USRE38414E1 - Sliding bearing for an internal combustion engine - Google Patents

Sliding bearing for an internal combustion engine Download PDF

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Publication number
USRE38414E1
USRE38414E1 US10/206,048 US20604802A USRE38414E US RE38414 E1 USRE38414 E1 US RE38414E1 US 20604802 A US20604802 A US 20604802A US RE38414 E USRE38414 E US RE38414E
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United States
Prior art keywords
groove
sliding bearing
plating layer
bearing according
width
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Expired - Lifetime
Application number
US10/206,048
Inventor
Zenichirou Katou
Yoshikatsu Nakamura
Katsuyuki Hashizume
Soji Kamiya
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Taiho Kogyo Co Ltd
Toyota Motor Corp
Original Assignee
Taiho Kogyo Co Ltd
Toyota Motor Corp
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Filing date
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Priority claimed from JP3283163A external-priority patent/JP3009766B2/en
Application filed by Taiho Kogyo Co Ltd, Toyota Motor Corp filed Critical Taiho Kogyo Co Ltd
Priority to US10/206,048 priority Critical patent/USRE38414E1/en
Application granted granted Critical
Publication of USRE38414E1 publication Critical patent/USRE38414E1/en
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Expired - Lifetime legal-status Critical Current

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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
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
    • 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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/02—Parts of sliding-contact bearings
    • F16C33/04—Brasses; Bushes; Linings
    • F16C33/06—Sliding surface mainly made of metal
    • F16C33/10—Construction relative to lubrication
    • F16C33/1025—Construction relative to lubrication with liquid, e.g. oil, as lubricant
    • F16C33/106—Details of distribution or circulation inside the bearings, e.g. details of the bearing surfaces to affect flow or pressure of the liquid
    • F16C33/1065—Grooves on a bearing surface for distributing or collecting the liquid
    • 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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/02—Parts of sliding-contact bearings
    • F16C33/04—Brasses; Bushes; Linings
    • F16C33/06—Sliding surface mainly made of metal
    • F16C33/12—Structural composition; Use of special materials or surface treatments, e.g. for rust-proofing
    • 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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/02—Parts of sliding-contact bearings
    • F16C33/04—Brasses; Bushes; Linings
    • F16C33/06—Sliding surface mainly made of metal
    • F16C33/12—Structural composition; Use of special materials or surface treatments, e.g. for rust-proofing
    • F16C33/122—Multilayer structures of sleeves, washers or liners
    • 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
    • F16C17/00—Sliding-contact bearings for exclusively rotary movement
    • F16C17/02—Sliding-contact bearings for exclusively rotary movement for radial load only
    • 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
    • F16C2204/00—Metallic materials; Alloys
    • F16C2204/20—Alloys based on aluminium
    • 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
    • F16C2240/00—Specified values or numerical ranges of parameters; Relations between them
    • F16C2240/40—Linear dimensions, e.g. length, radius, thickness, gap

Definitions

  • the present invention relates to a sliding bearing for an internal combustion engine.
  • the ratio R is equal to or larger than 1.05. Namely, in this case, the ratio R is very small and in this case, the width B of the groove is substantially equal to the depth H of the groove.
  • the ratio R is too small, a problem arises in that a top portion of the groove wears easily and thus the wear resistance of the sliding bearing deteriorates.
  • An object of the present invention is to provide a sliding bearing with improved wear resistance.
  • a sliding bearing for an internal combustion engine having a groove formed substantially circumferentially on an inner circumferential face of the sliding bearing; the width of the groove being smaller than 0.6 mm, and the ratio of said width of the groove to depth of the groove being larger than 40.
  • FIG. 1 is an enlarged sectional view of a sliding bearing according to a first embodiment of the present invention taken along the line I—I in FIG. 3;
  • FIG. 2 is a perspective view of a lower half of a bearing for a crank shaft
  • FIG. 3 is an expanded plan view of the bearing in FIG. 2;
  • FIG. 4 is an experimental relationship between wear resistance of the bearing and the ratio R of the width to the depth
  • FIG. 5 is an experimental relationship between the width of the groove and an amount of wear of the bearing.
  • FIG. 6 is an enlarged sectional view of a sliding bearing according to a second embodiment of the present invention.
  • FIG. 2 is a perspective view of a lower half of a bearing for a crank shaft of an internal combustion engine. Referring to FIG. 2, a spiral groove 2 is formed substantially circumferentially on an inner circumferential face of the bearing 1 .
  • FIG. 3 is an expanded plan view of the bearing 1 in FIG. 2 .
  • the groove 2 is formed at 1′′ in a rotational direction R of the crank shaft (not shown).
  • FIG. 1 is an enlarged sectional view taken along a line I—I in FIG. 3 .
  • a kelmet (an alloy of copper and lead) layer, 4 as a bearing metal is formed on bearing body 3 made of JIS SPCC steel.
  • the thickness of the bearing body 3 is about 2 mm and the thickness of the kelmet layer 4 is about 0.15-0.30 mm.
  • Grooves 2 a are formed on the bearing surface (upper surface in FIG. 1) of the kelmet layer 4 by boring.
  • the sectional shape of groove 2 a is an arc.
  • a width B of the groove 2 a is equal to 0.261-0.30 mm and the depth H of the groove 2 a is equal to 3-6 ⁇ m. Accordingly, the ratio R of the width B of the groove 2 a to the depth H of groove 2 a is equal to 43.5-100.
  • a nickel plating layer 5 is formed on the upper surface of the kelment layer 4 .
  • the thickness of the nickel plating layer 5 is 1-3 ⁇ m.
  • a lead alloy (Pb-Sn-In alloy) plating layer 6 is formed on the upper surface of the nickel plating layer 5 .
  • the thickness of the lead alloy plating layer 6 is 12-20 ⁇ m. Since, the thickness of the nickel plating layer 5 and the thickness of the lead alloy plating layer 6 are substantially constant, grooves 2 similar to the grooves 2 a formed on the upper surface of the kelmet layer 4 are formed on the upper surface of the lead alloy plating layer 6 .
  • Table 1 shows an experimental relationship between wear resistance of the bearing and the width B of the groove 2 a or the depth H of the groove 2 a.
  • the values in the table indicate the ratio R of the width B to the depth H.
  • ⁇ represents a wear similar to the wear of a bearing without grooves 2
  • o represents wear less than the wear of a bearing without grooves 2
  • ⁇ represents wear considerably less than wear of a bearing without grooves 2 .
  • the diameter of a crank shaft that is used for this experiment is 67 mm.
  • FIG. 4 illustrates the relationship in table 1.
  • the horizontal axis represents the ratio R of the width B to the depth H and the vertical axis represents an wear state.
  • the ratio R when the ratio R is larger than approximately 40, the state of wear improves. That is, by making the ratio R larger than approximately 40, wear resistance can be improved compared to a bearing without a groove.
  • the ratio R is made large, the top portion of the groove 2 hardly wears, and thus, the wear resistance of the bearing can be improved.
  • FIG. 5 shows an experimental relationship between the width of the groove and the amount of wear of the bearing.
  • the amount of wear becomes smaller.
  • the width of the groove becomes 0.6 mm
  • the amount of wear increases and becomes substantially equal to the amount of wear in which the width of the groove is 0, i.e., the groove is not formed. Accordingly, when the width of the groove is smaller than 0.6 mm, the amount of wear becomes smaller than a bearing without the groove.
  • the ratio R is larger than 200, and since cutting resistance increases, cutting is difficult. Therefore, the ratio R should be smaller than 200.
  • FIG. 6 illustrates a bearing according to the second embodiment of the present invention, and corresponds to FIG. 1 .
  • an aluminum alloy (for example, Al-Sn-Cu) layer 10 as a bearing metal is formed on the bearing body 3 made of JIS SPCC steel.
  • the thickness of the aluminum alloy layer 10 is 0.15-0.30 mm.
  • Grooves 2 a are formed on the bearing surface (upper surface in FIG. 6) of the aluminum alloy layer 10 similar to the first embodiment.
  • the width B of the groove 2 a is 0.36-0.40 mm and a depth H of the groove 2 a is 1.5-2.5 ⁇ m. Accordingly, the ratio of the width B of the groove 2 a to the depth of the groove 2 a is 144-267.
  • a nickel plating layer 5 is formed on the upper surface of the aluminum alloy layer 10 .
  • the thickness of the nickel plating layer 5 is 0.1-2.0 ⁇ m and is thinner than that in the first embodiment.
  • a lead alloy (Pb-Sn-In alloy) plating layer 6 is formed on the upper surface of the nickel plating layer 5 .
  • the thickness of the lead alloy plating layer 6 is 12-20 ⁇ m.
  • the grooves 2 are formed similar to the first embodiment.
  • the nickel plating layer 5 As in the first embodiment, when kelmet is used as a bearing metal, and since tin in the lead alloy plating layer 6 diffuses into the kelmet layer 4 , the nickel plating layer 5 as a barrier layer needs to be thick. However, when the nickel plating layer 5 is thickened, and since tin in the lead alloy plating layer 6 combines with nickel in the nickel plating layer 5 , the amount of tin in the lead alloy plating layer 6 is reduced and therefore lead corrosion occurs. The lead corrosion is promoted as surface stress on the bearing increases. Therefore, in the first embodiment, the surface stress on the bearing cannot be increased.
  • the aluminum alloy layer is used as a bearing metal, tin in the lead alloy plating layer 6 barely diffuses into the aluminum alloy layer 10 . Therefore the nickel plating layer 5 does not need to be thickened and serves as a bonding layer for bonding the aluminum alloy layer 10 and the lead alloy plating layer 6 . Accordingly, tin in the lead alloy plating layer 6 barely combines with nickel in the nickel plating layer 5 , and thus lead corrosion barely occurs. As a result, permissible surface stress on the bearing can be increased.
  • the maximum amount of wear of the crank shaft bearing is less than 10 ⁇ m during the life period of the internal combustion engine.
  • the lead alloy plating layer 6 since lead corrosion barely occurs and the thickness of the lead alloy plating layer 6 is sufficient for example, 12-20 ⁇ m, the lead alloy plating layer 6 does not wear out and thus the aluminum alloy layer 10 is not exposed. Since the permissible surface stress of the aluminum alloy layer 10 is lower than the permissible surface stress of the lead alloy plating layer 6 , when the aluminum alloy layer 10 is exposed, the permissible surface stress of the bearing is lower.
  • the aluminum alloy layer 10 is not exposed during the life period of the internal combustion engine. Therefore the permissible surface stress of the bearing can be maintained at a high level.
  • the permissible surface stress of the bearing to which the second embodiment is not applied is 40 MPa
  • the permissible surface stress of the bearing can be made 50-60 MPa when the second embodiment is applied to the bearing.
  • an overlay alloy for example, a lead alloy or tin alloy can be used instead of the lead alloy plating layer 6 .

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Sliding-Contact Bearings (AREA)

Abstract

A sliding bearing for an internal combustion engine; the sliding bearing having a groove formed substantially circumferentially on an inner circumferential face of the sliding bearing; the width of the groove being smaller than 0.6 mm, and the ratio of the width of the groove to depth of the groove being larger than 40.

Description

BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a sliding bearing for an internal combustion engine.
2. Description of the Related Art
In a sliding bearing having a groove formed substantially circumferentially on an inner circumferential face of the sliding bearing; a sliding bearing in which a ratio R(=B/H) of a width B of the groove to a depth H of the groove is equal to or larger than 1500/(1500−D) is known (Japanese Examined Patent Publication No. 63-11530). Where D mm is an inner diameter of the sliding bearing.
In this sliding bearing, when the inner diameter D of the sliding bearing is for example 70 mm, the ratio R is equal to or larger than 1.05. Namely, in this case, the ratio R is very small and in this case, the width B of the groove is substantially equal to the depth H of the groove. When the ratio R is too small, a problem arises in that a top portion of the groove wears easily and thus the wear resistance of the sliding bearing deteriorates.
SUMMARY OF THE INVENTION
An object of the present invention is to provide a sliding bearing with improved wear resistance.
According to the present invention, there is provided a sliding bearing for an internal combustion engine; the sliding bearing having a groove formed substantially circumferentially on an inner circumferential face of the sliding bearing; the width of the groove being smaller than 0.6 mm, and the ratio of said width of the groove to depth of the groove being larger than 40.
The present invention may be more fully understood from the description of the preferred embodiment of the invention set forth below, together with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings:
FIG. 1 is an enlarged sectional view of a sliding bearing according to a first embodiment of the present invention taken along the line I—I in FIG. 3;
FIG. 2 is a perspective view of a lower half of a bearing for a crank shaft;
FIG. 3 is an expanded plan view of the bearing in FIG. 2;
FIG. 4 is an experimental relationship between wear resistance of the bearing and the ratio R of the width to the depth;
FIG. 5 is an experimental relationship between the width of the groove and an amount of wear of the bearing; and
FIG. 6 is an enlarged sectional view of a sliding bearing according to a second embodiment of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
A first embodiment of the present invention is now described.
FIG. 2 is a perspective view of a lower half of a bearing for a crank shaft of an internal combustion engine. Referring to FIG. 2, a spiral groove 2 is formed substantially circumferentially on an inner circumferential face of the bearing 1.
FIG. 3 is an expanded plan view of the bearing 1 in FIG. 2. Referring to FIG. 3, the groove 2 is formed at 1″ in a rotational direction R of the crank shaft (not shown).
FIG. 1 is an enlarged sectional view taken along a line I—I in FIG. 3. Referring to FIG. 1, a kelmet (an alloy of copper and lead) layer, 4 as a bearing metal is formed on bearing body 3 made of JIS SPCC steel. The thickness of the bearing body 3 is about 2 mm and the thickness of the kelmet layer 4 is about 0.15-0.30 mm. Grooves 2a are formed on the bearing surface (upper surface in FIG. 1) of the kelmet layer 4 by boring. The sectional shape of groove 2a is an arc. A width B of the groove 2a is equal to 0.261-0.30 mm and the depth H of the groove 2a is equal to 3-6 μm. Accordingly, the ratio R of the width B of the groove 2a to the depth H of groove 2a is equal to 43.5-100.
A nickel plating layer 5 is formed on the upper surface of the kelment layer 4. The thickness of the nickel plating layer 5 is 1-3 μm. On the upper surface of the nickel plating layer 5, a lead alloy (Pb-Sn-In alloy) plating layer 6 is formed. The thickness of the lead alloy plating layer 6 is 12-20 μm. Since, the thickness of the nickel plating layer 5 and the thickness of the lead alloy plating layer 6 are substantially constant, grooves 2 similar to the grooves 2a formed on the upper surface of the kelmet layer 4 are formed on the upper surface of the lead alloy plating layer 6.
Table 1 shows an experimental relationship between wear resistance of the bearing and the width B of the groove 2a or the depth H of the groove 2a. The values in the table indicate the ratio R of the width B to the depth H. Also, in table 1, Δ represents a wear similar to the wear of a bearing without grooves 2, o represents wear less than the wear of a bearing without grooves 2, and ⊚ represents wear considerably less than wear of a bearing without grooves 2.
Note, the diameter of a crank shaft that is used for this experiment is 67 mm.
TABLE 1
DEPTH
WIDTH 2.5μ 3.5μ 4.5μ 5.5μ
0.15 mm R = 60 43 33 27
Δ
0.20 mm  80 57 44 36
⊚ ⊚ ⊚ Δ
0.25 mm 100 71 56 45
⊚ ∘ ⊚ Δ
0.30 mm 120 86 67 55
∘ ⊚ ⊚ ∘
FIG. 4 illustrates the relationship in table 1. In FIG. 4, the horizontal axis represents the ratio R of the width B to the depth H and the vertical axis represents an wear state. Referring to FIG. 4, when the ratio R is larger than approximately 40, the state of wear improves. That is, by making the ratio R larger than approximately 40, wear resistance can be improved compared to a bearing without a groove.
As mentioned above; according to the first embodiment, since the ratio R is made large, the top portion of the groove 2 hardly wears, and thus, the wear resistance of the bearing can be improved.
FIG. 5 shows an experimental relationship between the width of the groove and the amount of wear of the bearing.
Referring to FIG. 5, as the width of the groove becomes larger, the amount of wear becomes smaller. When the width of the groove becomes 0.6 mm, the amount of wear increases and becomes substantially equal to the amount of wear in which the width of the groove is 0, i.e., the groove is not formed. Accordingly, when the width of the groove is smaller than 0.6 mm, the amount of wear becomes smaller than a bearing without the groove.
Note, when the ratio R is larger than 200, and since cutting resistance increases, cutting is difficult. Therefore, the ratio R should be smaller than 200.
A second embodiment of the present invention is now described.
FIG. 6 illustrates a bearing according to the second embodiment of the present invention, and corresponds to FIG. 1. Referring to FIG. 6, an aluminum alloy (for example, Al-Sn-Cu) layer 10 as a bearing metal is formed on the bearing body 3 made of JIS SPCC steel. The thickness of the aluminum alloy layer 10 is 0.15-0.30 mm. Grooves 2a are formed on the bearing surface (upper surface in FIG. 6) of the aluminum alloy layer 10 similar to the first embodiment.
The width B of the groove 2a is 0.36-0.40 mm and a depth H of the groove 2a is 1.5-2.5 μm. Accordingly, the ratio of the width B of the groove 2a to the depth of the groove 2a is 144-267.
A nickel plating layer 5 is formed on the upper surface of the aluminum alloy layer 10. The thickness of the nickel plating layer 5 is 0.1-2.0 μm and is thinner than that in the first embodiment. On the upper surface of the nickel plating layer 5, a lead alloy (Pb-Sn-In alloy) plating layer 6 is formed. The thickness of the lead alloy plating layer 6 is 12-20 μm. On the upper surface of the lead alloy plating layer 6, the grooves 2 are formed similar to the first embodiment.
As in the first embodiment, when kelmet is used as a bearing metal, and since tin in the lead alloy plating layer 6 diffuses into the kelmet layer 4, the nickel plating layer 5 as a barrier layer needs to be thick. However, when the nickel plating layer 5 is thickened, and since tin in the lead alloy plating layer 6 combines with nickel in the nickel plating layer 5, the amount of tin in the lead alloy plating layer 6 is reduced and therefore lead corrosion occurs. The lead corrosion is promoted as surface stress on the bearing increases. Therefore, in the first embodiment, the surface stress on the bearing cannot be increased.
In the second embodiment, since the aluminum alloy layer is used as a bearing metal, tin in the lead alloy plating layer 6 barely diffuses into the aluminum alloy layer 10. Therefore the nickel plating layer 5 does not need to be thickened and serves as a bonding layer for bonding the aluminum alloy layer 10 and the lead alloy plating layer 6. Accordingly, tin in the lead alloy plating layer 6 barely combines with nickel in the nickel plating layer 5, and thus lead corrosion barely occurs. As a result, permissible surface stress on the bearing can be increased.
When lead corrosion does not occur, the maximum amount of wear of the crank shaft bearing is less than 10 μm during the life period of the internal combustion engine. In the second embodiment, since lead corrosion barely occurs and the thickness of the lead alloy plating layer 6 is sufficient for example, 12-20 μm, the lead alloy plating layer 6 does not wear out and thus the aluminum alloy layer 10 is not exposed. Since the permissible surface stress of the aluminum alloy layer 10 is lower than the permissible surface stress of the lead alloy plating layer 6, when the aluminum alloy layer 10 is exposed, the permissible surface stress of the bearing is lower.
In this embodiment, as mentioned above, since the thickness of the lead alloy plating layer 6 is sufficiently thick, the aluminum alloy layer 10 is not exposed during the life period of the internal combustion engine. Therefore the permissible surface stress of the bearing can be maintained at a high level.
For example, if the permissible surface stress of the bearing to which the second embodiment is not applied is 40 MPa, the permissible surface stress of the bearing can be made 50-60 MPa when the second embodiment is applied to the bearing.
Note, an overlay alloy, for example, a lead alloy or tin alloy can be used instead of the lead alloy plating layer 6.
Although the invention has been described with reference to specific embodiment chosen for purposes of illustration, it should be apparent that numerous modifications can be made thereto without departing from the basic concept and scope of the invention.

Claims (33)

We claim:
1. A sliding bearing for an internal combustion engine; said sliding bearing having a groove formed substantially circumferentially on an inner circumferential face of said sliding bearing; the width of said groove being smaller than 0.6 mm, a depth of the groove being less than 3 μm and the ratio of said width of said groove to the depth of said groove being larger than 40.
2. A sliding bearing according to claim 1, wherein said ratio is smaller than 200.
3. A sliding bearing according to claim 1, wherein said groove is formed over an entire inner circumferential face of said sliding bearing.
4. A sliding bearing according to claim 1, wherein said groove is a spiral groove.
5. A sliding bearing according to claim 1, wherein said groove is formed at less than 1° to a rotational direction of a crank shaft.
6. A sliding bearing according to claim 1, wherein kelmet is used as a bearing metal, and said groove is formed on a bearing surface of said kelmet.
7. A sliding bearing according to claim 6, wherein a nickel plating layer is formed on said bearing surface of said kelmet, and a lead alloy plating layer is formed on said nickel plating layer.
8. A sliding bearing according to claim 7, wherein the thickness of said nickel plating layer is 1-3 μm.
9. A sliding bearing according to claim 1, wherein an aluminum alloy is used as a bearing metal, and said groove is formed on a bearing surface of said aluminum alloy.
10. A sliding bearing according to claim 9, wherein a nickel plating layer is formed on said bearing surface of said aluminum alloy, and a lead alloy plating layer is formed on said nickel plating layer.
11. A sliding bearing according to claim 10, wherein a thickness of said nickel plating layer is 0.1-2.0 μm.
12. A sliding bearing according to claim 1, wherein the width of the groove is smaller than about 0.4 mm.
13. A sliding bearing according to claim 12, wherein the width of the groove is greater than 0.15 mm.
14. A sliding bearing according to claim 1, wherein the width of the groove is greater than 0.15 mm.
15. A sliding bearing according to claim 1, wherein the ratio is smaller than 100.
16. A sliding bearing according to claim 1, wherein the ratio is between 43 and 100.
17. An internal combustion engine including a plurality of the sliding bearings according to claim 1.
18. A sliding bearing for an internal combustion engine; the sliding bearing having a groove formed substantially circumferentially on an inner circumferential face of the sliding bearing; the width of the groove being smaller than 0.6 mm, a depth of the groove being in the range from 1.5 μm to 2.5 μm and the ratio of the width of the groove to the depth of the groove being larger than 40.
19. A sliding bearing according to claim 18, wherein the ratio is smaller than 200.
20. A sliding bearing according to claim 18, wherein the groove is formed over an entire inner circumferential face of the sliding bearing.
21. A sliding bearing according to claim 18, wherein the groove is a spiral groove.
22. A sliding bearing according to claim 18, wherein the groove is formed at less than 1° to a rotational direction of a crank shaft.
23. A sliding bearing according to claim 18, wherein kelmet is used as a bearing metal, and the groove is formed on a bearing surface of the kelmet.
24. A sliding bearing according to claim 23, wherein a nickel plating layer is formed on the bearing surface of the kelmet, and a lead alloy plating layer is formed on the nickel plating layer.
25. A sliding bearing according to claim 24, wherein the thickness of the nickel plating layer is 1-3 μm.
26. A sliding bearing according to claim 18, wherein an aluminum alloy is used as a bearing metal, and the groove is formed on a bearing surface of the aluminum alloy.
27. A sliding bearing according to claim 26, wherein a nickel plating layer is formed on the bearing surface of the aluminum alloy, and a lead alloy plating layer is formed on the nickel plating layer.
28. A sliding bearing according to claim 27, wherein a thickness of the nickel plating layer is 0.1-2.0 μm.
29. A sliding bearing according to claim 18, wherein the width of the groove is smaller than about 0.4 mm.
30. A sliding bearing according to claim 29, wherein the width of the groove is greater than 0.15 mm.
31. A sliding bearing according to claim 18, wherein the width of the groove is greater than 0.15 mm.
32. A sliding bearing according to claim 18, wherein the ratio is smaller than 100.
33. An internal combustion engine including a plurality of the sliding bearings according to claim 18.
US10/206,048 1991-08-09 2002-07-29 Sliding bearing for an internal combustion engine Expired - Lifetime USRE38414E1 (en)

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Application Number Priority Date Filing Date Title
US10/206,048 USRE38414E1 (en) 1991-08-09 2002-07-29 Sliding bearing for an internal combustion engine

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP20057891 1991-08-09
JP3-200578 1991-08-09
JP3-283163 1991-10-29
JP3283163A JP3009766B2 (en) 1991-08-09 1991-10-29 Plain bearings for internal combustion engines
US07/925,040 US5238311A (en) 1991-08-09 1992-08-06 Sliding bearing for an internal combustion engine
US10/206,048 USRE38414E1 (en) 1991-08-09 2002-07-29 Sliding bearing for an internal combustion engine

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US07/925,040 Reissue US5238311A (en) 1991-08-09 1992-08-06 Sliding bearing for an internal combustion engine

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US (1) USRE38414E1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120308168A1 (en) * 2010-02-26 2012-12-06 Kenji Watanabe Sliding bearing
US20130216162A1 (en) * 2010-11-02 2013-08-22 Yasuhiro Hikita Sliding bearing

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US4120544A (en) 1976-06-03 1978-10-17 Skf Kugellagerfabriken Gmbh Self-pressurizing radial friction bearing
US4538929A (en) 1982-09-20 1985-09-03 Miba Gleitlager Aktiengesellschaft Hydrodynamic sliding surface bearing
US4561787A (en) 1984-02-27 1985-12-31 Miba Gleitlager Aktiengesellschaft Composite sliding surface bearing
US4606653A (en) 1984-02-27 1986-08-19 Miba Gleitlager Aktiengesellschaft High-duty sliding surface bearing
JPS6353922U (en) 1986-09-29 1988-04-11
US4798480A (en) 1986-10-13 1989-01-17 U.S. Philips Corporation Bearing system with active reservoir between two axially spaced hydrodynamic bearings
JPH0238714A (en) 1988-07-29 1990-02-08 Taiho Kogyo Co Ltd plain bearing
US5046863A (en) 1989-11-07 1991-09-10 Nippon Seiko Kabushiki Kaisha Dynamic pressure bearing device

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4120544A (en) 1976-06-03 1978-10-17 Skf Kugellagerfabriken Gmbh Self-pressurizing radial friction bearing
US4538929A (en) 1982-09-20 1985-09-03 Miba Gleitlager Aktiengesellschaft Hydrodynamic sliding surface bearing
US4561787A (en) 1984-02-27 1985-12-31 Miba Gleitlager Aktiengesellschaft Composite sliding surface bearing
US4606653A (en) 1984-02-27 1986-08-19 Miba Gleitlager Aktiengesellschaft High-duty sliding surface bearing
JPS6353922U (en) 1986-09-29 1988-04-11
US4798480A (en) 1986-10-13 1989-01-17 U.S. Philips Corporation Bearing system with active reservoir between two axially spaced hydrodynamic bearings
JPH0238714A (en) 1988-07-29 1990-02-08 Taiho Kogyo Co Ltd plain bearing
US5046863A (en) 1989-11-07 1991-09-10 Nippon Seiko Kabushiki Kaisha Dynamic pressure bearing device

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120308168A1 (en) * 2010-02-26 2012-12-06 Kenji Watanabe Sliding bearing
US20130216162A1 (en) * 2010-11-02 2013-08-22 Yasuhiro Hikita Sliding bearing
US8858081B2 (en) * 2010-11-02 2014-10-14 Taiho Kogyo Co., Ltd. Sliding bearing

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