JPH09177758A - Plain bearing - Google Patents
Plain bearingInfo
- Publication number
- JPH09177758A JPH09177758A JP34293995A JP34293995A JPH09177758A JP H09177758 A JPH09177758 A JP H09177758A JP 34293995 A JP34293995 A JP 34293995A JP 34293995 A JP34293995 A JP 34293995A JP H09177758 A JPH09177758 A JP H09177758A
- Authority
- JP
- Japan
- Prior art keywords
- bearing
- main bearing
- crowning
- main
- curved
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は大型ディーゼル機関
用主軸受、各種回転機械用軸受等の平軸受に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a plain bearing such as a main bearing for large diesel engines and bearings for various rotary machines.
【０００２】[0002]
【発明が解決しようとする課題】図８及び図９には舶用
大型ディーゼル機関の主軸受近傍のクランク軸心線に沿
う要部断面図及びクランク軸心に直角方向の要部断面図
がそれぞれ示されている。8 and 9 are a sectional view of a main part along a crankshaft center line near a main bearing of a large marine diesel engine and a sectional view of a main part perpendicular to the crankshaft center, respectively. Has been done.
【０００３】図８〜図９において、１は主軸受、３はク
ランク軸、４は機関の台板軸受台、２は主軸受キャップ
であり、同主軸受１は図９に示されるようにクランク軸
心３ａ上にて上メタル１ａと下メタル１ｂとに半割りに
され、下メタル１ｂが上記台板軸受台４上に固定され、
上メタル１ａを軸受キャップ２で押さえ、主軸受ボルト
５を締め付けることにより、台板軸受台４に固定され、
クランク軸３を支持している。8 to 9, 1 is a main bearing, 3 is a crank shaft, 4 is a base plate bearing stand of an engine, 2 is a main bearing cap, and the main bearing 1 is a crank as shown in FIG. The upper metal 1a and the lower metal 1b are halved on the shaft center 3a, and the lower metal 1b is fixed on the base plate bearing base 4.
By fixing the upper metal 1a with the bearing cap 2 and tightening the main bearing bolt 5, it is fixed to the base plate bearing base 4,
It supports the crankshaft 3.
【０００４】上記ディーゼル機関用主軸受装置にあって
は、従来、主軸受１は、図１０に示されるように、外径
Ｄｏと内径Ｄｉとを長手方向（軸受の幅方向）において
同一径に加工し、両端面の内周側に１mm〜２mm程度の面
取りＩＣを施こしていた。In the above main bearing device for a diesel engine, the main bearing 1 has conventionally been such that the outer diameter Do and the inner diameter Di have the same diameter in the longitudinal direction (width direction of the bearing), as shown in FIG. After processing, chamfering ICs of about 1 mm to 2 mm were provided on the inner peripheral sides of both end surfaces.
【０００５】然るに機関の運転中においては、シリンダ
内の爆発圧力による軸荷重Ｆがシリンダ軸心１０に沿っ
てクランク軸３に作用し、この軸荷重Ｆは主軸受１に軸
受荷重として負荷されるとともに、クランク軸３に対し
ては曲げ荷重として作用する。However, during operation of the engine, the axial load F due to the explosion pressure in the cylinder acts on the crankshaft 3 along the cylinder shaft center 10, and the axial load F is applied to the main bearing 1 as a bearing load. At the same time, it acts as a bending load on the crankshaft 3.
【０００６】このため、図１１に示されるように、クラ
ンク軸３が上記曲げ荷重により発生する撓みにより、主
軸受１に対して傾斜して支持されることとなり、主軸受
１の端部Ｚにおいて局部的に強い当たり（線状の当た
り）が発生し、これによって主軸受１の損傷や主軸受１
の焼付きを誘発する恐れがある。Therefore, as shown in FIG. 11, the crankshaft 3 is supported by being inclined with respect to the main bearing 1 due to the bending generated by the bending load, and at the end portion Z of the main bearing 1. A strong hit (a linear hit) locally occurs, which causes damage to the main bearing 1 and the main bearing 1.
May cause seizure of.
【０００７】本発明の目的は、機関等の運転中の回転軸
（クランク軸）の動きにこれに対応する平軸受（主軸
受）の軸受面の形状を適合せしめることにより、回転軸
の曲げによる平軸受の局部的な強い当たりの発生及びこ
れによって引き起される軸受の損傷や焼付きを未然に防
止して軸受寿命の延長をなすことにある。The object of the present invention is to adjust the shape of the bearing surface of the plain bearing (main bearing) corresponding to the movement of the rotating shaft (crank shaft) during operation of the engine or the like, so that the rotating shaft is bent. The purpose of the present invention is to prolong the life of the bearing by preventing local occurrence of strong hitting of the plain bearing and damage or seizure of the bearing caused thereby.
【０００８】[0008]
【課題を解決するための手段】本発明は上記問題点を解
決するもので、その要旨とする第１の手段は軸受内面の
両端部に、軸受端面において上記内面から一定深さ削り
込み、同削り込み部から上記内面に滑らかに接続される
曲面状のクラウニング面を有する逃げ部を形成したこと
を特徴とする平軸受にある。SUMMARY OF THE INVENTION The present invention is intended to solve the above-mentioned problems, and the first means, which is the gist of the present invention, is to shave both ends of a bearing inner surface at the bearing end surface to a certain depth from the inner surface. A plain bearing is characterized in that a relief portion having a curved crowning surface that is smoothly connected to the inner surface from the shaving portion is formed.
【０００９】上記手段によれば、クランク軸等の回転軸
が爆発圧力等の軸荷重によって撓み変形して軸受内にお
いて傾斜するが、軸受の端部にはクラウニング面を有す
る逃げ部が形成されているため、軸受内面は回転軸の変
形に沿った軸受面となり、従来のもののような軸受端部
における局部的な強い当たりの発生が阻止され、上記軸
荷重による軸受荷重が軸受面に均等に分布し、軸受圧力
が低減される。According to the above means, the rotating shaft such as the crankshaft is flexibly deformed by the axial load such as the explosion pressure and tilted in the bearing, but the relief portion having the crowning surface is formed at the end of the bearing. Since the inner surface of the bearing is a bearing surface that follows the deformation of the rotating shaft, the occurrence of localized strong hitting at the bearing end unlike the conventional one is prevented, and the bearing load due to the shaft load is evenly distributed on the bearing surface. However, the bearing pressure is reduced.
【００１０】尚、上記第１の手段において、削り込み深
さ（Ｃ）＝０．００５mm〜０．０５０mm、クラウニング
面の曲率半径（Ｒ）＝３０００mm〜５００００mmが好適
である。In the first means, it is preferable that the shaving depth (C) is 0.005 mm to 0.050 mm, and the radius of curvature (R) of the crowning surface is 3000 mm to 50,000 mm.
【００１１】また第２の手段は、上記逃げ部を軸受の外
面に形成したものであり、具体的には、軸受内面の両端
部に、軸受端面において上記外面から軸受中心方向に一
定深さ削り込み、上記外面に滑らかに接続される曲面状
あるいはテーパ状のクラウニング面を有する逃げ部を形
成し、さらには、軸受外面の両端部に、軸受端面から軸
方向に一定長さに亘り、上記外面から軸受中心方向に一
定量削り込んだ等径の逃げ部を形成している。The second means is one in which the relief portion is formed on the outer surface of the bearing. Specifically, the inner surface of the bearing is cut at a constant depth from the outer surface toward the bearing center at both end portions of the bearing. To form a relief portion having a curved or tapered crowning surface that is smoothly connected to the outer surface, and further, at both end portions of the bearing outer surface, extending from the bearing end surface to a constant length in the axial direction, the outer surface To form a relief part of equal diameter that is carved in the direction of the bearing center.
【００１２】上記第２の手段によれば、クランク軸等の
回転軸の変形によって軸受端部の油膜圧力が上昇し、こ
の圧力によって軸受端部が撓み、これにより軸受内面が
回転軸の変形に沿った軸受面となり、端部における強い
当たりの発生が阻止され、軸荷重が軸受面に均等に分布
し、軸受圧力が低減される。According to the second means, the oil film pressure at the bearing end portion rises due to the deformation of the rotating shaft such as the crankshaft, and the bearing end portion bends due to this pressure, which causes the inner surface of the bearing to deform the rotating shaft. As a result, the bearing surface is aligned with the bearing surface, the occurrence of a strong hit at the end is prevented, the axial load is evenly distributed on the bearing surface, and the bearing pressure is reduced.
【００１３】尚、上記第２の手段において、次の値が好
適である。In the second means, the following values are suitable.
【００１４】曲面状のクラウニング面を設ける場合
は、上記削り込み深さ（Ｃ2 ）＝０．０５mm〜０．１０
mm、クラウニング面の曲率半径（Ｒ）＝３０００mm〜５
００００mm。When a curved crowning surface is provided, the shaving depth (C 2 ) is 0.05 mm to 0.10.
mm, radius of curvature of crowning surface (R) = 3000 mm to 5
0000 mm.
【００１５】テーパ状のクラウニング面を設ける場合
は、上記削り込み深さ（Ｃ2 ）＝０．０５mm〜０．１０
mm、テーパ＝２／１０００〜７／１０００。When a tapered crowning surface is provided, the shaving depth (C 2 ) is 0.05 mm to 0.10.
mm, taper = 2/1000 to 7/1000.
【００１６】等径の逃げ部を設ける場合は軸方向の削
り込み部の長さ（ｅ3 ）＝軸受全幅（Ｌ）の４〜６％、
半径方向削り込み深さ（Ｃ3 ）＝０．０３mm〜０．１０
mm。When a relief portion of equal diameter is provided, the length of the cut-in portion in the axial direction (e 3 ) = 4 to 6% of the total bearing width (L),
Depth narrowing cutting radial (C 3) = 0.03mm~0.10
mm.
【００１７】[0017]
【発明の実施の形態】以下図面を参照して本発明の実施
形態を詳細に説明する。図１には本発明の実施の第１形
態に係る大型ディーゼル機関用主軸受の軸心に沿う断面
図、図２及び図３には作用説明図が夫々示されている。Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a sectional view taken along the axis of a main bearing for a large diesel engine according to a first embodiment of the present invention, and FIGS.
【００１８】図１は図８〜図９に示される主軸受装置か
ら主軸受１を抜き出して図示したもので、同主軸受１以
外の構成は図８〜図９と同様である。図１において、上
メタル１ａと下メタル１ｂとより成る２つ割りの主軸受
１は、外径Ｄｏ，内径Ｄｉの円筒状に加工されるととも
に、その内面（直径Ｄｉ）１ｅに、幅方向の両端面１ｄ
から所定の長さｅ1 で、かつ内面１ｅからの両端面１ｄ
における削り込み深さＣで以って曲率半径Ｒの曲面から
なるクラウニング面２０が形成される。FIG. 1 shows the main bearing 1 extracted from the main bearing device shown in FIGS. 8 to 9. The structure other than the main bearing 1 is the same as that of FIGS. 8 to 9. In FIG. 1, a main bearing 1 divided into two, which is composed of an upper metal 1a and a lower metal 1b, is formed into a cylindrical shape having an outer diameter Do and an inner diameter Di, and an inner surface (diameter Di) 1e thereof has a width direction. Both ends 1d
A predetermined length e 1 from both end surfaces 1d from the inner surface 1e
A crowning surface 20 formed of a curved surface having a radius of curvature R is formed by the cutting depth C at.
【００１９】上記クラウニング面２０の曲率半径Ｒ及び
削り込み深さＣは、発明者らのシミュレーション演算の
結果、Ｒ＝３０００mm〜５００００mm、Ｃ＝０．０１０
mm〜０．０２０mmの範囲に設定する。これにより主軸受
１の内周両端部には、Ｃ＝０．０１０mm〜０．０２０mm
の削り込み部から曲率半径Ｒ＝３０００mm〜５００００
mmのクラウニング面２０にて内周面１ｅに接続してなる
曲面状の逃げ部２１が形成されることとなる。The radius of curvature R and the cutting depth C of the crowning surface 20 are R = 3000 mm to 50000 mm and C = 0.010 as a result of the simulation calculation by the inventors.
Set it in the range of mm to 0.020 mm. As a result, C = 0.010 mm to 0.020 mm at both ends of the inner circumference of the main bearing 1.
Radius of curvature R = 3000 mm to 50,000
A curved surface-shaped relief portion 21 connected to the inner peripheral surface 1e is formed at the crowning surface 20 of mm.
【００２０】上記のように構成された主軸受１を組み込
んだディーゼル機関の運転時において、図２〜図３に示
されるように、クランク軸３が爆発圧力による軸荷重Ｆ
（図８参照）によって撓み、主軸受１内において傾斜す
るが、主軸受１の両端部１ｄにはクラウニング面２０か
らなる逃げ部２１が形成されているため、主軸受１の内
面１ｅはクランク軸３の撓み変形に沿った軸受面となる
ので、主軸受１の両端部１ｄに局部的な強い当たりの発
生はなく、上記軸荷重Ｆによる軸受荷重が軸受面（内面
１ｅ）に均等に分布し、軸受圧力の局部的な上昇が無く
なり、結果として軸受圧力が低減される。When the diesel engine incorporating the main bearing 1 constructed as described above is in operation, as shown in FIGS. 2 and 3, the crankshaft 3 has an axial load F due to the explosion pressure.
Although it bends due to (see FIG. 8) and inclines in the main bearing 1, the inner bearing 1e of the main bearing 1 has a relief portion 21 formed of a crowning surface 20 at both ends 1d of the main bearing 1. Since the bearing surface conforms to the flexural deformation of No. 3, there is no local strong hit on both ends 1d of the main bearing 1, and the bearing load due to the axial load F is evenly distributed on the bearing surface (inner surface 1e). The local increase in bearing pressure is eliminated, and as a result, bearing pressure is reduced.
【００２１】図４〜図５、並びに図６〜図７には本発明
の実施の第２形態に係るディーゼル機関の主軸受が示さ
れている。この実施形態においては、主軸受を外径Ｄ
ｏ，内径Ｄｉにて加工した後、外周端部にクラウニング
面あるいは等径の削り込み部からなる逃げ部を形成して
いる。4 to 5 and 6 to 7 show a main bearing of a diesel engine according to a second embodiment of the present invention. In this embodiment, the main bearing has an outer diameter D
o After processing with the inner diameter Di, a relief portion formed of a crowning surface or a shaving portion of equal diameter is formed at the outer peripheral end portion.
【００２２】即ち、図４〜図５に示される主軸受１は、
その外面１ｆの両端部に端面１ｄからの長さｅ2 、外面
からの削り込み深さＣ2 で以ってテーパ面状（テーパ＝
２×Ｃ2 ／ｅ2 ）のクラウニング面３０を形成してい
る。上記テーパは２／１０００〜７／１０００に設定す
る。That is, the main bearing 1 shown in FIGS.
At both ends of the outer surface 1f, a taper surface shape (taper = taper = ta 2) is provided with a length e 2 from the end surface 1d and a cutting depth C 2 from the outer surface.
The crowning surface 30 of 2 × C 2 / e 2 ) is formed. The taper is set to 2/1000 to 7/1000.
【００２３】また、図４〜図５において、クラウニング
面３０をテーパ面とはせずに、削り込み深さＣ2 ＝０．
０５mm〜０．１０mm、曲率半径Ｒ＝３０００mm〜５００
００mmのクラウニング面３０に設定してもよい。Further, in FIGS. 4 to 5, the shaving depth C 2 = 0.
05mm ~ 0.10mm, radius of curvature R = 3000mm ~ 500
You may set it to the crowning surface 30 of 00 mm.
【００２４】また図６〜図７に示される主軸受１は、そ
の外面１ｆの両端部に、端面からの長さｅ3 、外面１ｆ
からの削り込み深さＣ3 で以って、直径Ｄm ＝（Ｄｏー
２Ｃ 3 ）となるように等径に削り込み、逃げ部４１を形
成している。上記逃げ部４１の長さｅ3 は、主軸受１の
全幅Ｌの４〜６％、削り込み深さＣ3＝０．０３mm〜
０．１０mmに設定する。Further, the main bearing 1 shown in FIG. 6 to FIG.
On both ends of the outer surface 1f of theThree, Outer surface 1f
Depth of cut CThreeTherefore, the diameter Dm= (Do-
2C Three), So that the relief portion 41
Has formed. Length e of the escape portion 41ThreeOf the main bearing 1
4-6% of the total width L, depth of cut CThree= 0.03 mm ~
Set to 0.10 mm.
【００２５】上記実施の第２形態に係る主軸受１を組み
込んだディーゼル機関の運転時において、上記爆発圧力
によるクランク軸３の撓みにより、同クランク軸３と主
軸受１の内面１ｅとの間に形成される油膜圧力が主軸受
１端部において増大し、この油膜圧力によって、図５及
び図７に示されるように主軸受１の端部が変形する。During operation of the diesel engine incorporating the main bearing 1 according to the second embodiment described above, the crankshaft 3 is bent by the above-mentioned explosive pressure, so that the crankshaft 3 and the inner surface 1e of the main bearing 1 are bent. The formed oil film pressure increases at the end portion of the main bearing 1, and the oil film pressure deforms the end portion of the main bearing 1 as shown in FIGS. 5 and 7.
【００２６】この変形は主軸受１の端部１ｄの外縁が台
板軸受台２の内周２ａに当接する位置で止まるととも
に、この変形によって主軸受１の内面１ｅも変形し、こ
の結果主軸受１の内面１ｅはクランク軸３の変形に沿っ
た軸受面となり、端部における強い当たりの発生が回避
される。This deformation stops at the position where the outer edge of the end 1d of the main bearing 1 abuts on the inner circumference 2a of the base plate bearing stand 2, and this deformation also deforms the inner surface 1e of the main bearing 1 and, as a result, the main bearing. The inner surface 1e of No. 1 serves as a bearing surface along the deformation of the crankshaft 3, and the occurrence of a strong hit at the end is avoided.
【００２７】[0027]
【発明の効果】本発明は以上のように構成されており、
請求項１のように構成すれば、クラウニング面を有する
逃げ部を形成したことにより、回転軸の変形に沿った軸
受面となり、軸受端部の局部的な強い当たりの発生が阻
止され、軸受荷重が軸受面に均等に分布することとな
る。これによって、軸受圧力が低減し軸受寿命の延長が
実現される。The present invention is configured as described above.
According to the first aspect of the present invention, since the relief portion having the crowning surface is formed, the bearing surface conforms to the deformation of the rotating shaft, and the occurrence of strong local hitting of the bearing end portion is prevented. Will be evenly distributed on the bearing surface. This reduces the bearing pressure and extends the bearing life.
【００２８】また、請求項２及び３のように構成すれ
ば、軸受外面端部における逃げ部が局部的な軸受荷重に
よって変形することにより、軸受内面が回転軸の撓みに
沿った軸受面となり、上記と同様な軸受圧力の低減がな
される。Further, according to the second and third aspects, the relief portion at the end portion of the outer surface of the bearing is deformed by the local bearing load, so that the inner surface of the bearing becomes a bearing surface along the bending of the rotating shaft. The bearing pressure is reduced in the same manner as above.
【図１】本発明の実施の第１形態に係る大型ディーゼル
機関用主軸受の軸心線に沿う断面図。FIG. 1 is a sectional view taken along the axis of a main bearing for a large diesel engine according to a first embodiment of the present invention.
【図２】上記実施形態における作用説明図。FIG. 2 is an operation explanatory view of the above embodiment.
【図３】上記実施形態における作用説明図。（図２の部
分拡大図）FIG. 3 is an operation explanatory view of the above embodiment. (Partially enlarged view of FIG. 2)
【図４】本発明の実施の第２形態（その１）を示す図１
応当図。FIG. 4 is a view showing a second embodiment (part 1) of the present invention.
Appropriate figure.
【図５】図４の部分拡大図。FIG. 5 is a partially enlarged view of FIG. 4;
【図６】本発明の実施の第２形態（その２）を示す図１
応当図。FIG. 6 is a view showing a second embodiment (No. 2) of the present invention.
Appropriate figure.
【図７】図６の部分拡大図。7 is a partially enlarged view of FIG.
【図８】大型ディーゼル機関用主軸受装置のクランク軸
心線に沿う断面図。FIG. 8 is a sectional view taken along the crankshaft center line of the main bearing device for a large diesel engine.
【図９】図８のクランク軸に直角な断面図。9 is a cross-sectional view perpendicular to the crankshaft of FIG.
【図１０】従来の大型ディーゼル機関用主軸受を示す図
１応当図。FIG. 10 is a corresponding view of FIG. 1 showing a conventional main bearing for a large diesel engine.
【図１１】上記従来例における作用説明図。FIG. 11 is an operation explanatory view in the above-mentioned conventional example.
１ 主軸受 １ａ 上メタル １ｂ 下メタル １ｄ 端面 １ｅ 内面 １ｆ 外面 ２ 主軸受キャップ ３ クランク軸 ４ 台板軸受台 ２０，３０ クラウニング面 ２１，３１，４１ 逃げ部 1 Main Bearing 1a Upper Metal 1b Lower Metal 1d End Surface 1e Inner Surface 1f Outer Surface 2 Main Bearing Cap 3 Crankshaft 4 Bed Plate Bearing Stand 20,30 Crowning Surface 21,31,41 Relief
Claims (3)
上記内面から一定深さ削り込み、同削り込み部から上記
内面に滑らかに接続される曲面状のクラウニング面を有
する逃げ部を形成したことを特徴とする平軸受。1. A clearance portion having a curved crowning surface which is cut into the bearing end surface to a predetermined depth from the inner surface and is smoothly connected to the inner surface from the inner surface of the bearing end surface. A plain bearing featuring.
上記外面から軸受中心方向に一定深さ削り込み、上記外
面に滑らかに接続される曲面状あるいはテーパ状のクラ
ウニング面を有する逃げ部を形成したことを特徴とする
平軸受。2. A relief portion having a curved or tapered crowning surface which is smoothly connected to the outer surface is formed at both ends of the outer surface of the bearing by cutting the outer surface of the bearing to a certain depth in the bearing center direction. A plain bearing characterized in that
向に一定長さに亘り、上記外面から軸受中心方向に一定
量削り込んだ等径の逃げ部を形成したことを特徴とする
平軸受。3. A flat part having a constant diameter is formed at both ends of the outer surface of the bearing over a certain length in the axial direction from the end surface of the bearing and is carved by a certain amount from the outer surface toward the center of the bearing. bearing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34293995A JPH09177758A (en) | 1995-12-28 | 1995-12-28 | Plain bearing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34293995A JPH09177758A (en) | 1995-12-28 | 1995-12-28 | Plain bearing |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09177758A true JPH09177758A (en) | 1997-07-11 |
Family
ID=18357692
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34293995A Pending JPH09177758A (en) | 1995-12-28 | 1995-12-28 | Plain bearing |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09177758A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2001084004A1 (en) * | 2000-05-03 | 2001-11-08 | Dana Corporation | Bearings |
| KR100445570B1 (en) * | 2001-03-07 | 2004-08-25 | 다이도 메탈 고교 가부시키가이샤 | Plain bearing |
| JP4536191B2 (en) * | 1999-12-27 | 2010-09-01 | ティーアールダブリュ オートモーティブ ジャパン株式会社 | Piston pin and manufacturing method thereof |
| JP2011133065A (en) * | 2009-12-25 | 2011-07-07 | Denso Corp | Rotating shaft holding structure and pump using the same |
| JP2012524697A (en) * | 2009-04-27 | 2012-10-18 | ツェットエフ、レンクジステメ、ゲゼルシャフト、ミット、ベシュレンクテル、ハフツング | Automotive power steering system |
| WO2013005032A1 (en) | 2011-07-06 | 2013-01-10 | Messier-Dowty Limited | Profiled bearing |
| JP2013245767A (en) * | 2012-05-25 | 2013-12-09 | Taiho Kogyo Co Ltd | Sliding bearing |
| WO2020007544A1 (en) | 2018-07-06 | 2020-01-09 | Zf Friedrichshafen Ag | Deformation-optimized planet pin |
-
1995
- 1995-12-28 JP JP34293995A patent/JPH09177758A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4536191B2 (en) * | 1999-12-27 | 2010-09-01 | ティーアールダブリュ オートモーティブ ジャパン株式会社 | Piston pin and manufacturing method thereof |
| GB2376725A (en) * | 2000-05-03 | 2002-12-24 | Dana Corp | Bearings |
| JP2003532036A (en) * | 2000-05-03 | 2003-10-28 | デーナ、コーポレイション | bearing |
| GB2376725B (en) * | 2000-05-03 | 2004-04-21 | Dana Corp | Bearings |
| WO2001084004A1 (en) * | 2000-05-03 | 2001-11-08 | Dana Corporation | Bearings |
| JP4874491B2 (en) * | 2000-05-03 | 2012-02-15 | マール、インタナショナル、ゲーエムベーハー | bearing |
| KR100445570B1 (en) * | 2001-03-07 | 2004-08-25 | 다이도 메탈 고교 가부시키가이샤 | Plain bearing |
| JP2012524697A (en) * | 2009-04-27 | 2012-10-18 | ツェットエフ、レンクジステメ、ゲゼルシャフト、ミット、ベシュレンクテル、ハフツング | Automotive power steering system |
| JP2011133065A (en) * | 2009-12-25 | 2011-07-07 | Denso Corp | Rotating shaft holding structure and pump using the same |
| WO2013005032A1 (en) | 2011-07-06 | 2013-01-10 | Messier-Dowty Limited | Profiled bearing |
| JP2013245767A (en) * | 2012-05-25 | 2013-12-09 | Taiho Kogyo Co Ltd | Sliding bearing |
| WO2020007544A1 (en) | 2018-07-06 | 2020-01-09 | Zf Friedrichshafen Ag | Deformation-optimized planet pin |
| DE102018211161A1 (en) | 2018-07-06 | 2020-01-09 | Zf Friedrichshafen Ag | Deformation-optimized planet pin |
| US11280399B2 (en) | 2018-07-06 | 2022-03-22 | Zf Friedrichshafen Ag | Deformation-optimized planet pin |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20030701 |