JP2005291356A - Method and system for analyzing rolling bearing - Google Patents

Abstract

An object of the present invention is to simply analyze the behavior of a rolling bearing in a state where a shaft is coupled and subjected to a variable load with sufficient analysis accuracy.
A position of a ball 44 in a rolling bearing and a virtual cross section S2 which is an axial plane including a contact point on the ball 44 are specified (step S5). Request contact load f _i on the virtual cross section S2 of the ball 44 (step S6). The attenuation of the ball 44 on the virtual cross section S2 is obtained (step S7). Virtual sectional S2 for each ball 44, after obtaining the contact load f _i and damping (step S8), and combines the contact load f _i and the attenuation seek combined load vector F and combined torque vector T (step S9) . A load around six axes is obtained from the combined load vector F and the combined torque vector T (step S10).
[Selection] Figure 7

Description

  The present invention relates to an analysis method and an analysis system for a rolling bearing for analyzing displacement and distortion when an external force is applied to the shaft in a state where the shaft is attached to the rolling bearing.

  The mechanism analysis of the crankshaft in engine development is regarded as important from the initial design stage, and a mechanism analysis technique for this purpose has been proposed (for example, see Non-Patent Document 1). In addition, a design method for reducing an increase in load on a crankshaft in a multi-cylinder engine has been proposed (see, for example, Patent Document 1).

  The engine assumed in these techniques and methods is a multi-cylinder type, and the crankshaft is supported by a sliding bearing.

  On the other hand, some assembled crankshafts such as single cylinder small engines are supported by rolling bearings. In order to analyze the behavior of such a crankshaft, it is also necessary to analyze the behavior of a rolling bearing supported by the shaft. Various papers have been published regarding the behavior of rolling bearings (see, for example, Non-Patent Document 2 and Non-Patent Document 3).

Japanese Patent Laid-Open No. 10-169637 Niino T. et al. “Development of simulation technology for dynamic behavior of crankshaft system in motorcycle engines” JSAE Review, Vol.23 (2002) Tomoya Sakaguchi, Yoshinobu Akamatsu “Ball Bearing Vibration Simulation” NTN TECHNICAL REVIEW, No.69 (2001) Sada Tada "Analysis of cage noise, vibration and behavior under high-speed rotation" KOYO Engineering Journal, No.160 (2001)

  The methods and techniques described in Patent Document 1 and Non-Patent Document 1 are used for analysis for a multi-cylinder engine and an engine using a sliding bearing as a bearing of a crankshaft. Therefore, it is difficult to apply to the analysis of a crankshaft supported by a rolling bearing.

  The analysis methods described in Non-Patent Document 2 and Non-Patent Document 3 are methods for analyzing the bearing alone, and analyzing the entire mechanism including the crankshaft and applying a variable load to the crankshaft. It is difficult to apply to analysis in the case of receiving.

  On the other hand, linear and non-linear simple spring / damper models have been conventionally used as analysis methods for rolling bearings. Such models, however, are rolling bearings that support shafts subject to fluctuating loads such as crankshafts. The analysis accuracy is insufficient for the analysis of bearings. Moreover, enormous calculation time is required to apply the detailed contact analysis method in which the contact of each part is determined from the three-dimensional geometric shape of the rolling bearing and the load on each rolling element is obtained. Absent.

  The present invention has been made in consideration of such problems, and can easily analyze the behavior of a rolling bearing in a state in which a shaft such as a crankshaft is coupled to receive a variable load, and has sufficient analysis accuracy. An object of the present invention is to provide an analysis method and an analysis system for a rolling bearing having the following.

  A rolling bearing analysis method according to the present invention includes a rolling bearing analysis method including a substantially coaxial inner ring and outer ring, and a plurality of rolling elements provided between the inner ring and the outer ring so as to allow rolling. And a step of obtaining a contact load on a virtual cross section of the moving body and a step of obtaining a combined load vector and a combined torque vector by combining the contact loads.

  Further, the rolling bearing analysis system according to the present invention is a rolling bearing analysis system comprising a substantially coaxial inner ring and outer ring, and a plurality of rolling elements provided so as to be able to roll between the inner ring and the outer ring. Means for obtaining a contact load on the axial plane of each rolling element, and means for obtaining a combined load vector and a combined torque vector by synthesizing the respective contact loads, wherein the rolling element includes the inner ring Or it is a plane containing the contact point which contacts the said outer ring | wheel, It is characterized by the above-mentioned.

  As described above, by combining the contact loads on the virtual cross section of each rolling element to obtain the combined load vector and the combined torque vector, it is possible to analyze the behavior of the rolling bearing in a state where the shaft is coupled and subjected to the variable load. It is possible and has sufficient analysis accuracy. The rolling element revolves based on a three-dimensional and complex contact, but the above method can replace the rolling element's movement with a two-dimensional plane on a virtual cross section, and it is easy to maintain contact load accuracy. Can be analyzed.

  In this case, when the virtual cross section is an axial plane including a contact point where the rolling element contacts the inner ring or the outer ring, a more accurate analysis can be performed.

  The contact load is obtained as a function, and when the function is incorporated as a solver in the analysis program, the analysis process can be performed in cooperation with the analysis program.

  The combined load vector and the combined torque vector are applied to a finite element method model including elastic characteristics of the rolling bearing, and a displacement or a predetermined position of the rolling bearing or a shaft supported by the rolling bearing is You may ask for distortion. According to the finite element method model, it is possible to simply perform analysis by applying a proven conventional analysis tool. By obtaining the displacement or distortion, it is possible to appropriately evaluate the rolling bearing, the shaft, and the like.

  According to the rolling bearing analysis method and analysis system according to the present invention, the combined load vector and the combined torque vector are obtained by synthesizing the contact load on the virtual cross section of each rolling element, so that the shaft is coupled and the variable load is reduced. The behavior of the rolling bearing in the receiving state can be analyzed. In addition, the analysis accuracy is sufficient for practical use.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a rolling bearing analysis method and an analysis system according to the present invention will be described with reference to the accompanying FIGS.

  As shown in FIGS. 1 and 2, the rolling bearings 10 and 12 to be analyzed support journal portions 17a and 17b at both ends of a crankshaft 16 in a single cylinder engine 14 so as to be rotatable. It is fixed to the case 18. The crankshaft 16 includes journal portions 17a and 17b, a crank pin 22 that rotatably supports the lower end portion of the connecting rod 20, and webs 24a and 24b that support both ends of the crank pin 22 and function as balancers. The crank pin 22 is eccentric with respect to the journal portions 17a and 17b, and the piston 26 pivotally supported on the upper end of the connecting rod 20 moves up and down in the cylinder bore 28 as the crank shaft 16 rotates. The atomized fuel is supplied into the combustion chamber above the cylinder bore 28, and is ignited and exploded by the spark plug 30, and the piston 26 is pushed down at a predetermined timing to rotate the crankshaft 16. Wheels are connected to the crankshaft 16 via a clutch and a transmission (not shown), and a vehicle such as a motorcycle can be driven. A variable load is applied to the crankshaft 16 due to the ignition and explosion of the atomized fuel.

  As shown in FIG. 3, the rolling bearing 10 includes an inner ring 40, an outer ring 42, and a plurality of balls (rolling elements) 44 provided between the inner ring 40 and the outer ring 42 so as to be able to roll. The number of balls 44 is N. The outer ring 42 is fixed to the crankcase 18, and the inner ring 40 is connected to the journal portion 17a.

  The rolling bearing 12 has the same structure as the rolling bearing 10 and pivotally supports the journal portion 17b.

  As shown in FIG. 4, the ball 44 contacts the raceway surface 40 a of the inner ring 40 at a contact point P and receives a contact load f from the contact point P. The contact load f acts on the radial plane (plane perpendicular to the central axis Z) S1 in the direction of the contact angle β. The ball 44 is elastically deformed and crushed by a penetration amount δ in the direction in which the contact load f acts. That is, when the ball 44 is sandwiched between the raceway surface 40a and the raceway surface 42a, a small amount of the ball 44 is crushed and there is a contact surface. Is defined as the penetration amount δ. In FIG. 4, for the sake of easy understanding, the penetration amount δ is shown to exist only on the side of the raceway surface 42a, but in reality, the ball 44 is also deformed on the side of the raceway surface 40a. The raceway surface 40a side and the raceway surface 42a side are elastically deformed by δ / 2.

  The position of the ball 44 is specified according to the revolution angle α with respect to the central axis Z of the rolling bearing 10. That is, when the X axis and the Y axis orthogonal to the central axis Z are defined as shown in FIG. 5 and the number of the balls 44 is eight, the balls 44a on the X axis have α = 0 ° or α = 360. Identified as °. Further, the balls 44b and 44c adjacent in order from the ball 44 in the counterclockwise direction are specified as α = 45 ° and α = 90 °, respectively. Further, the XY plane is a radial plane S1.

  Next, an analysis system 50 for analyzing the rolling bearings 10 and 12 will be described.

  As shown in FIG. 6, the analysis system 50 includes a keyboard 52, a mouse 54, and a storage medium drive 56 as input devices, a main body 58 as an analysis device, a monitor 60 and a printer 62 as output devices. The storage medium drive 56 can also be used as an output device. For example, a personal computer system can be used as the analysis system 50.

  The main body 58 includes a rolling bearing characteristic creation unit 66 that creates analysis model data D3 for the rolling bearings 10 and 12, the crankshaft 16, and the like, and a main calculation unit 68 that performs analysis based on the created analysis model data D3.

  The rolling bearing characteristic creation unit 66 includes a preprocessor unit 70, a linear static analysis unit 72, and a contact processor unit 74. The preprocessor unit 70 is a finite element method data of the inner ring 40, the outer ring 42 and the ball 44 necessary for linear static analysis based on data such as the shape and material of the rolling bearings 10 and 12 and the crankshaft 16 input from the input device. This is a part for creating D1. A shape mesh, a load, and a predetermined boundary condition are added to the finite element method data D1. The linear static analysis unit 72 is a part that performs linear static analysis using the finite element method data D1 created by the preprocessor unit 70, and creates predetermined nodal stiffness data D2. A general-purpose structural analysis program can be used for the linear static analysis performed by the linear static analysis unit 72.

  The contact processor 74 is a part that performs contact analysis of the inner ring 40, the outer ring 42, and the ball 44 using the node stiffness data D <b> 2 created by the linear static analysis unit 72 and creates analysis model data D <b> 3. The contact processor 74 has means for creating a contact function for obtaining the contact load f on the virtual cross section S2 of the ball 44, and includes the contact function in the analysis model data D3. In the contact function, the contact load f for each ball 44 can be obtained based on parameters such as the penetration amount δ and the contact angle β.

  The analysis model data D3 is supplied to the main calculation unit 68 and recorded in a predetermined storage unit.

  The main calculation unit 68 includes a general-purpose mechanism analysis program 80 and an analysis solver 82 incorporated in the general-purpose mechanism analysis program 80. The analysis solver 82 can perform analysis processing in cooperation with the general-purpose mechanism analysis program 80 by being incorporated in the general-purpose mechanism analysis program 80.

  The analysis solver 82 first calculates the displacement, angle, speed, and angular velocity of the inner ring 40 with reference to the mounting center portion of the outer ring 42 of the crankcase 18 as a reference.

Next, the contact load f _i (i = 1 to N) for each ball 44 and the attenuation are obtained from the contact function of the analysis model data D3, and these are combined to obtain the combined load vector F and the combined torque vector T. . The subscript i is the identification number of each ball 44. The combined load vector F and the combined torque vector T are obtained as a three-dimensional vector. The contact load f _i is obtained as a two-dimensional vector quantity in the virtual cross section S2, and is expressed as f ₁ , f ₂ , f ₃ ... F _N for each ball 44.

  Specifically, the analysis solver 82 obtains a combined load vector F and a combined torque vector T based on the following equations (1) and (2).

Here, F _i and T _i are a contact load vector and a torque vector around the axis of one ball 44, C () is a function for obtaining attenuation, and v _i is a translational velocity vector. C () may be a function of a proportional relationship with respect to the contact load f _i , for example.

L _i is a distance vector from the central axis Z to the contact point P. func (δ _i , β _i ) is a contact function obtained by the rolling bearing characteristic creation unit 66, and f _i = func (δ _i , β _i ). Note that δ _i and β _i are typical arguments, and the contact function can take other arguments.

Further, δ _i is the penetration amount δ for each ball 44, and is represented by a component value in the three axial directions orthogonal to each other as a value of the translational axis direction component.

  Further, the displacement and the force and torque generated in the rolling bearing 10 are obtained from the center positions of the inner ring 40 and the outer ring 42 by an external force such as a fluctuating load applied to the rolling bearing 10, and these forces and torques are obtained as a combined load vector F and a combined torque. Reflect in vector T.

The contact load f _i is a two-dimensional vector quantity in the virtual cross section S2, but since the orientation of the virtual cross section S2 is different for each ball 44, the contact load f _i is 3 in the equation (1). Treated as a dimensional vector.

  The obtained combined load vector F is decomposed into three directional components of the orthogonal X axis, Y axis and Z axis, and the combined torque vector T is divided into three orthogonal directional components (so-called roll, pitch and yaw directional components). After all, a load around 6 axes is obtained. The obtained loads around the six axes are used for analysis by the general-purpose mechanism analysis program 80. As a result, the general-purpose mechanism analysis program 80 can determine the displacements at predetermined locations of the rolling bearings 10 and 12 and the crankshaft 16. The analysis solver 82 can perform high-speed processing to the extent that it can cope with the calculation using the numerical integration method in the time domain in the general-purpose mechanism analysis program 80.

  Next, a method for analyzing the behavior of the rolling bearings 10 and 12 and the crankshaft 16 using the analysis system 50 configured as described above will be described. In the following description, it is assumed that processing is executed in the order of the step numbers described unless otherwise noted.

  First, in step S1 of FIG. 7, data such as the shape and material of the rolling bearings 10 and 12 and the crankshaft 16 are input from the input device.

  In step S2, the preprocessor unit 70, the linear static analysis unit 72, and the contact processor unit 74 of the rolling bearing characteristic generation unit 66 operate in order to generate finite element method data D1, nodal stiffness data D2, and analysis model data D3.

At this time, the contact processor unit 74 creates a contact function func (δ _i , β _i ).

  In step S <b> 3, the main calculation unit 68 calculates the displacement, angle, speed, and angular velocity of the inner ring 40 with reference to the mounting center part of the outer ring 42 of the crankcase 18.

  In step S4, one of the balls 44 is specified as a processing target in the following steps S5 to S7. Specifically, the number of the suffix i may be specified in accordance with a predetermined counter number.

In step S5, a virtual cross section S2 that is an axial plane on which the contact load f _i acts is specified from the revolution angle α of the ball 44 specified by the subscript i.

In step S6, the contact angle β and the contact load f _i in the virtual cross section S2 specified in step S5 are obtained. The contact load f _i is obtained from the contact function func (δ _i , β _i ).

In step S7, attenuation is obtained based on the contact load f _i . This attenuation is obtained by the function C ().

  In step S8, it is confirmed whether or not the processing in steps S5 to S7 has been performed for all the balls 44. If the process has been completed for all the balls 44, the process proceeds to step S9, and if not completed, the process returns to step S4.

  In step S9, a combined load vector F and a combined torque vector T are obtained based on the expressions (1) and (2).

  In step S10, the combined load vector F and the combined torque vector T are decomposed to determine loads around six axes.

  In step S11, the loads around the six axes obtained in step S10 are supplied to the general-purpose mechanism analysis program 80, and the displacement of the rolling bearings 10, 12 or crankshaft 16 at a predetermined location is obtained by a technique such as the finite element method. be able to.

  Next, the result of behavior analysis of the rolling bearings 10 and 12 and the crankshaft 16 performed using the analysis system 50 will be described.

  First, static rigidity verification of the single bodies of the rolling bearings 10 and 12 was performed. That is, the displacement amount dr, which is the sum of the radial elastic deformation amount and the radial gap when the radial load Fr (see FIG. 3) is statically applied to the rolling bearings 10 and 12 using the analysis model data D3. And the radial load Fr. Similarly, the relationship between the axial load Fa and the displacement amount da, which is the sum of the amount of elastic deformation in the axial direction and the axial gap when the axial load Fa (see FIG. 3) is statically applied, was examined.

  As shown in FIGS. 8 and 9, the analysis graph lines 100a and 102a based on the analysis model data D3 and the basic graph lines 100b and 102b that have been verified in advance have a high correlation with respect to the gap amounts dr and da, It was verified that the static rigidity of the rolling bearings 10 and 12 using the analysis model data D3 can be sufficiently reproduced. In addition, this verification was performed for a plurality of cases where the layouts of the revolution positions of the balls 44 are different, and it was confirmed that there was a high correlation with each other.

  Next, the assembly state of the rolling bearings 10 and 12 and the crankshaft 16 was verified. For this verification, the measured data was measured using the assembly verification jig 104 shown in FIG. 10. The assembly verification jig 104 is configured so that the actual rolling bearings 10 and 12 and the crankshaft 16 are the same as the crankcase 18. The crankpin 22 is provided with a bolt 106 to which a load can be applied. The bolt 106 is set so as to be broken at a predetermined load. A static load is applied until the bolt 106 is broken, and an impact load is applied at the time of breaking.

  The assembly verification jig 104 is provided with four gap sensors 108a to 108d. An axial displacement dxa of the web 24a, an upward displacement dya, an axial displacement dxb of the web 24b, and an upward displacement dyb. Can be measured.

  FIG. 11 shows the displacement dxa with respect to the load Fs applied to the bolt 106 until the bolt 106 breaks. From FIG. 11, it is understood that the actual measurement data 110b obtained from the gap sensor 108a of the assembly verification jig 104 and the simulation data 110a obtained by the analysis system 50 using the analysis model data D3 show a high correlation. .

  Further, FIG. 12 and FIG. 13 show the change of the displacement dxa and the change of the displacement dya with respect to the impact load when the bolt 106 is broken. From FIG. 12, it is understood that the actual measurement data 112b and the simulation data 112a obtained by the analysis system 50 using the analysis model data D3 show a high correlation. Similarly, from FIG. 13, it is understood that the actual measurement data 114b and the simulation data 114a show a high correlation. In addition, although illustration is abbreviate | omitted, measured data and simulation data showed high correlation also about displacement dxb and displacement dyb.

  The results of frequency analysis using the time-series displacement results shown in FIGS. 12 and 13 are shown in FIGS. As understood from FIGS. 14 and 15, the measured data 117b and 118b and the simulation results 117a and 118a substantially coincide with each other particularly around 1000 [Hz].

  Thus, it was confirmed that the analysis model data D3 is sufficiently applicable to static and dynamic analysis.

  Next, the verification of the behavior of the rolling bearings 10 and 12 and the crankshaft 16 in the actual engine 14 (see FIG. 1) and the analysis result in the analysis system 50 were performed. For this comparative verification, a gap sensor is provided in the crankcase 18 of the actual engine 14 to measure the displacement y of the web 24a, and a strain gauge is provided on the retard side of the corner of the crankpin 22 to provide atomized fuel. The strain s during explosion was measured. The engine 14 was operated by actually supplying atomized fuel to ignite and explode.

  As shown in FIGS. 16 and 17, the displacement y of the web 24a with respect to the crank angle θ when the engine speed Ne is 4000 [r / min] and 8000 [r / min] is measured data 120b and 122b and simulation data. 120a and 120a almost coincided with each other.

  As shown in FIGS. 18 and 19, the distortion s at the corner of the crankpin 22 with respect to the crank angle θ when the engine speed Ne is 4000 [r / min] and 8000 [r / min] is measured data. 124b and 126b and simulation data 124a and 126a almost coincided with each other.

  As described above, according to the analysis system 50, simulation data showing a high correlation with the actual measurement data in the low-speed rotation range and the high-speed rotation range of the engine 14 was obtained, and it was confirmed that the analysis data has practically sufficient analysis accuracy.

  Further, regarding the strain s when the engine speed Ne is 10,000 [r / min], the data when the conventional spring / damper model is used is 30% compared with the actual measurement data or the simulation data obtained by the analysis system 50. It was confirmed that there was a certain degree of error, and it was proved that the analysis accuracy of the analysis system 50 was higher than that of the conventional method.

As described above, according to the rolling bearing analysis method and analysis system 50 according to the present embodiment, the combined load vector F and the combined torque vector T are obtained by combining the contact loads f _i on the virtual cross section S2 of each ball 44. Therefore, the rigidity of the rolling bearings 10 and 12 in a state in which the crankshaft 16 is coupled and subjected to a variable load can be reproduced, the behavior can be analyzed, and sufficient analysis accuracy can be obtained.

  Further, when the actual engine 14 is operated, the ball 44 revolves based on a three-dimensional and complicated contact. However, the movement of the ball 44 can be replaced with the movement on the virtual cross section S2 by the above method. It is possible to easily analyze while maintaining the numerical accuracy of the contact load f.

  Furthermore, since the main calculation unit 68 mainly performs analysis based on the contact load f on the virtual cross section S2, the analysis model data D3 can be easily constructed, and the data amount and calculation load are reduced. Is greatly reduced.

  Further, the rolling bearing analysis method and the analysis system 50 according to the present embodiment are not limited to the deep groove type rolling bearings 10 and 12, but can be applied to various bearings such as roller bearings and needle bearings. It is.

  The rolling bearing analysis method and analysis system according to the present invention are not limited to the above-described embodiments, and various steps and configurations can be adopted without departing from the gist of the present invention.

It is a partial cross section side view of a single cylinder type engine. It is a model perspective view of a rolling bearing and a crankshaft. It is a partial cross section enlarged perspective view of a rolling bearing and a crankshaft. It is an axial sectional view of a ball, an inner ring, and an outer ring of a rolling bearing. It is a figure which shows the relationship between the revolution angle in a rectangular coordinate, and the position of a ball | bowl. It is a block diagram of the analysis apparatus of the rolling bearing which concerns on this Embodiment. It is a flowchart which shows the procedure of the analysis method of the rolling bearing which concerns on this Embodiment. It is a graph which shows the result of having applied the static load of the radial direction to the rolling bearing of the analysis model data, and having simulated. It is a graph which shows the result of having applied the static load of the axial direction to the rolling bearing of the analysis model data, and having simulated. It is a partial cross section perspective view of an assembly verification jig. It is the result of applying a static load to the assembly of the analysis model data and simulating. It is a graph which shows the displacement of the up-down direction simulated by applying an impact load to the assembly of analysis model data. It is a graph which shows the displacement of the axial direction simulated by applying an impact load to the assembly of analysis model data. It is a graph which shows the frequency analysis result of the displacement of the up-down direction simulated by applying an impact load to the assembly of analysis model data. It is a graph which shows the frequency analysis result of the displacement of the axial direction simulated by applying an impact load to the assembly of analysis model data. It is the simulation result of the displacement of the web with respect to the crank angle at the time of low rotation. It is the simulation result of the displacement of the web with respect to the crank angle at the time of high rotation. It is a simulation result of distortion of a crankpin with respect to a crank angle at the time of low rotation. It is the simulation result of the distortion of the crankpin with respect to the crank angle at the time of high rotation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10, 12 ... Rolling bearing 14 ... Engine 16 ... Crankshaft 17a, 17b ... Journal part 18 ... Crankcase 20 ... Connecting rod 22 ... Crank pin 24a, 24b ... Web 40 ... Inner ring 40a, 42a ... Track surface 42 ... Outer ring 44 ... Ball 50 ... Analysis system 58 ... Main body 66 ... Rolling bearing characteristic creation part 68 ... Main calculation part 70 ... Preprocessor part 72 ... Linear static analysis part 74 ... Contact processor part 80 ... General-purpose mechanism analysis program 82 ... Analysis solvers f, f _i ... Contact load func Contact function D1 Finite element method data D2 Node stiffness data D3 Analytical model data F Composite load vector P Contact point T Synthetic torque vector α Revolution angle β, β _i Contact angle δ, δ _i ... penetration amount

Claims (5)

In a method of analyzing a rolling bearing having a substantially coaxial inner ring and outer ring, and a plurality of rolling elements provided between the inner ring and the outer ring so as to allow rolling,
Obtaining a contact load on a virtual cross section of each rolling element;
Combining the contact loads to determine a combined load vector and a combined torque vector;
A rolling bearing analysis method characterized by comprising: In the analysis method of the rolling bearing of Claim 1,
The method of analyzing a rolling bearing, wherein the virtual cross section is an axial plane including a contact point where the rolling element contacts the inner ring or the outer ring. In the analysis method of the rolling bearing of Claim 1,
The contact load is obtained as a function, and the function is incorporated as a solver in an analysis program. In the analysis method of the rolling bearing of Claim 1,
The combined load vector and the combined torque vector are applied to a finite element method model including elastic characteristics of the rolling bearing, and a displacement or a predetermined position of the rolling bearing or a shaft supported by the rolling bearing is A rolling bearing analysis method characterized by obtaining a strain. In an analysis system for a rolling bearing having a substantially coaxial inner ring and outer ring, and a plurality of rolling elements provided between the inner ring and the outer ring so as to allow rolling,
Means for obtaining a contact load on an axial plane of each rolling element;
Means for combining the contact loads to determine a combined load vector and a combined torque vector;
Have
2. The rolling bearing analysis system according to claim 1, wherein the axial plane is a plane including a contact point where the rolling element contacts the inner ring or the outer ring.

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