Rolling bearings with variable rated capacity and rolling elements for rolling bearings with variable rated capacity
The load-variable rolling bearing adapts its contact points to varying loads, enhancing load capacity and reducing torque in automotive transmissions by distributing stress evenly through crowned and undercut raceway designs.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2021-04-23
- Publication Date
- 2026-03-19
AI Technical Summary
Conventional ball bearings have a fixed rated capacity that is insufficient for variable load environments, leading to oversized designs that increase weight and rotational torque, particularly in automotive transmissions where loads vary significantly between gears.
A load-variable rolling bearing design with a ring-shaped outer and inner ring featuring concave raceways and cylindrical/spherical rolling elements, allowing variable contact points to adapt to changing loads, including crowned and undercut portions to distribute stress evenly.
The design enhances load capacity while reducing rotational torque and maintaining efficiency by adjusting contact points based on load conditions, preventing unnecessary size increases and torque spikes.
Smart Images
Figure 0007833484000001 
Figure 0007833484000002 
Figure 0007833484000003
Abstract
Description
Technical Field
[0001] The present invention relates to a load-variable rolling bearing and rolling elements for a load-variable rolling bearing, and more particularly, to a load-variable rolling bearing in which the rated capacity of the bearing becomes variable due to an external force applied to the bearing and rolling elements for a load-variable rolling bearing.
Background Art
[0002] A ball bearing refers to a bearing that uses balls as rolling elements between an inner ring and an outer ring for driving the bearing. In a normal ball bearing, a retainer (also known as a cage) that holds the circumferential interval between the balls, which are the rolling elements, is to be mounted.
[0003] FIG. 1 is a perspective view of a cut-away portion of a conventional ball bearing 1. Referring to FIG. 1, the conventional ball bearing 1 includes a ring-shaped outer ring 10 having an outer ring raceway 11 formed on the inner circumferential side so as to be driven in contact with balls 30, which are rolling elements, a ring-shaped inner ring 20 having an inner ring raceway 21 formed on the outer circumferential side so as to be driven in contact with the balls 30, a plurality of balls 30 positioned between the outer ring 10 and the inner ring 20 and rolling between the outer ring raceway 11 and the inner ring raceway 21, and a retainer 40 disposed between the outer ring 10 and the inner ring 20 so as to hold the circumferential interval between the balls 30.
[0004] The rated capacity (static rated load, dynamic rated load), which is the support capacity of a rolling bearing such as a ball bearing against an externally acting load, varies depending on the number of rolling elements, the size of the rolling elements (the diameter of the balls, or the diameter of the rollers in the case of a roller bearing), and the like.
[0005] The ball bearing having the shape shown in FIG. 1 has balls, which are rolling elements, in a spherical shape. Compared with a roller bearing such as a tapered roller bearing known from Korean Patent Publication No. 10-2009-0041103, since the contact area of the rolling elements is small, the contact resistance is small, and thus it has an advantage of low rotational torque. However, the support capacity against the load acting on the bearing is smaller than that of the roller bearing.
[0006] Therefore, conventional automotive transmissions used tapered roller bearings, which are publicly known in Korean Patent Publication No. 10-2009-0041103. However, recently, with the demand for higher fuel efficiency in automobiles and the increasing focus on environmental issues such as global warming, ball bearings with lower rotational torque are being adopted. In cases where the load applied to the bearing is variable, such as in a transmission, the bearing must be designed to accommodate large loads, which has resulted in the installation of bearings that are unnecessarily large compared to their operating capacity.
[0007] For example, a transmission has the characteristic that the load acting on the bearings is large in the lower gears (e.g., 1st to 3rd gear) and very small in the higher gears (5th gear and above). In terms of usage ratio, it is used in the lower gears for less than 10% of the time, and mainly in the higher gears for more than 90% of the time.
[0008] Although the bearings installed in transmissions are used for less than 10% of the time, they must be designed to handle the heavy loads of the lower gears. Therefore, bearings with excessively large rated capacities are used in the higher gears, which are used for more than 90% of the time. Furthermore, there were problems with the weight and rotational torque of the bearings used in the higher gears. [Prior art documents] [Patent Documents]
[0009] [Patent Document 1] Korean Published Patent No. 10-2009-0041103 [Overview of the Initiative] [Problems that the invention aims to solve]
[0010] The present invention was devised to solve the problems of the conventional technology described above, and aims to provide a load-variable rolling bearing and rolling elements for a load-variable rolling bearing in which the rated capacity of the bearing is variable in response to external force under a variable load environment. [Means for solving the problem]
[0011] For the purposes described above, the present invention comprises a ring-shaped outer ring with a concave outer ring raceway formed on its inner circumferential surface, a ring-shaped inner ring with a concave inner ring raceway formed on its outer circumferential surface, and a plurality of rolling elements arranged along the circumferential direction between the outer ring raceway and the inner ring raceway, wherein the rolling elements comprise a cylindrical variable contact portion and spherical rolling element portions arranged on both sides of the variable contact portion and formed on a convex spherical surface, and the outer ring raceway comprises an outer ring raceway spherical contact portion formed in an arc shape with a concave cross-section. The inner ring raceway comprises a cylindrical outer ring raceway variable contact portion located adjacent to the outer ring raceway spherical contact portion in the axial direction, the inner ring raceway comprises an inner ring raceway spherical contact portion formed in an arc shape with a concave cross-section, and a cylindrical inner ring raceway variable contact portion located adjacent to the inner ring raceway spherical contact portion in the axial direction, the rolling element spherical portion is located between the outer ring raceway spherical contact portion and the inner ring raceway spherical contact portion, and the rolling element variable contact portion is located between the outer ring raceway variable contact portion and the inner ring raceway variable contact portion.
[0012] In the above configuration, the outer ring raceway spherical contact portions are arranged in pairs spaced apart in the axial direction, the inner ring raceway spherical contact portions are arranged in pairs spaced apart in the axial direction, the outer ring raceway variable contact portion is located between the outer ring raceway spherical contact portion and the inner ring raceway variable contact portion, spaced apart radially inward from the outer ring raceway variable contact portion, and the outer ring raceway spherical contact portion and the inner ring raceway spherical contact portion face each other in a diagonal direction.
[0013] In the above, when the bearing is assembled, the spherical portion of the rolling element contacts the spherical contact portion of the outer ring raceway and the spherical contact portion of the inner ring raceway before the variable contact portion of the rolling element contacts the variable contact portion of the outer ring raceway and the variable contact portion of the inner ring raceway on both sides.
[0014] In the above configuration, once the bearing is assembled, the spherical portion of the rolling element contacts the spherical contact portions of the outer ring raceway and the spherical contact portions of the inner ring raceway on both sides, while the variable contact portion of the rolling element is spaced apart from the variable contact portions of the outer ring raceway and the variable contact portions of the inner ring raceway on both sides.
[0015] In the above, the outer raceway variable contact portion and the inner raceway variable contact portion are formed in a crowned shape with the central portion protruding in the axial direction.
[0016] In the above, the rolling element variable contact portion is formed in a crowned shape with the central portion of its longitudinal direction protruding.
[0017] In the above, an outer ring undercut portion that is concave and extends along the circumferential direction is formed between the outer raceway spherical contact portion and the outer raceway variable contact portion, and an inner ring undercut portion that is concave and extends along the circumferential direction is formed between the inner raceway spherical contact portion and the inner raceway variable contact portion.
Advantages of the Invention
[0018] In the above, an outer ring undercut portion that is concave and extends along the circumferential direction is formed between the outer raceway spherical contact portion and the outer raceway variable contact portion, and an inner ring undercut portion that is concave and extends along the circumferential direction is formed between the inner raceway spherical contact portion and the inner raceway variable contact portion.
Brief Description of the Drawings
[0019] [Figure 1] It is a partially cut-away perspective view showing a ball bearing according to the prior art. [Figure 2] It is a half-sectional view of a load variable type rolling bearing according to the present invention. [Figure 3] It shows an enlarged view of part "A" in FIG. 2. [Figure 4] It shows an enlarged view of part "B" in FIG. 2. [Figure 5] It is a cross-sectional view showing a rolling element provided in a load variable type rolling bearing according to the present invention.
Modes for Carrying Out the Invention
[0020] Hereinafter, based on the accompanying drawings, the load-variable rolling bearing according to the present invention and the rolling elements for the load-variable rolling bearing will be described in detail.
[0021] FIG. 2 is a half-sectional view of the load-variable rolling bearing according to the present invention, FIG. 3 is an enlarged view of part "A" in FIG. 2, FIG. 4 is an enlarged view of part "B" in FIG. 2, and FIG. 5 is a cross-sectional view showing the rolling elements provided in the load-variable rolling bearing according to the present invention.
[0022] In the following description, the horizontal direction in FIG. 2 will be described as the axial direction, and the vertical direction in FIG. 2 is the radial direction.
[0023] As shown in FIG. 2, the load-variable rolling bearing 100 according to the present invention includes a ring-shaped outer ring 110 having a concave outer ring raceway 111 formed on its inner peripheral surface, a ring-shaped inner ring 120 having a concave inner ring raceway 121 formed on its outer peripheral surface, and a plurality of rolling elements 130 arranged along the circumferential direction between the outer ring raceway 111 and the inner ring raceway 121. The reference numeral 140 in the drawing indicates a cage that holds the circumferential interval of the rolling elements 130. The load-variable rolling bearing 100 according to the present invention may further include a cage 140. The cage 140 has a ring shape and a plurality of pockets are formed at intervals along the circumferential direction for accommodating the rolling elements 130. Although not shown in FIG. 2, seals (not shown) for sealing may be provided in the openings formed between the inner ring 120 and the outer ring 110 and on both sides in the axial direction.
[0024] The rolling element 130 includes a cylindrical rolling element variable contact portion 133 and rolling element spherical surface portions 131 that are provided on both sides in the longitudinal direction (the horizontal direction in FIG. 5) of the rolling element variable contact portion 133 and are formed on convex spherical surfaces.
[0025] As shown in Figure 5, the rolling element 130 is formed in a cylindrical shape with a portion cut out from a sphere. The diameter H of the variable contact portion 133 of the rolling element may be formed in the range of 80% to 95% of the value obtained by multiplying the bending radius of the spherical rolling element portion 131 by 2 (2 × R). By forming the variable contact portion 133 on the rolling element 130, it becomes possible to assemble a larger number of rolling elements 130 (for example, one or two) into the bearing as needed, compared to a spherical rolling element.
[0026] The rolling element variable contact portion 133 may be formed in a cylindrical shape and may be formed in a crowning shape that protrudes outward. The specific shape of the crowning is a known technique, so a description thereof will be omitted.
[0027] The aforementioned spherical rolling element portion 131 is arranged in a spherical shape, with its diameter decreasing from the portion connected to the variable rolling element contact portion 133.
[0028] The rolling element 130 may be manufactured as a sphere with a sphericity of 3 μm or less, and the middle portion may be ground while chucking both sides of the sphere and rotating it to form a cylindrical rolling element variable contact portion 133, or the sphere may be passed between a rubber grinding wheel (for rotational drive) and a grinding wheel (for grinding) to form a cylindrical rolling element variable contact portion 133.
[0029] The cylindrical rolling element variable contact portion 133 is formed in a cylindrical shape with a part of the sphere cut out, and the centers of the bending angles of the spherical rolling element portions 131 on both sides coincide with each other.
[0030] The outer ring raceway 111 comprises an outer ring raceway spherical contact portion 111-1 and an outer ring raceway variable contact portion 111-3. The outer ring raceway spherical contact portion 111-1 extends along the circumferential direction, and its cross-section is formed in a concave arc shape, as shown in Figure 2.
[0031] The outer ring raceway variable contact portion 111-3 is adjacent to the outer ring raceway spherical contact portion 111-1 in the axial direction and forms the concave bottom surface of the outer ring raceway 111. Two outer ring raceway spherical contact portions 111-1 are arranged spaced apart in the axial direction, and the outer ring raceway variable contact portion 111-3 is located between the outer ring raceway spherical contact portions 111-1 and forms the bottom surface of the outer ring raceway 111.
[0032] The outer ring raceway variable contact portion 111-3 is formed in a cylindrical shape. The outer ring raceway variable contact portion 111-3 may also be formed in a convex crowning shape. By forming the outer ring raceway variable contact portion 111-3 in a crowning shape, when an external force acts on the bearing and the outer ring raceway variable contact portion 111-3 contacts the rolling element variable contact portion 133, contact is made from the center, preventing the concentration of contact stress.
[0033] The radius of bending of the cross-sectional arc of the outer ring raceway spherical contact portion 111-1 shown in Figure 2 is formed to be larger than the radius of bending R of the rolling element spherical portion 131. The radius of bending of the outer ring raceway spherical contact portion 111-1 is formed in the range of 102 to 200% of the radius of bending of the rolling element spherical portion 131.
[0034] Once the bearing is assembled to the shaft and housing (not shown) (when the bearing is assembled and the inner or outer ring is tightened and fitted to the shaft or housing), as shown in Figure 2, the spherical rolling element portion 131 contacts the spherical rolling element portion 111-1 at the midpoint of the arc of the outer ring raceway spherical contact portion 111-1 (reference numeral P1 in Figure 2). The spherical rolling element portion 131 and the spherical rolling element portion 111-1 contact each other on both sides in the axial direction, with the variable outer ring raceway contact portion 111-3 in between.
[0035] The outer ring raceway spherical contact portion 111-1 and the rolling element spherical portion 131 are in contact on both sides in the axial direction, and the outer ring raceway variable contact portion 111-3, located between the outer ring raceway spherical contact portions 111-1, is separated from the rolling element variable contact portion 133 by a small gap Do (for example, 100 μm).
[0036] Because the radius of bending of the outer ring raceway spherical contact portion 111-1 is greater than the radius of bending of the rolling element spherical portion 131, the distance between the outer ring raceway spherical contact portion 111-1 and the rolling element spherical portion 131 is increased on both sides.
[0037] Between the outer ring spherical contact portion 111-1 and the outer ring variable contact portion 111-3, an outer ring undercut portion 111-5 is formed, which is concave and extends along the circumferential direction. The formation of the outer ring undercut portion 111-5 prevents interference with the rolling element 130, and allows for smooth super-finishing of the outer ring spherical contact portion 111-1 and the outer ring variable contact portion 111-3.
[0038] In Figure 3, the drawing reference numeral Go indicates the distance between the outer ring raceway spherical contact portion 111-1 and the rolling element spherical portion 131. When the bearing is assembled, the outer ring raceway spherical contact portion 111-1 and the rolling element spherical portion 131 are in contact at the midpoint P1 of the arc of the outer ring raceway spherical contact portion 111-1 in the axial direction, and the distance Go gradually increases as you move away from the midpoint.
[0039] The inner raceway 121 comprises an inner raceway spherical contact portion 121-1 and an inner raceway variable contact portion 121-3. The inner raceway spherical contact portion 121-1 extends along the circumferential direction, and its cross-section is formed in a concave arc shape, as shown in Figure 2.
[0040] The inner ring track variable contact portion 121-3 is positioned axially adjacent to the inner ring track spherical contact portion 121-1 and forms the concave bottom surface of the inner ring track 121. Two inner ring track spherical contact portions 121-1 are arranged spaced apart in the axial direction, and the inner ring track variable contact portion 121-3 is located between the inner ring track spherical contact portions 121-1 and forms the bottom surface of the inner ring track 121.
[0041] The inner ring raceway variable contact portion 121-3 faces the outer ring raceway variable contact portion 111-3 and is spaced radially inward from the outer ring raceway variable contact portion 111-3.
[0042] The inner ring raceway spherical contact portion 121-1 and the outer ring raceway spherical contact portion 111-1 face each other in a diagonal direction.
[0043] The inner ring raceway variable contact portion 121-3 is formed in a cylindrical shape. The cross-section of the inner ring raceway variable contact portion 121-3 may be formed in a crowning shape with a convex central part in the axial direction. By forming the inner ring raceway variable contact portion 121-3 in a crowning shape, when the inner ring raceway variable contact portion 121-3 contacts the rolling element variable contact portion 133, contact is made from the center, preventing the concentration of contact stress.
[0044] The radius of bending of the cross-sectional arc of the inner ring raceway spherical contact portion 121-1 shown in Figure 2 is formed to be greater than the radius of bending of the rolling element spherical portion 131. The radius of bending of the inner ring raceway spherical contact portion 121-1 is formed in the range of 102 to 200% of the radius of bending of the rolling element spherical portion 131. When the bearing is assembled, as shown in Figure 2, the rolling element spherical portion 131 contacts the inner ring raceway spherical contact portion 121-1 at the midpoint of the arc of the inner ring raceway spherical contact portion 121-1 (drawing reference numeral P2 in Figure 2). The inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131 contact each other on both sides in the axial direction, with the inner ring raceway variable contact portion 121-3 in between.
[0045] The inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131 are in contact on both sides in the axial direction, and the inner ring raceway variable contact portion 121-3, located between the inner ring raceway spherical contact portions 121-1, is separated from the rolling element variable contact portion 133 by a small gap Di (for example, 100 μm). The gap between the inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131 is formed to be larger on both sides.
[0046] Between the inner ring spherical contact portion 121-1 and the inner ring variable contact portion 121-3, a concave inner ring undercut portion 121-5 is formed, extending along the circumferential direction. The formation of the inner ring undercut portion 121-5 prevents interference with the rolling element 130, and allows for smooth super-finishing of the inner ring spherical contact portion 121-1 and the inner ring variable contact portion 121-3.
[0047] In Figure 4, the drawing reference numeral Gi indicates the distance between the inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131. When the bearing is assembled, the inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131 are in contact at the midpoint P2 of the arc of the inner ring raceway spherical contact portion 121-1, and the distance Gi gradually increases as the distance from the center point increases.
[0048] The outer ring raceway spherical contact portions 111-1 are arranged in pairs spaced apart in the axial direction, and the inner ring raceway spherical contact portions 121-1 are also arranged in pairs spaced apart in the axial direction. The outer ring raceway variable contact portion 111-3 is located between the outer ring raceway spherical contact portions 111-1, and the inner ring raceway variable contact portion 121-3 is located between the inner ring raceway spherical contact portions 121-1, spaced apart radially inward from the outer ring raceway variable contact portion 111-3, with the outer ring raceway spherical contact portions 111-1 and the inner ring raceway spherical contact portions 121-1 facing each other in a diagonal direction.
[0049] When a load is applied to the bearing during operation, for example, when a radial load is applied to a shaft (not shown) fitted into the inner ring 120, some of the rolling elements 130 are pressed against the outer ring 110, causing the gap Di between the inner ring raceway variable contact portion 121-3 and the rolling element variable contact portion 133, and the gap Do between the outer ring raceway variable contact portion 111-3 and the rolling element variable contact portion 133 to decrease. As the load increases, the inner ring raceway variable contact portion 121-3 and the rolling element variable contact portion 133 come into contact, and the outer ring raceway variable contact portion 111-3 and the rolling element variable contact portion 133 come into contact.
[0050] When a large load is applied to the bearing, the inner ring 120 of the bearing is driven with the inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131 in contact, and in addition, the inner ring raceway variable contact portion 121-3 and the rolling element variable contact portion 133 in contact. The outer ring 110 is driven with the outer ring raceway spherical contact portion 111-1 and the rolling element spherical portion 131 in contact, and in addition, the outer ring raceway variable contact portion 111-3 and the rolling element variable contact portion 133 in contact. As a result, the effect of increasing the rated load is achieved.
[0051] For example, in a transmission, at higher gears where no large load acts on the bearings, the inner ring 120 rotates in a state where the inner ring raceway variable contact portion 121-3 does not contact the rolling element variable contact portion 133, and the inner ring raceway spherical contact portion 121-1 is in contact with the rolling element spherical portion 131, and the outer ring 110 rotates in a state where the outer ring raceway variable contact portion 111-3 does not contact the rolling element variable contact portion 133, and the outer ring raceway spherical contact portion 111-1 is in contact with the rolling element spherical portion 131, thereby rotating in four-point contact states P1 and P2.
[0052] In low gears where a large load acts on the bearing, the inner ring 120 rotates with the inner ring raceway variable contact portion 121-3 in contact with the rolling element variable contact portion 133, and the inner ring raceway spherical contact portion 121-1 also in contact with the rolling element spherical portion 131. Similarly, the outer ring 110 rotates with the outer ring raceway variable contact portion 111-3 in contact with the rolling element variable contact portion 133, and the outer ring raceway spherical contact portion 111-1 also in contact with the rolling element spherical portion 131. Therefore, when a large load acts, such as in low gear operation of a transmission, the load-bearing capacity is increased, and in low gear operation, such as in high gear operation, four-point contact rotation occurs, reducing the rotational torque compared to when it rotates in contact with the radially inner and outer rolling element variable contact portions 133. This prevents an increase in unnecessary torque and a decrease in efficiency (fuel consumption, etc.) associated with the use of large bearings. In a variable load environment, the rated capacity increases with higher loads, allowing the bearing to support large loads without increasing its size (such as the size of the rolling elements).
[0053] The gap Di between the inner ring raceway spherical contact portion 121-1 and the rolling element spherical portion 131, and the distance Do between the outer ring raceway variable contact portion 111-3 and the rolling element variable contact portion 133, are set and manufactured according to the magnitude of the variable load acting on the bearing.
[0054] Figure 2, used to illustrate the present invention, shows a single row, but the present invention is not limited thereto and also includes double rows of two or more rows. [Industrial applicability]
[0055] This invention allows for increased load capacity with a relatively low initial torque.
Claims
1. A ring-shaped outer ring (110) having a concave outer ring raceway (111) formed on its inner circumferential surface, A ring-shaped inner ring (120) having a concave inner ring raceway (121) formed on its outer surface, A plurality of rolling elements (130) are arranged circumferentially between the outer ring raceway (111) and the inner ring raceway (121), Equipped with, The rolling element (130) is A cylindrical rolling element variable contact portion (133), Distributed on both sides of the variable contact portion (133) of the rolling element, the spherical portion (131) of the rolling element is formed on a convex spherical surface, Equipped with, The outer ring raceway (111) comprises an outer ring raceway spherical contact portion (111-1) formed in the shape of a concave arc, and a cylindrical outer ring raceway variable contact portion (111-3) located adjacent to the outer ring raceway spherical contact portion (111-1) in the axial direction. The inner ring raceway (121) comprises an inner ring raceway spherical contact portion (121-1) formed in the shape of a concave arc, and a cylindrical inner ring raceway variable contact portion (121-3) located adjacent to the inner ring raceway spherical contact portion (121-1) in the axial direction. The radius of curvature of the outer ring raceway spherical contact portion (111-1) is formed to be larger than the radius of curvature (R) of the rolling element spherical portion (131), and the radius of curvature of the inner ring raceway spherical contact portion (121-1) is formed to be larger than the radius of curvature of the rolling element spherical portion (131); The outer ring raceway variable contact portion (111-3) is located between the outer ring raceway spherical contact portions (111-1), and the inner ring raceway variable contact portion (121-3) is located between the inner ring raceway spherical contact portions (121-1) and is spaced radially inward from the outer ring raceway variable contact portion (111-3); The spherical rolling element portion (131) is located between the outer ring raceway spherical contact portion (111-1) and the inner ring raceway spherical contact portion (121-1), and the outer ring raceway spherical contact portion (111-1) and the inner ring raceway spherical contact portion (121-1) face each other in a diagonal direction; When the bearing is assembled, the spherical rolling element portion (131) contacts the spherical contact portions (111-1) and the spherical contact portion (121-1) of the outer ring raceway on both sides, and the variable rolling element contact portion (133) is separated from the variable contact portions (111-3) and the variable contact portion (121-3) of the outer ring raceway on both sides; A variable-rated capacity rolling bearing (100) characterized in that when a large load is applied to the bearing, the inner ring (120) rotates with the variable inner ring raceway contact portion (121-3) in contact with the variable rolling element contact portion (133), and the spherical inner ring raceway contact portion (121-1) also in contact with the spherical rolling element portion (131), and the outer ring (110) rotates with the variable outer ring raceway contact portion (111-3) in contact with the variable rolling element contact portion (133), and the spherical outer ring raceway contact portion (111-1) also in contact with the spherical rolling element portion (131), thereby increasing the rated capacity.
2. The variable-rated capacity rolling bearing (100) according to claim 1, characterized in that two outer ring raceway spherical contact portions (111-1) are arranged spaced apart in the axial direction, and two inner ring raceway spherical contact portions (121-1) are arranged spaced apart in the axial direction.
3. The variable-rated capacity rolling bearing (100) according to claim 1 or 2, characterized in that the outer ring raceway variable contact portion (111-3) and the inner ring raceway variable contact portion (121-3) are formed in a crowning shape with a central portion protruding in the axial direction.
4. The variable-rated capacity rolling bearing (100) according to claim 1 or 2, characterized in that the rolling element variable contact portion (133) is formed in a crowning shape with a protruding central part in the longitudinal direction.
Citation Information
Patent Citations
Rolling bearing
CN203248525U
bearing
JP1990150412U
Bearing for electromagnetic clutch
JP1999336795A
Automatic aligning roller bearing device
JP2002188628A
Spherical surface roller
JP2002188645A