High-rigidity ball bearing

Abstract

The utility model discloses a high-rigidity ball bearing which is applied to the technical field of ball bearings and is characterized by comprising an inner ring, an outer ring and a plurality of rolling balls which are connected between the inner ring and the outer ring in a rolling manner based on a retainer, the outer wall of the inner ring and the inner wall of the outer ring are respectively provided with an inner raceway and an outer raceway for the rolling balls to rotate; the inner ring meshing degree (OSCI) is within the range of 0.545-0.565, the outer ring meshing degree (OSCE) is within the range of 0.515-0.53, and the diameter of the rolling ball is within the range of (0.4-0.5) * (D-d) / 2 (D is equal to the outer diameter of the outer ring, and d is equal to the inner diameter of the inner ring); the bearing has the technical effect that the fatigue life of the bearing under high-speed and high-load conditions is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of ball bearing technology, and in particular to a high-rigidity ball bearing. Background Technology

[0002] Currently, inner ring engagement ratio (OSCI) is defined as the ratio of inner raceway radius (ri) to ball diameter (Dw), and outer ring engagement ratio (OSCE) is defined as the ratio of outer raceway radius (re) to ball diameter (Dw). Traditional bearing designs have specific ranges for OSCI and OSCE based on application requirements.

[0003] In standard applications, the design philosophy of low-speed, heavy-duty bearings is to ensure high load capacity because the speed is relatively low, but the load ranges from low to very high. These bearings are designed to have OSCI and OSCE between 0.51 and 0.53 by calculating the range. The disadvantage of this design is that high power loss and high-speed heat generation limit the achievable speed. In high-speed applications, low friction is usually required, and large loads are not expected. Current technology usually keeps the OSCI and OSCE between 0.53 and 0.57. However, the disadvantage of this design is that the bearing has a short fatigue life under high load conditions, which necessitates improvement. Utility Model Content

[0004] The purpose of this invention is to provide a high-rigidity ball bearing, which has the advantage of extending the fatigue life of the bearing under high-speed and high-load conditions.

[0005] The above-mentioned technical objective of this utility model is achieved through the following technical solution: a high-rigidity ball bearing, comprising an inner ring, an outer ring, and a plurality of balls that are rolled between the inner ring and the outer ring based on a cage, wherein the outer wall of the inner ring and the inner wall of the outer ring are respectively provided with an inner raceway and an outer raceway for the balls to rotate; the inner ring engagement ratio (OSCI) is in the range of 0.545-0.565.

[0006] The present invention is further configured such that, for angular contact ball bearings (ACBB), the contact angle between the balls and the inner and outer raceways is in the range of 16-28°.

[0007] The present invention is further configured such that, for deep groove ball bearings (DGBB), the clearance class is in the range of C2-C4.

[0008] The present invention is further configured such that the outer ring engagement degree (OSCE) is 0.52.

[0009] The present invention is further configured such that the outer ring engagement degree (OSCE) is in the range of 0.515-0.53, and the diameter of the ball is in the range of (0.4-0.5)×(Dd) / 2 (D = outer diameter of the outer ring, d = inner diameter of the inner ring).

[0010] In summary, this utility model has the following beneficial effects:

[0011] 1. The design of the inner and outer ring raceways of the bearing enables the bearing to meet the requirements of high speed and high load simultaneously during operation, greatly improving the performance of existing bearings in high-speed and high-load scenarios, and having a wider range of applications compared to traditional designs. Attached Figure Description

[0012] Figure 1 This is a cross-sectional view of the overall structure of this embodiment;

[0013] Figure 2 This is an analysis test diagram of the fatigue life level (kL) in this embodiment;

[0014] Figure 3 This is an analytical test diagram of the bearing stiffness (Ka) in this embodiment;

[0015] Figure 4 This is an analytical experimental diagram of the gyro torque (Mg) in this embodiment;

[0016] Figure 5 This is an experimental diagram showing the power loss (Pv) in this embodiment;

[0017] Figure 6 This is an analysis chart of the total score in this embodiment.

[0018] Reference numerals: 1. Inner ring; 2. Outer ring; 3. Rolling ball; 4. Inner raceway; 5. Outer raceway. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings.

[0020] Example:

[0021] refer to Figure 1A high-rigidity ball bearing includes an inner ring 1, an outer ring 2, and a plurality of balls 3 rollingly connected between the inner ring 1 and the outer ring 2 via a cage. The outer wall of the inner ring 1 and the inner wall of the outer ring 2 are respectively provided with inner raceways 4 and outer raceways 5 for the balls 3 to rotate. The inner ring engagement ratio (OSCI) is in the range of 0.545-0.565, the outer ring engagement ratio (OSCE) is in the range of 0.515-0.53, and the diameter of the balls 3 is in the range of (0.4-0.5)×(Dd) / 2 (D = outer diameter of outer ring 2, d = inner diameter of inner ring 1). In this embodiment, the inner ring 1 and outer ring 2 are made of GCr15 steel, and the balls 3 are made of high-chromium steel, thereby ensuring the rigidity of the ball bearing during high-speed rotation.

[0022] Specifically, for angular contact ball bearings (ACBB), the contact angle between the rolling ball 3 and the inner raceway 4 and the outer raceway 5 is in the range of 16-28°, and for deep groove ball bearings (DGBB), the clearance class is in the range of C2-C4.

[0023] refer to Figures 2 to 5 To achieve high-speed operation and maintain high loads, the design of ball bearings needs to optimize the following four key performance factors:

[0024] - Fatigue life (L10)

[0025] -Bearing stiffness (Ka)

[0026] - Gyroscopic torque (Mg)

[0027] -Power loss (Pv)

[0028] The performance of these bearings was analyzed and evaluated across different contact ranges (0% poor to 100% optimal performance).

[0029] The following is an example of using a 7014 running at 30,000 rpm (2.7 million ndm). In this embodiment, the analysis and evaluation results are valid for both ACBB and DGBB, and are not limited to the 7014 bearing size.

[0030] refer to Figure 2 Fatigue life rating (kL):

[0031] Where: L10h = calculated fatigue life for a specific contact combination

[0032] L10hmin = The minimum value among the calculated fatigue life values ​​under different contact combinations

[0033] L10hmax = The maximum value among the fatigue life calculations under different contact combinations.

[0034] Depend on Figure 2It can be seen that when the outer ring engagement degree (OSCE) is 0.52, the fatigue life grade (kL) gradually increases with the increase of the inner ring engagement degree (OSCI), and the rate of increase gradually slows down; when the outer ring engagement degree (OSCE) is 0.53, the fatigue life grade (kL) increases with the increase of the inner ring engagement degree (OSCI) and then gradually decreases, and the rate of decrease remains constant; when the outer ring engagement degree (OSCE) is 0.54, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease remains constant. Therefore, it can be concluded that the fatigue life grade (kL) is optimal when the outer ring engagement degree (OSCE) is 0.52.

[0035] refer to Figure 3 Stiffness rating (kKa):

[0036] Where: Ka = calculated stiffness for a specific contact combination

[0037] Kamin = The minimum value of calculated stiffness under different contact combinations

[0038] Kamax = The maximum value of stiffness calculated under different contact combinations.

[0039] Depend on Figure 3 It can be seen that when the outer ring engagement degree (OSCE) is 0.52, the fatigue life grade (kL) gradually increases with the increase of the inner ring engagement degree (OSCI), and the rate of increase gradually decreases; when the outer ring engagement degree (OSCE) is 0.53, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease remains constant; when the outer ring engagement degree (OSCE) is 0.54, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease remains constant, and when the outer ring engagement degree (OSCE) is 0.52, the stiffness grade (kKa) is always optimal.

[0040] refer to Figure 4 Gyro torque rating (kMg):

[0041] Where: Mg = calculated gyroscopic torque for a specific contact combination

[0042] Mgmin = the minimum value among all calculated gyroscopic torques for different contact combinations.

[0043] Mgmax = the maximum value of all calculated gyroscope torques under different contact combinations.

[0044] Depend on Figure 4It can be seen that when the outer ring engagement degree (OSCE) is 0.52, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease gradually decreases; when the outer ring engagement degree (OSCE) is 0.53, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease gradually decreases; when the outer ring engagement degree (OSCE) is 0.54, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease remains constant; and when the outer ring engagement degree (OSCE) is 0.52, the gyro torque rating (kMg) is always optimal.

[0045] refer to Figure 5 Rated power loss (kPv):

[0046] Where: Pv = calculated power loss for a specific contact combination

[0047] Pvmin = the minimum calculated power loss among all different contact combinations

[0048] Pvmax = The maximum value among all calculated power loss values ​​under different contact combinations.

[0049] Depend on Figure 5 It can be seen that when the outer ring engagement degree (OSCE) is 0.52, the fatigue life grade (kL) gradually decreases with the increase of the inner ring engagement degree (OSCI), and the rate of decrease gradually decreases; when the outer ring engagement degree (OSCE) is 0.53, the fatigue life grade (kL) gradually increases with the increase of the inner ring engagement degree (OSCI), and the rate of increase remains constant; when the outer ring engagement degree (OSCE) is 0.54, the fatigue life grade (kL) gradually increases with the increase of the inner ring engagement degree (OSCI), and the rate of increase remains constant. Furthermore, when the outer ring engagement degree (OSCE) is 0.52, the rated power loss (kPv) is always higher than the data when the outer ring engagement degree (OSCE) is 0.53 and 0.53.

[0050] refer to Figure 6 A total score is derived by combining the scores of the four performance factors, as shown in the following formula:

[0051]

[0052] In summary, when the inner ring engagement ratio (OSCI) ri / Dw is in the range of 0.545-0.565 and the outer ring engagement ratio (OSCE) re / Dw is in the range of 0.515-0.53, the range covered by the total score k is always better than that covered by traditional high-speed bearings. Therefore, the existing improved high-speed bearings greatly improve the performance of existing bearings in high-speed and high-load scenarios and have better performance than traditional high-speed bearings.

[0053] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art may make modifications to this embodiment that contribute to the creation of the invention, but such modifications are protected by patent law as long as they fall within the scope of the claims of the present utility model.

Claims

1. A high-rigidity ball bearing, comprising an inner ring (1), an outer ring (2), and a plurality of balls (3) rollingly connected between the inner ring (1) and the outer ring (2) based on a cage, wherein the outer wall of the inner ring (1) and the inner wall of the outer ring (2) are respectively provided with an inner raceway (4) and an outer raceway (5) for the balls (3) to rotate; characterized in that, The inner ring engagement ratio (OSCI) is in the range of 0.545-0.565, and the outer ring engagement ratio (OSCE) is in the range of 0.515-0.

53.

2. The high-rigidity ball bearing according to claim 1, characterized in that, For angular contact ball bearings (ACBB), the contact angle between the ball (3) and the inner raceway (4) and the outer raceway (5) is in the range of 16-28°.

3. The high-rigidity ball bearing according to claim 1, characterized in that, For deep groove ball bearings (DGBB), the clearance class is in the range of C2-C4.

4. A high-rigidity ball bearing according to claim 2 or 3, characterized in that, The outer ring engagement coefficient (OSCE) is 0.

52.

5. A high-rigidity ball bearing according to claim 1, characterized in that, The diameter of the ball (3) is in the range of (0.4-0.5)×(Dd) / 2 (D = outer diameter of outer ring (2), d = inner diameter of inner ring (1)).

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