WO2007136918A2 - Ensemble et procédé pour un agencement de palier ajusté - Google Patents

Ensemble et procédé pour un agencement de palier ajusté Download PDF

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Publication number
WO2007136918A2
WO2007136918A2 PCT/US2007/064414 US2007064414W WO2007136918A2 WO 2007136918 A2 WO2007136918 A2 WO 2007136918A2 US 2007064414 W US2007064414 W US 2007064414W WO 2007136918 A2 WO2007136918 A2 WO 2007136918A2
Authority
WO
WIPO (PCT)
Prior art keywords
race
bearing
locking element
weld
face
Prior art date
Application number
PCT/US2007/064414
Other languages
English (en)
Other versions
WO2007136918A3 (fr
Inventor
Jeffrey S. Hall
David L. Milam
Original Assignee
The Timken Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by The Timken Company filed Critical The Timken Company
Publication of WO2007136918A2 publication Critical patent/WO2007136918A2/fr
Publication of WO2007136918A3 publication Critical patent/WO2007136918A3/fr

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Classifications

    • 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
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/067—Fixing them in a housing
    • 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
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/58—Raceways; Race rings
    • F16C33/62—Selection of substances
    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • 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
    • F16C2226/00—Joining parts; Fastening; Assembling or mounting parts
    • F16C2226/50—Positive connections
    • F16C2226/60—Positive connections with threaded parts, e.g. bolt and nut connections
    • 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
    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases
    • F16H2048/405—Constructional details characterised by features of the rotating cases characterised by features of the bearing of the rotating case
    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases

Definitions

  • the present disclosure relates to antifriction bearings and, more particularly, to antifriction bearings that can be adjusted.
  • the typical differential for an automotive vehicle has a housing in which meshed pinion and ring gears rotate, the former being connected to the transmission for the vehicle and the other being on a differential carrier having stub shafts which rotate in bearings set into the housing.
  • the carrier has a cross shaft on which a pair of beveled gears rotate, and those bevel gears mesh with more bevel gears that are connected to the axle shafts which extend away from the carrier to driven road wheels.
  • the bevel gears connected to the axle shafts have the capacity to rotate within the differential carrier at different angular velocities to compensate for the different angular velocities at which the two axle shafts will rotate when the vehicle negotiates a turn, for example.
  • the two bearings that fit around the carrier shafts to support the carrier are single row tapered roller bearings, which are mounted in opposition. As such, the bearings confine the carrier both radially and axially, but nevertheless allow the carrier to rotate in the differential housing with minimal friction.
  • the two bearings are adjusted against one another to a setting which provides a good measure of stability to the carrier, for instance with one in which internal clearances may be eliminated from the bearings.
  • the location of the bearings along their common axis controls the mesh setting of the ring gear and the pinion, so the bearings are further adjusted to achieve the correct mesh setting.
  • the cup adjustors represent additional components for the differential and add weight to it, as do locking devices which prevent the adjustors from rotating once they are turned to the positions which provide the proper settings. Moreover, the adjustors occupy space within the differential, and that is reflected in increased width and weight for the differential housing. While the adjustors confine the cups of the bearings axially, they do not prevent the cups from rotating in the housing, and such rotation can produce wear in the housing and on the cups as well.
  • SUMMARY [0008] The inventors hereof have succeeded at designing a bearing race assembly having a race including high carbon steel and a locking element having a low carbon steel that is attached to the race by one or more welds. Embodiments of the bearing race assembly can provide for improved performance of a bearing race assembly within the bearing seat and can provide for improved assembly and lower assembly and component costs for bearing assemblies.
  • a bearing race assembly for an antifriction bearing having a race and a locking element.
  • the race having a raceway, an end face, and a thread configured for engagement with a thread of a bearing seat and for rotation relative to the bearing seat for changing the axial position of the race relative to the bearing seat.
  • the end face of the race contains a high carbon steel.
  • the locking element is attached to the end face of the race by at least one weld.
  • the locking element has at least one locking member configured for fixing the radial position of the race within the threads of the bearing seat.
  • the locking element contains, at least in part, a low carbon steel.
  • a bearing race assembly for an antifriction bearing including means for selectively preventing the rotation of the bearing race relative to a bearing seat to which the bearing race is engaged and means for attaching the means for selectively preventing the rotation of the bearing race to an end face of the bearing race.
  • a differential including a differential housing disposed about a first axis and a differential carrier disposed within the differential housing.
  • the differential housing having a bearing seat with a first plurality of threads disposed radially on a surface and a recess.
  • a bearing race assembly is disposed about the first axis and engaged with the bearing seat, the bearing race assembly including a race with an end face, a raceway, and a second plurality of threads disposed on a radial surface configured to engage the first plurality of threads of the bearing seat.
  • the bearing race assembly also having a locking element with a deformable member. The locking element is welded to the end face of the race with at least one weld. At least a portion of the deformable member is deformed and inserted into the recess of the bearing seat.
  • a method of assembling a differential includes providing a differential housing and a differential carrier disposed within the differential housing such that the differential housing and the differential carrier are disposed about a first axis.
  • the differential housing has a bearing seat that includes a first plurality of threads on a radial surface and a recess.
  • a bearing race assembly having a race defining a raceway, an end face, a second plurality of threads disposed on a radial surface and configured to engage the first plurality of threads is attached to the bearing seat.
  • the race also includes a locking element with a deformable member welded to the end face of the race. The bearing race assembly is adjusted within the bearing seat until a predetermined setting is reached.
  • FIG. 1 is a sectional view of an automotive differential provided with a bearing arrangement according to one exemplary embodiment.
  • FIG. 2 is a fragmentary sectional view of a conventional differential of the prior art at one of the bearings that supports the ring gear carrier of that differential and further showing a threaded adjustor and locking element for securing the adjustor.
  • FIG. 3 is a sectional view at one of the bearings that form part of the adjustable bearing arrangements according to one exemplary embodiment.
  • FIG. 4 is a fragmentary sectional view taken along line 4-4 of Fig. 1 according to one exemplary embodiment.
  • FIG. 5 is a fragmentary sectional view of a cup for one of the bearings of the adjustable bearing arrangement according to one exemplary embodiment.
  • FIG. 6 is a fragmentary sectional view of a seat for one of the bearings of the adjustable bearing arrangement according to one exemplary embodiment.
  • FIG. 7 is a sectional view of a cup for one of the carrier bearings with a locking element attached to the cup according to one exemplary embodiment.
  • FIG. 8 is an end view of the locking element and cup taken along line 8-8 of Fig. 7 according to one exemplary embodiment.
  • FIG. 9 is a perspective view of an adjustment tool configured for engaging a locking element of a carrier bearing and rotating it and a cup to which it is attached.
  • FIG. 10 is a fragmentary sectional view showing a locking element deformed into a recess in a bearing seat according to one exemplary embodiment.
  • FIG. 11 is a fragmentary sectional view of a locking element having slits, and segments forming deformable tabs according to another exemplary embodiment.
  • a bearing race assembly for an antifriction bearing includes a race and a locking element.
  • This can include a bearing race assembly for any antifriction bearing application including a differential.
  • a race can be used with any type of antifriction bearing including a tapered bearing, a spherical roller bearing, and an angular contact ball bearing, by ways of example.
  • the race can be configured to rotate about an axis.
  • the race has a raceway that can be an inner bearing raceway or an outer bearing raceway.
  • the raceway can be a tapered raceway that is presented inwardly away from an end face of the race or can be inclined with respect to the axis about which the race rotates.
  • the raceway can also include a bearing lip, such as a rib or thrust rib, by ways of example. Such a bearing lip may be desirable for a roller bearing.
  • the race also includes one or more end faces that can include a back face and a rib face.
  • a thread is configured on the race for engagement with a thread of a bearing seat and for rotation relative to the bearing seat for changing the axial position of the race relative to the bearing seat.
  • the thread may be an internal thread or an external thread.
  • the end face of the race contains a high carbon steel, such as one having a carbon content by weight of not less than about 0.60 percent.
  • the entire race is formed from the high carbon steel.
  • only a portion of the race such as the raceway including the end face or a portion of the end face, is composed of the high carbon steel.
  • the race is formed from high carbon steel including the portion of the end face, and is further induction hardened only along the raceway.
  • the race is formed from case carburized steel, with the end face including the high carbon steel and the threads being hard turned.
  • the race can be formed from a composite that has been covered or encased by a high carbon steel such that the end face to which the locking element, such as a locking ring, is attached by one or more welds contains the high carbon steel.
  • the locking element has at least one locking member configured for fixing the radial position of the race within the threads of the bearing seat. The locking element is attached to one of the end faces of the race by at least one weld.
  • the weld can be any type of suitable weld and can include one or more of a resistance weld, a projection weld such as a resistance projection weld, a lap seam weld including a laser or electron beam weld, a series of multiple welds such as welds spaced at circumferential intervals about a circumference of the locking element, and one or more continuous circumferential welds.
  • the spacing of the welds at circumferential intervals can be equal or unequal.
  • the outer diameter of the locking element is less than or equal to the valleys of the external threads of the race. In this manner, the locking element can be inserted into the bearing seat along with the race without interfering with the bearing seat or its threads.
  • the locking element may have an external or outer diameter that is greater than the outer diameter of the race. This can apply when the bearing seat has external threads to which internal threads of the race enclose and the locking element engages an outer portion or recess of the bearing seat, housing, or case.
  • the locking element contains, at least in part, a low carbon steel, such as a steel having not more than 0.30 percent carbon by weight.
  • a low carbon steel such as a steel having not more than 0.30 percent carbon by weight.
  • This can include the entire body, such as a unitary body, or can include only a portion such as a back face that attaches to the high carbon steel of the race via the one or more welds.
  • An example of a unitary low carbon steel body would include a locking element formed as a unitary body from low carbon steel by sheet metal stamping.
  • a low carbon steel such as a steel having not more than 0.30 percent carbon by weight.
  • the locking element can have any shape, and in some embodiments has a ring shape with an outer flange and possibly an inner flange that is parallel to the outer flange, with a body portion such as a web connecting the inner flange to the outer flange.
  • the flange can include defined deformable portions or one or more tabs or other locking members that can be partially or totally deformed or modified for locking the locking element within the bearing seat and preventing the rotation of the attached race within the bearing seat.
  • a portion of the flange or a tab (such as a tab formed from notches positioned about a flange) can be deformed and inserted into a recess or slot defined by the bearing seat.
  • This can include deforming one or more of a plurality of circumferentially spaced tabs or a portion of a deformable flange such that one or more tabs or portions proximate to the recess of the bearing seat is deformed and inserted into the recess.
  • the locking element is configured such that any deformation of the locking member of the locking element is away from or spaced from the one or more welds, as the welds can impart a failure or stress point. This can be accomplished by including a gap or offset between the tabs or deformable portions of the locking element or flange so that any deformation and locking member inserted into a recess is not proximate to a weld. This gap can be any desired distance, and in some embodiments is equal to or greater than about one-half of an inch.
  • the locking element can also include circumferentially offset notches, holes or other interconnecting features that are configured for receiving rotational forces from an adjustment tool.
  • the tool could be applied and engaged with such interconnecting features during assembly and adjustment of the race within the bearing seat and removed after the adjustment is completed. Thereafter, one or more locking members of the locking element that are proximate to a recess in the bearing seat are deformed to lock the race within the bearing seat.
  • the bearing race could be any bearing race.
  • the bearing race could be a bearing race of a differential or a wheel end.
  • a differential can have a differential housing disposed about a first axis and a differential carrier disposed within the differential housing.
  • the differential housing has a bearing seat with a first plurality of threads disposed radially on a surface and a recess.
  • a bearing race assembly is disposed about the first axis and engaged with the bearing seat, the bearing race assembly including a race with an end face, a raceway, and a second plurality of threads disposed on a radial surface configured to engage the first plurality of threads of the bearing seat.
  • the bearing race assembly also having a locking element with a deformable member.
  • the locking element is welded to an end face of the race with at least one weld. At least a portion of the deformable member is deformed and inserted into the recess of the bearing seat.
  • the end face of the race can contain high carbon steel such as one with a carbon content by weight of not less than about 0.60 percent.
  • the locking element, or at least the portion to which the weld is attached can contain low carbon steel such as one with a carbon content by weight of not more than about 0.30 percent.
  • one or more welds are provided for coupling the low carbon steel of the locking element to the high carbon steel of the race for attaching the locking element to the end face of the race.
  • the differential A enables the axle shafts B to rotate at different angular velocities while delivering torque to both of them, a condition encountered when negotiating turns.
  • the differential A of Fig. 1 includes a housing 2, a pinion 4, a ring gear 6 driven by the pinion 4, and a carrier 8 to which the ring gear 6 is attached, so that the pinion 4 likewise drives the carrier 8.
  • the differential A also includes a bearing arrangement C that supports the carrier 8 in the housing 2.
  • the pinion 4 rotates about a longitudinal axis Y and the ring gear 6 and carrier 8 rotate about a transverse axis X. This later rotation is accommodated by the bearing arrangement C that includes two single row tapered roller bearings 10, 12 mounted in opposition.
  • the bearings 10, 12 confine the carrier 8 and ring gear 6 axially along the transverse axis X, while leaving it free to rotate.
  • the pinion 4 lies at the end of a shaft 16 that rotates in bearings 18 that are mounted in the housing 2.
  • the bearings 18 permit the shaft 16 and its pinion 4 to rotate about the axis Y.
  • the bearings 18 also confine the pinion 4 radially and axially so that the pinion 4 assumes fixed radial and axial positions along the axis Y.
  • the housing 2 has two bearing seats 20 (Figs. 1 and 4) positioned along the transverse axis X that are in the form of half bores 22.
  • the half bores 22 open into the interior of the housing 2.
  • each half bore 22 contains a thread 28 that is illustrated in Fig. 6 and which can be of uniform diameter and continues into the cap 24 to close one of the half bore 22.
  • the two bearing seats 20 are threaded. In this example, they are internal threads, but in other examples, they can be external threads.
  • Each thread 28 can have truncated crests with roots having a V-shape. The bearings 10, 12 fit into the bearing seats 20.
  • Each cap 24 bears against the housing 2 at part lines 31 and the part lines 31 lead into the bearing seat 20 at recesses 30 that deviate from the otherwise circular cross section of the bearing seat 20.
  • the threads 28 of the two bearing seats 20 can be cut before the bearings 10, 12 are installed into those seats 20.
  • the cap 24 for the bearing seat 20 can be secured in the housing 2 with the cap screws 26.
  • a boring tool having a diameter corresponding to the diameter of the truncated crests on the thread 28 can be run through the half bore 22 and cap 24 in which the bearing seat 20 is to be formed.
  • the thread 28 can be cut.
  • the carrier 8 occupies the interior of the housing 2 where it is supported by the bearing arrangement C that includes the bearings 10, 12 as shown in Fig. 1.
  • the bearings 10, 12 enable the carrier 8 to rotate in the housing 2 about the axis X, yet confine it axially in the housing 2.
  • the carrier 8 can also include stub shafts 32 that are also known as ring gear shafts, which project from shoulders 34 into the bearing seats 20 and into the bearings 10, 12 in their respective bearing seats 20.
  • the carrier 8 has, as shown in Fig. 1 , a cross shaft 36, the axis of which can be perpendicular to the axis X.
  • the cross shaft 36 carries bevel gears 38 that mesh with bevel side gears 40.
  • the bevel side gears 40 include journals 42 that project into the carrier 8 where they are free to rotate about the axis X.
  • the journals 42 can be hollow and receive the axle shafts B.
  • the journals 42 and the axle shafts B can be engaged at mating splines 44.
  • the ring gear 6 can be attached to the carrier 8 with cap screws 46.
  • the ring gear 6 can mesh with the pinion 4.
  • the pinion shaft 16 rotates, it drives the carrier 8 through the meshed pinion 4 and ring gear 6, and the carrier 8 revolves about the axis X.
  • the cross shaft 36 rotates with the carrier 8 and through the meshed bevel gears 38, 40 rotates the axle shafts B. Normally the two axle shafts B rotate at the same angular velocity, but the arrangement permits one to revolve at a different velocity than the other.
  • each bearing 10, 12 can include an outer race in the form of a cup 50, an inner race in the form of a cone 52 located within the cup 50, and rolling elements in the form of tapered rollers 54 arranged in a row between the cup 50 and cone 52.
  • Each bearing 10, 12 can also include a cage 56 in its row of tapered rollers 54 to maintain the correct spacing between the rollers 54.
  • the axles of the two bearings 10, 12 can coincide with the axis X.
  • the cup 50 of each bearing 10, 12 can include a tapered raceway 60 that is presented inwardly toward the axis X and faces, including a back face 62 at the small end of the raceway 60 and a front face 63 at the large end of the raceway 60.
  • the back face 62 lies perpendicular to the axis X.
  • the cup 50 can have a thread 66 and a smooth cylindrical surface 68 beyond the thread 66.
  • the thread 66 can occupy between about 33 % and about 50 % of the length of the cup 50 and can extend from the back face 62 toward the opposite end of the cup 50, e.g., towards the front face 63.
  • the pitch and diameter of the thread 66 correspond to the pitch and diameter of the thread 28 in either of the bearing seats 20 so that the thread 66 can engage the thread 28. Of course a slight clearance can also be provided.
  • the pitch diameters of the two threads 28, 66 can differ in the range between about 0.0030 and about 0.0190 inches.
  • the diameter of the cylindrical surface 68 can exceed the minor or least diameter for the external threads 66 on the cup 50 and can be less than the diameter for the internal thread 28 on the bearing seat 20 at the truncated crests of the thread 28.
  • the difference between the diameter of the cylindrical surface 68 and the diameter of the truncated crests for the thread 28 can be in the range of between about 0.0005 and about 0.0030 inches.
  • the cups 50 can be formed from high carbon steel containing not less than 0.60 percent carbon by weight and induction hardened along the raceways 60, but not elsewhere.
  • the cups 50 can be formed from case carburized steel and the threads 66 hard turned at the surface of their back faces 62 and raceways 72 that contain high carbon steel having no less than 0.60 percent carbon by weight.
  • the cone 52 for each bearing 10, 12 lies within the cup 50 for that bearing and has a tapered raceway 72 that is presented outwardly away from the axis X and toward the cup raceway 60.
  • the cone 52 at the large end of its raceway 72 has a thrust rib 74 and at the end of the thrust rib 74 a back face 76 that is perpendicular to the axis X.
  • the back face 76 can constitutes one of the two end faces on the cone 52 with the other being a front face 77.
  • the tapered rollers 54 for each bearing 10, 12 lie in a single row between the raceways 60 and 72 of the cup 50 and cone 52, respectively, for that bearing. They contact the raceways 60 and 72 along their tapered side faces, while their large end faces bear against the thrust rib 74 of the cone 52.
  • the rollers 54 are on apex, meaning that the conical envelops in which their tapered side faces lie have their apices at a common point along the axis X.
  • the apices for the conical envelops for the raceways 60 and 72 lie at the same point.
  • the cone 52 for the bearing 10 fits over the left stub shaft 32 on the carrier 8 (Fig. 1), such as with an interference fit. Its back face 76 bears against the shoulder 34 from which the stub shaft 32 projects.
  • the cage 56 holds the rollers 54 around the raceways 72 of the cone 52, so that the cone 52 and rollers 54 are installed as a unit known as a cone assembly.
  • the cup 50 for the bearing 10 threads into the left bearing seat 20, its external thread 66 engaging the internal thread 28 of the left seat 20.
  • the cone 52 for the right bearing 12 is installed on the right stub shaft 32 and the cup 50 is installed into the right bearing seat 20 in a like manner.
  • the tapered rollers 54 for the bearing 10 taper downwardly away from the carrier 8 and so do the rollers 54 for the bearing 12.
  • the tapered rollers 54 for the two bearings 10, 12 taper in opposite directions such that the bearings 10, 12 are mounted in the direct configuration.
  • the cones 52 and their rollers 54 are installed over the stub shafts 32 before the caps 24 are fitted to the housing 2.
  • the cups 50 are fitted around the rollers 54 that are located around the cones 52.
  • the bearings 10, 12 are installed around the stub shafts 32.
  • the carrier 8 With the bearings 10, 12 fitted to their stub shafts 32, the carrier 8 can be lowered into the housing 2 such that the bearings 10, 12 drop into the half bores 22.
  • Either cup 50 may require a slight rotation clockwise or counterclockwise to insure that the thread 66 on it engages the thread 28 of the half bore 22 in which the cup 50 locates.
  • a fixture may be used to hold the cups 50 in place, thus insuring that the bearings 10, 12 remain with the carrier 8 as it is lowered into the housing 2.
  • caps 24 are fitted to the housing 2 over the half bores 22 and the threads 28 in the caps 24 likewise engage the threads 66 of the cups 50.
  • the caps 24 are secured with the cap screws 26 (Fig. 4). This completes the bearing seats 20, and they encircle the two bearings 10, 12.
  • the bearings 10, 12 are adjusted.
  • the cups 50 are advanced and retracted in their bearing seats 20 by rotating them. They are positioned such that the bearings 10, 12 can possess a light preload, and such that the correct mesh exists between the pinion 4 and the ring gear 6.
  • the spacing between the two cups 50 controls the setting for the bearings 10, 12.
  • the lateral positions of the two bearings 10, 12 along the axis X in the housing 2 controls the mesh setting.
  • the adjustments for both settings are effected by rotating the cups 50 in their respective bearing seats 20.
  • each cup 50 at its back face 62 is fitted with a locking element 80 that is formed from low carbon steel containing no more than 0.30 percent carbon by weight, such as a sheet metal stamping.
  • the locking element 80 may be engaged by a tool to turn the cup 50 and further is deformed into the recesses 30 of the bearing seat 20 to secure the cup 50 against rotation once it is advanced to the correct position - a position that provides the proper setting for the bearings 10, 12 and the proper mesh between the ring gear 6 and pinion 4.
  • the locking element 80 which can be a unitary stamping or otherwise as described above, can include an outer flange 82 an inner flange 84, and a web 86 that connects the two flanges 82, 84.
  • the diameter of the outer flange 82 should not exceed the diameter of the truncated crests of the threads 28 of the bearing seat 20, so that the locking element 80 does not interfere with the threads 28.
  • the outer flange 82 should be dimensioned so that it lies close to the surface of the bearing seat 20.
  • the diameter of the inner flange 84 should be no less that the diameter of the cup raceway 60 where it opens out of the back face 62.
  • the web 86 of the locking element 80 can abut the back face 62 of the cup 50 for attachment of the locking element 80 to the cup 50 by at least one weld 88 as described above.
  • a process for welding the low carbon steel of the locking element 80 to the high carbon steel of the cup 50 is provided irrespective of whether the cup is formed from high carbon steel in its entirety or is case carburized.
  • the inner flange 84 or even the outer flange 82 may be provided with notches 90 to enable the locking element 80 to be engaged by a tool D and rotated.
  • the tool D has a disk shape with tabs 94 located along its periphery and a drive socket 96 at its center.
  • the tool D is configured to fit over or into the locking element 80 with its tabs 94 received in the notches 90. In this manner, the tool D and ring 80 are engaged and will rotate in unison. This rotation can be effected by a wrench that engages the tool at its drive socket 96.
  • the tool D is engaged with the locking element 80 on each cup 50, and the cups 50 are rotated with the tool D to adjust the bearings 10, 12 to an appropriate or predetermined setting.
  • This can include a predetermined setting such as to establish a predetermined ring gear mesh adjustment setting for the pinion 4 and ring gear 6. In other embodiments, this can include any predetermined setting such as any preload setting, including a preload of zero, and/or any endplay setting, including an endplay of zero.
  • the outer flanges 82, or in the alternative a tab (not shown), on the locking element 80 for the cups 50 are deformed to engage recesses 30 formed on the bearing seat 20.
  • this can include recesses 30 that open into the bearing seats 20 at the part lines 31 between the housing 2 and caps 24. It should be understood that the recesses 30 in the bearing seats 20 need not be at the part lines 31 , but may be formed anywhere along the bearing seat 20. One or more recess per bearing seat 20 is possible.
  • deformation can be achieved by staking, bending, crimping denting, or by whatever procedure that deforms a portion of the locking element 80 into a recess 30.
  • deformation can include deforming the outer flanges 82 with detents 100 that prevent the locking elements 80 and the cups 50 from rotating and of course fixes the axial positions of the cups 50.
  • the detents 100 can be offset circumferentially from the welds 88 to prevent the welds 88 from breaking.
  • the outer flange 82 can have a gap or notch 90 positioned proximate to the welds 88.
  • the locking element 80 can also have a plurality of segments 95 formed in the outer flange 82 by a series of slits 97. As indicated, one of the segments 95 can be deformed into the recess 30 of bearing seat 20. Additionally, the slits 97 and segments 95 can be configured so that a segment 95 is not proximate to a weld 88.
  • a method of assembling a differential includes providing a differential housing and a differential carrier disposed within the differential housing such that differential housing and the differential carrier are disposed about a first axis.
  • the differential housing has a bearing seat that includes a first plurality of threads on a radial surface and a recess.
  • the bearing race assembly has a race defining a raceway, an end face, a second plurality of threads disposed on a radial surface that are dimensioned to engage the first plurality of threads of a bearing seat.
  • the race also includes the locking element with a deformable member welded to the end face of the race.
  • the bearing race assembly can be adjusted within the bearing seat until a predetermined setting is reached. At least a portion of the deformable member of the locking element is deformed into the recess of the bearing seat upon reaching the predetermined setting.
  • the predetermined setting can be any setting or combination of settings including, but not limited to, a ring gear mesh adjustment, a preload setting, and an end play setting.
  • this method may be used to secure threaded bearing races in machinery in general and is not confined to automotive differentials. Moreover, it may be used with other types of bearings that lend themselves to adjustment such as angular contact ball bearings and spherical roller bearings. It may also be used on inner races such as the cones 52.

Abstract

La présente invention concerne un ensemble de chemin de roulement pour un palier à roulement (10), (12) comportant un chemin de roulement (50), (52) et un élément de verrouillage (80). Le chemin de roulement (50), (52) comporte une piste de roulement (60), une face terminale (62), (63), et un filetage (66) configuré pour un engagement avec un filetage (28) d'une portée de palier (20) et pour une rotation par rapport à la portée de palier (20) pour modifier la position axiale de chemin de roulement (50), (52) par rapport à la portée de palier (20). La face terminale (62), (63) du chemin de roulement (50), (52) contient un acier à haute teneur en carbone. L'élément de verrouillage (80) est fixé à la face terminale (62), (63) du chemin de roulement (50), (52) par au moins un joint de soudure (88). L'élément de verrouillage (80) comporte au moins un organe de verrouillage (82), (95) configuré pour fixer la position radiale du chemin de roulement (50), (52) dans les filetages (28) de la portée de palier (20). L'élément de verrouillage (80) contient, au moins en partie, un acier à faible teneur en carbone.
PCT/US2007/064414 2006-03-20 2007-03-20 Ensemble et procédé pour un agencement de palier ajusté WO2007136918A2 (fr)

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US78441906P 2006-03-20 2006-03-20
US60/784,419 2006-03-20

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9556901B2 (en) 2009-09-15 2017-01-31 Ricardo Uk Ltd. Bearing for wind turbine
DE102019114618B4 (de) 2018-10-04 2024-02-29 GM Global Technology Operations LLC Lagerbaugruppe und Montageverfahren

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US20060243353A1 (en) 2005-04-29 2006-11-02 Milam David L Welding together low and high carbon steels

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JP3276072B2 (ja) * 1998-05-25 2002-04-22 日産自動車株式会社 浸炭部品の重ね合わせ溶接方法
US6904681B2 (en) * 2003-07-31 2005-06-14 Dana Corporation Method for fabricating a driving and locking mechanism
US7393141B2 (en) * 2003-09-22 2008-07-01 The Timken Company Bearing arrangement for a vehicle differential
CN100523552C (zh) * 2004-07-06 2009-08-05 迪姆肯公司 抗旋转锁定装置、抗旋转滚柱轴承组件及其紧固方法
JP2008510106A (ja) * 2004-08-11 2008-04-03 ザ ティムケン カンパニー 軸線回りの回転を容易にする軸受アセンブリ

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Publication number Priority date Publication date Assignee Title
US20060243353A1 (en) 2005-04-29 2006-11-02 Milam David L Welding together low and high carbon steels

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9556901B2 (en) 2009-09-15 2017-01-31 Ricardo Uk Ltd. Bearing for wind turbine
DE102019114618B4 (de) 2018-10-04 2024-02-29 GM Global Technology Operations LLC Lagerbaugruppe und Montageverfahren

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