High-speed low-friction-loss bearing inner and outer rings

Abstract

The invention discloses a high-speed low-friction-loss bearing inner and outer ring, which belongs to the technical field of bearings, and comprises a bearing outer ring and a bearing inner ring arranged in the bearing outer ring, a rolling body is arranged between the bearing outer ring and the bearing inner ring, and a bearing retainer is arranged between the rolling body and the bearing outer ring. An outer ring antifriction mechanism is arranged on a side face flange, making contact with the rolling bodies, of the inner side of the bearing outer ring, an inner ring antifriction mechanism is arranged on a side face flange, making contact with the rolling bodies, of the outer side of the bearing inner ring, and the inner ring antifriction mechanism and the outer ring antifriction mechanism are periodically arranged with the bearing rotating shaft as the center. The high-speed low-friction-loss bearing inner ring and the high-speed low-friction-loss bearing outer ring have the advantages that friction and resistance of the bearing are reduced, power consumption is reduced, vibration is reduced, noise is low, and the dynamic response capacity is high.

Description

Technical Field

[0001] The present invention belongs to the technical field of bearings, and particularly relates to inner and outer rings of a high-speed and low-friction-loss bearing. Background Art

[0002] Bearings are core components of important equipment such as aero-engines, high-speed railways, and high-precision machine tools. With the development of technology, these important equipment are developing towards faster speeds and higher power densities. However, higher speeds will lead to an increase in bearing friction heat generation and bearing temperature rise, affecting the axial and radial clearances, stress and strain, etc. of the bearings. This will not only affect their accuracy and dynamic response characteristics, but also shorten the service life and become a bottleneck for achieving the accuracy and life of this key component. High-speed cylindrical roller bearings are usually used in occasions that require high rotational speeds, high precision, high stiffness, and the ability to withstand large radial loads, large axial loads, and axial impacts. The frictional losses in the bearing are mainly divided into three sources. One is the rolling frictional loss between the rollers and the inner and outer ring raceways, one is the sliding frictional loss between the rollers and the inner and outer ring ribs, and one is the sliding frictional loss between the cage and the rollers and the inner and outer rings. Due to the high precision requirements of cylindrical roller bearings, the clearance between the inner and outer rings and the rollers is small, the contact friction and resistance are large, increasing the resistance and power consumption of the bearing, and generating a large amount of heat at high rotational speeds, affecting the performance of the bearing and reducing the service life of the bearing. Summary of the Invention

[0003] The purpose of the present invention is to provide inner and outer rings of a high-speed and low-friction-loss bearing to solve the problems existing in the above-mentioned prior art.

[0004] To achieve the above purpose, the present invention provides the following solution: The present invention provides inner and outer rings of a high-speed and low-friction-loss bearing, including an outer bearing ring and an inner bearing ring arranged inside the outer bearing ring. There are rolling elements between the outer bearing ring and the inner bearing ring. A bearing cage is installed between the rolling elements and the outer bearing ring. An outer-ring friction-reducing mechanism is provided on the side rib of the inner side of the outer bearing ring that contacts the rolling elements, and an inner-ring friction-reducing mechanism is provided on the side rib of the outer side of the inner bearing ring that contacts the rolling elements. The inner-ring friction-reducing mechanism and the outer-ring friction-reducing mechanism are arranged periodically around the bearing rotation axis.

[0005] Preferably, outer ribs are symmetrically arranged inside the outer bearing ring. An outer raceway is arranged between the two outer ribs. The outer-ring friction-reducing mechanism includes an outer-ring friction-reducing structure trough, an outer-ring friction-reducing structure peak, and an outer-ring friction-reducing structure buffer zone arranged inside the outer rib. The outer-ring friction-reducing structure peak contacts the rolling elements. The outer-ring friction-reducing structure trough is recessed into the outer rib. The outer-ring friction-reducing structure buffer zone is located between the outer-ring friction-reducing structure trough and the outer-ring friction-reducing structure peak and has an inclination angle.

[0006] Preferably, inner ring ribs are respectively provided on both sides of the inner ring of the bearing. An inner ring raceway is provided between the two inner ring ribs. The inner ring friction reduction mechanism includes an inner ring friction reduction structure trough, an inner ring friction reduction structure peak and an inner ring friction reduction structure buffer area arranged in the inner ring rib. The inner ring friction reduction structure peak contacts the rolling element. The inner ring friction reduction structure trough is recessed into the inner ring rib. The inner ring friction reduction structure buffer area is located between the inner ring friction reduction structure trough and the inner ring friction reduction structure peak and has an inclination angle.

[0007] Preferably, the ridge line formed by the inner ring friction reduction structure peak and the outer ring friction reduction structure peak forms an angle with the radial direction, and the size of the angle is 30°-60°. The direction of the angle is determined by the relative movement relationship between the inner ring of the bearing, the outer ring of the bearing and the rolling element.

[0008] Preferably, the distances between the outer ring friction reduction structure peaks and the rolling elements are respectively equal to the clearances between the rolling elements and the ribs of a conventional bearing. The distances between the outer ring friction reduction structure peaks and the rolling elements are greater than the distances between the outer ring friction reduction structure troughs, the outer ring friction reduction structure buffer areas and the rolling elements.

[0009] Preferably, the depth of the outer ring friction reduction structure trough does not exceed 1 / 3 of the thickness of the outer ring rib.

[0010] Preferably, the depth of the ring friction reduction structure trough is determined by the dimensions of the outer ring of the bearing, the inner ring of the bearing, the rolling elements and the rated working conditions applicable to the bearing.

[0011] Preferably, the distances between the inner ring friction reduction structure peaks and the rolling elements are respectively equal to the clearances between the rolling elements and the ribs of a conventional bearing. The distances between the inner ring friction reduction structure peaks and the rolling elements are greater than the distances between the inner ring friction reduction structure troughs, the inner ring friction reduction structure buffer areas and the rolling elements.

[0012] Preferably, the depth of the inner ring friction reduction structure trough does not exceed 1 / 3 of the thickness of the inner ring rib.

[0013] The present invention discloses the following technical effects: The inner and outer rings of the high-speed low-friction loss bearing of the present invention have the advantages of reducing the friction and resistance of the bearing, reducing power consumption, reducing vibration and low noise, and high dynamic response ability. The inner ring friction reduction mechanism of the inner ring of the bearing and the outer ring friction reduction mechanism of the outer ring of the bearing can reduce the weights of the inner and outer rings of the bearing, thereby reducing the inertial load and centrifugal force of the bearing, and at the same time reducing the vibration and noise levels of the bearing and improving the dynamic response ability of the bearing; in addition, the inner ring friction reduction mechanism and the outer ring friction reduction mechanism can generate an oil film by using the hydrodynamic effect, reduce the friction resistance between the rolling elements and the inner and outer rings, and at the same time reduce the average oil shear rate between the contact surfaces, reduce the viscous resistance of the oil, and reduce the frictional power loss of the bearing. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings forming a part of this application are used to provide a further understanding of this application. The schematic embodiments and descriptions thereof of this application are used to explain this application and do not constitute an improper limitation of this application. In the drawings:

[0015] Figure 1 is the assembly drawing of the high-speed and low-friction-loss inner and outer ring bearings of the present invention;

[0016] Figure 2 is the schematic structural diagram of the outer ring of the high-speed and low-friction-loss of the present invention;

[0017] Figure 3 is the schematic structural diagram of the inner ring of the high-speed and low-friction-loss of the present invention;

[0018] Figure 4 is the schematic diagram of the movement relationship of each part and the direction of the friction reduction mechanism of the high-speed and low-friction-loss inner and outer ring bearings of the present invention;

[0019] Figure 5 is the schematic diagram of the curved surface of the friction reduction mechanism at the rib of the high-speed and low-friction-loss inner and outer ring bearings of the present invention.

[0020] In the figure: 1. Bearing outer ring; 2. Outer ring rib; 3. Outer ring raceway; 4. Trough of the outer ring friction reduction structure; 5. Buffer zone of the outer ring friction reduction structure; 6. Peak of the outer ring friction reduction structure; 7. Bearing inner ring; 8. Inner ring raceway; 9. Inner ring rib; 10. Peak of the inner ring friction reduction structure; 11. Buffer zone of the inner ring friction reduction structure; 12. Trough of the inner ring friction reduction structure; 13. Rolling element; 14. Cage; 15. Rotation direction of the outer ring; 16. Revolution direction of the rolling element; 17. Rotation direction of the rolling element. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0022] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

[0023] Refer to Figures 1 - 5As shown in the figure, this embodiment provides an inner and outer ring of a high-speed and low-friction-loss bearing, including an outer bearing ring 1 and an inner bearing ring 7 disposed within the outer bearing ring 1. There are rolling elements 13 between the outer bearing ring 1 and the inner bearing ring 7. A bearing cage 14 is installed between the rolling elements 13 and the outer bearing ring 1. An outer-ring anti-friction mechanism is provided on the side edge of the inner side of the outer bearing ring 1 that contacts the rolling elements 13, and an inner-ring anti-friction mechanism is provided on the side edge of the outer side of the inner bearing ring 7 that contacts the rolling elements 13. The inner-ring anti-friction mechanism and the outer-ring anti-friction mechanism are respectively arranged periodically around the bearing rotation axis.

[0024] The inner and outer rings of the high-speed and low-friction-loss bearing of the present invention have the advantages of reducing the friction and resistance of the bearing, reducing power consumption, reducing vibration and low noise, and high dynamic response ability. The inner-ring anti-friction mechanism of the inner bearing ring 7 and the outer-ring anti-friction mechanism of the outer bearing ring 1 can reduce the weight of the inner and outer rings of the bearing, thereby reducing the inertial load and centrifugal force of the bearing, while reducing the vibration and noise level of the bearing and improving the dynamic response ability of the bearing; in addition, the inner-ring anti-friction mechanism and the outer-ring anti-friction mechanism can utilize the relative movement between the inner and outer rings and the rollers, rely on the hydrodynamic effect to generate an oil film, reduce the friction resistance between the rolling elements 13 and the inner and outer rings, and at the same time, compared with the original bearing, the inner-ring anti-friction mechanism and the outer-ring anti-friction mechanism can reduce the average oil shear rate between the contact surfaces, reduce the viscous resistance of the oil, and further reduce the friction power loss of the bearing.

[0025] In a further optimized solution, outer-ring retaining edges 2 are symmetrically provided within the outer bearing ring 1. An outer-ring raceway 3 is provided between the two outer-ring retaining edges 2. The outer-ring anti-friction mechanism includes an outer-ring anti-friction structure trough 4, an outer-ring anti-friction structure peak 6, and an outer-ring anti-friction structure buffer zone 5 provided within the outer-ring retaining edge 2. The outer-ring anti-friction structure peak 6 contacts the rolling element 13. The outer-ring anti-friction structure trough 4 is recessed into the outer-ring retaining edge 2. The outer-ring anti-friction structure buffer zone 5 is located between the outer-ring anti-friction structure trough 4 and the outer-ring anti-friction structure peak 6 and has an inclination angle.

[0026] In a further optimized solution, inner-ring retaining edges 9 are respectively provided on both sides of the inner bearing ring 7. An inner-ring raceway 8 is provided between the two inner-ring retaining edges 9. The inner-ring anti-friction mechanism includes an inner-ring anti-friction structure trough 12, an inner-ring anti-friction structure peak 10, and an inner-ring anti-friction structure buffer zone 11 provided within the inner-ring retaining edge 9. The inner-ring anti-friction structure peak 10 contacts the rolling element 13. The inner-ring anti-friction structure trough 12 is recessed into the inner-ring retaining edge 9. The inner-ring anti-friction structure buffer zone 11 is located between the inner-ring anti-friction structure trough 12 and the inner-ring anti-friction structure peak 10 and has an inclination angle.

[0027] The period length of the outer-ring anti-friction mechanism is determined by the size of the contact area between the outer-ring retaining edge 2 and the rolling element 13, and it is necessary to ensure that at least three outer-ring anti-friction structure peaks 6 are in contact with the rolling element 13 in all motion states to ensure the stability of the roller during movement, reduce vibration and wear.

[0028] For a further optimized solution, the ridge line formed by the peaks 10 of the inner-ring friction-reducing structure and the peaks 6 of the outer-ring friction-reducing structure forms an angle with the radial direction, and the angle size is 30° to 60°. The angle direction is determined by the relative motion relationship among the bearing inner ring 7, the bearing outer ring 1, and the rolling elements 13.

[0029] When the rolling element 13 moves to contact the ridge line, the connection line from the intersection point of the ridge line and the rolling element 13 to the center of the rolling element 13 is on the same side of the connection line from the intersection point to the bearing center. The angle size of the outer-ring friction-reducing structure is determined by the inner diameter of the outer-ring rib 2, the inner diameter of the outer-ring raceway 3, and the diameter of the rolling element 13. The angle size is 30° to 60°. When the rolling element 13 moves to contact the peaks 6 of the outer-ring friction-reducing structure, the ridge line formed by the peaks 6 of the outer-ring friction-reducing structure is as tangent to the rolling element 13 as possible, so as to increase the normal relative motion speed between the outer-ring friction-reducing mechanism and the rolling element 13, enhance the hydrodynamic pressure effect, facilitate the formation of an oil film between the peaks 6 of the outer-ring friction-reducing structure and the rolling element 13, reduce friction, and lower the friction power loss.

[0030] For a further optimized solution, the distances between the peaks 6 of the outer-ring friction-reducing structure and the rolling elements 13 are respectively equal to the clearances between the rolling elements 13 of a conventional bearing and the ribs, and the distances between the peaks 6 of the outer-ring friction-reducing structure and the rolling elements 13 are greater than the distances between the valleys 4 of the outer-ring friction-reducing structure and the buffer zones 5 of the outer-ring friction-reducing structure and the rolling elements 13.

[0031] The material used for the bearing outer ring 1 is reduced, the overall weight of the bearing outer ring 1 is lightened, thereby reducing the inertial load and centrifugal force of the bearing, and at the same time reducing the vibration and noise levels of the bearing and improving the dynamic response ability of the bearing. Compared with the original bearing, the distances between the valleys 4 of the outer-ring friction-reducing structure and the buffer zones 5 of the outer-ring friction-reducing structure and the rolling elements 13 are reduced, reducing the average oil shear rate of the oil between the outer-ring rib 2 and the rolling elements 13 at the same rotational speed, thereby reducing the viscous resistance of the oil and reducing the friction power loss of the bearing.

[0032] The depth of the valleys 4 of the outer-ring friction-reducing structure is determined by the dimensions of the bearing outer ring 1, the bearing inner ring 7, the rolling elements 13, and the rated operating conditions applicable to the bearing. The dimensions of each part of the bearing determine the size of the period length of the outer-ring friction-reducing mechanism. According to the rotational speed of the rated operating conditions, the optimal inclination angle of the buffer zone 5 of the outer-ring friction-reducing structure required when an oil film is formed between the peaks 6 of the outer-ring friction-reducing structure and the rolling elements 13 is determined. Finally, the depth of the valleys 4 of the outer-ring friction-reducing structure is determined according to the period length of the outer-ring friction-reducing mechanism and the inclination angle of the buffer zone 5 of the outer-ring friction-reducing structure. In addition, in order to ensure the structural strength of the bearing rib and not affect its axial and radial load-carrying capacities, the depth of the valleys 4 of the outer-ring friction-reducing structure is limited not to exceed 1 / 3 of the thickness of the outer-ring rib 2.

[0033] The wavy surface of the outer-ring friction reduction mechanism is generated by rotating and scanning a straight line segment around the bearing. Initially, the straight line segment is located on one side of the outer-ring rib 2 close to the outer-ring raceway 3, and one end of the line segment intersects with the outer-ring raceway 3, while the other end intersects with the inner diameter of the outer-ring rib 2. When this line segment rotates one week around the bearing rotation axis, during the rotation process, the distance between it and the end face of the outer-ring rib 2 on the side close to the outer-ring raceway 3 has a sine function relationship with the rotation angle. The surface scanned by the line segment is the outer shape surface of the wavy friction reduction structure. When the distance is at the maximum value, the position of the line segment is the wave crest 6 of the outer-ring friction reduction structure; when the distance is at the minimum value, the position of the line segment is the wave trough 4 of the outer-ring friction reduction structure; when the distance is between the maximum value and the minimum value, the position of the line segment is the buffer zone 5 of the outer-ring friction reduction structure.

[0034] Taking the outer ring of NJ205 bearing as an example, the equation of a wavy friction reduction structure surface can be written as:

[0035]

[0036] For a further optimized solution, the distances between the wave crests 10 of the inner-ring friction reduction structure and the rolling elements 13 are respectively equal to the clearances between the rolling elements 13 and the ribs of a normal bearing, and the distances between the wave crests 10 of the inner-ring friction reduction structure and the rolling elements 13 are greater than the distances between the wave troughs 12 of the inner-ring friction reduction structure and the buffer zones 11 of the inner-ring friction reduction structure and the rolling elements 13.

[0037] For a further optimized solution, the inner-ring friction reduction mechanism is arranged periodically around the bearing rotation axis, and the number of its periods is the same as that of the outer-ring friction reduction mechanism. The ridge line formed by all the wave crests of the inner-ring friction reduction mechanism has a certain angle with the radial direction, and the direction and magnitude of the angle are the same as those of the outer-ring friction reduction mechanism. The depth of the wave trough 12 of the inner-ring friction reduction structure is the same as the depth of the wave trough 4 of the outer-ring friction reduction structure. To ensure the structural strength of the bearing rib and not affect its axial and radial load-carrying capacities, the depth of the wave trough 12 of the inner-ring friction reduction structure is restricted not to exceed 1 / 3 of the thickness of the inner-ring rib 9.

[0038] The wavy surface of the inner-ring friction reduction mechanism is generated by rotating and scanning a straight line segment around the bearing. Initially, the straight line segment is located on one side of the inner-ring rib 9 close to the inner-ring raceway 8, and one end of the line segment intersects with the inner-ring raceway 8, while the other end intersects with the outer diameter of the inner-ring rib 9. When this line segment rotates one week around the bearing rotation axis, during the rotation process, the distance between it and the end face of the inner-ring rib 9 on the side close to the inner-ring raceway 8 has a sine function relationship with the rotation angle.

[0039] Taking the outer ring of NJ205 bearing as an example, the equation of a wavy friction reduction structure surface can be written as:

[0040]

[0041] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention.

[0042] The embodiments described above are only for describing the preferred embodiments of the present invention, and do not limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations and improvements made by those of ordinary skill in the art to the technical solutions of the present invention shall fall within the protection scope determined by the claims of the present invention.

Claims

1. An inner and outer ring of a high-speed and low-friction-loss bearing, characterized in that: It includes an outer bearing ring (1) and an inner bearing ring (7) disposed within the outer bearing ring (1). There are rolling elements (13) between the outer bearing ring (1) and the inner bearing ring (7), and a bearing cage (14) is installed between the rolling elements (13) and the outer bearing ring (1). An outer-ring antifriction mechanism is provided on the side rib of the inner side of the outer bearing ring (1) that contacts the rolling elements (13), and an inner-ring antifriction mechanism is provided on the side rib of the outer side of the inner bearing ring (7) that contacts the rolling elements (13). The inner-ring antifriction mechanism and the outer-ring antifriction mechanism are each arranged periodically around the bearing axis.

2. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 1, wherein: Outer-ring ribs (2) are symmetrically provided within the outer bearing ring (1). An outer-ring raceway (3) is provided between the two outer-ring ribs (2). The outer-ring antifriction mechanism includes an outer-ring antifriction structure trough (4), an outer-ring antifriction structure peak (6), and an outer-ring antifriction structure buffer zone (5) provided within the outer-ring rib (2). The outer-ring antifriction structure peak (6) contacts the rolling element (13), the outer-ring antifriction structure trough (4) is recessed into the outer-ring rib (2), and the outer-ring antifriction structure buffer zone (5) is located between the outer-ring antifriction structure trough (4) and the outer-ring antifriction structure peak (6) and has an inclination angle.

3. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 2, characterized in that: Inner-ring ribs (9) are respectively provided on both sides of the inner bearing ring (7). An inner-ring raceway (8) is provided between the two inner-ring ribs (9). The inner-ring antifriction mechanism includes an inner-ring antifriction structure trough (12), an inner-ring antifriction structure peak (10), and an inner-ring antifriction structure buffer zone (11) provided within the inner-ring rib (9). The inner-ring antifriction structure peak (10) contacts the rolling element (13), the inner-ring antifriction structure trough (12) is recessed into the inner-ring rib (9), and the inner-ring antifriction structure buffer zone (11) is located between the inner-ring antifriction structure trough (12) and the inner-ring antifriction structure peak (10) and has an inclination angle.

4. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 3, characterized in that: The ridge line formed by the inner-ring antifriction structure peak (10) and the outer-ring antifriction structure peak (6) forms an angle with the radial direction, and the size of the angle is 30° - 60°. The direction of the angle is determined by the relative motion relationship among the inner bearing ring (7), the outer bearing ring (1), and the rolling elements (13).

5. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 2, characterized in that: The distances between the outer-ring antifriction structure peaks (6) and the rolling elements (13) are respectively equal to the clearances between the rolling elements (13) of a conventional bearing and the ribs, and the distances between the outer-ring antifriction structure peaks (6) and the rolling elements (13) are greater than the distances between the outer-ring antifriction structure troughs (4), the outer-ring antifriction structure buffer zones (5), and the rolling elements (13).

6. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 2, wherein: The depth of the outer-ring antifriction structure trough (4) does not exceed 1 / 3 of the thickness of the outer-ring rib (2).

7. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 2, wherein: The depth of the trough of the ring antifriction structure is determined by the dimensions of the outer bearing ring (1), the inner bearing ring (7), the rolling elements (13), and the rated operating conditions applicable to the bearing.

8. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 3, characterized in that: The distances between the peaks (10) of the inner ring anti-friction structure and the rolling elements (13) are respectively equal to the clearances between the rolling elements (13) of a conventional bearing and the ribs, and the distances between the peaks (10) of the inner ring anti-friction structure and the rolling elements (13) are greater than the distances between the valleys (12) of the inner ring anti-friction structure and the buffer zones (11) of the inner ring anti-friction structure and the rolling elements (13).

9. The inner and outer rings of the high-speed and low-friction-loss bearing according to claim 3, wherein: The depth of the valleys (12) of the inner ring anti-friction structure does not exceed 1 / 3 of the thickness of the inner ring rib (9).

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