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Lubrication and Bearing Module.
Lubrication and Bearing Module.
Lubrication and Bearing Module.
IHRDC
GRADUATE ENGINEER
DEVELOPMENT PROGRAMME
MECHANICAL DISCIPLINE
LUBRICATION
&
BEARINGS
P# 1
Course Manual
Principles of lubrication.
Journal bearing principles, types and troubles.
Axial thrust bearings types and troubles.
Antifriction bearing types and configurations.
Antifriction bearing mounting and shaft preparation.
.Antifriction bearing troubleshooting.
Audience
Prerequisites
Location
Format
:
:
:
:
Mechanical Graduates.
English comprehension and communication.
AFPC Training Center, D. Z.
Lecture, discussion and OJT workshop practices.
This module is one of thirteen modules, which together cover the theoretical aspect
of the Technical Training for the AFPC Mechanical Graduates Development
Programme. This programme has been developed specifically for AFPC Graduate
Development to enhance the dynamic Nationalization drive adopted by the
company.
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SAFETY REQUIREMENTS
1. GENERAL
Participant must become thoroughly familiar with the following safety requirements
and first aid procedures, and must observe the safety requirements at all times.
Maximum safety of personnel is of primary importance, followed closely by
protection of equipment from damage. Careful observation of these safety
requirements will minimise hazards or injury to personnel and equipment.
There are three types of Safety Requirements: Warning, Cautions, and Notes,
which are intended to emphasise critical information. Safety Requirements also
include procedures to be observed in the event of certain operating malfunctions and
important precautions to be observed when personnel are working in a special
environment (such as in an explosive atmosphere) or with a special substance.
Warnings, Cautions, and Notes are listed in order of significance as follows:
WARNING
A WARNING points out a procedure, practice, condition, or precaution which, if not
heeded, could result in personal injury or loss of life.
CAUTION
A CAUTION points out a precaution which, if not observed, could result in damage
or destruction of equipment.
Note:
A Note highlights information necessary to understand or follow a procedure,
practice, condition, or description.
2. COURSE SAFETY REQUIREMENTS
Participant has to use the following safety precautions during his course:
-Coverall.
-Safety helmet.
-Safety shoes/boots.
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-Leather gloves.
Course Contents:
Page
1. Course objectives.
2. Course outline.
3. Equipment / resources.
5. Training aids.
52
6. Lesson plan.
53
62
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1-Course Objectives
On completion of this course, the trainee should be able to:Section-I : Lubrication
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2- Course Outlines
This course is designed for AFPC existing mechanical technicians, provide
understanding and hands-on experience related to lubrication and bearings. Duration
of this course is five days (30 Hrs.) the maximum number of participants shall be
four in one batch.
This course to be conducted at AFPC training centre classrooms and assembly
workshop.
Course Time Plan:Instruction time: 12 Hrs.
Workshop time: 12 Hrs.
Final test time: 6 Hrs.
Day-1 (6.0 Hrs.)
Time (Hrs.)
1
Activity
1- lubrication
1. Characteristics of friction
1.1 Boundary lubrication
1.2 Full-film lubrication
1
2
Location
Classroom
1- Rolling friction
2- Purposes of lubrication
2-Journal bearing
1.30
0.30
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1-Principle of operation
2-Journal bearing types
Classroom
Assessment
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Activity
2- Journal bearing
Location
Classroom
2.30
- Measurements
- Assembly/ disassembly
Workshop
- Check clearance
- Check failure modes
- Assessment
0.30
Activity
3- Antifriction bearings
1.
2.
3.
4.
5.
Bearing types
Bearing configuration
Shaft and housing preparation
Mounting and dismounting
Troubleshooting
Location
Classroom
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Workshop
-Assessment
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Activity
Location
Activity
Location
Final Assessment
Classroom
Workshop
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P# 8
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4 Course Manual
(Hand out for Participants)
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Section-I
1-Lubrication
1-Principles of Lubrication
Lubrication
Form the moment you walk through the doors of your plant; you can find all kinds of
machinery with moving parts that must b lubricated. Even the hinges on the doors
must be oiled or greased. Moving parts of air compressors, machine tools, power
presses, and conveyor systems all need lubrication.
To lubricate means to make a surface smooth and slippery. It also means to apply a
lubricant. A lubricant is any substance that reduces friction by starting creating a
slippery film between two surfaces. This film permits one surface to move easily
over the other surface.
1-Characteristics of Friction
Th primary purpose of a lubricant is to reduce friction. Lubrication is merely a means
of separating moving surfaces by providing a film for the surfaces to travel on.
Take the simplest case of a flat-sided object moving over a flat surface. If you move
Block A across Block B, you feel a considerable amount of resistance to the effort
you apply. That resistance is friction.
You recall that static friction is the force that must be overcome to start one surface
sliding over another. To get Block A to begin to move over Block B, for example,
you must first exert force equal to the maximum static friction between their
surfaces. Static friction could be called the friction of bodies at rest.
Once an object is moving, things become little easier. The force required to keep an
abject moving is always less than the static friction for the force of resistance acting
when one surface slides over another is called kinetic sliding friction force, In other
words, this is the friction of motion.
If Blocks A and B are left standing for some time without a layer of lubrication
between them the static friction force between their surface tends to get a little
greater.
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If the normal force between Blocks A and B increases greatly, as it does when parts
expand due to high temperatures, the starting effort required may be so great that it is
almost impossible to get one surface to slide over the other.
The surfaces have partially fused together, and the parts have seized up. This
condition occurs where there has been no lubrication.
But what happens when you apply a lubricant? Figure -2 shows the result.
Oil is drawn between the two blocks, and produces a film between them. When the
film is spread evenly across the areas where Blocks A and B are allowed to slide, the
blocks remain separated and continually slide on the liquid film.
Neither block ever contacts the other.
Fluid friction result from the cohesion of molecules. Anytime you cause one sheet
of fluid molecules to move with respect to another sheet of molecules, you disrupt
the forces between them. This causes a resisting force.
Fluid friction can be illustrated in the action of a boat going through the water. The
water molecules in contact with the surface of the boat hull tend to adhere to the hull.
Therefore, that layer of molecules travels at the boats speed.
Other layers of water molecules nearby are drawn along by the motion. But the
layers travel at slower and slower speeds; the farther they are from the boat.
The forces of attraction among all these layers of water molecules tend to retard the
motion of the boat. The same effect occurs in a bearing. The friction caused by
metal-to-metal contact is eliminated when a film of lubricant is applied. That friction,
however, is replaced by another friction, fluid friction, because the metal surfaces are
moving through the liquid oil. Fortunately, fluid friction force is usually much
smaller than kinetic sliding friction force.
1.1
Boundary Lubrication:
It occurs as a machine starts-up and continues almost to the point of full operational
speed.
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The boundary film lubricates a plain journal bearing from the time it starts up until a
full film of lubricant is established in the bearing, In Fig. 3, you see a graph of
rotational speed vs. friction force for such a bearing, as it gets up to speed.
This shows the effects of boundary and full-film lubrication. The downward slope of
the curve is the boundary lubrication portion. Here, friction decreases as the
boundary film is established and the shaft comes up to operating speed.
Then, the lubrication pattern changes from boundary to full-film lubrication, and the
curve turns and beings to slope gradually upward. This part of the curve represents
the gradual increase in fluid friction (operating under full-film conditions).
Fig. 3 Journal speed vs. friction force for plain journal bearing
1.2 Full-film Lubrication: Full-film lubrication is the ideal condition in which the
two moving surfaces are completely separated from each other.
Full-film lubrication can be classified into two types or categories. The first, is
hydrodynamic full-film lubrication? The second is hydrostatic full-film
lubrication.
- Hydrostatic full-film lubrication occurs only in those cases in which a machine
part, even when it is completely at rest, is fully supported by a cushion of liquid.
- In hydrodynamic full-film lubrication, a pressure builds up in the lubricant as a
result of the machine parts being in motion. The pressure comes from the
resistance of the lubricant to movement and compression. This internal fluid
pressure lifts and separates the two moving surfaces. As a shaft begins to rotate in
a plain journal bearing, for example, the fluid pressure lifts the shaft away from
the bottom of the bearing. You can see this happening in Fig. 3.
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Bearings or other moving parts must always be designed so that a liquid wedge can
form as the part beings to move. Then, as motion increases, the machine part moves
up on the wedge of lubricant in sled fashion. Because of the confined spaces, the
lubricant resists the efforts of the moving parts to squeeze it out of the way. The
pressure thus formed keeps the surfaces apart.
Hydrostatic full-film lubrication has exactly the same effect as dynamic full-film
lubrication.
That is the lubricant completely separates the parts being lubricated. The difference
between the two is that the pressure is supplied by an outside source, rather than by
the action of the rotating parts. For example, pressure may be developed and
maintained by a pump.
The advantage of hydrostatic lubrication is that it can be used to control the clearance
between two moving surfaces.
2. Rolling Friction
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As a roller, ball. Or wheel moves across a firm surface, the surface is deformed a
little by the extra load it has to bear. This deformation moves ahead of the roller like
a wave, as shown in Fig. 6.
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Section-II
1- Journal bearing, tilting pad and axial thrust bearings
1- Oil Film principles of Operation:A journal bearing is essentially a viscous pump, and it derives load capacity by
pumping the lubricant through a small clearance region. Referring to Fig. 1, the fluid
is dragged along by the rotating journal. To generate pressure, the resistance to
pumping must increase in the direction of flow. This is accomplished by a movement
of the journal such that the clearance distributed takes on the form of a tapered
wedge in the direction of rotation, as shown in Fig. 1.
The eccentricity e is the total displacement of the journal from its concentric position.
The attitude angle-y in Fig. 1 is the angle between the load direction and the line of
centres. Note that because of the necessity to form a converging wedge, the
displacement of the journal is not along a line that is coincident with the load vector.
A positive pressure is produced in the converging region of the clearance.
Downstream of the minimum film thickness, which occurs along the line of centres,
the film becomes divergent. The resistance decreases in the direction of pumping,
and either negative pressure occurs or the air in the lubricant gasifies or cavitates and
a region of atmospheric pressure occurs in the bearing area. This phenomenon is
known as fluid bearing cavitation.
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b. The canted lobe shown in Fig. 3b, on the other hand, generally develops positive
pressure throughout the lobe because the bearing is constructed with a completely
converging film thickness in each lobed region.
This design has excellent whirl resistance and reasonably good load capability.
They are generally used for high-speed, low-load applications where whirl might be
a problem.
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If C is rotated while at the same time a load K is applied then an interval pressure
will be created in the oil layer. The area to the right of ridge R is larger than the area
to the left the force which is produced as a result of the oil pressure will be larger on
the right hand side than on the left hand side, this will cause the pad A to pivot and
take up the position as shown. In this way a wedge shaped space has been created
between A and C so that when C exerts great pressure into the pad the lubricating oil
will always be able to enter this area when C moves towards A.
As the gap in the direction of rotation keeps getting smaller the interval pressure in
the left hand side will increase which will prevent the surfaces A and C from
touching. The thrust pad will pivot just enough to allow the higher press (caused by
the wedge form) multiplied by the area of the block left of the pivot to balance the
lower oil pressure at the entrance multiplied by the area to the right of pivot R. This
results of course in fluid friction only and no metal to metal contact.
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2. The general designs of the bearing are shown in the accompanying illustration and
the load equalising means in the diagram below. As will be evident upon referring
to the diagram.
The load transmitted by the collar to any one thrust shoe causes that shoe to press
against the upper levelling plate immediately behind it. Each levelling plate, in turn
is supported upon one edge of each of two adjacent lower levelling plates, the other
edges of which take part in supporting the next upper levelling plates an either side.
As a result of this arrangement, any incipient excess of thrust on one show is
immediately shared through the interaction of the levelling plates, by the adjacent
shoes, and this interaction and load sharing is distributed all around the circle so that
all the shoes automatically receive equal loading.
3. The terms upper and lower levelling plate do refer to the accompanying
drawing (in which the lower levelling plate- appears above the shaft centreline,
while the upper is below it). The upper plates are the ones in contact with the
shoes and lower the ones in contact with the, base ring regardless of their apparent
relative positions in the illustration.
4. If the bearing is not to be used immediately, all parts- especially the collar should
be protected against dampness, rust and bruises.
6 0 Shoe Bearing
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6 6 Shoe Bearing
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Course Manual
Modified journal bearing half with pressure dam cut into bearing bore.
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Misalignment of a sleeve-type bearing with its shaft will only cause axial vibration if
accompanied by unbalance.
2- Oil Whirl
Oil whirl is another problem associated with plain or Journal-type bearing that
produce vibration.
This vibration occur on machines equipped with pressure lubricated sleeve bearings
and operating at a relatively high speed, normally above the critical sped of the rotor.
Oil whirl vibration is often quite severe, but is easily recognised because the
frequency produced is slightly less (3% - 8% less) than one half the R. R. M of the
shaft.
The mechanism of oil whirl can be explained by referring to the diagram shown as
follows:
Under normal operation, the shaft of the machine will ride up the side of the bearing
slightly, as shown. The shaft, operating at an eccentric position from the bearing
centre, draws oil into wedge to produce a pressurised load-carrying film. This oil
film is made up of molecules, and those oil molecules adjacent to the shaft tend to
stick to the shaft and rotate at shaft rpm.
However, those oil molecules adjacent to the bearing tend to adhere to the bearing,
which is not rotating. As a result, the oil between the shaft and bearing will be in
shear and will tend to rotate at a speed that is the average between shaft speed and
bearing rpm, which of course is zero, as a result, the average rotating speed of the oil
film between the shaft and bearing is approximately one-half shaft rpm, and if
friction losses are considered, the average speed of the oil film will be slightly less
than one-half, shaft rpm.
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Course Manual
The fact that all oil-lubricated sleeve bearings will have an oil film rotating at slightly
less than one-half shaft rpm makes all such machines susceptible to oil whirl.
The average rotating speed of the oil film will be slightly less than one half shaft RPM due to
friction losses.
This analysis data shows a severe oil whirl condition on 3600-RPM turbo- generator.
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Check outside diameter of bearing with a .0015 in. feeler gauge to be sure the
lower half is seated in the housing.
Apply a light coat of soft blue to the journal and to each thrust face. The
journal should show blue transfer for a minimum of 80 percent of bearing length.
Thrust faces should show a minimum contact of 60 percent of load area. Repeat
the checking process until the contact area is satisfactory.
3- Flaking of babbitt Repair
Flaking of babbitt in the loaded area of the bearing is caused by vibration or
shock loading of the bearing material, which causes the babbitt to fatigue and
break loose from the steel shell. Not only do the flakes cause scoring as they pass
through the bearing, but they also contaminate the oil. In the advanced stages of
flaking, the load-carrying area of the bearing is destroyed, and the bearing must
be replaced. However, if flaking is caught in the early stages, the bearing may be
repaired be scraping and polishing. Whatever the case, the cause of vibration or
hammering should be corrected before the unit is put back into service.
4- Scoring Repair
Scoring is the scratching, or marring, of the bearing babbitt or the journal
riding in the bearing, or both. It is caused by dirt or metal particles present in the
oil that passes through the bearing. A little scoring is not serious, and the bearing
may be polished with fine steel wool to remove any rough edges caused by
scoring. Any foreign particles imbedded in the babbitt who could score the journal
should be carefully picked out, and that area should then be polished smooth.
Scoring becomes serious when it significantly reduces the bearing area. In this
case, the bearing should be replaced, and the gear unit or pump drained and
flushed out with a solvent.
5- Wiping Repair
Wiping is the melting and wiping away of a spot or area of the babbitt due to
the bearing temperature rising above the pour point of the babbitt.
Abnormally high bearing temperatures can be causes by one or more of the
following, conditions: insufficient bearing clearances, insufficient oil pressure,
excessively high oil temperature in the bearing, a high spot in the bearing,
extreme bearing loading caused by poor bearing contact, or a gear mesh failure.
A gear mesh failure. If wiping is localised in a small spot, the bearing may be
repaired by scraping and polishing the spot until it blends in with the remainder of
the bearing; otherwise, the bearing must be replaced.
Before replacing a wiped bearing, determine the cause of the wipe and take
corrective measures. If new bearings are necessary, the following precautions
should be taken.
1. Remove all nicks and burrs from the housing and bearing shell.
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2. Be sure that journal and thrust faces are free of nicks and high spots. These
spots can be removed using a fine hone and polishing with crocus cloth.
3. Obtain the proper bearing contact as described previously.
4. After the bearings are fitted and the lower halves are installed in the housing,
check the radial clearance using plastic gauge. Check thrust clearance by
moving shaft axially in both directions while an indicator pointer is positioned
against the shaft. In many cases it may be necessary to use a small hydraulic
jack to move the large gears axially to check the clearance.
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Overheating
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Section-III
3-Antifriction Bearings
1- Antifriction Bearings Types
A- Non Separable Bearings
1. Single Row Deep Groove Ball Bearing: The bearing has a deep groove (running
Track) in both rings. Used for both radial and axial loads for this type, Tightening
and alignment should be done precisely. Can be used in high speed.
2. Double Row Self-Aligning Ball Bearing: two rows of balls, each have its own
groove in the inner ring. They share a curved track on the inside of the outer ring.
The inner ring with balls can align relative to the outer ring.
3. Single Row Angular Contact Ball Bearing: Carry radial loads combined with
axial loads in one direction.
4. Double Row Angular Contact Ball Bearing: The bearing can carry radial loads
as well as axial loads in both directions.
5. Double Row Spherical Roller Bearing: It has two rows of rollers, which share a
common spherical shaped Track in the outer ring. This means that the bearing can
align itself.
The bearing has a large radial load carrying capacity and large axial loads, also used
with shock loads.
B. Separable Bearings
1- Single Row Cylindrical Roller Bearing: In a ball bearing the ball is only in
contact with the inner and outer ring at one point.
When a roller is used in a bearing it bears along its whole length and line contact
is obtained. Cylindrical roller bearings therefore have a higher load carrying
capacity than ball bearings.
Single row cylindrical roller bearings have two interval flanges on one ring; the
other ring normally has no flanges. The rings can therefore move axially relative
to each other. This is an advantage when changes in length of the shaft have to be
accommodated, for example due to temperature changes.
The rings can be mounted independently which makes assembly easier especially
in cases where both the outer and inner rings have to be assembled using a force
fit. This type of bearing has a large radial load carrying capacity and is suitable
for operation at high speeds. It cannot accommodate axial loads.
2- Taper Roller Bearing
Due to their design taper roller bearings can carry a radial load combined with an
axial load in one direction. The bearing must always be adjusted against a bearing,
which can carry an axial load in the opposite direction.
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This type of bearing is separable, the inner ring with rollers and the outer ring are
mounted independently. Due to the tapered form of the rollers and the angled tracks
on the outer and inner rings the clearance can be adjusted very accurately and can
also be readjusted if necessary.
3- Thrust ball Bearing
This type of bearing is only suitable for axial loads in one direction and must not be
loaded in the radial direction. This type of bearing is very sensitive to misalignment
between the shaft and housing. In these bearings there is a difference between the
rings. One ring is called the shaft ring and the other housing ring. The difference is in
the bore diameters of the rings; the shaft ring is a few tenths of a millimeter smaller
than the housing ring. The housing ring remains stationary and the shaft ring rotates
with the shaft. This means that the shaft ring must be fixed to the shaft. The number
on the housing ring has a small cross in order that the difference between both rings
can be easily seen.
4- Double Direction Thrust Ball Bearing.
Can carry an axial loads in both directions.
5- Spherical Roller Thrust Bearing.
Spherical roller thrust bearings have a spherical shaped track and can align
themselves in the same way as a self aligning radial bearing; a small misalignment of
the shaft relative to the bearing housing can accommodated. The axial load carrying
capacity is very high. In contrast to other types of axial bearings these bearings can
also carry radial and axial load at the same time. They can operate at relatively high
speeds.
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Non-Separable Bearings
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Separable Bearings
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2-Bearing Configuration
1-Duplex Bearings:
It is a specific combination of two single row angular contact bearings to provide
greater thrust capacity and shaft rigidity it carries pure radial or thrust loads, or
combination. Contact angle is the nominal angle between the line of action of the ball
loads, and a plane perpendicular to the bearing axis. Essentially, this means that when
a load is applied to a bearing, it forces the balls to contact the inner and outer race
way at other than a right angle.
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Duplex bearings can be mounted in three different ways to suit different loading
conditions. The three positions bear the symbols, DB, DF, and DT.
1- DB back-to-back bearings are placed so that the stamped backs (high shoulders)
of the outer rings are together. In this position, the contact angle lines diverge
inwardly.
2- DF face-to-face bearings are placed so that the unstamped face (low shoulders)
of the outer rings are together. Contact angle lines of the bearing will then
converge inwardly, toward the bearing axis.
3- DT Tandem bearings are placed so that the stamped back of one bearing is in
contact with the unstamped face of the other bearing. In this case the contact
angle lines of the bearings are parallel.
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2- Shaft Shoulders
The shoulder in Figure 2. A is tapered. This results in poor seating of the bearing
against the corner of the inner ring. The shaft shoulder in Figure 2.B is so low that
the shoulder actually contacts the bearing corner rather than the locating face of the
bearing. With the condition shown in Figure 2.C, contact between the shoulder and
the bearing face is not sufficient. Under heavy thrust loads, the shoulder might break
down. Figure 2.d is exaggerated to illustrate distortion of the inner ring when forced
against off-square shoulder. An off-square bearing shortens bearing life.
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The contact face must be perfectly flat and the head of the mounting tool should
either rounded or has a raised portion in the centre. The mounting tool should be
placed against the inner ring the bearing is then slide along the shaft using a press or
by means of light taps with a hammer. During this operation constant checks should
be made to ensure that the bearing is at right angles to the shaft centre line.
1.2 Warm Mounting
By heating the bearing it is possible to expand the bore so that it is larger than the
shaft. This means that the bearing can be along the shaft without any problem.
Bearings can be heated to a maximum of 120, C for a short period. Above this
temperature the hardness of the bearing material will be adversely affected. The
bearing should be heated in an oil bath without allowing it to touch the bottom.
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The heated bearing can be fitted onto the bearing surface without difficulty and care
should be taken to ensure that the side face of the inner ring is in complete contact
with the shoulder of the shaft or a spacer. While the bearing is cooling the inner ring
should be hit with a mounting tool from time to time to ensure that the bearing is
pushed against the location face.
2-Dismounting Rolling Element Bearings
1.Dismounting Bearings from the Shaft
When a bearing is being removed from a shaft the force should be applied as evenly
as possible onto the inner ring. If possible a ball bearing puller should be used.
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The most common faulty mounting practices are foreign matter in the bearing (not
properly cleaned), impact damage handling or mounting resulting in brinelling, and
overheating when expanding the bearing to slip on the shaft. When heating a bearing
for mounting, an oil bath should be used if available; if a torch is used, care should
be taken not to overheat in one spot since localised overheating wi11 actually soften
the bearing material.
1.4-Incorrect shaft and housings fits
A bearing may need to be fitted either with an interference fit or a slip fit on the shaft
and in the housing depending on the conditions present. The degree of tightness or
looseness in the bearing is governed by the magnitude of the load, the speed of the
journal, and the arrangement of the bearing. In gear unit bearings, the inner ring
usually rotates relative to the load, and therefore, it will have an interference fit on
the shaft and a light slip fit in the housing. When it is incorrectly fitted, a bearing will
creep on the shaft or in the housing and cause wear to the journal or the bearing seat.
1.5-Inadequate Lubrication
Any load-carrying contact between the rollers and the inner and outer races in a
bearing requires the presence of lubricants for reliable operation. The rollers must
carry the bearing cage as the bearing rotates, so they also slide on the bearing cage.
This sliding motion can be very detrimental to a bearing unless he lubricant film is
thick enough to prevent contact between the sliding parts.
The viscosity of a lubricant is the most important characteristic of the oil either as oil
itself or as the oil in grease lubrication. Oil with too low a viscosity allows
metal-to-metal contact between the rollers and the inner and outer races, which
results in bearing failure. Also, an insufficient quantity of lubricant at medium to high
speeds generates a temperature rise, which in turn can cause lubricant failure.
Lubricant failure generally causes surface damage in the bearing ranging from
frosting to spalling, discoloration, glazing, or smearing.
1.6-Ineffective Scaling
The effects of dirt and other abrasives in bearings can result in changes in bearing
internal geometry. Freedom from abrasive matter is so important that some bearings
for very high precision equipment are even assembled in air-conditioned white
rooms. In addition to abrasive matter, corrosive agents must be excluded from
bearings. Water, acid, and other agents that deteriorate lubricants result in corrosion
and premature bearing failure. Acids formed in the lubricant with water present etch
the bearing surfaces and reduce the load-carrying capacity.
1.7-Vibration
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Rolling element bearings exposed to vibration while the shafts are not rotating are
subject to a damage referred to as false brinelling. This is usually indicated by either
bright polished depressions at each roller or a corrosive type stain or fretting. The
vibrating load causes minute sliding in the area of contact between the rolling
element and raceways and sets free small particles of material that are oxidised and
cause accelerated wear.
1.8-Passage of electric current through the bearing
In certain applications where electrical machinery or electrical equipment is in use,
there is the possibility that electric current will pass through a bearing. Current that
seeks ground through the bearing can be generated from magnetic fields in the
machinery or can be caused by welding on some part of the machine with the ground
attached so that the circuit is required to be completed through the bearing.
When the current is broken at the contact surfaces between rolling elements and
raceways, marking results; this marking produces localised high temperature, and
consequently, the surfaces are damaged. This damage is usually manifested as very
small pits on the raceways and the rollers.
2. Troubleshooting heat, noise and vibration
The most important thing for bearing maintenance is what to look for, how to
recognise the reason for the trouble, and what is the practical solution.
The observations of bearing trouble can be classified in three main points:
1. Overheating bearing.
2. Noisy bearing.
3. Vibration.
The following tables A, B, and C will explain conditions of trouble, cause of trouble
and practical solution.
The machinist can touch, feel and listen to locate the trouble, he may go thin through
the following tables.
IHRDC
P # 48
Course Manual
IHRDC
P # 49
Course Manual
IHRDC
P # 50
Course Manual
5 - Training Aids
1234-
White board.
Video tape MJCPIM03 (Antifriction bearing lubrication)
Projector.
Transparencies.
Transparencies
T1
T2
T3
T4
T5
T6
T7
T8
T9
T10
T11
T12
T13
T14
T15
T16
T17
T18
T19
T20
T21
IHRDC
Objectives
Dry and oil film lubrication
Journal speed VS. friction force
The development of full-film lubrication
Rolling friction
Deformation of rolling object
Oil film or ball bearing
Dampen shock in pair of gears
Self sealing action
Two groove cylindrical bearing
Tilting pad journal bearing
Collar bearing with thrust pad
Michell axial thrust bearing
Kings bury thrust bearing
Basic ball bearing components
Non-separable bearing
Separable bearing
Duplex bearing
A Overheating
B Noisy bearing
C - Vibration
Page
5
11
12
13
13
14
14
15
16
17
20
21
22
23
34
35
36
37
49
50
51
P # 51
Course Manual
Lesson Plan
Lesson Number One: Lubrication
Objective:
Understand the characteristics of friction.
Explain the boundary lubrication.
Explain full-film lubrication.
Understand the rolling friction
Explain the six purpose of lubrication.
Contents
Activity
Show T2
C. Lesson briefing
Main topics
Show T3
Show T4
Show T5 & T6 & T7
Explain
Show T8
Show video tape
Show T9
D. Discussion
E. Assessment
IHRDC
P # 52
Course Manual
Lesson Plan
Lesson Number Two: Journal Bearing, tilting Pad and Axial Thrust Bearing.
Objective:
Understand the principle of operation.
Understand journal bearing types.
Describe the titling pad/ axial thrust bearing.
Explain vibration due to journal bearing.
Perform journal bearing maintenance.
Understand failure mode and cause.
Contents
A. 1. Oil film principle of operation
2. 1. Cylindrical bearing
2. Cylindrical bearing with axial groove.
3. Elliptical and lube bearing
3. Tilting pad and lube bearing.
4. Axial thrust bearing.
1. Collar bearing.
2. Michell axial thrust bearing.
3. Kings bury thrust bearing.
Sliding bearing illustration.
5. Vibration due to journal bearing.
1. Misalignment.
2. Oil whirl.
3. Dry whirl.
6. Journal bearing material.
7. Journal bearing maintenance.
1. Bearing clearance.
2. High spot repair.
3. Flaking repair.
4. Scoring repair.
5. Wiping repair.
8. Failure modes
B. Guide participants to work shop.
C. Lesson briefing.
D. Assessment.
IHRDC
Activity
Show T10
Draw on the board
Show T11
Show T12
Show T13
Show T14
Show T15
Draw on white board
P # 53
Course Manual
Lesson Plan
Lesson Number Three: Antifriction Bearings.
Objective:
Understand bearing types.
Understand bearing configuration.
Explain the preparation of mounting.
Perform mounting and dismounting.
Troubleshooting.
Contents
A. 1. Antfriction bearing Types.
a. Non-separable bearings.
b. Separable bearing.
2. Bearing configuration.
a. Duplex bearing.
b. Basic mounting.
c. Fit on shaft.
3. Shaft and housing preparation.
4. a. Mounting.
c. Dismounting.
5. Trouble shooting.
a. Most bearing failure causes.
b. Trouble shooting heat, noise and vibration.
Activity
Show T15
Show T16
Show T17 board
Show T18
Draw on white board
Draw on whiteboard
IHRDC
P # 54
Course Manual
IHRDC
P # 55
Course Manual
IHRDC
P # 56
Course Manual
IHRDC
P # 57
Course Manual
IHRDC
P # 58
Course Manual
Answers
IHRDC
P # 59
Course Manual
IHRDC
P # 60
Course Manual
=
Machined Clearance
5- 1. Collar bearing.
2. the Michell axial thrust bearing.
3. Kings bury thrust bearing.
6- 1. Thrust collar.
2. Shoes.
3. Leveling plates.
4. Base ring.
7- The rotation of the lubricant between shaft and bearing at less than half rpm of the
shaft. This is detected by vibration analysis.
8- 1. Improper bearing design.
2. Excessive bearing wear.
3. Eccentricity of the shaft within the bearing.
4. Increase in lube oil pressure or viscosity.
9- By lifting the shaft, and measuring the distance traveled by the shaft with a dial
indicator. Also, feeler gauge or plastic gauge can be used.
10- Push the shaft axially to one side of the equipment, setting dial indicator, and
then pull the shaft axially to the other side of the equipment against the dial
indicator. The reading is the axial thrust.
11- To check bearing contact, install the lower half of the bearing in the housing,
with the journal and thrust face clean and dry. Check out side diameter of bearing
with 0.0015 in feeler gauge. Apply a light coat of soft blue to the journal and to
each thrust face. Rotate shaft the journal should show blue transfer for a minimum
of 80 percent of bearing length. Thrust face should show a minimum contact of 60
percent of load area.
12- Fatigue, wiping, overheating, corrosion and wear.
IHRDC
P # 61
Course Manual
IHRDC
P # 62
Course Manual
1- Reduce friction.
2- Reduce wear.
3- To help dampen shock.
4- To cool moving parts.
5- To prevent corrosion.
6- To seal out dirts.
IHRDC
P # 63
Course Manual
Antifriction Bearing:Inadequate lubrication will generate a high temperature rise, which leads to lubricant
failure.
Lubricant failure cause surface damage same as spalling, discoloration, glazing
and/or smearing.
IHRDC
P # 64