JP2000002239A - Thrust bearing mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve durability, to reinforce a base part of a flange part, and to provide a compact constitution. SOLUTION: A pair of thrust bearings 45, 47 are disposed between a rotating shaft receiving engagement reaction force of gear and a casing, while the thrust bearings 45, 47 receive opposite directional force each other. In the thrust bearing 47 disposed in one side where it receives the engagement reaction force, a large rolling element 57 is used according to the engagement reaction force. In the thrust bearing 45 disposed in the other side where it does not receive the engagement reaction force, a small rolling element 53 is used suitably.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a thrust bearing mechanism used for, for example, a vehicle power transmission device.

[0002]

2. Description of the Related Art A differential apparatus 201 as shown in FIG. 7 is described in Japanese Patent Application Laid-Open No. Hei 5-345535.

In this differential device 201, the driving force of the engine is transmitted from the input shaft 203 to the bevel gear 2
05 and 207 are transmitted to the planetary gear type differential mechanism 209 and distributed to one axle 213 from the pinion gear carrier 211 of the differential mechanism 209.
It is distributed from the sun gear 215 to the other axle 217.

The pinion gear carrier 211 and the axle 2
17, a speed increasing mechanism 219 and a multi-plate clutch 221 for connecting and disconnecting the same, and a speed reducing mechanism 223 and a multi-plate clutch 225 for connecting and disconnecting the same are arranged.

When the multi-plate clutch 221 on the speed increasing mechanism 219 is engaged, the speed on the wheel on the axle 217 is increased by the speed increasing mechanism 219, and yaw moment in the left turning direction is generated in the vehicle body. When the multi-plate clutch 225 on the speed reduction mechanism 223 is engaged, the wheels on the axle 217 side are decelerated by the speed reduction mechanism 223, and a yaw moment in the right turning direction is generated on the vehicle body.

[0006] If the yaw moment in the required direction is given to the vehicle body by such a yaw moment control function, the turning performance of the vehicle is improved or the straight running stability is improved.

The input shaft 203 is supported by a differential carrier 231 by a thrust bearing mechanism 227 and a ball bearing 229.

[0008] As shown in FIGS. 8 and 9, the thrust bearing mechanism 227 includes a pair of thrust bearings 233 and 235 arranged opposite to each other.

One thrust bearing 233 is a conical roller bearing in which a conical roller 241 is disposed between an outer race 237 and an inner race 239, and the other thrust bearing 235 is an outer race. 237
A conical roller bearing in which a conical roller 241 is disposed between the inner roller 243 and the inner race 243. Each conical roller 2
41 is held in position by a retainer 245.

The outer race 237 is shared between the thrust bearings 233 and 235, and the flange portion 249 is fixed to the differential carrier 231 by bolts 247 as shown in FIG.

As shown in FIG. 9, four flange portions 249 are formed, and as shown in FIG.
Is formed at the end of the outer race 237.

[0012]

The input shaft 203 transmits a large driving force. At this time, the meshing of the bevel gears 205 and 207 generates a meshing thrust force 251 as shown by arrows in FIGS. It is applied to the thrust bearing mechanism 227 via the shaft 203.

However, as shown in FIG. 8, this meshing thrust force 251 is applied to the thrust bearing 235 of one of the thrust bearing mechanisms 227 (bevel gear 205 side).
, But not the other thrust bearing 233.

As described above, each thrust bearing 23
In Nos. 3 and 235, the conical rollers 241 are the same and have the same durability. Therefore, only the thrust bearing 235 which exerts a large load has reduced durability.

Further, it is not necessary to use the same thrust bearing 235 as the thrust bearing 233 on which a large load is not applied.

As shown in FIG. 8, the flange portion 249 is formed at the end of the outer race 237, and the thickness of the base portion 253 is small, and the strength is insufficient.

Accordingly, an object of the present invention is to provide a thrust bearing mechanism which has excellent durability, is compact as a whole, and has a large strength at the base of the flange portion.

[0018]

According to a first aspect of the present invention, there is provided a thrust bearing mechanism which is disposed between a rotating shaft receiving a meshing reaction force of a gear and a casing, and each of the outer rails on the casing side. A thrust bearing mechanism comprising a pair of thrust bearings for receiving forces in directions opposite to each other, the thrust bearing mechanism comprising a bearing, an inner race on the rotating shaft side, and a rolling element disposed therebetween. In the thrust bearing arranged in the direction receiving the meshing reaction force, a large rolling element corresponding to the meshing reaction force is used, and in the thrust bearing arranged in the direction not receiving the meshing reaction force,
It is characterized in that correspondingly smaller rolling elements are used.

In the thrust bearing mechanism of the present invention, of the pair of thrust bearings receiving forces in opposite directions,
Unlike the conventional example, a large rolling element corresponding to the meshing reaction force is used for the thrust bearing that receives the meshing reaction force, and a correspondingly small rolling element is used for the thrust bearing that does not receive the meshing reaction force. Is used.

As described above, by using a large rolling element for the thrust bearing that receives the meshing reaction force,
The durability of the entire thrust bearing mechanism is greatly improved.

Further, the thrust bearing which does not receive the meshing reaction force is reduced in size and weight by making the rolling element smaller accordingly.

In this way, the thrust bearing mechanism is constructed to be lightweight and compact as a whole while obtaining sufficient durability.

The thrust bearing mechanism of the present invention can be used for a straight bevel gear, a spiral bevel gear, a hypoid gear, or the like, in which a large meshing reaction force is generated.

According to a second aspect of the present invention, there is provided the thrust bearing mechanism according to the first aspect, wherein each thrust bearing comprises:
It is a conical roller bearing using a conical roller for a rolling element, and an effect equivalent to the configuration of claim 1 is obtained.

In addition, a conical roller bearing using a conical roller as a rolling element can withstand a large load because the conical roller receives a load on a line, and has high durability.

According to a third aspect of the present invention, there is provided the thrust bearing mechanism according to the first aspect, wherein each thrust bearing comprises:
A pair of angular contact bearings having contact angles opposite to each other are provided, and an effect equivalent to that of the first aspect is obtained.

According to a fourth aspect of the present invention, there is provided the thrust bearing mechanism according to the first aspect, wherein each thrust bearing comprises:
The ball bearing is capable of receiving a thrust force, and has the same effect as the first aspect.

In addition to this, by using a normal ball bearing for the thrust bearing, this configuration can be implemented at low cost.

The invention according to claim 5 is the invention according to claims 1 to 4.
The thrust bearing mechanism according to any one of the above, wherein the outer races of both thrust bearings are formed integrally, and this outer race is fixed to the casing side via a flange portion. In addition, this flange portion is formed on the thrust bearing side using a small rolling element, and the same effect as any of claims 1 to 4 is obtained.

In the thrust bearing which does not receive the meshing reaction force, the outer race becomes thicker by reducing the size of the rolling elements.

Therefore, in this configuration in which the flange portion of the outer race is formed on the small thrust bearing side of the rolling element, the thickness of the base portion of the flange portion is increased, and the strength is greatly improved.

The invention of claim 6 is the first to fifth aspects of the present invention.
The thrust bearing mechanism according to any one of the preceding claims, wherein the rotating shaft is a drive pinion shaft arranged at right angles to the differential case and rotated by the driving force of the engine, and the gear is formed on the drive pinion shaft. A bevel gear that rotates the differential case while changing the direction by meshing with the ring-shaped bevel gear on the differential case side, and provides the same effect as any one of the first to fifth aspects.

The drive pinion shaft, which is arranged at a right angle to the differential case and transmits the driving force of the engine, receives a large meshing thrust force from a direction changing gear set composed of a bevel gear, and therefore receives the meshing reaction force. By using a large rolling element for the thrust bearing,
The effect of improving the durability is extremely large.

The reduction of the rolling element by the thrust bearing that does not receive the meshing reaction force and the reduction of the size and weight of the thrust bearing mechanism are particularly advantageous in forming a compact and lightweight power transmission device for a vehicle. is there.

Further, the fact that the flange portion of the outer race is strengthened is particularly advantageous in a power transmission device in which the drive pinion shaft receives a vibration of the vehicle body while handling a large driving force.

[0036]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows a rear differential 3 using the thrust bearing mechanism 1 of this embodiment. The thrust bearing mechanism 1 has the features of claims 1, 2, 5, and 6. The left and right directions are the vehicle using the rear differential 3 and the left and right directions in FIGS. 1 and 2, and the upper part of FIGS. 1 and 2 corresponds to the front of the vehicle. In addition, members and the like without reference numerals are not shown.

The rear differential 3 is used in a rear-wheel drive vehicle (FR vehicle) in which an engine is disposed at the front of the vehicle body.

The rear differential 3 includes a thrust bearing mechanism 1, a drive pinion shaft 5 (rotating shaft), a drive pinion gear 7 (bevel gear), a ring gear 9 (bevel gear), a differential case 11, and a bevel gear type differential mechanism 1.
3, a speed increasing mechanism, a multi-plate clutch for intermittently transmitting the torque of the speed increasing mechanism, a deceleration mechanism, a multi-plate clutch for intermittently transmitting the torque of the deceleration mechanism, a hydraulic actuator for pressing each of these multi-plate clutches, It is composed of a controller for operating each hydraulic actuator.

As shown in FIG. 1, the rear differential 3 is housed inside a differential carrier 15 (casing). The differential case 11 of the rear differential 3 is supported on a differential carrier 15 by a bearing 17.

The drive pinion shaft 5 is disposed at a right angle to the differential case 11, and is supported by a differential carrier 15 at a front portion by a ball bearing 19 and at a rear portion by a thrust bearing mechanism 1.

The drive pinion shaft 5 penetrates the differential carrier 15 to the outside, and a flange 21 is spline-connected to a front end thereof and is fixed by a nut 23. The drive pinion shaft 5 is connected to the propeller shaft side via a flange 21. A seal 25 is disposed between the differential carrier 15 and the flange 21 to prevent oil leakage to the outside.

Thus, the driving force of the engine is transmitted from the transmission to the differential case 11 via the propeller shaft.
To rotate.

The drive pinion gear 7 and the ring gear 9 mesh with each other to form a direction changing gear set. The drive pinion gear 7 is formed integrally with the rear end of the drive pinion shaft 5, and the ring gear 9 is fixed to the differential case 11 by bolts 27.

The bevel gear type differential mechanism 13 is a differential gear.
A pinion shaft 29 fixed to the gear 11, a pinion gear 31 supported on the pinion shaft 29, left and right side gears 33 and 35 that mesh with the pinion gear 31, and the like. The left side gear 33 is connected to the left drive shaft via a left drive shaft and a joint, and the right side gear 35 is connected to the right drive shaft 3.
7 and is connected to the right rear wheel via a joint or the like.

The driving force of the engine for rotating the differential case 11 is distributed from the pinion shaft 29 to the side gears 33 and 35 via the pinion gear 31, and transmitted to the left and right rear wheels via the drive shaft and the like.
If a difference in driving resistance occurs between the rear wheels on a bad road or the like, the driving force of the engine is differentially distributed to the left and right rear wheels by the rotation of the pinion gear 31.

A gear 39 is fixed to the differential case 11, and gears 41 and 43 are fixed to the right drive shaft 37.

A counter shaft is arranged in parallel with the differential case, and three gears meshing with the gears 39, 41 and 43 are fixed to the counter shaft.

The speed increasing mechanism comprises a gear 39, a gear 41, and each gear on a counter shaft which meshes with them. The speed reducing mechanism comprises a gear 39, a gear 43, and each gear on the counter shaft meshing with them. And a gear.

Each hydraulic actuator is operated by hydraulic pressure sent from an engine-driven oil pump, and presses and engages each of the multi-plate clutches for the speed increasing mechanism and the speed reducing mechanism.

The controller intermittently connects and disconnects these multiple disc clutches via a hydraulic actuator in accordance with the steering conditions, running conditions, road surface conditions, etc. of the vehicle, and reduces the fastening force of the engaged multiple disc clutches. Control.

When the multi-plate clutch for the speed-up mechanism is engaged and the multi-plate clutch for the speed reduction mechanism is released, the differential case 11
The drive torque of the (gear 39) is increased by the speed increasing mechanism, the right rear wheel is accelerated via the drive shaft 37, and the drive torque corresponding to the increased speed is transmitted via the differential mechanism 11 to the left drive Move to the shaft and decelerate the left rear wheel.

Thus, the vehicle is provided with the left-handed yaw moment.

When the multi-plate clutch for the speed reduction mechanism is engaged and the multi-plate clutch for the speed increasing mechanism is released, the right rear wheel is decelerated by the speed reduction mechanism and the left rear wheel is accelerated.

In this way, the yaw moment in the right turning direction is given to the vehicle body.

By such a yaw moment control function, when the vehicle makes a right turn, the vehicle body is turned in the right turn direction.
If a moment is given and a left turn yaw moment is given in the case of a left turn, the turning performance of the vehicle is greatly improved.

When the vehicle body is meandering on a rough road or the like, similarly, by switching each multi-plate clutch and giving the vehicle body the yaw moment in the direction opposite to the meandering, the meandering is converged.
Straightness and stability can be improved.

Further, by controlling the engaging force of the multiple disc clutch and sliding them appropriately, the speed ratio of the speed increasing mechanism and the speed reducing mechanism changes, and the yaw moment can be adjusted. The turning property, straight running property, stability, and the like of the vehicle body can be precisely controlled according to changes in various conditions during traveling.

As shown in FIG. 2, the thrust bearing mechanism 1
Is composed of a pair of thrust bearings 45 and 47 disposed to face each other in the front and rear directions.

The front thrust bearing 45 is a conical roller bearing in which a small conical roller 53 (rolling element) is disposed between the outer race 49 and the inner race 51, and is provided on the rear side (drive pinion gear). The thrust bearing 47 on the side 7) has an outer race 49 and an inner race 5
5 is a conical roller bearing in which a large conical roller 57 (rolling element) is disposed. These conical rollers 53, 57
Are held in position by retainers 59 and 61, respectively.

The outer race 49 is shared between the two thrust bearings 45 and 47. As shown in FIG. 1, the outer race 49 fixes the flange portion 65 to the differential carrier 15 by bolts 63. Have been.

As shown in FIG. 3, the flange portion 65 is
And each flange portion 6 is formed as shown in FIG.
Numeral 5 is formed on the outer race 49 on the thrust bearing 45 side.

A meshing thrust force 67 as shown by arrows in FIGS. 1 and 2 is generated on the drive pinion shaft 5 by meshing between the drive pinion gear 7 which is a bevel gear and the ring gear 9.

Since the meshing thrust force 67 is applied to the thrust bearing 47 on the drive pinion gear 7 side of the thrust bearing mechanism 1, the conical roller 57 of the thrust bearing 47 has the meshing thrust force 6 as shown in FIG.
A large one corresponding to No. 7 is used.

As described above, the large conical roller 57 is attached to the thrust bearing 47 which receives the meshing thrust force 67.
, The same thrust bearing 23
Compared with the conventional thrust bearing mechanism 227 using a pair of the thrust bearings 3 and 235, the overall durability of the thrust bearing mechanism 1 is greatly improved.

In the thrust bearing 45 on the opposite side where the meshing thrust force 67 is not applied, a conical roller 53 that is much smaller than the conical roller 57 is used.
Further, the conical roller 53 is smaller than the conical roller 241 used in the conventional example.

As described above, the thrust bearing 45 that does not receive the meshing thrust force 67 is small and lightweight because the conical roller 51 is reduced accordingly.

FIG. 4 shows an outer race 237 in a conventional example. The solid line 69 indicates the outer shape of the conical roller 241.
The broken line 71 is the inner circumference of the outer race 237 when the diameter of the conical roller is increased, and the broken line 73 is the inner circumference of the outer race when the diameter of the conical roller is reduced. 23
7 is the inner circumference.

As described above, when the diameter of the conical roller is reduced, the thickness of the flange portion 249 at the base portion can be made larger than the thickness 77 when the diameter of the conical roller is increased.

Therefore, since the small conical roller 53 is used in the thrust bearing 45, as described above,
By forming the flange portion 65 of the outer race 49 on the thrust bearing 45 side, the flange portion 65 is formed.
The base has a sufficient thickness 79, and the strength is greatly improved.

Further, since a sufficient thickness 79 can be obtained, the outer race 49 can be made smaller by making the outer periphery 81 on the thrust bearing 45 side significantly smaller than the outer periphery 83 on the thrust bearing 47 side. Lightweight.

Thus, the thrust bearing mechanism 1 is configured.

As described above, the thrust bearing mechanism 1
By using the large conical roller 57 for the thrust bearing 47 that receives the meshing thrust force 67,
The overall durability is greatly improved.

The thrust bearing 45 which does not receive the meshing reaction force is reduced in size and weight by reducing the conical roller 53 accordingly.

Therefore, the thrust bearing mechanism 1 is configured to be lightweight and compact while obtaining sufficient durability.

Further, the flange portion 65 of the outer race 49 is provided.
Is formed on the side of the small thrust bearing 45, so that a sufficient thickness 79 is obtained at the base and a large strength is obtained.

The thrust bearing mechanism 1 using the thrust bearings 45 and 47 of the conical roller bearing is
Since the conical rollers 53 and 57 of the rolling elements receive a load on the line, it is possible to withstand a large meshing thrust force 67, and accordingly, the durability is high.

Further, since a large meshing thrust force 67 is applied to the drive pinion shaft 5 of the rear differential 3 from the direction changing gear set of the bevel gear while transmitting the driving force of the engine, the conical roller 57 of the thrust bearing 47 is enlarged. Thus, the effect of improving the durability is extremely large.

The reduction in size and weight of the thrust bearing 45, which does not receive the meshing reaction force, is particularly advantageous in that a power transmission device for a vehicle such as the rear differential 3 is compact and lightweight.

Further, the flange 6 of the outer race 49
5 has been strengthened by the drive pinion shaft 5
However, the rear differential 3 which receives a large driving force and receives the vibration of the vehicle body is particularly advantageous.

In the thrust bearing mechanism 1, when the drive pinion shaft 5 and the drive pinion gear 7 are formed of a hypoid gear or a spiral bevel gear, a great effect of improving durability is obtained.
In the case of being constituted by a tobevel gear, a greater effect of improving durability can be obtained.

Next, a second embodiment of the present invention will be described with reference to FIG. Thrust bearing mechanism 8 of this embodiment
5 has the features of claims 1, 3, 5, and 6, and is used in the rear differential 3 as in the thrust bearing mechanism 1. The upper part of FIG. 5 corresponds to the front of the vehicle using the rear differential 3. In addition, members and the like without reference numerals are not shown.

As shown in FIG. 5, the thrust bearing mechanism 8
Reference numeral 5 denotes a pair of angular contact bearings 87 and 89 (thrust bearings) arranged to face each other in front and rear, and these are arranged so that their contact angles are in opposite directions.

Front angular contact bearing 8
7 is an outer race 91, an inner race 93, a small-diameter ball 95 (rolling element) disposed therebetween,
It comprises a retainer for holding the position of each ball 95.

The rear (the drive pinion gear 7 side) angular contact bearing 89 is provided with an outer rail
And a ball 91 (rolling member) of a large diameter disposed between them, and a retainer for holding the position of each ball 99.

The inner races 93 and 97 are fitted to the drive pinion shaft 5. Also, outer rail
The bearing 91 has two angular contact bearings 87 and 89
The flange portion 101 is fixed to the differential carrier 15 by bolts 63.

The flange portions 101 are formed at four locations on the outer periphery. As shown in FIG. 5, each flange portion 101 is formed on the outer race 91 on the side of the angular contact bearing 87.

The meshing thrust force 67 generated on the drive pinion shaft 5 by the meshing between the drive pinion gear 7 and the ring gear 9 causes the drive pinion gear 7
Since it is applied to the angular contact bearing 89 on the side, the ball 99 is large in size according to the meshing thrust force 67.

As described above, since the large ball 99 is used for the angular contact bearing 89 which receives the meshing thrust force 67, the overall durability of the thrust bearing mechanism 85 is greatly improved as compared with the conventional example. I have.

A ball 95 having a diameter smaller than that of the ball 99 is used for the angular contact bearing 87 on the opposite side where the meshing thrust force 67 is not applied.

As described above, the angular contact bearing 87 which does not receive the meshing thrust force 67 is small in size and light in weight because the diameter of the ball 95 is reduced accordingly.

Further, the flange portion 10 of the outer race 91 is provided.
Since 1 is formed on the side of the angular contact bearing 87 using the small-diameter ball 95, the flange portion 101 has a sufficient thickness 103 at the base portion, and the strength is greatly improved.

Further, since a sufficient thickness 103 can be obtained,
The outer race 91 is made smaller and lighter by making the outer periphery 105 on the side of the angular contact bearing 87 significantly smaller than the outer periphery 107 on the side of the angular contact bearing 89.

Thus, the thrust bearing mechanism 85 is configured.

As described above, the thrust bearing mechanism 8
In No. 5, the overall durability is greatly improved by using a large-diameter ball 99 for the angular contact bearing 89 which receives the meshing thrust force 67.

Further, the angular contact bearing 87 which is not subjected to the meshing reaction force is provided with the ball 9 correspondingly.
By making 5 smaller, it becomes smaller and lighter.

Therefore, the thrust bearing mechanism 85 is
It is lightweight and compact while obtaining sufficient durability.

Further, the flange portion 10 of the outer race 91 is provided.
1 is formed on the side of the small angular contact bearing 87, so that a sufficient thickness 103 is obtained at the base and a large strength is obtained.

In addition to this, the thrust bearing mechanism 8
5 has the same effect as the thrust bearing mechanism 1 by using the rear differential 3.

Next, a third embodiment of the present invention will be described with reference to FIG. Thrust bearing mechanism 1 of this embodiment
No. 09 has the features of claims 1, 4, 5, and 6, and is used in the rear differential 3 similarly to the thrust bearing mechanisms 1, 85. 6 corresponds to the front of the vehicle using the rear differential 3. In addition, members and the like without reference numerals are not shown.

As shown in FIG. 6, the thrust bearing mechanism 1
Reference numeral 09 includes a pair of deep groove ball bearings 111 and 113 (thrust bearings) arranged to face each other.

The front ball bearing 111 includes an outer race 115, an inner race 117, a small-diameter ball 119 (rolling element) disposed therebetween, and each ball.
It is composed of a retainer for holding the position of the handle 119.

The ball bearing 113 on the rear side (drive pinion gear 7 side) has an outer race 115, an inner race 121, and a large-diameter ball 123 (disposed between them). Rolling element) and a retainer for holding the position of each ball 123.

The inner races 117 and 121 are fitted to the drive pinion shaft 5. Also, the outer
The race 115 is shared between the ball bearings 111 and 113, and its flange 125 is bolted to the bolt 63.
Is fixed to the differential carrier 15.

The flange portions 125 are formed at four places on the outer periphery. As shown in FIG. 6, each flange portion 125 is formed on the outer race 115 on the ball bearing 111 side.

The meshing thrust force 67 generated on the drive pinion shaft 5 by the meshing between the drive pinion gear 7 and the ring gear 9 causes the drive pinion gear 7
Since the ball 123 is applied to the ball bearing 113 on the side, the ball 123 is large in size according to the meshing thrust force 67.

As described above, the large ball 123 is attached to the ball bearing 113 which receives the meshing thrust force 67.
, The overall durability of the thrust bearing mechanism 109 is greatly improved as compared with the conventional example.

In the ball bearing 111 on the opposite side where the meshing thrust force 67 is not applied, a ball 119 smaller in diameter than the ball 123 is used.

As described above, the ball bearing 111 which does not receive the meshing thrust force 67 has a small diameter of the ball 119, and is therefore small and lightweight.

Further, the flange portion 1 of the outer race 115
25 is a ball bearing 1 using a small diameter ball 119
Since the flange portion 125 is formed on the eleventh side, a sufficient thickness 127 is obtained at the base portion of the flange portion 125, and the strength is greatly improved.

Further, since a sufficient thickness 127 can be obtained,
The outer race 115 is made smaller and lighter by making the outer circumference 129 on the ball bearing 111 side much smaller than the outer circumference 131 on the ball bearing 113 side.

Thus, the thrust bearing mechanism 109
Is configured.

As described above, the thrust bearing mechanism 1
No. 09 uses the large-diameter ball 123 for the ball bearing 113 that receives the meshing thrust force 67, thereby greatly improving the overall durability.

The ball bearing 111 which does not receive the meshing reaction force becomes smaller and lighter by making the ball 119 smaller accordingly.

Therefore, the thrust bearing mechanism 109
Is lightweight and compact while obtaining sufficient durability.

Further, the flange portion 1 of the outer race 115
25 is formed on the side of the small ball bearing 111, so that a sufficient thickness 127 is obtained at the base and a large strength is obtained.

Also, the deep groove type ball bearings 111, 1
The thrust bearing mechanism 109 can be implemented at low cost by using such ordinary ball bearings 111 and 113 because the thrust bearing 13 can sufficiently withstand a thrust load.

In addition to this, the thrust bearing mechanism 1
09 has the same effect as the thrust bearing mechanisms 1 and 85 by using the rear differential 3.

[0118]

According to the thrust bearing mechanism of the present invention,
By using a large rolling element for the thrust bearing that receives the meshing reaction force and using a small rolling element for the thrust bearing in the opposite direction, the overall durability is greatly improved and the one that does not receive the meshing reaction force Since the thrust bearing is small and lightweight, it is lightweight and compact while obtaining sufficient durability.

According to the second aspect of the present invention, the same effect as that of the first aspect is obtained, and the conical roller bearing using the conical rollers for the rolling elements can withstand a large load and has high durability.

The invention of claim 3 has the same effect as the structure of claim 1.

According to the fourth aspect of the present invention, the same effect as that of the first aspect is obtained, and a normal ball bearing is provided for the thrust bearing.
By using the lubricated bearing, it can be implemented at low cost.

The invention of claim 5 is the invention of claims 1 to 4.
By obtaining the same effect as any one of the above, and by forming the flange portion of the outer race on the small thrust bearing side of the rolling element, the thickness of the base portion of the flange portion is increased and the strength is greatly improved.

The invention of claim 6 is the invention of claims 1 to 5
In this configuration, a thrust bearing mechanism is used for the drive pinion shaft which receives a large meshing reaction force from the direction changing gear set while transmitting the driving force of the engine, while obtaining the same effect as any one of the above. The effect of improving the durability by using a large rolling element for the thrust bearing is extremely large.

It is particularly advantageous to reduce the size and weight of the rolling element of the thrust bearing that does not receive the meshing reaction force, thereby making the power transmission device for a vehicle compact and lightweight.

Further, the fact that the flange portion of the outer race is strengthened is particularly advantageous in a power transmission device in which the drive pinion shaft receives a large driving force and vibration of the vehicle body.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing a rear differential using a first embodiment of the present invention.

FIG. 2 is a longitudinal sectional view showing the first embodiment of the present invention.

FIG. 3 is a view taken in the direction of arrow A in FIG. 2;

FIG. 4 is a view showing a change in a diameter of a conical roller and a thickness of a flange portion in an outer race of a thrust bearing.

FIG. 5 is a longitudinal sectional view showing a second embodiment of the present invention.

FIG. 6 is a longitudinal sectional view showing a third embodiment of the present invention.

FIG. 7 is a sectional view of a conventional example.

FIG. 8 is a longitudinal sectional view of a thrust bearing mechanism used in a conventional example.

9 is a view as viewed in the direction of arrow B in FIG. 8;

[Explanation of symbols]

1, 85, 109 Thrust bearing mechanism 15 Differential carrier (casing) 45 Conical roller bearing not receiving meshing reaction force (thrust bearing) 47 Conical roller bearing receiving thrusting force (thrust bearing) 49, 91, 115 Outer race 51, 93, 117 Inner race of thrust bearing not receiving meshing reaction force 53 Small conical roller (rolling element) 55, 97 used for conical roller bearing not receiving meshing reaction force 121 Inner race of thrust bearing receiving meshing reaction force 57 Large conical roller (rolling element) 65, 101, 125 used for conical roller bearing receiving meshing reaction force Flange portion 79, 103 of outer race , 127 Thickness of base of flange 87 Non-angular contact bearing (thrust bearing) 89 Angular contact bearing that receives meshing reaction force (thrust bearing) 95 Small-diameter ball (rolling element) used for angular contact bearing that does not receive meshing reaction force 99 Meshing Large-diameter ball (rolling element) used for angular contact bearing which receives reaction force 111 Ball bearing which does not receive meshing reaction force (thrust bearing) 113 Ball bearing which receives meshing reaction force (thrust) (Bearing) 119 Small-diameter ball (rolling element) used for ball bearing that does not receive meshing reaction force 123 Large-diameter ball (rolling element) used for ball bearing that receives meshing reaction force

Claims (6)

[Claims] 1. A casing is provided between a rotating shaft receiving a meshing reaction force of a gear and a casing, and an outer race on the casing side and an inner race on the rotating shaft are respectively provided. A thrust bearing mechanism comprising a pair of thrust bearings, which receive rolling forces in mutually opposite directions, comprising a rolling element disposed between the thrust bearings, the thrust bearings being arranged in a direction receiving a meshing reaction force. In a thrust bearing that uses a large rolling element according to the reaction force and is arranged in a direction that does not receive the meshing reaction force,
A thrust bearing mechanism characterized by using a small rolling element accordingly. 2. The thrust bearing mechanism according to claim 1, wherein each thrust bearing is a conical roller bearing using a conical roller as a rolling element. 3. The thrust bearing mechanism according to claim 1, wherein each of the thrust bearings is a pair of angular contact bearings having contact angles opposite to each other. 4. The invention according to claim 1, wherein each thrust bearing is capable of receiving a thrust force.
A thrust bearing mechanism characterized by being a ball bearing. 5. The invention according to claim 1, wherein the outer parts of both thrust bearings are provided.
The outer race is fixed to the casing side via a flange, and the race is integrally formed.
The thrust bearing mechanism wherein the flange portion is formed on a thrust bearing side using a small rolling element. 6. A drive pinion shaft according to any one of claims 1 to 5, wherein the rotation shaft is a drive pinion shaft arranged at right angles to the differential case and rotated by the driving force of the engine. A thrust bearing mechanism, wherein a gear is formed on the drive pinion shaft and is a bevel gear that rotates the differential case while changing the direction by meshing with a ring-shaped bevel gear on the differential case side.