There are two key points in the assembly of thrust ball bearings. One is the control of the quality of the cage and steel ball compression, and the other is the control of the nominal height T after bearing assembly. In addition, due to the fact that both the shaft and seat rings can be separated, there is a management issue of preventing the mixing of imported bearing parts.

The M-shaped stamping cage uses a curved edge assembly mold. After pressing, it is required that the steel ball rotates flexibly in the pocket hole, but cannot fall off from the pocket hole. The technical regulations should check the movement of the steel ball in the pocket hole. If the solid cage is pressed too deeply, it will reduce the movement of the steel ball, and the connection between the embossed protrusion and the cage will be too small and the strength will be insufficient, which can easily lead to the phenomenon of falling blocks and causing the cage to be scrapped.

The difference in inner diameter dimensions between the seat ring and the shaft ring of a small thrust ball bearing is very small, and there is no significant difference between the two sets of bearings. In order to prevent the occurrence of mixed sets, that is, when a set of bearings is installed, both sets of bearings are trapped by the seat ring or the shaft ring. This requires certain measures to be taken. Usually, when fitting, auxiliary tools are used to distinguish the ring and seat group, or an inner diameter plug gauge is used to check the inner diameter size before checking the nominal height. For the convenience of checking the inner diameter, the seat ring is placed below and the shaft ring is placed above. If the inner diameter of the seat has obvious quenching and heating oxidation color or is not ground, there is no need to check the inner diameter size. It can be clearly seen that the difference between the shaft and the seat ring makes it difficult to mix and match. 

After the assembly of the thrust ball bearing, the nominal height T needs to be measured to confirm that it is a scale. When measuring, calibrate with height blocks or standard parts and measure the load. If the bearing needs to rotate ten times, it must reach the minimum height.

According to the standard, the deviation of the total nominal height T of the bearing is either in the direction of reduction or negative, so the specified deviation in size is also in the direction of reduction. If the assembled parts meet the requirements, the height T will not exceed the tolerance after fitting. Otherwise, it is necessary to use the diameter size of the steel ball (increase or decrease) for selection. However, using steel balls that are too large or too small not only affects the pressing quality between the steel balls and the cage, but also changes the contact state between the steel balls and the raceway, affecting the service life of the bearings. So only by strictly following the dimensional deviation in grinding processing can assembly work be carried out efficiently, and before fitting, there is no need to sort the height and dimensional deviation of the groove bottom to the base surface, so any matching purpose can be achieved.

The fit between the thrust bearing and the shaft is generally a transitional fit, while the fit between the seat ring and the bearing seat hole is generally a clearance fit. The middle shaft ring of the bidirectional thrust bearing should be fixed on the shaft to prevent rotation relative to the shaft. The installation method of thrust bearings generally involves shaft rotation, so the fit between the inner ring and the shaft is an over fit, while the fit between the outer ring and the bearing housing is a clearance fit.

When installing thrust bearings, the verticality of the shaft ring and shaft centerline should be checked. The method is to fix the dial gauge on the end face of the casing, so that the contact of the gauge is pressed against the bearing shaft ring raceway, and rotate the bearing while observing the pointer of the dial gauge. If the pointer deviates, it indicates that the shaft ring and the centerline of the shaft are not perpendicular. When the shell hole is deep, an extended micrometer head can also be used for inspection. When the thrust bearing is installed correctly, its seat ring can automatically adapt to the rolling of the rolling element, ensuring that the rolling element is located in the upper and lower raceways. If installed upside down, not only will the bearings not work properly, but each mating surface will also suffer severe wear. Due to the unclear difference between the shaft ring and the seat ring, extra caution should be taken during assembly to avoid making mistakes. In addition, there should be a gap of 0.2-0.5mm between the seat ring of the thrust bearing and the bearing seat hole to compensate for errors caused by inaccurate machining and installation of the parts. When the center of the bearing sleeve is offset during operation, this gap can ensure its automatic adjustment, avoid contact friction, and make it operate normally. Otherwise, it will cause severe damage to the bearings.

When installing thrust bearings, the verticality of the shaft ring and shaft centerline should be checked. The method is to fix the dial gauge on the end face of the casing, so that the contact of the gauge is pressed against the bearing shaft ring raceway, and rotate the bearing while observing the pointer of the dial gauge. If the pointer deviates, it indicates that the shaft ring and the centerline of the shaft are not perpendicular. When the shell hole is deep, an extended micrometer head can also be used for inspection

When the thrust bearing is installed correctly, its seat ring can automatically adapt to the rolling of the rolling element, ensuring that the rolling element is located in the upper and lower raceways. If installed upside down, not only will the bearings not work properly, but each mating surface will also suffer severe wear. Due to the unclear difference between the shaft ring and the seat ring, extra caution should be taken during assembly to avoid making mistakes. In addition, there should be a gap of 0.2-0.5mm between the seat ring of the thrust bearing and the bearing seat hole to compensate for errors caused by inaccurate machining and installation of the parts. When the center of the bearing sleeve is offset during operation, this gap can ensure its automatic adjustment, avoid contact friction, and make it operate normally. Otherwise, it will cause severe damage to the bearings.