sliding surface 181 separated in the axial direction from the reference surface 84 (rear surface 84a), and the axial distance from the reference surface 84 (rear surface 84a) to the sliding surface 181 is half. It matches the bearing wall thickness of the split thrust bearing 108. The bearing wall thickness (the axial distance from the reference surface 84 to the sliding surface 181) is the maximum at the central portion in the circumferential direction of the half-split thrust bearing 108 at any radial position of the half-split thrust bearing 108, and is half. It is formed so as to become smaller toward both ends in the circumferential direction of the split thrust bearing. Therefore, as shown in FIG. 13, the sliding surface 181 of the half-split thrust bearing 108 protrudes most in the circumferential direction when viewed from the direction perpendicular to the surface including both end faces 183 in the circumferential direction of the half-split thrust bearing 108. It has a convex contour.
In particular, in the present embodiment, the bearing wall thickness is such that the bearing wall thickness TI at the inner end in the radial direction is the maximum and the bearing wall thickness TO at the outer end in the radial direction is the minimum at any circumferential position. Is formed in (see FIG. 14). Therefore, in this embodiment, the bearing wall thickness of the half-split thrust bearing 108 is maximum (TC) at the radial inner end of the circumferential center and minimum (TE) at the radial outer end of both ends in the circumferential direction. There is (see FIG. 13).

Similar to the half-split thrust bearing 8 of the first embodiment, the half-split thrust bearing 108 of the present embodiment has the effect of preventing only the vicinity of both ends of the sliding surface 181 in the circumferential direction from always contacting the thrust collar surface 12. Further, there is an effect that the vicinity of the radial outer end portion of the sliding surface 181 is unlikely to come into direct contact with the thrust collar surface 12.
In the half-split thrust bearing 108 of the second embodiment, the sliding surface 181 is formed so as to have a linear contour in the radial cross section shown in FIG. 14, but is formed as a curved surface having a curved contour. May be done.

Hereinafter, a half-thrust bearing 208 having a sliding surface 281 of a form different from that of the first and second embodiments will be described with reference to FIGS. 15 to 17. The same or equivalent components as those described in the above embodiment will be described with the same reference numerals.

(Constitution)
The overall configuration of the bearing device 1 of this embodiment is the same as that of the first embodiment. The configuration of the half-split thrust bearing 208 is also substantially the same as that of the first and second embodiments except for the shape of the sliding surface 281 and the shape of the oil groove 281a.

Unlike the first and second embodiments, the sliding surface 281 of the half-split thrust bearing 208 of this embodiment is composed of two planes having a circumferential central portion as a boundary 285, as shown in FIGS. 15 to 17. These planes are arranged so that the bearing wall thickness is maximum (TC) at the central portion in the circumferential direction of the half-split thrust bearing 208 and decreases toward the radial outer ends of both ends in the circumferential direction. However, the sliding surface 281 may be composed of two slightly curved surfaces instead of these planes.
In particular, as shown in FIG. 16, the half-split thrust bearing 208 has a maximum bearing wall thickness TI at the radial inner end of the half-split thrust bearing 208 at any circumferential position of the sliding surface 281. It is formed so that the bearing wall thickness TO at the outer end in the direction is minimized (see FIG. 17). The oil groove 281a extends on the sliding surface 281 of the half-split thrust bearing 208 in a direction perpendicular to the surface including the circumferential direction both end faces 283 of the half-split thrust bearing 208 (that is, in the direction perpendicular to the paper surface of FIG. 16). It is formed.

The relationship between the bearing wall thickness TC at the radial inner end at the circumferential center of the half-split thrust bearing 208 and the bearing wall thickness TE at the radial outer end at both ends in the circumferential direction is the same as in the second embodiment. (See FIG. 16).

Other configurations and effects of the half-split thrust bearing 208 of the third embodiment are substantially the same as those of the first and second embodiments, and thus the description thereof will be omitted.

Although the first to third embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to these examples, and the design changes to the extent that the gist of the present invention is not deviated from the present invention. It should be understood that it is included in the invention.

For example, in Examples 1 to 3, the bearing device 1 of the type in which the half-split bearing and the half-split thrust bearing are separated has been described, but the present invention is not limited thereto, and the half-split bearing and the half-split thrust It can also be applied to the bearing device 1 of the type in which the bearing is integrated.

Further, as shown in FIG. 18, the present invention can be applied to a half-thrust bearing 308 provided with a protruding portion 88 projecting outward in the radial direction for positioning and rotation stop. The protrusion 88 does not have to satisfy the above-described configuration of the axial distance T. Further, as shown in FIGS. 18 and 19, thrust relief 82 may be provided near both ends in the circumferential direction of the sliding surface 81 of the half-thrust bearing. Further, as shown in FIG. 19, the back surface relief 87 can be formed by providing tapers at both ends in the circumferential direction of the back surface 84a on the side opposite to the sliding surface 81 of the half-split thrust bearing 308. When the thrust relief 82 and the back relief 87 are provided, the bearing wall thickness TE at the radial outer ends at both ends in the circumferential direction of the above-mentioned half-split thrust bearing is the case where the thrust relief 82 and the back relief 87 are not provided. Is defined by the axial distance between the virtual sliding surface 81 (the surface extending the sliding surface 81 to both ends in the circumferential direction) and the virtual back surface 84a (the surface extending the back surface 84a to both ends in the circumferential direction). ..
Further, as shown in FIGS. 18 and 19, the circumferential length of the half-split thrust bearing 308 is formed shorter than the position HR of the circumferential end face of the normal half-split thrust bearing 8 shown in the first embodiment by a predetermined length S1. May be done. Further, the half-split thrust bearing 308 may have its inner peripheral surface cut out in an arc shape having a radius R in the vicinity of both ends in the circumferential direction. In that case, the bearing wall thickness T at the circumferential end of the half-split thrust bearing can be represented by the length S1 or the bearing wall thickness at the circumferential end of the half-split thrust bearing when no notch is formed. it can.

It is also possible to form chamfers along the circumferential direction at the radial outer edge and / or the radial inner edge of the sliding surface of the half-thrust bearing. In that case, the bearing wall thickness TI at the radial inner end of the half-split thrust bearing and the bearing wall thickness TO at the radial outer end are the radial inner ends of the half-split thrust bearing when no chamfer is formed. It can be represented by the bearing wall thickness at the portion and the outer diameter side end.

All of the above embodiments relate to a half-split thrust bearing in which two oil grooves 81a are formed on a sliding surface, but the present invention is not limited to this, and the half-split thrust bearing has one or three or more oil grooves. You may be doing it.

Further, the above-described embodiment describes a case where four half-split thrust bearings are used in the bearing device, but the present invention is not limited to this, and at least one half-split thrust bearing according to the present invention is used. By doing so, the desired effect can be obtained. Further, in the bearing device, the half-split thrust bearing of the present invention may be integrally formed on one or both end faces in the axial direction of the half-split bearing that rotatably supports the crankshaft.

1 Bearing device 11 Journal part 12 Thrust collar surface 2 Cylinder block 3 Bearing cap 4 Bearing housing 5 Bearing hole (holding hole)
6 Seat 7 Half-split bearing 71 Lubricating oil groove 72 Through hole 73 Crash relief 74 Circumferential both end faces 75 Sliding surface 8 Half-split thrust bearing 81 Sliding surface 81a Oil groove 82 Thrust relief 83 Circumferential end surface 84 Reference surface 84a Back 85 Circumferential central part 86 Circumferential both ends 87 Back relief 88 Protruding part 108 Half-split thrust bearing 181 Sliding surface 208 Half-split thrust bearing 281 Sliding surface 281a Oil groove 308 Half-split thrust bearing f Axial force T bearing wall Thick

Claims (6)

A semi-annular half-split thrust bearing for receiving the axial force of the crankshaft of an internal combustion engine, the sliding surface for receiving the axial force and the back surface on the opposite side of the sliding surface. In a half-thrust bearing that has and defines a reference plane perpendicular to the axial direction on the back surface side.
The axial distance from the reference surface to the sliding surface is maximum in the circumferential central portion of the half-split thrust bearing at any radial position of the half-thrust bearing, and is the circumferential direction of the half-split thrust bearing. It becomes smaller toward both ends, and the axial distance is constant over the radial direction of the half-split thrust bearing at any circumferential position of the half-thrust bearing, or the half. A half-split thrust bearing characterized in that, at any circumferential position of the split thrust bearing, the maximum is at the radial inner end of the half-thrust bearing and the size is smaller toward the radial outer end. The half-thrust bearing according to claim 1, wherein the back surface is flat and is located within the reference plane. When the half-split thrust bearing is viewed from a direction perpendicular to the circumferential end surface of the half-split thrust bearing, the sliding surface of the half-split thrust bearing has the most protruding convex contour in the central portion in the circumferential direction. The half-split thrust bearing according to claim 1 or 2. The half-thrust bearing according to claim 3, wherein the contour of the sliding surface is composed of a curved line. The half-thrust bearing according to claim 3, wherein the contour of the sliding surface is formed of a straight line. According to claims 1 to 5, the difference between the maximum axial distance of the half-split thrust bearing at the central portion in the circumferential direction and the axial distance at the radial outer ends of both ends in the circumferential direction is 50 to 800 μm. Half-split thrust bearing according to any one item.