CN109424645B

CN109424645B - Linear rolling bearing and assembly of at least two linear rolling bearings

Info

Publication number: CN109424645B
Application number: CN201810973651.7A
Authority: CN
Inventors: A.舒皮斯; M.齐格勒; M.埃尔廷; R.哈特曼
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2017-08-25
Filing date: 2018-08-24
Publication date: 2022-05-17
Anticipated expiration: 2038-08-24
Also published as: CN109424645A; DE102017218615A1

Abstract

Disclosed is a linear rolling bearing having a guide rail and a guide shoe guided on the guide rail by rolling elements. The rolling bodies are arranged in at least two rolling body rows. The respective row of rolling elements has rotating rolling elements. In the row of rolling elements, the rolling elements extend from the load region via the feed raceways to the deflecting channel. The insertion race is designed in such a way that the rolling bodies can be placed against the guide shoe and against the guide rail in the inserted state without prestressing. In this inserted state, the position angle is then not 45 °. The position angle is measured between two straight lines. A first straight line extends from the center of the rolling body to be observed to the center of the diversion channel and another straight line extends transversely to the guide rail.

Description

Linear rolling bearing and assembly of at least two linear rolling bearings

Technical Field

The present invention relates to a linear rolling bearing. The invention further relates to an aggregate (Kollektion) comprising at least two linear rolling bearings.

Background

Linear rolling bearings in the form of ball and roller guide mechanisms are known from the prior art, for example from the document "Handbuch linear technology book" R210DE 2017 (2006, 7 months) of Bosch Rexroth AG. These linear rolling bearings have a guide rail on which a guide shoe is supported by rolling elements so as to be linearly movable. The rolling elements are arranged here in two or more rolling element rows (W ä lzk sidereuhen), wherein the respective rolling element row is designed as a circumferential (umlaufend) structure. The rolling element circulation mechanism (W ä lzk microstrip lauf) for the rolling elements has a rolling element forward section and a rolling element return section which form a load zone. In the rolling element forward section, the rolling element abuts against the guide rail. The rolling element forward section and the rolling element return section are connected to each other by two deflection channels. In order to save installation space, the deflecting channel usually has a small deflecting radius, which is, for example, approximately equal to half the diameter of the rolling elements. In practice, this can lead to an inhomogeneous progression of the rolling elements (Ablauf). Negative operating characteristics, for example, during assembly by an assembler (Monteur), cause jamming of the rolling elements during the pushing of the guide shoe onto the guide rail, which is perceived by the assembler as a quality defect.

Disclosure of Invention

In contrast, the object of the present invention is to provide a linear rolling bearing with improved operating characteristics. The object of the invention is, furthermore, to provide an assembly (Kollektion) for which linear rolling bearings having different prestress forces, which are technically identical or at least substantially identical, have correspondingly improved operating characteristics.

According to the invention, a linear rolling bearing, in particular a roller rail guide, is provided. The roller guide can have, for example, a guide rail and a guide base extending along a longitudinal axis. The guide shoe is preferably supported on the guide rail by at least two rows of rolling elements, for example, so as to be movable in the direction of the longitudinal axis. The respective row of rolling elements can have a rolling element circulation mechanism (W ä lzk nanoperumlauf) with, for example, roller-shaped rolling elements or balls (Kugel). The rolling element circulation means preferably has, for example, a rolling element forward section and a rolling element return section which can form a load zone. First and second deflecting channels are provided for connecting the rolling element forward section to the rolling element return section. As a result, the rolling bodies extend via the rolling body forward section and via the first diverting channel to the rolling body return section and from the rolling body return section via the second diverting channel back to the rolling body forward section. The rolling element run-on portion can have, for example, a seat track (wagelauufbahn) which points toward the guide rail, for example, extends at a parallel distance from the guide rail. The seat raceway can be connected to the first steering channel via a lead-in raceway. Preferably, the seat track is connected to the respective diverting channel via a respective lead-in track. Furthermore, a run-in state is provided in which the rolling bodies rest against the guide rail and the run-in raceway without prestressing. The rolling bodies can then move in the direction of the seat track or, conversely, in the direction of the deflecting channel. Advantageously, a position angle (Stellungswinkel) is provided between the two straight lines. The first straight line can extend through the center of the rolling body and the center of the turning radius of the first turning channel, viewed in the sectional plane of the longitudinal section. The second straight line can then extend, as seen in the sectional plane of the longitudinal section, transversely to the seat track or transversely to the guide rail. The section plane of the longitudinal section extends, for example, through the center of the rolling body. The position angle is then preferably measured from the direction of the lead-in raceway. In the inserted state, the next rolling elements, in particular three, four or five next rolling elements, can then have a position angle of less than or equal to 44 ° and/or greater than or equal to 46 ° when viewed in the direction of the connecting channel starting from the rolling elements provided without stress. It is also conceivable to provide a position angle which is less than or equal to 43 ° and/or greater than or equal to 47 °, in particular less than or equal to 40 ° and/or greater than or equal to 50 °, in particular less than or equal to 38 ° and/or greater than or equal to 53 °. It is also conceivable to combine one of the lower limits with the other upper limit, i.e. for example less than or equal to 44 ° and/or greater than or equal to 53 °.

As an alternative or in addition to the position angle, it can be provided that a contact angle measured between two straight lines intersecting one another is formed. The straight line should extend through the centers of three adjacent rolling elements. Thus, for example, a straight line should be arranged between the central rolling element and the first adjacent rolling element and a straight line should be arranged between the central rolling element and the further adjacent rolling element. Furthermore, the contact angle should be the angle of the two straight lines, looking inwards in the radial direction of the diverting channel. In the inserted state, it can then be provided that, starting from the rolling elements arranged without stress, a contact angle of greater than or equal to 125 ° is provided for the following rolling elements, preferably three, four or five following rolling elements, viewed in the direction of the connecting channel. It is also conceivable for the contact angle to be greater than or equal to 126 ° or greater than or equal to 127 ° or greater than or equal to 128 ° or greater than or equal to 129 ° or greater than or equal to 130 °.

This solution has the following advantages: by means of such a design of the linear rolling bearing, the operating behavior is improved. If, in contrast to the solution according to the invention, the position angle is, for example, 45 ° and/or the contact angle is less than 125 °, this leads to unfavorable operating characteristics under the following conditions. For three rolling bodies, the high forces on the central rolling body due to two adjacent rolling bodies in the deflection channel can act radially outward, for example in the direction of the centrifugal force and not in the direction of rotation. This then leads to a jamming situation, which hinders the entire course of movement of the guide shoe. These forces are further enhanced if the contact angle is still smaller. The reason for this is that the rolling bodies additionally in this position strive for the greatest degree of compactness. This means that the same number of rolling elements at different positions in the deflection channel leads to a greater or lesser chain length (Kettenl ä ngen) or overall chain length of the rolling elements, which disadvantageously leads to a Pulsation (Pulsation) of the row of rolling elements. In particular, resultant and dependent forces occur in the raceway, for which the bearing region is located above and the return path is located below. For reasons of gravity, the rolling bodies are already in a side-by-side relationship (dicht an dicht). The disadvantageous position here increases the already existing small contact force, since there is no space for compensating for the pulsation, for example a gap between two adjacent rolling bodies. These events are avoided by the inventive design of the linear rolling bearing by: in the inserted state, the position angle and/or the contact angle are designed according to the above aspects.

In a further embodiment of the invention, the insertion track is designed in the form of an insertion arch (Einlaufbogen) in the shape of a circular arc. The inlet arch can then be converted tangentially into a seat track, as seen in the sectional plane of the longitudinal section. In this way, a tangential transition can be formed at the boundary point between the seat track and the inlet arch. This solution has the following advantages: such a feed arch can be easily designed, whereby the linear rolling bearing can be constructed according to the invention, for example, by simple adjustment of the feed arch.

In the inserted state, the set position angle or the set contact angle of the following rolling elements is preferably designed according to the specified aspects in at least two different prestress levels or in two different prestress or in the entire set prestress range. This has the following advantages: linear rolling bearings with different prestress can be used and nevertheless have improved operating characteristics due to the respective position angle or contact angle.

For example four, five or six prestress levels are provided. For four levels, a prestress level C0, C1, C2, C3 or C1, C2, C3, C4 can be set. For five prestress levels, prestress levels C0, C1, C2, C3, C4 or, for example, C1, C2, C3, C4, C5 can be set. The six pre-stress levels are, for example, from C0 to C5. For the prestress class C0, for example, no prestress is provided, but for the rolling elements a gap is provided between the rolling element run and the guide rail. For C1, for example, a slight prestress can be set, for C2 a medium prestress can be set, and for C3 a high prestress can be set and so on. The prestress is thus dependent on the distance between the rolling element run and the guide rail.

In a further embodiment of the invention, the depth h of the insertion arch, measured transversely to the seat track, as seen in the sectional plane, and/or the length l of the insertion arch, measured parallel to the seat track, as seen in the sectional plane, and/or the radius of the insertion arch, as seen in the sectional plane, can be designed in such a way that the set position angle and/or the set contact angle (einstellen) is adjusted. In this way, the setting angle and/or the contact angle can be adjusted during design by easily adjusting the depth and/or the length and/or the radius of the insertion arch. If a predetermined depth is provided, the radius or the length can be regarded as a freely selectable parameter, for example, for satisfying the angle condition. The respective further parameter can then be easily calculated from the geometrical association.

The explanations made above and below with respect to the first diverting channel can be provided for the second diverting channel accordingly.

In a further embodiment of the invention, the first and/or second deflecting channel can have an inner or radially inner channel track (Kanallaufbahn) and/or an outer or radially outer channel track, which can be semicircular in cross section. The center can then lie on a straight line, as seen in the sectional plane, which can extend transversely to the seat track or transversely to the guide rail, starting from the end of the insertion arch on the side of the deflecting tunnel. This results in a compact and simple design in the combination of the improved operating characteristics resulting from the set position or contact angle.

For example, the inner channel raceways have an inner turning radius which is between 0.4 and 0.6, preferably between 0.45 and 0.55, where d can be the diameter of the rolling elements. For example, d/2 to 0.05mm is provided as a target value for the inner turning radius, and it can be provided that the outer duct track has an outer turning radius which is between 1.4 and 1.6, preferably between 1.45 and 1.55. For example, 1.5 × d +0.15mm is provided as a target value for the outer turning radius. The width of the respective diversion channel can be, for example, d +0.1 mm. Preferably, for the ranges specified above for the turning radii, the edges belong to the value ranges.

According to the invention, an aggregate of at least two linear rolling bearings is provided according to one or more of the preceding aspects. Preferably, the linear rolling bearings differ from one another only or substantially only in their prestress levels or prestress. In this way, a plurality of linear rolling bearings having different prestress can be provided in a technically simple manner, which all have improved operating characteristics.

In this way, a perfect operation (Ablauf) of the rolling elements can be set in a simple manner from a device point of view in a part of the prestress classes provided or in all prestress classes.

In other words, the linear roller bearings of the aggregate differ from one another with respect to the prestress of the loaded roller bodies, wherein they can be identically constructed with respect to the following features, wherein they can have identical, circular insertion arches, which can be designed as follows:

-a tangential transition at the demarcation point;

the position angle is outside the range of 38 ° to 53 °, preferably outside the range of 40 ° to 50 °, without depending on the respective rolling element prestress;

the depths or dimensions h are identical and predetermined. Thus, either the radius r or the length l of the approach arch can then be set as the only parameter that can be freely selected in order to satisfy the position angle condition. The respective other dimension can then be calculated solely from geometric considerations.

Drawings

Preferred embodiments of the invention are explained in more detail below with the aid of schematic drawings.

Fig. 1 shows a part of a linear rolling bearing according to an exemplary embodiment in longitudinal section;

fig. 2 shows a part of a linear rolling bearing according to a further exemplary embodiment in longitudinal section;

fig. 3 shows, in an enlarged illustration, in longitudinal section, the linear roller bearing of fig. 1 in the region of the seat raceways and the lead-in arch;

FIG. 4 shows schematically three rolling elements with the position angles and contact angles plotted;

fig. 5 shows the correlation between the position angle and the prestress when introducing different lengths of the arch;

FIG. 6 shows an explanation for the illustration of FIG. 5;

fig. 7 to 11 show different design steps for designing the linear rolling bearing according to fig. 1.

Detailed Description

Fig. 1 shows a linear rolling bearing in the form of a roller guide 1. The roller guide mechanism has a guide rail 2 on which a guide shoe 4 is slidably guided. The guide shoe has, on the respective side of the guide rail 2, in each case at least one rolling element row 6, one of which is shown in fig. 1. The row of rolling elements 6 has a plurality of roller-shaped rolling elements 8, of which only some are shown for the sake of simplicity. The row of rolling elements 6 has a rolling element circulation mechanism (W ä lzk nanoperumlauf) with a rolling element forward section 10 and a rolling element return section 12. The rolling element forward and return

sections

10, 12 are connected by two deflection ducts 14, of which one deflection duct is shown in fig. 1. The rolling element forward section 10 has a seat raceway 16 which extends at a parallel distance from the guide rail 2. The seat track is connected via a circular arc-shaped guide arch 18 to a radially inner channel track 20 of the steering channel 14. The inlet arch 18 extends here tangentially to the seat track 16. The passage track 20, which for example forms a semicircle, then extends from the end of the lead-in arch 18 remote from the seat track 16. The centers of the channel raceways 20 are in this case located on a straight line which runs transversely to the guide rail 2 and is located at the end of the insertion arch 18 which is spaced apart from the seat raceway 16. The inner raceway 20 has a radius Ri in this case. The outer channel track 22 of the deflecting channel 14 has a radius Ra and extends in a circular arc around the center of the inner channel track. The diverting channel 14 is formed in an end cover 24. The outer raceway 22 ends here on the side of the rolling element forward section 10 at a lifting lug (Abhebenase) 26 or a guide lug (fuhrungsnase) of the end cap 24. The insertion arch 18 has a depth h in a direction transverse to the guide rail 2 and, viewed in a sectional plane of a longitudinal section, which extends through the center of the rolling elements 8. Furthermore, the insertion arch has a length l, which is measured in the section plane at a parallel distance from the seat track 16. The rolling elements 8 have a diameter d.

In the region of the rolling element forward section 10, the rolling elements 8 then bear on the one hand against the seat raceways 16 and on the other hand against the rail raceways 18 of the guide rail 2. The rolling elements 8 are under prestress, which is shown in fig. 1 in a simplified manner by the tangency of the

raceways

16, 28 with the left-hand rolling element 8 (Ü berschneiden). The guide block 4 is movable along a longitudinal axis 30.

Fig. 1 shows the insertion position in which the rolling bodies 32 rest against the insertion arch 18 and the raceway 28 without prestressing. If the rolling element 32 then continues to move in the direction of the rolling element forward segment 10, it is under prestress. It will then have a gap (Spiel) in the opposite direction of movement. In this insertion state, it is provided that the position angle α is not 45 °. The position angle α is the angle between two straight lines. The first straight line extends from the center of the next rolling element 34 to the center of the

channel raceways

20, 22 from the center of the rolling element 32. Another straight line extends in the sectional plane transversely to the longitudinal axis 30. The angle is then measured clockwise from the 12 o' clock position, starting from a straight line extending transversely to the longitudinal axis 30. The position angle α of 45 ° is the critical angle in this case and leads to an obstruction (Hemmungen). If the position angle α is outside 45 °, this leads to improved operating characteristics (Laufverhalten). The position angle of this (desjenigen) rolling element, which is closest to the 45 ° position angle and is therefore most critical, is preferably detected.

For the prestress class according to fig. 1, the position angle α can be set, for example, by a change of the length l, since the position of the rolling element 32 changes as a function of the length l and then likewise as a result of the position of the following rolling element. The position of the rolling elements 32, which are rolling elements that roll straight in, is also dependent on the prestress. At the same depth h, the longer the length l of the inlet arch 18, the more the position of the rolling elements 32, since the gradient of the inlet arch 18 decreases for a greater length l. As a result, the rolling bodies occupy a position in the deflection channel 14 that is dependent on the prestress. The length l of the insertion arch 18 is thus a function of the position of the rolling bodies in the end caps 24, wherein the length l can then be designed such that, at the start of the loading of the rolling bodies 32, no unfavorable position angle α is produced, preferably over the entire prestress range.

Fig. 2 shows a further embodiment of the roller guide 1. In contrast to fig. 1, the distance a between the seat raceway 16 and the raceway 28 is smaller, so that a higher prestress is present in the rolling element forward section 10. In this way, the rolling elements 32 are arranged closer to the deflecting channel 14 in the inserted state, i.e. when they rest without prestressing on the guide rail 2 and the insertion arch 18. Thereby, the position of the rolling element 34 also changes. The position angle α has other values as well. The insertion arch 18 is designed such that, despite the different prestressing forces, i.e. the different distances a, the position angle is not 45 °, but preferably lies outside the range between 40 ° and 50 °.

According to fig. 3, a lead-in arch 18 with a depth h, a length l and a radius R is shown. A dividing point 36 is provided between the seat raceway 16 and the lead-in arch 18. This demarcation point marks the tangential transition between the seat raceway and the lead-in arch 18. The center of the inlet arch 18 is located on a straight line which extends through the dividing point 36 transversely to the seat track 16. The end of the insertion arch 18 remote from the seat raceway 16 has an insertion edge 38.

Fig. 4 shows three adjacent rolling bodies 8, which are located in the region of the deflection channel 14, see fig. 1. The position angle α is plotted here. According to fig. 4, the position angle α is measured differently from fig. 1. The position angle α is measured between two straight lines, the first straight line extending through the center of the rolling element 34 and through the center of the path (Umlaufbahn) of the rolling element 8 in the deflecting channel 14. Another second line extends at a parallel spacing relative to the seat raceway 16 of fig. 1. Further, the contact angle β is shown in fig. 4. This contact angle is measured between two straight lines. The first straight line connects the center of the middle rolling element 34 to the first adjacent rolling element 8, and the second straight line connects the center of the middle rolling element 34 to the further adjacent rolling element 8. The contact angle β shows the angle between the force vectors (Kraftvektoren) 40 and 42, which are acted upon by the adjacent rolling elements 8 on the central rolling element 34. As a result, a force component 44 is then generated which acts on the rolling elements 34 and is directed radially outward. As a result, the rolling elements 34 are disadvantageously subjected to forces not only in the direction of movement. This force component 44 leads to the rolling elements 34 being pushed out of the ideal path in the direction of action of the centrifugal force. It has been shown that for a contact angle β of 125 ° or a position angle of 45 °, a jamming condition (Klemmen) results therefrom, which hinders the entire movement process of the guide shoe 4, see fig. 1. The larger the contact angle beta, the smaller this jamming effect. A jamming situation occurs in particular if forces caused by a jamming of the rolling elements act between the rolling elements 8, the

force vectors

40, 42 acting in the event of a jamming (Aufstauen). The forces occurring are then caused, in particular, by the difference in speed of the rolling elements rolling in and out in the rolling element forward section 10 (see fig. 1) for the rolling elements 8 in close contact. The rolling elements that roll in are braked, for example, during their operation. All rolling bodies with higher speed at this point in time are then stranded on this rolling body (autofaufen). A similar effect occurs if the rolling-out rolling elements are accelerated and therefore seek a higher speed than the rolling elements arranged in front of them in the direction of motion. Stranding of the rolling bodies also occurs here. It is extremely disadvantageous that, as in fig. 1, a position angle of 45 ° or a contact angle of 125 ° is provided in the inserted state. A contact angle of 180 ° is desirable, but this contact angle can only be achieved over a straight run.

According to fig. 5, the position angle α in degrees is plotted on the ordinate and the change in the distance a in μm is plotted on the abscissa, see fig. 1, for example. In this case, different prestress levels C1, C2, C3 and C5 are shown for different lengths l of the insertion arch 18. Lengths of 8.5mm, 12mm, 14mm and 17mm are provided here. Fig. 5 also shows a critical position angle of 45 ° by means of a straight line 46. Fig. 5 thus shows the position angle α of the rolling elements 34 at different prestressing and length of the lead-in arch 18, see for example fig. 4. For example, for a length of 12mm, the position angle α initially decreases as the prestress increases in the direction C1. The position angle α then increases again starting from C1 in the direction of the prestress class C2 to C5. The position angle α is then, for example, 16 ° for C1, 28 ° for C2, 32 ° for C3 and 39 ° for C5. For the prestress classes C1 to C3, the position angle α is thus extremely uncritical at a length of 12 mm. Only for the prestress class C5, the position angles have a small distance from 45 °.

According to fig. 5, it is provided that for a length l of 8.5mm, the position angle α of the rolling elements 34 increases when the prestress increases. Thus, a position angle of 38 ° is set for C1, a position angle of 43 ° is set for C2, a position angle of 48 ° is set for C3, and a position angle of 53 ° is set for C5. For the pre-stress levels C2 and C3, the position angle is then relatively close to 45 °.

According to fig. 5, an extremely uncritical position angle α is set for the prestress classes C1 to C5 at a length l of 14 mm. The position angle α first decreases all the way to the prestress level C2 and then increases again in the direction of prestress level C5. The position angle is 28 ° for C1, 16 ° for C2, 23 ° for C3, and 31 ° for C5, so that the position angle has a large spacing relative to 45 ° and is clearly below 40 °. The position angle a of the maximum and minimum prestress levels C5 and C1 is almost mirror symmetric to the selected execution point, which is, for example, the minimum position angle a.

According to fig. 5, for a length l of 17mm, it is provided that the position angle α decreases (verkleinert) until after C3 and then increases again before C5 as the prestress continues to increase. The position angle is then 43 ° for the prestress class C1, 30 ° for C2, 20 ° for C3 and 18 ° for C5. As a result, the position angle α is relatively close to 45 ° for C1 and is also advantageously very far apart.

Fig. 6 schematically shows which rolling elements are selected to observe the position angle α according to fig. 5. First, a rolling element is selected here whose position angle α is closest to a position angle of 45 °. If this applies to two rolling bodies, as shown in fig. 6, rolling bodies close to an unfavorable position angle of 45 ° are observed.

As can be seen from fig. 5 and 6, the length l of the insertion arch 18 and its configuration represent a function of the position angle α. The design of the geometry of the lead-in arch 18 is a function of the pre-stress that is preferred. As specified, for example, in fig. 5 for a length l of 14mm, the position angle curve or the change in the position angle α is preferably designed as a more or less symmetrical structure within the desired prestress range. In this case, the position angle α first drops all the way to the prestress level C2 and then increases again in the direction of the prestress level C5. The descending branch and the ascending branch are approximately designed here as symmetrical structures with respect to the drawn prestress class C2. In this way, a large distance to a turning angle of 45 ° (schwenkwinlkel) can then be observed over a large prestressing range. Preferably, the position angle α is less than or equal to 40 ° over the entire prestressing range, with manufacturing-side tolerances reduced.

In accordance with fig. 7 to 11, the procedure is now shown in the design of the roller rail guide 1 from fig. 1. The length x of the seat raceway 16, the length l1 of the adjoining deflection section of the end cap, and the distance y between the centers of the rolling bodies on the seat raceway 16 and the rail raceway 28 are initially designed according to fig. 7. Furthermore, a deflection radius r is drawn, which is provided for a deflection path on which the center of the rolling elements in the deflection channel 14 is intended to move, see fig. 1. Thus, the operating geometry (umlaufgeometric) was first designed according to fig. 7.

In the next step according to fig. 8, the desired angular position in the turning area is designed. Two rolling elements are drawn here, which are then arranged at a position angle of 45 ° and have the largest possible spacing.

Then, according to fig. 9, a design of rolling elements with play, which roll in, is to be provided.

The bearing area of the guide shoe is then designed in fig. 10, wherein the distance a between the shoe raceway 16 and the rail raceway 28 is to be determined. The larger the prestress should be, the smaller the spacing a. According to fig. 10, the distance a is to be designed according to a prestress class C2, whereby the distance a is smaller than the diameter of the rolling elements. In a further step according to fig. 10, the lead-in arch 18 is then designed. Its radius R and its length result from three conditions. The inlet arch 18 should be tangent to the seat raceway 16 and the rolling elements 32 that roll in. Furthermore, the lead-in arch 18 should extend over the depth h. The radius R and the length l of the lead-in arch 18 must then be produced.

A linear rolling bearing is disclosed with a guide rail and a guide shoe guided thereon by rolling bodies. The rolling bodies are arranged in at least two rolling body rows. The respective row of rolling elements has rotating (umlaufende) rolling elements. In the row of rolling elements, the rolling elements extend from the load region via the feed raceways to the deflecting channel. The insertion race is designed in such a way that the rolling bodies can be placed against the guide shoe and against the guide rail in the inserted state without prestressing. In this insertion state, it is then provided that the position angle is not 45 °. The position angle is measured between two straight lines. A first straight line runs from the center of the rolling body to be observed to the center of the deflection channel and a further straight line runs transversely to the guide rail.

List of reference numerals:

1 roller rail guide mechanism

2 guide rail

4 guide seat

6 rolling element row

8 rolling element

10 rolling element advancing segment

12 return segment of rolling body

14 diversion channel

16-seat roller path

18 leading-in arch frame

20 channel raceway

22 channel raceway

24 end cap

26 lifting lug

28 track raceway

30 longitudinal axis

32 rolling element

34 rolling element

36 demarcation point

38 leading edge

40 force vector

42 force vector

44 force component

46 straight line

Claims

1. Linear rolling bearing having a guide rail (2) and having a guide shoe (4) which is movably supported on the guide rail (2) by means of at least two rolling element rows (6), wherein a respective rolling element row (6) has rolling elements (8) which are arranged in a rolling element circulation, wherein the rolling element circulation has a rolling element forward section (10) and a rolling element return section (12) which are connected by means of a first and a second deflection channel (14), wherein the rolling element forward section (10) has a bearing raceway (16) which is connected by means of a guide raceway (18) to the first deflection channel (14), wherein a run-in state is provided in which the rolling elements (32) rest against the guide rail (2) and the guide raceway (18) without prestressing, characterized in that a position angle (a) is provided between a first straight line, which, viewed in a sectional plane of a longitudinal section, runs through the center of a rolling element (34) in the first deflection channel (14) and the center of a deflection radius of the first deflection channel (14), and a second straight line, which, viewed in the sectional plane, runs transversely to the seat track (16), wherein the sectional plane runs through the center of the rolling element (8), and wherein the position angle (a) is measured from the direction of the introduction track (18), and wherein the rolling elements (34) following in the introduction state, starting from the rolling element provided in the stress-free state, in the direction of the deflection channel (14) each have a position angle of less than 44 ° or greater than 46 °, and/or a contact angle (β) is provided, the contact angle is measured between two intersecting straight lines which extend through the centers of three adjacent rolling elements (34), wherein in the inserted state a contact angle (β) of greater than or equal to 125 ° is provided for the next rolling element (34) as viewed in the direction of the diversion channel (14), and the set position angle (α) and/or the set contact angle (β) of the next rolling element (8, 34) is/are designed in the inserted state at least two different prestress levels.

2. Linear rolling bearing according to claim 1, wherein the feed-in raceway is embodied as a feed-in arch (18) in the shape of a circular arc, and wherein the feed-in arch (18) transitions tangentially into the seat raceway (16) as seen in a sectional plane of the longitudinal section.

3. Linear rolling bearing according to claim 2, in which the set position angle (α) and/or the set contact angle (β) is/are adjusted by measuring the depth (h) of the inlet arch (18) as seen in the sectional plane transversely to the seat track (16) and/or measuring the length (l) of the inlet arch (18) as seen in the sectional plane parallel to the seat track (16) and/or by forming the radius (R) of the inlet arch (18) as seen in the sectional plane.

4. Linear rolling bearing according to claim 1 or 2, in which the first and/or second deflection channel (14) has an inner channel track (20) and/or an outer channel track (22), which are semicircular in shape, viewed in the sectional plane, and the centers of which lie, viewed in the sectional plane, on a straight line which extends transversely to the seat track (16) starting from the end of the lead-in track (18) on the deflection channel side.

5. Linear rolling bearing according to claim 4, in which the inner raceway (20) has an inner turning radius between 0.4 x d and 0.6 x d, where d is the diameter of the rolling elements (8).

6. Linear rolling bearing according to claim 4, in which the outer raceway (20) has an outer turning radius between 1.4 x d and 1.6 x d, where d is the diameter of the rolling elements (8).

7. Linear rolling bearing according to claim 1 or 2, in which the insertion track (18) is designed in such a way that the position angle (α) decreases when the prestressing force increases up to a specific prestressing force and increases after a specific prestressing force.

8. Linear rolling bearing according to claim 7, in which the specific prestress lies in the middle or approximately in the middle of the constructed prestress level.

9. Linear rolling bearing according to claim 7, in which the reduction and subsequent expansion of the position angle (α) at the increase in the prestress takes place substantially symmetrically to the specific prestress.

10. Aggregate of at least two linear rolling bearings according to one of the preceding claims, wherein the linear rolling bearings differ from one another with respect to their prestress levels.