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The Influence of Preload and Speed on INA Bearing Temperatur

Writer: Eric Bearing Limited

The Influence of Preload and Speed on INA Bearing Temperature

During the working process of the spindle system, the higher the speed, the more heat generated by the INA bearing. Excessive heat affects the speed, stiffness and accuracy of the spindle system. In the steady state, the frictional heat of INA bearings will diffuse through heat transfer. Therefore, temperature distribution is a measure of the heat transfer capacity, design level, speed and accuracy of the spindle unit. The frictional heat calculation of the bearing and the heat transfer model of the spindle bearing are the basis of the temperature calculation.

The main shaft bearing contact load refers to the contact force between the INA bearing ball and the inner and outer rings of the bearing. The calculation of the bearing contact angle and contact force is the basis for analyzing the bearing heat and deformation. In order to analyze the influence of the bearing preload and speed on the dynamic characteristics of the bearing, it is also essential to study the relationship between the preload, speed, bearing contact angle and contact load.

1. Bearing contact angle change and axial displacement under static preload

Under the action of preload, the contact deformation of the spindle bearing will cause axial displacement of the inner and outer rings of the bearing, and the contact angle of the bearing will also change.

Pre-tightening is a specific state of stress. There are mainly two pre-tightening methods for rolling bearings: one is constant pressure pre-tightening, and the other is positioning pre-tightening. Under constant pressure preloading, the inner and outer rings can produce axial displacement, but its axial load is always constant; under positioning preload, even if it is subjected to other loads, the axial displacement of the inner and outer rings is approximately unchanged.

2. INA bearing friction

The friction of an INA bearing is the sum of the resistance to movement of the components inside the bearing when the inner and outer rings rotate relatively. According to the resistance mechanism and different parts, it can be divided into five categories.

(1) Pure rolling friction caused by elastic hysteresis

The rolling elements roll along the surface of the raceway under load, and the material under the contact surface will be elastically deformed. After the contact is eliminated, the main part of the elastic deformation is restored. However, when the load increases, the deformation corresponding to a given stress is always less than the deformation when the load decreases. This is called elastic hysteresis. It reflects the energy loss of ten fixed, which is expressed as rolling friction resistance. INA RUS19105 GR3 online , if you are looking for , pls contact us .

This part of the energy helps the rolling elements overcome resistance and continue to roll forward. However, due to elastic hysteresis, the energy released by elastic recovery at the back of the contact area is always less than the energy lost due to elastic deformation at the front of the contact area. The difference between the two is the energy converted when working against the rolling friction torque.

(2) Microscopic sliding friction that occurs in the contact area between the ring and the rolling element

When the rolling element rolls, the surface linear velocity of a certain point on the surface is proportional to the distance (radius) from that point to the axis. Since the contact surface is a curved surface, the distance between each point of the contact surface and the axis of rotation of the rolling element is not equal, and the linear velocity of each point is not equal. Therefore, pure rolling occurs only at two points, which occur in the middle and both sides of the contact surface. Differential sliding in the opposite direction. Because the contact area is very small, the linear velocity difference of each point is very small. It is called micro-differential sliding friction.

(3) Spin sliding friction

In INA angular contact ball bearings, once there is an axial load, the steel ball may produce a spin motion relative to the raceway around the normal line of the contact surface. The resulting sliding friction is called spin sliding friction. Because the contact area between the ball and the raceway is small, the relative sliding linear velocity caused by the spin is not large, and this type of friction is also microscopic sliding friction.

(4) Macroscopic sliding friction

The rolling element is not an ideal pure rolling motion. For various reasons, the movement of the rolling elements on the raceway is often a kind of sliding movement. The friction caused by the macroscopic slippage of the rolling elements on the inner and outer raceways and the friction caused by the sliding contact parts in the bearing are collectively called macroscopic sliding friction. The macroscopic slippage of the rolling elements on the inner and outer raceways is related to many factors such as the structural parameters of the bearing, speed, load and lubricant viscosity, and there is no effective calculation method at present.

(5) Friction loss of lubricant

The friction loss of lubricant consists of two parts. Part of it is caused by the internal frictional resistance of the lubricating oil film. The other part is the agitation resistance loss of the lubricant that the rolling elements and cages receive when they rotate. Regardless of whether it is an elastohydrodynamic oil film or a sliding dynamic pressure oil film, the thickness of the oil film is on the order of microns, and the area of ​​the contact area is small, so the volume of lubricant that actually plays a lubricating role in the contact area is often less than a few cubic millimeters. Most of the lubricant in the bearing splashes and collides under the agitation of the moving components, resulting in agitation resistance. The friction loss of lubricant is mainly agitation friction loss. Excessive lubricant will cause great agitation resistance, resulting in excessively high bearing temperature. For grease lubrication, it is recommended not to exceed 1/3 of the free space volume in the bearing.Studies have shown that under the conditions of proper oil injection and grease lubrication, the rolling and sliding friction loss of the bearing accounts for 20% to 30% of the total friction loss; the stirring friction loss of the lubricant accounts for 50% to 60%; the friction of the seal ring The loss accounts for 10%~30%. The current research results on the friction mechanism of rolling bearings are still unable to provide engineers and technicians with accurate theoretical values ​​of the losses caused by various frictions under given operating conditions.