DE102024205871A1 - Guide carriage with deflection assembly sintered from metal powder - Google Patents

Abstract

The invention relates to a method for manufacturing a guide carriage for a linear roller bearing, wherein a deflection assembly (53) comprises an end cap (60) and an intermediate plate (70), wherein the guide carriage comprises a main body made of steel, wherein both intermediate plates (70) are arranged in the direction of the longitudinal axis (11) between the main body and the respective associated end cap (60).
According to the invention, the end caps (60) and the intermediate plates (70) must each be formed separately from metal powder into a green body, wherein the green body of an end cap (60) is assembled with the green body of an associated intermediate plate (70) to form a raw deflection assembly, wherein the raw deflection assembly is sintered so that the respective end cap (60) is metallurgically bonded with the respective intermediate plate (70) to form the finished deflection assembly (53).

Description

The invention relates to a method for manufacturing a guide carriage of a linear rolling bearing according to the preamble of claim 1 and a guide carriage manufactured accordingly.

From the JP 2007 309 363 A and the US 8 834 025 B2 A guide carriage for a linear rolling bearing is known. The guide carriage comprises a U-shaped main body made of steel, with each of the two U-legs having at least one row of endlessly rotating rolling elements. Further parts are attached to the main body, which are manufactured from metal using the MIM (metal injection molding) process and which at least partially define the endless orbital channels for the rolling elements.

Parts manufactured using the MIM process have a significantly higher stiffness compared to parts manufactured conventionally using injection molding from plastic, although they warp considerably more during the MIM process.

From the EP 1 621 784 B1 A guide carriage for a linear roller bearing is known in which the plastic end caps attached to the main body are integrally fitted with rolling element retaining ribs. The distortion that occurs during plastic injection molding can easily be compensated for during assembly by elastic deformation of the rolling element retaining ribs. If these plastic parts were manufactured as MIM parts, the guide carriage could no longer be assembled.

Within the scope of the present invention, a variant of the guide carriage according to EP 1 621 784 B1 to be created in which the guide rail and the main body remain essentially unchanged, with all parts previously made of plastic being replaced by parts manufactured from metal powder through sintering. The design principle of the rolling element deflection according to EP 1621784 B1 The existing components are to be reused. This means the end cap should form the outer boundary surfaces of the curved deflection channels, while a separate intermediate plate forms the inner boundary surfaces of the curved deflection channels. However, with these two parts, the problem arises that assembly is no longer possible if the familiar component shape is simply manufactured using the MIM process and then joined. The increased distortion and high component stiffness prevent assembly. Furthermore, it has been shown that the lubrication channels located between the end cap and the intermediate plate are no longer leak-proof.

The object of the invention is to overcome the aforementioned problems.

According to claim 1, it is proposed that the end caps and the intermediate plates are each formed separately from metal powder into a green body, wherein the green body of an end cap is assembled with the green body of an associated intermediate plate to form a raw deflection assembly, wherein the raw deflection assembly is sintered so that the respective end cap is metallurgically bonded to the respective intermediate plate to form the finished deflection assembly.

It has been shown that the distortion of the jointly sintered raw deflection assembly is significantly less than the distortion that occurs when the individual components are sintered separately. Furthermore, the green bodies exhibit high elasticity compared to the finished sintered component, making assembly of the green bodies straightforward, even when tolerance-related deviations from the ideal shape are present. Within the scope of the present invention, a green body is understood to be a component made of metal particles that has not yet been sintered.

The rolling elements are preferably spherical. The skin body preferably has a constant, U-shaped cross-sectional shape along its longitudinal direction.

Each U-shaped leg is preferably assigned at least one row of rolling elements, with each U-shaped leg preferably having exactly two rows of rolling elements assigned to it. The main body can be formed in one piece, with the raceways for the rolling elements being arranged directly on the main body in the area of the support section. However, it is also conceivable that the main body is formed in multiple pieces, comprising at least one separate one-piece raceway insert made of hardened steel and a single, one-piece support body made of unhardened steel, wherein the at least one raceway insert is held on the support body, and the raceways for the rolling elements are arranged directly on the raceway inserts. The metal powder preferably comprises a plurality of metal particles, which most preferably consist of stainless steel. The guide carriage according to the invention is therefore suitable for use in a cleanroom and/or for use under vacuum. The end caps preferably form outer boundary surfaces of the associated deflection sections, with the intermediate plate forming inner boundary surfaces of the respective deflection sections.

The dependent claims specify advantageous further developments and improvements of the invention.

It can be provided that a homogeneous mass is produced by mixing metal particles of the metal powder with a binder, wherein the homogeneous mass is formed into the aforementioned green parts using an injection molding process, and the binder is removed again by a heat treatment process after assembly of the raw deflection assembly. It is conceivable that the binder is selected such that it hardens after injection molding, either by cooling and/or by a chemical reaction. The homogeneous mass should flow like a viscous liquid, particularly during injection molding. Accordingly, the binder is preferably a liquid.

Protection is also claimed for a guide carriage manufactured according to the inventive method, such that the material bond at a joining interface between the end cap and the respective intermediate plate is less strong than within the aforementioned components, end cap and intermediate plate, respectively. Within the aforementioned components, the metal particles of the metal powder are materially bonded to one another.

It should be noted that it is readily apparent that the finished sintered deflection assembly is composed of two separate green bodies. The metallurgical bond between the metal particles within a green body is so homogeneous that it gives the impression of a single solid component without any internal structure of metal particles. The metal particles are only visible upon microscopic examination of a cross-section of the aforementioned components. In contrast, a joint is readily apparent between the end cap and the intermediate plate, as the metallurgical bond there is far less intense or strong. The end cap and the intermediate plate can also be forcibly separated at the joint, with the shape of the green bodies being largely preserved. Reassembly into a functional deflection assembly is, of course, then no longer possible.

At least one rolling element retaining rib can be provided, which sectionally delimits a support section of at least one recirculating channel in order to hold the rolling elements therein in the guide carriage when the guide carriage is not mounted on the guide rail of the linear rolling bearing. The at least one rolling element retaining rib is each designed as a separate component, which is sintered from a metal powder. It engages positively at its ends opposite each other in the direction of the longitudinal axis into the deflection assembly there, thereby defining a first positive fit. It also engages positively with the main body, thereby defining a second positive fit. As already explained, the rolling element retaining rib cannot be formed integrally with the end cap if parts sintered from metal powder are to be used. The first positive fit preferably consists exclusively between the at least one rolling element retaining rib and the end cap of the deflection assembly. If the main body is made up of multiple parts, the second positive locking mechanism preferably exists between the rolling element retaining rib and an associated raceway insert.

The second positive locking element may include a groove extending along the longitudinal axis with a constant cross-sectional shape. This groove is located either on the main body or on the relevant rolling element retaining rib. On the other part of the second positive locking element, either the rolling element retaining rib or the main body, a first projection is arranged that is adapted to and engages with said groove. Particularly when a raceway insert made of hardened steel is used, the contour, groove, or first projection is easy to manufacture.

It can be provided that an open side of the aforementioned groove points in the direction of a groove normal, the groove normal being perpendicular to the longitudinal axis, wherein the first positive locking element is free of play in the direction of the groove normal, while exhibiting play in a direction perpendicular to both the groove normal and the longitudinal axis. This prevents the first and second positive locking elements from being statically indeterminate when considered together. This avoids prestressing of the components involved, which are all very stiff.

It can be provided that the first positive locking element comprises a recess and a second extension, wherein the recess extends along the longitudinal axis with a constant first cross-sectional shape, and wherein the second extension extends along the longitudinal axis with a constant second cross-sectional shape, wherein either the first or the second cross-sectional shape is rectangular, the corresponding sides of the rectangle being arranged either perpendicular or parallel to the groove normal, and wherein the other, second or first, cross-sectional shape has exactly three convex third extensions abutting two sides of the rectangle opposite each other in the direction of the groove normal, the two other sides of the rectangle having clearance to the said other cross-section The cross-sectional shape is defined by the contours, which are easy to manufacture and perform the desired function, particularly ensuring the aforementioned clearance. The rectangular cross-sectional shape preferably has rounded corners. The second extension is preferably arranged on the rolling element retaining rib, although it can also be arranged on the deflection assembly. The recess is subsequently located on the other part, either the deflection assembly or the rolling element retaining rib.

The groove can be arranged on the main body, with a third extension extending along the longitudinal axis on the intermediate plate, which engages the groove at its end face. The first extension is correspondingly shorter than the groove in the longitudinal direction. The groove is typically located in a hardened area of the main body that is difficult to machine. The aforementioned features allow for a positive-locking alignment between the intermediate plate and the main body, requiring only the third extension on the intermediate plate in addition to the existing groove. If the main body is multi-part, the groove is preferably located on the raceway insert.

The end cap may be provided with a receiving recess in which the associated intermediate plate is received. This receiving recess has a flat bottom surface in sections, oriented perpendicular to the longitudinal axis. The intermediate plate has at least one lubrication groove, which is arranged, at least in sections, in the area of the bottom surface so that it is covered by the bottom surface. The material-fit connection between the intermediate plate and the end cap preferably takes place in the area of the bottom surface. This ensures a leak-free seal for the lubrication channel defined by the lubrication groove and the bottom surface. The section of the recess facing away from the guide rail is preferably provided with a continuous wall that abuts the main body. Consequently, the intermediate plate is not visible from outside the fully assembled guide carriage. Therefore, the joint is also not visible from the outside, preventing foreign matter from becoming lodged there. The bottom surface is preferably completely flat, and in particular, free of any protrusions. The receiving recess preferably extends to the outer boundary surfaces of the deflection sections, whereby a flat floor surface is neither feasible nor necessary there.

It can be provided that the green part of the intermediate plate has at least one sealing extension adjacent to the at least one lubrication groove, which runs along the respective lubrication groove and extends towards the bottom surface, so that it is plastically deformed during the assembly of the aforementioned pipe deflection assembly. This ensures gap-free contact between the sealing extensions and the bottom surface, resulting in a particularly strong metallurgical bond through sintering. Consequently, the lubrication grooves are well sealed. The sealing extensions are preferably arranged on both sides of the lubrication groove.

It can be provided that the deflection assembly is screwed to the main body by means of at least one fastening screw, wherein the fastening screw passes through a circular cylindrical opening in the respective end cap, with a flat side wall of the intermediate plate directly opposite said fastening screw laterally. It would be conceivable to continue the circular cylindrical opening in the intermediate plate in a flush alignment. However, the resulting lateral projection on the intermediate plate hinders the assembly of the pipe deflection assembly. This can be avoided by the claimed design, whereby the resulting gap towards the fastening screw is not a disadvantage.

The deflection assembly can be screwed to the main body by means of at least one fastening screw, wherein said fastening screw is screwed into an internal thread formed in a blind hole in the main body, the bottom of which is connected to the environment via a vent hole extending transversely to the longitudinal axis. This prevents the formation of a closed, air-filled cavity in the bottom of the blind hole, which would interfere with the operation of the guide carriage under vacuum. The blind hole and the vent hole are preferably located in the support body if the main body is made up of multiple parts.

It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or on their own, without leaving the scope of the present invention.

• 1 eine perspektivische Ansicht eines erfindungsgemäßen Führungswagens;
• 2 einen Querschnitt des Führungswagens nach 1;
• 3 einen vergrößerten Ausschnitt von 2 im Bereich einer Laufbahneinlage;
• 4 eine perspektivische Ansicht einer Umlenkbaugruppe mit den Wälzkörperhaltestegen;
• 5 einen Teilquerschnitt der Anordnung nach 4 im Bereich des zweiten Fortsatzes und der zugeordneten Ausnehmung;
• 6 eine perspektivische Ansicht einer Endkappe von der dem Hauptkörper zugewandten Seite her;
• 7 eine perspektivische Ansicht einer Zwischenplatte von der der Endkappe zugewandten Seite her; und
• 8 einen Teillängsschnitt des Führungswagens nach 1 im Bereich einer Befestigungsschraube.

The invention is explained in more detail below with reference to the accompanying drawings. They show:

• 1 a perspective view of a guide carriage according to the invention;
• 2 a cross-section of the guide carriage 1 ;
• 3 an enlarged section of 2 in the area of a runner's insole;
• 4 a perspective view of a deflection assembly with the rolling element retaining webs;
• 5 a partial cross-section of the arrangement according to 4 in the area of the second extension and the associated recess;
• 6 a perspective view of an end cap from the side facing the main body;
• 7 a perspective view of an intermediate plate from the side facing the end cap; and
• 8 a partial longitudinal section of the guide carriage 1 in the area of a fastening screw.

1 Figure 1 shows a perspective view of a guide carriage 10 according to the invention. The guide carriage 10 comprises a steel support body 41, which is part of a main body 40. A deflection assembly 53 is attached to the support body 41 at each of two opposite ends along a longitudinal axis 11 by means of two fastening screws 54. The deflection assemblies 53 are each designed such that only the end cap 60 is visible from the outside, with the intermediate plate (No. 70 in Figure 1) being concealed within the support body 41. 6 ) is concealed inside the end cap 60. Each fastening screw 54 is associated with a vent hole 47 in the support body 41, which runs transversely to the longitudinal axis 11.

The guide carriage 10 is designed for use with a guide rail (not shown) that extends along the longitudinal axis 11 with a constant cross-sectional shape. The corresponding linear roller bearing allows the guide carriage 10 to move along the longitudinal axis 11 relative to the guide rail in a roller-guided manner.

2 shows a cross-section of the guide carriage 10. 1 The cutting plane is perpendicular to the longitudinal axis (No. 11 in 1 ) aligned, passing through the support body 41. The guide carriage 10 is mirror-symmetrical overall with respect to a in 2 formed a vertically running plane of symmetry.

The support body 41 consists of unhardened steel, and is in contact with the 2 visible, constant cross-sectional shape in the direction of the longitudinal axis (No. 11 in 1 The cross-sectional shape is U-shaped with a base 42 and two U-legs 43. In addition to the support bodies 42, the main body 40 comprises two raceway inserts 50 made of hardened steel, each forming two carriage raceways 51 for the spherical rolling elements 13. It is understood that the carriage raceways 51 can also be arranged directly on the support body 41 or on a one-piece main body 40, in which case the support body 41 is preferably surface-hardened in the area of the carriage raceways 51.

Each U-shaped leg 43 is assigned two rows of rolling elements 13 that rotate endlessly in a circulating channel 20. A circulating channel 20 comprises a bearing section 21 and an associated return section 22, each straight and parallel to the longitudinal axis (No. 11 in 1 ). The support section 21 is the section in which the rolling elements 13 can roll on the carriage track 51, where they can also roll on the (not shown) guide rail if the guide rail is arranged between the U-shaped legs 43.

In the support section 21, a rolling element retaining rib 52 is provided, wherein in this case two rolling element retaining ribs 52 are provided, each of which is assigned two rows of rolling elements 13. The rolling element retaining ribs 52 hold the rolling elements 13 in the guide carriage 10 when this, as in 2 shown, not mounted on the guide rail.

The return sections 22 are each formed by a circular cylindrical bore which is located directly in the support body 41.

3 shows an enlarged section of 2 in the area of a raceway insert 50, so that the second positive locking 90 on a rolling element retaining rib 52 is more clearly visible. A rolling element retaining rib 52 engages the rolling elements 13 with a semi-shell-shaped surface, with the support body 41 forming a comparable engagement on the opposite side of the rolling elements 13. The open area of the support section 21 encompasses approximately 100° of the circumference of the rolling elements 13, so that they are positively locked in the guide carriage 10. In order to allow the rolling element retaining rib 52 to be arranged with minimal clearance to the rolling elements 13, a second positive locking 90 is provided between the rolling element retaining rib 52 and the main body 40, namely the raceway insert 50. The second positive locking element 90 comprises a groove 91 which has a constant, essentially rectangular cross-sectional shape along the longitudinal axis (No. 11 in 1 ) extends. The groove 91 is located in the main body 40 or the raceway insert 50. arranged, and may also be arranged on the rolling element retaining web 52. The rolling element retaining web 52 has, in this case, a first extension 94, the shape of which is adapted to the groove 91, and which extends into the groove 91 to form the second positive locking 90. The first extension 94 extends with a constant, substantially rectangular cross-sectional shape along the longitudinal axis (No. 11 in 1 ).

The open side of the groove 91 points towards a groove normal 93, which in this case is parallel to the base (No. 42 in 2 ) of the supporting body 41. The second positive locking 90, considered on its own, allows movement along the groove normal 93, which is prevented by the first positive locking explained below.

4 Figure 1 shows a perspective view of a deflection assembly 53 with the rolling element retaining webs 52. The deflection assembly 53 comprises an end cap 60 and an intermediate plate 70, which are manufactured from a metal powder according to the inventive method. The rolling element retaining webs 52 are also sintered from a metal powder, which preferably contains metal particles of stainless steel. However, they are manufactured separately from the deflection assembly 53, with the high stiffness of the rolling element retaining webs 52 being taken into account, in particular by the design of the second projections 82, which engage in the deflection assembly 53.

The rolling element retaining webs 52 are provided with the first extension 94, which is located at the top with reference to 3 As already explained, this does not extend over the entire length of the rolling element retaining webs 52. Rather, a clearance is provided at each of the ends of the rolling element retaining webs 52 pointing in the direction of the longitudinal axis 11. This clearance is occupied by a third extension 73, which is integrally formed on the intermediate plate 70 and extends in the direction of the longitudinal axis 11. The third extension 73 thus engages the groove (No. 91 in) at its end face. 3 ) which is primarily assigned to the first extension 94. This makes the deflection assembly 53 relative to the raceway insert (No. 50 in 3 ) aligned.

The green part of the intermediate plate 70 is a separate component, which is in 7 more precisely shown. The green part of the end cap 60 is also a separate component, which is in 6 This is shown in more detail below. These two green bodies are assembled into a raw deflection assembly before sintering, so that after sintering a joining interface 14 results, at which the end cap 60 and the intermediate plate 70 are metallurgically bonded. However, the metallurgical bond there is significantly less strong than the metallurgical bond of the metal particles inside the end cap 60 and the intermediate plate 70. The joining interface 14 is accordingly visible on the finished deflection assembly 53, and it is even possible to forcibly separate the end cap 60 and the intermediate plate 70 from each other again at the joining interface 14.

A deflection assembly 53 comprises four curved deflection sections 23, each of which is part of a bypass channel 20. A deflection assembly 53 is attached to the support body (No. 41 in) by means of two fastening screws 54. 1 The intermediate plate 70 is attached. The fastening screws 54 are located in the area of the joining interface 14. To simplify the assembly of the deflection assembly 53, the intermediate plate 70 is not adapted to the outer shape of the fastening screws 54, as is the case with the end cap 60. Instead, a flat side wall 72 of the intermediate plate 70 faces an associated fastening screw 54, resulting in a small gap between the deflection assembly 53 and the fastening screw 54 in this area. This gap is not problematic, however, as it is completely sealed on all sides when the guide carriage is fully assembled, preventing the ingress of dirt or other foreign matter.

It should also be noted that there are further lubrication channels 75, which are connected to the lubrication channels (No. 71 in 7 ) on the other side of the intermediate plate. The further lubrication channels 75 are provided by the support body (No. 41 in 1 ) covered, resulting in a sealed lubrication channel. Any leaks occurring in this area are not problematic, as any lubricant that may escape flows directly to the circulation channels 20 and can exert its lubricating effect there.

The intermediate plate 70 is integrally provided with two fourth extensions 74, which extend in the direction of the longitudinal axis 11, fitting into a corresponding recess on the support body (No. 41 in 1 ) intervene. This aligns the intermediate plate 70 relative to the support body. The end cap 60 does not have any extensions comparable to the third or fourth extensions 73; 74. Their alignment is achieved solely through the material-fit connection to the intermediate plate 70. Any further form-fit alignment could result in undesirable stresses.

5 shows a partial cross-section of the arrangement according to 4 in the area of the second extension 82 and the associated recess 81. The recess 81 extends with the in 5 visible, essentially rectangular cross-sectional shape along the longitudinal axis (No. 11 in 1 ). The four Rectangle sides 86 are either parallel or perpendicular to the groove normal (No. 93 in 3 ) aligned. To the parallel to the groove normal (No. 93 in 3 The second extension 82 has play on the rectangular sides 86, since the alignment of the rolling element retaining web 52 perpendicular to the groove normal is already determined by the first extension (No. 94 in 4 This occurs. This avoids static overdetermination, which could result in significant stresses due to the high stiffness of the parts sintered from metal powder.

In the direction of the groove normal (No. 93 in 3 In contrast, a form-fitting and backlash-free hold should be ensured. It should be noted that parts sintered from metal powder have limited dimensional accuracy, yet a slight oversize is intended to achieve complete backlash-free operation. This oversize is therefore subject to a tolerance that could result in stress. The in 5 The visible second cross-sectional shape 85 of the second extensions 82 therefore has three third extensions 83, which are convex and point outwards. Only these third extensions 83 lie on two of the groove normals (No. 93 in 3 ) opposite rectangular sides 86 of the first cross-sectional shape 84. If the aforementioned interference is too large, only a small plastic deformation occurs at these three contact points. The resulting assembly stresses are so low that they do not cause any problems, and in particular, no cracks form in the end cap.

6 shows a perspective view of an end cap 60 from the main body (No. 40 in 1 ) facing the side. The outer boundary surfaces 25 can be seen, each with an associated inner boundary surface (No. 24 in ). 7 ) define a curved deflection section 23 of the deflection channel 20. The corresponding shape is adapted to the spherical rolling elements such that a deflection section 23 has a constant, circular cross-sectional shape over its entire length.

Furthermore, the receiving recess 61 can be seen, in which the intermediate plate is received section by section. The receiving recess 61 has a flat bottom surface 62, which is perpendicular to the longitudinal axis (No. 11 in 1 ) is aligned. The material-bonded connection according to the invention between the end cap 60 and the intermediate plate is to be made precisely on this base surface 62, so that the lubrication grooves (No. 71 in 7 ) are well sealed.

The receiving recess 61 is laterally bounded by a wall 63, which contributes to the alignment between the end cap 60 and the intermediate plate. For this reason, among others, the wall 63 surrounds the intermediate plate wherever the guide rail is not located.

It should also be noted that there is an auxiliary groove 65, which is arranged between the two rolling element cycles of a U-shaped leg. A modified auxiliary extension (No. 76 in) engages there. 7 ) on the intermediate plate. An analogous positive-locking engagement is possible from the DE 10 2008 006 819 B4 known, whereby it contributes to the alignment between end cap 60 and deflection plate, in particular in the area of the curved deflection sections 23.

Furthermore, the two circular cylindrical openings 64 should be noted, which extend the end cap 60 in the direction of the longitudinal axis (No. 11 in 1 ) enforce. These are attached to the respective assigned fastening screw (No. 54 in 1 ) adapted, which is also circular-cylindrical in this area.

The mounting surface 66 is flat and perpendicular to the longitudinal axis (No. 11 in 1 ) formed, wherein the end cap 60 is attached to a flat counter-surface on the support body (No. 41 in 1 ) can be in direct contact. Depending on the tolerance, the intermediate plate can also be in contact with the aforementioned counter-surface. The lubricant supply bore 67 passes through the end cap 60 in the direction of the longitudinal axis (No. 11 in 1 ), whereby on the in 6 On the non-visible outer surface of the end cap 60, for example, a grease nipple is screwed into the lubricant supply bore 67. The lubricant supply bore 67 opens in the area of the lubrication channel (No. 71 in 8 ) on the floor surface 62 of the intake recess 61.

7 shows a perspective view of an intermediate plate 70 from that of the end cap (No. 60 in 6 ) facing the side. The lubrication channel 71 runs in a U-shape to the two U-legs with the inner boundary surfaces 24 of the deflection sections 23. There is a connecting opening 79 to a corresponding further lubrication channel (No. 75 in ). 4 ), which in turn is connected to the lubricant discharge bore 77. From there, the lubricant can enter the rolling element circulations.

A sealing extension 100 is arranged on both sides next to the lubrication channel 71, extending over the entire length of the lubrication channel 71. 7 This shows the shape of the sealing extensions 100 as they are formed on the green part. During the assembly of the green parts of the end cap and intermediate plate 70, plastic deformation is desirable, especially at the sealing extension 100, so that it fits optimally against the base surface (No. 62 in 6 ) is located at this point. Consequently, a particularly good material-bonded connection is formed at this location. dung, which improves the seal against lubricant leakage.

It should also be noted that there is a bulge 78 on the lubrication channel 71, where the lubricant supply bore (No. 67 in 6 ) exits. Apart from the bulge 78, the lubrication channel 71 preferably has a constant width.

8 shows a partial longitudinal section of the guide carriage 10. 1 in the area of a fastening screw 54. The fastening screw 54 passes through the circular cylindrical opening 64 of the end cap 60, being screwed into an internal thread 44 in the support body 41. The internal thread 44 is located in a blind hole 45. The bottom of this hole is defined by a cross-section (No. 11 in) extending transversely to the longitudinal axis. 1 The guide carriage 10, which preferably comprises no plastic parts at all, can be used, for example, in a vacuum chamber. In these cases, enclosed spaces within the guide carriage 10 are disadvantageous, as these would make evacuating the vacuum chamber more difficult because air would be trapped there, which would be difficult to escape from the guide carriage 10.

In vacuum operation, it can be advantageous to operate the guide carriage 10 without lubricant in order to achieve the best possible vacuum. Therefore, the lubrication channels described above are designed so that no air is trapped when they are not filled with lubricant.

In 8 It can also be seen how the lubrication channel 71 is covered by the flat floor surface 62.

Reference sign

10

Guide carriage

11

Longitudinal axis

13

rolling elements

14

joining interface

20

Circulation channel

21

Support section

22

Return section

23

Deflection section

24

inner boundary surface of the deflection section

25

outer boundary surface of the deflection section

40

Main body

41

Supporting body

42

base

43

U-shaped thigh

44

internal thread

45

Dead end

46

bottom area of the blind hole

47

vent hole

50

Career inlay

51

Car career

52

rolling element retaining bridge

53

Deflection assembly

54

fastening screw

60

End cap

61

admission exemption

62

floor area

63

Wall

64

circular cylindrical breakthrough

65

Auxiliary

66

Site area

67

Lubricant supply bore

70

intermediate plate

71

grease channel

72

flat side wall

73

third process

74

fourth process

75

further lubrication channel

76

Auxiliary process

77

Lubricant drain hole

78

bulge

79

Connection breakthrough

80

first form closure

81

Exclusion

82

second process

83

third process

84

first cross-sectional shape

85

second cross-sectional shape

86

Rectangle side

90

second form closure

91

Nut

92

open side of the groove

93

Nutnormale

94

first process

100

Sealing extension

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• JP 2007 309 363 A [0002]
• US 8 834 025 B2 [0002]
• EP 1 621 784 B1 [0004, 0005]
• DE 10 2008 006 819 B4 [0046]

Claims (12)

A method for manufacturing a guide carriage (10) for a linear rolling bearing, wherein the guide carriage (10) comprises at least a series of rolling elements (13) rotating endlessly in an associated circulating channel (20), wherein the circulating channel (20) comprises a support section (21) and a return section (22), each extending straight and parallel to a longitudinal axis (11), wherein the support section (21) and the return section (22) are each connected to one another at their two ends opposite each other in the direction of the longitudinal axis (11) by a curved deflection section (23), wherein the rolling elements (13) can be supported on a guide rail of the linear rolling bearing in the region of the support section (21), wherein all deflection sections (23) are limited at one end of the guide carriage (10) exclusively by an associated deflection assembly (53), wherein the deflection assembly (53) comprises an end cap (60) and an intermediate plate (70), wherein the guide carriage (10) comprises a main body (40) made of steel, wherein both intermediate plates (70) are arranged in the direction of the longitudinal axis (11) between the main body (40) and the respective associated end cap (60), characterized in that the end caps (60) and the intermediate plates (70) are each formed separately from metal powder into a green body, wherein the green body of an end cap (60) is assembled with the green body of an associated intermediate plate (70) to form a raw deflection assembly, wherein the raw deflection assembly is sintered so that the respective end cap (60) is metallurgically bonded with the respective intermediate plate (70) to form the finished deflection assembly (53). Procedure according to Claim 1 , wherein a homogeneous mass is produced by mixing metal particles of the metal powder with a binder, wherein the homogeneous mass is formed into the aforementioned green parts by injection molding, wherein the binder is removed again by a heat treatment process after assembly of the raw deflection assembly. Guide carriage (10) for a linear roller bearing, wherein the guide carriage (10) comprises at least one series of rolling elements (13) rotating endlessly in an associated circulating channel (20), wherein the circulating channel (20) comprises a support section (21) and a return section (22), each extending straight and parallel to a longitudinal axis (11), wherein the support section (21) and the return section (22) are each connected to each other at their two ends opposite each other in the direction of the longitudinal axis (11) by a curved deflection section (23), wherein the rolling elements (13) can be supported on a guide rail of the linear roller bearing in the region of the support section (21), wherein all deflection sections (23) are exclusively limited at one end of the guide carriage (10) by an associated deflection assembly (53), wherein the deflection assembly (53) comprises an end cap (60) and an intermediate plate (70), wherein the guide carriage (10) comprises a main body (40) made of steel, wherein both intermediate plates (70) are arranged in the direction of the longitudinal axis (11) between the main body (40) and the respective associated end cap (60), characterized in that the guide carriage (10) is designed according to the method described above. Claim 1 or 2 is produced such that the material-bonded connection at a joining interface (14) between the end cap (60) and the relevant intermediate plate (70) is less strong than within the aforementioned components, end cap (60) and intermediate plate (70). Guide carriage (10) to Claim 3 , wherein at least one rolling element retaining web (52) is provided which sectionally delimits a support section (21) of at least one recirculating channel (20) in order to hold the rolling elements (13) therein in the guide carriage (10) when the guide carriage (10) is not mounted on the guide rail of the linear rolling bearing, wherein the at least one rolling element retaining web (52) is designed as a separate component which is sintered from a metal powder, wherein it engages positively at its ends opposite in the direction of the longitudinal axis (11) in the deflection assembly (53) therein, thereby defining a first positive fit (80), wherein it also engages positively in the main body (40), thereby defining a second positive fit (90). Guide carriage to (10) Claim 4 , wherein the second positive locking element (90) comprises a groove (91) which extends along the longitudinal axis (11) with a constant groove cross-sectional shape, wherein the groove (91) is arranged either on the main body (40) or on the relevant rolling element retaining web (52), wherein a first extension (94) is arranged on the other part of the second positive locking element (90), rolling element retaining web (52) or main body (40), which is adapted to and engages in said groove (91). Guide carriage (10) to Claim 5 , wherein an open side (92) of said groove (91) points in the direction of a groove normal (93), wherein the groove normal (93) is oriented perpendicular to the longitudinal axis (11), wherein the first positive locking (80) is free of play in the direction of the groove normal (93), wherein it is in a direction perpendicular to the groove normal (93) and perpendicular to the longitudinal axis (11), has play. Guide carriage (10) to Claim 6 , wherein the first positive locking element (80) comprises a recess (81) and a second extension (82), the recess (81) extending along the longitudinal axis (11) with a constant first cross-sectional shape (84), the second extension (82) extending along the longitudinal axis (11) with a constant second cross-sectional shape (85), either the first or the second cross-sectional shape (84; 85) being rectangular, the corresponding rectangular sides (86) being arranged either perpendicular or parallel to the groove normal (93), the other, second or first cross-sectional shape (85; 84) having exactly three convex third extensions (83) abutting two rectangular sides (86) opposite each other in the direction of the groove normal (93), the two other rectangular sides (86) having clearance from said other cross-sectional shape. Guide carriage (10) after one of the Claims 3 until 7 , wherein the groove (91) is arranged on the main body (40), wherein a third extension (73) extending in the direction of the longitudinal axis (11) is arranged on the intermediate plate (70), which engages in the groove (91) at its end face, wherein the first extension (94) is correspondingly shorter than the groove (91) in the direction of the longitudinal axis (11). Guide carriage (10) after one of the Claims 3 until 8 , wherein the end cap (60) has a receiving recess (61) in which the associated intermediate plate (70) is received, wherein the receiving recess (61) has a flat bottom surface (62) in sections, which is oriented perpendicular to the longitudinal axis (11), wherein the intermediate plate (70) has at least one lubrication groove (71) which is arranged at least in sections in the area of the bottom surface (62) so that it is covered by the bottom surface (62). Guide carriage (10) to Claim 9 , wherein the green part of the intermediate plate (70) adjacent to the at least one lubrication groove (71) has at least one sealing extension (74) which runs along the lubrication groove (71) and extends towards the bottom surface (62), so that it is plastically deformed during the assembly of the said raw deflection assembly. Guide carriage (10) after one of the Claims 3 until 10 , wherein the deflection assembly (53) is screwed to the main body (40) by means of at least one fastening screw (54), wherein the fastening screw (54) passes through a circular cylindrical opening (64) in the end cap (60) in question, wherein a flat side wall (72) of the intermediate plate (70) is directly opposite the said fastening screw (54) laterally. Guide carriage (10) after one of the Claims 3 until 11 , especially after Claim 11 , wherein the deflection assembly (53) is screwed to the main body (40) by means of at least one fastening screw (54), wherein said fastening screw (54) is screwed into an internal thread (44) which is formed on a blind hole (45) in the main body (40), wherein a bottom area (46) of the blind hole (45) is connected to the environment via a vent hole (47) extending transversely to the longitudinal axis (11).