A sliding bearing may include an uncoated shaft and a bearing bush. The uncoated shaft may include a shaft material. The bearing bush may include a sintered bearing bush material. The shaft may be slidingly and moveably guided, relative to the bearing bush, within the bearing bush. The bearing bush material may have a residual porosity of 8 percent or more. A volume of the residual porosity may be filled with an oil up to 80 percent or more.

A bearing component such as a bearing ring includes a metallic base body and at least one alloy steel coating on the base body, the coating being applied to the base body by deposition welding. The base body is preferably non-alloy steel or cast iron, and the alloy includes at least one carbide-forming transition metal such as niobium, tantalum, zirconium, titanium, hafnium, tungsten, molybdenum, vanadium, or manganese. The coating can form a raceway of the bearing component or a structural element such as a flange. Also a method of forming such a bearing component is provided.

A sintered bearing bush material for a sliding bearing may include: 0.5 to 1.7 percentage by weight carbon; 0.2 to 1.2 percentage by weight manganese; 0.2 to 1.2 percentage by weight sulphur; 1.2 to 2.4 percentage by weight nickel; 1.0 to 2.1 percentage by weight molybdenum; 3.0 to 7.0 percentage by weight copper; 0.2 to 1.2 percentage by weight tin; 0 to 0.8 percentage by weight phosphorus; and a residual component.

A crankshaft for an internal combustion engine is provided. The crankshaft comprises at least four main journals aligned on a crankshaft axis of rotation defining a centerline. The crankshaft further comprises at least three pin journals. Each pin journal is disposed about a respective pin journal axis and positioned between the main journals. Each of the pin journals is joined to a pair of crank arms. Each pair of crank arms is joined to a respective main journal. Each of the main journals, pin journals, and crank arms is made of a first metallic material. Each crank arm has an over-molded counterweight metallurgically bonded thereto. Each counterweight is disposed opposite a respective pin journal relative to the centerline for balance and stability. Each counterweight is made of a second metallic material. The crankshaft has a weight ratio of the second metallic material to the first metallic material of between 0.20 to 0.50.

A rolling member is formed of quenched steel having a contact surface. The rolling member includes a superficial part in a region up to a depth of 20 μm from the contact surface. Steel contains greater than or equal to 0.70 mass % and less than or equal to 1.10 mass % of carbon, greater than or equal to 0.15 mass % and less than or equal to 0.35 mass % of silicon, greater than or equal to 0.30 mass % and less than or equal to 0.60 mass % of manganese, greater than or equal to 1.30 mass % and less than or equal to 1.60 mass % of chromium, greater than or equal to 0.01 mass % and less than or equal to 0.50 mass % of molybdenum, and greater than or equal to 0.01 mass % and less than or equal to 0.50 mass % of vanadium, and the remainder of iron and inevitable impurities.

A carburized shaft part having a predetermined composition, a C content at a surface layer part of a mass % of 0.60 to 1.00%, at least one hole at an outer circumferential surface, a total volume ratio of martensite and retained austenite of 97% or more at a structure at a position of a 1 mm depth from the outer circumferential surface in an axial direction of the hole and a position of a 20 μm depth from the surface of the hole, a maximum retained austenite volume ratio (R1) of 10.0 to 30.0% at a position of a 1 mm depth from the outer circumferential surface in the axial direction of the hole and a range up to a 200 μm depth from the surface of the hole, and a retained austenite reduction ratio of 20% or more found from R1 and the retained austenite volume ratio (R2) at a position of a 1 mm depth from the outer circumferential surface in the axial direction of the hole and a position of a 20 μm depth from the surface of the hole by the formula (A): Δγ=(R1−R)/R1×100.

A bearing steel part having a predetermined chemical composition, in which the number density of oxide particles having an equivalent circle diameter of 5 μm or more, and containing CaO, Al.sub.2O.sub.3 and SiO.sub.2, such that the content ratio of Al.sub.2O.sub.3 with respect to the total mass of CaO, Al.sub.2O.sub.3, and SiO.sub.2 is 50% by mass or more, is 3.0/cm.sup.2 or less in an arbitrary cross section of the part, and in which the Vickers hardness at a depth of 50 μm from a rolling surface is 750 or more, and in which the compressive residual stress at the rolling surface is 900 MPa or more. Also provided is a steel bar for a bearing steel part that is suitable for obtaining the foregoing bearing steel part.

A link component (150) with an oil hole (150E) is attached to a crankshaft (106) of an internal combustion engine (E), and the oil hole (150E) allows communication from an outside to the crankshaft (106) side. The oil hole (150E) has an inclined surface (150F) along an opening rim on the crankshaft (106) side. A surface other than the oil hole (150E) has a carbon concentration of 0.5 wt % or more. The inclined surface (150F) has a carbon concentration within a range of 0.7 wt % or more and 0.9 wt % or less. Production cost is suppressed, and at the same time, damage is prevented by increasing resistance of the oil-hole part on which stress is liable to concentrate.

A thrust roller bearing includes a plurality of radially arranged rollers, and a pair of annular washers having raceway surfaces on which the rollers roll. The raceway surfaces are arranged to face each other. The roller is made of high-carbon chromium bearing steel and has a surface roughness of 0.01 to 0.10 in terms of Rvk and 0.01 to 0.08 in terms of Rk. At least one of the washers is made of carbon steel, surface compressive residual stress of the raceway surface is −1400 MPa to −1000 MPa, and Vickers hardness of surface of the raceway surface is 850 to 900.

A tapered roller bearing for an automobile includes an inner ring including a raceway surface having a tapered shape on an outer periphery, an outer ring including a raceway surface having a tapered shape on an inner periphery, a plurality of tapered rollers incorporated into a space defined between the raceway surfaces, and a retainer configured to receive the tapered rollers. The inner and outer rings are each made of carburized steel, and the raceway surfaces of the inner and outer rings each have a straight generating line shape. The tapered rollers each are made of high carbon chromium bearing steel, and each have a rolling surface including a straight portion, which is formed at a center portion in an axial direction, and crowning portions, which extend from the straight portion to both end portions. The crowning portions are each formed of logarithmic crowning.