F T ra n sf o F T ra n sf o

PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Sliding contact bearings

A bearing is a machine element which supports another moving machine element (known as
journal). It permits a relative motion between the contact surfaces of the members, while
carrying the load. It transfers the load to other components like housing. A little consideration
will show that due to the relative motion between the contact surfaces, a certain amount of power
is wasted in overcoming frictional resistance and if the rubbing surfaces are in direct contact,
there will be rapid wear. In order to reduce frictional resistance and wear and in some cases to
carry away the heat generated, a layer of fluid (known as lubricant) may be provided.
The sliding contact bearings in which the sliding action is along the circumference of a circle or
an arc of a circle and carrying radial loads are known as journal, plain or sleeve bearings.
SLIDING CONTACT BEARINGS - ADVANTAGES AND DISADVANTAGES
These bearings have certain advantages over the rolling contact bearings. They are:
1. The design of the bearing and housing is simple.
2. They occupy less radial space and are more compact.
3. They cost less.
4. The design of shaft is simple.
5. They operate more silently.
6. They have good shock load capacity.
7. They are ideally suited for medium and high speed operation.
The disadvantages are:
1. The frictional power loss is more.
2. They required good attention to lubrication.
3. They are normally designed to carry radial load or axial load only.

Sliding contact bearings applications:

(i) Crankshaft bearings in petrol and diesel engines;
(ii) Centrifugal pumps;
(iii) Large size electric motors;
(iv) Steam and gas turbines; and
(v) Concrete mixers, rope conveyors and marine installations.

Desirable properties of a good bearing material

1. Conformability (low elastic modulus) and deformability (plastic flow) to relieve local high
pressures caused by misalignment and shaft deflection.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

2. Embeddability or indentation softness, to permit small foreign particles to become safely

embedded in the material, thus protecting the journal against wear.
3. Low shear strength for easy smoothing of surface asperities.
4. Adequate compressive strength and fatigue strength for supporting the load and for enduring
the cyclic loading as with engine bearings under all operating conditions.
5. Should have good thermal conductivity to dissipate the frictional heat and coefficient of
thermal expansion similar to the journal and housing material.
6. It should be compatible with journal material to resist scoring, welding and seizing.
7. Should have good corrosion resistance against the lubricant and engine combustion products.

Materials used for Sliding Contact Bearings

The materials commonly used for sliding contact bearings are discussed below:
1. Babbit metal. The tin base and lead base babbits are widely used as a bearing material,
because they satisfy most requirements for general applications. The babbits are recommended
where the maximum bearing pressure (on projected area) is not over 7 to 14 N/mm2. When
applied in automobiles, the babbit is generally used as a thin layer, 0.05 mm to 0.15 mm thick,
bonded to an insert or steel shell. The composition of the babbit metals is as follows :
Tin base babbits : Tin 90% ; Copper 4.5% ; Antimony 5% ; Lead 0.5%.
Lead base babbits : Lead 84% ; Tin 6% ; Anitmony 9.5% ; Copper 0.5%.
2. Bronzes. The bronzes (alloys of copper, tin and zinc) are generally used in the form of
machined bushes pressed into the shell. The bush may be in one or two pieces. The bronzes
commonly used for bearing material are gun metal and phosphor bronzes.
The gun metal (Copper 88% ; Tin 10% ; Zinc 2%) is used for high grade bearings subjected to
high pressures (not more than 10 N/mm2 of projected area) and high speeds.
The phosphor bronze (Copper 80% ; Tin 10% ; Lead 9% ; Phosphorus 1%) is used for bearings
subjected to very high pressures (not more than 14 N/mm2 of projected area) and speeds.
3. Cast iron. The cast iron bearings are usually used with steel journals. Such type of bearings
are fairly successful where lubrication is adequate and the pressure is limited to 3.5 N/mm2 and
speed to 40 meters per minute.
4. Silver. The silver and silver lead bearings are mostly used in aircraft engines where the
fatigue strength is the most important consideration.
5. Non-metallic bearings. The various non-metallic bearings are made of carbon-graphite,
rubber, wood and plastics. The carbon-graphite bearings are self lubricating, dimensionally
stable over a wide range of operating conditions, chemically inert and can operate at higher
temperatures than other bearings. Such types of bearings are used in food processing and other
equipment where contamination by oil or grease must be prohibited. These bearings are also
used in applications where the shaft speed is too low to maintain a hydrodynamic oil film.
The soft rubber bearings are used with water or other low viscosity lubricants, particularly
where sand or other large particles are present. In addition to the high degree of embeddability
and comformability, the rubber bearings are excellent for absorbing shock loads and vibrations.
The rubber bearings are used mainly on marine propeller shafts, hydraulic turbines and pumps.
The wood bearings are used in many applications where low cost, cleanliness, inattention to
lubrication and anti-seizing are important.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Lubricants
The lubricants are used in bearings to reduce friction between the rubbing surfaces and to carry
away the heat generated by friction. It also protects the bearing against corrosion. All lubricants
are classified into the following three groups:
1. Liquid, (oil) 2. Semi-liquid, (grease) and 3. Solid. (graphite)

Classification of Bearings
Though the bearings may be classified in many ways, yet the following are important from the
subject point of view:
1. Depending upon the direction of load to be supported. The bearings under this group are
classified as:
(a) Radial bearings, and (b) Thrust bearings.
In radial bearings, the load acts perpendicular to the direction of motion of the moving element
as shown in Fig. 26.1. In thrust bearings, the load acts along the axis of rotation.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

2. Depending upon the angle of contact

When the angle of contact of the bearing with the journal is 360°, then the bearing is called a full
journal bearing. This type of bearing is commonly used in industrial machinery to
accommodate bearing loads in any radial direction. When the angle of contact of the bearing
with the journal is 120°, then the bearing is said to be partial journal bearing. This type of
bearing has less friction than full journal bearing, but it can be used only where the load is
always in one direction. The most common application of the partial journal bearings is found in
rail road car axles. The full and partial journal bearings may be called as clearance bearings
because the diameter of the journal is less than that of bearing. When a partial journal bearing
has no clearance i.e. the diameters of the journal and bearing are equal, then the bearing is called
a fitted bearing. The bearing is partial and journal must run eccentric with respect to the bearing
to provide space for lubricant.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

2. Depending upon the thickness of layer of the lubricant between the bearing and the journal
1. Zero film bearings. The zero film bearings are those which operate without any lubricant
present and there is metal to metal contact. These bearings may also be designated as self
lubricated bearing, since no oil or grease are put in between the rubbing surfaces from external
source. They have own lubricant as a part of the bearing material. Lubricants such as graphite,
oil, wax, grease are impregnated into porous material to form self lubricant materials. Such
bearings give satisfactory operation under low load and low speed applications. These bearings
are use in home appliances, small motors, machine tools, farm, and construction equipments.
2. Thin film bearing or boundary lubrication. Thin film lubrication, which is also called
boundary lubrication, is defined as a condition of lubrication where the lubricant film is
relatively thin and there is partial metal to metal contact. Such bearings are suitable only for low
load and low speed conditions since at increased loads, the thin film of lubricant will break and
the bearing surfaces approach each other, resulting in metal to metal contact and wear of the
surfaces. Surface wear is mild. The coefficient of friction commonly ranges from 0.004 to 0.10
3. Thick film bearing or hydrodynamic bearing or self acting bearing. The thick film
bearings are those in which the working surfaces are completely separated from each other by
the lubricant. Such types of bearings are also called as hydrodynamic lubricated bearings. The
film thickness is anywhere from 8 to 20 m. Typical values of coefficient of friction are 0.002 to
0.010.
4. Hydrostatic or externally pressurized lubricated bearings. The hydrostatic bearings are
those which can support steady loads without any relative motion between the journal and the
bearing.This is achieved by forcing externally pressurized lubricant between the members.
Hydro static bearings are expensive and bulky auxiliary equipment is needed. But the saving in
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

depreciation and good accuracy. These bearings are employed in machine tools, gyroscope and
precision spindles.

Hydrodynamic Lubricated Bearings

Hydrodynamic lubrication is defined as a system of lubrication in which the load-supporting
fluid film is created by the shape and relative motion of the sliding surfaces. In
hydrodynamic lubricated bearings, there is a thick film of lubricant between the journal and the
bearing. A little consideration will show that when the bearing is supplied with sufficient
lubricant, a pressure is build up in the clearance space when the journal is rotating about an axis
that is eccentric with the bearing axis. The load can be supported by this fluid pressure without
any actual contact between the journal and bearing. The load carrying ability of a hydrodynamic
bearing arises simply because a viscous fluid resists being pushed around. Under the proper
conditions, this resistance to motion will develop a pressure distribution in the lubricant film that
can support a useful load. The load supporting pressure in hydrodynamic bearings arises from
either
1. The flow of a viscous fluid in a converging channel (known as wedge film lubrication), or
2. The resistance of a viscous fluid to being squeezed out from between approaching surfaces
(known as squeeze film lubrication).
The load carrying ability of a wedge-film journal bearing results when the journal and/or the
bearing rotates relative to the load. The most common case is that of a steady load, a fixed
(nonrotating) bearing and a rotating journal. Fig. 26.4 (a) shows a journal at rest with metal to
metal contact at A on the line of action of the supported load. When the journal rotates slowly in
the anticlockwise direction, as shown in Fig. 26.4 (b), the point of contact will move to B, so that
the angle AOB is the angle of sliding friction of the surfaces in contact at B. In the absence of a
lubricant, there will be dry metal to metal friction. If a lubricant is present in the clearance space
of the bearing and journal, then a thin absorbed film of the lubricant may partly separate the
surface, but a continuous fluid film completely separating the surfaces will not exist because of
slow speed.

When the speed of the journal is increased, a continuous fluid film is established as in Fig. 26.4
(c). The centre of the journal has moved so that the minimum film thickness is at C. It may be
noted that from D to C in the direction of motion, the film is continually narrowing and hence is
a converging film. The curved converging film may be considered as a wedge shaped film of a
slipper bearing wrapped around the journal. A little consideration will show that from C to D in
the direction of rotation, as shown in Fig. 26.4 (c), the film is diverging and cannot give rise to a
positive pressure or a supporting action. Fig. 26.5 shows the two views of the bearing shown in
Fig. 26.4 (c), with the variation of pressure in the converging film. Actually, because of side
leakage, the angle of contact on which pressure acts is less than 180°.
Squeeze Film Journal Bearing
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

We have seen in the previous article that in a wedge film journal bearing, the bearing carries a
steady load and the journal rotates relative to the bearing. But in certain cases, the bearings
oscillate or rotate so slowly that the wedge film cannot provide a satisfactory film thickness. If
the load is varying in magnitude while acting in a constant direction, this becomes a thin film or
possibly a zero film problem. But if the load reverses its direction, the squeeze film may develop
sufficient capacity to carry the dynamic loads without contact between the journal and the
bearing. Such bearings are known as squeeze film journal bearing.
26.13 Terms used in Hydrodynamic Journal Bearing

A hydrodynamic journal bearing is shown in Fig. 26.7, in which O is the centre of the journal
and O is the centre of the bearing.
Let D = Diameter of the bearing,
d = Diameter of the journal, and
l = Length of the bearing.
The following terms used in hydrodynamic journal bearing are important from the subject point
of view :
1. Diametral clearance. It the difference between the diameters of the bearing and the journal.
Mathematically, diametral clearance,
c=D–d
Note : The diametral clearance (c) in a bearing should be small enough to produce the necessary
velocity gradient, so that the pressure built up will support the load. Also the small clearance has
the advantage of decreasing side leakage. However, the allowance must be made for
manufacturing tolerances in the journal and bushing. A commonly used clearance in industrial
machines is 0.025 mm per cm of journal diameter.
2. Radial clearance. It is the difference between the radii of the bearing and the journal.
Mathematically, radial clearance,
C= (R-r), r/c is called clearance ratio, which normally ranges from 500 to 1000 in bearings.

Bearing Characteristic Number and Bearing Modulus for Journal Bearings

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The factor ZN / p is termed as bearing characteristic number and is a dimensionless number.

The variation of coefficient of friction with the operating values of bearing characteristic number
(ZN / p) as obtained by McKee brothers (S.A. McKee and T.R. McKee) in an actual test of
friction is shown in Fig. 26.8. The factor ZN/p helps to predict the performance of a bearing. The
part of the curve PQ represents the region of thick film lubrication. Between Q and R, the
viscosity (Z) or the speed (N) are so low, or the pressure ( p) is so great that their combination
ZN / p will reduce the film thickness so that partial metal to metal contact will result. The thin
film or boundary lubrication or imperfect lubrication exists between R and S on the curve.
This is the region where the viscosity of the lubricant ceases to be a measure of friction
characteristics but the oiliness of the lubricant is effective in preventing complete metal to metal
contact and seizure of the parts.
It may be noted that the part PQ of the curve represents stable operating conditions, since from
any point of stability, a decrease in viscosity (Z) will reduce ZN / p. This will result in a decrease
in coefficient of friction ( ) followed by a lowering of bearing temperature that will raise the
viscosity (Z ).
From Fig. 26.8, we see that the minimum amount of friction occurs at A and at this point the
value of ZN / p is known as bearing modulus which is denoted by K. The minimum value of
lubrication coefficient (ZN/p) in bearing characteristic curve is called bearing modulus. Bearing
modulus signifies the minimum value for which a journal bearing can be operated without metal
to metal contact for given viscosity, pressure and operating speed. It is a dimensionless number
and used for designing of journal bearing. The bearing should not be operated at this value of
bearing modulus, because a slight decrease in speed or slight increase in pressure will break the
oil film and make the journal to operate with metal to metal contact. This will result in high
friction, wear and heating. In order to prevent such conditions, the bearing should be designed
for a value of ZN / p at least three times the minimum value of bearing modulus (K). If the
bearing is subjected to large fluctuations of load and heavy impacts, the value of ZN / p = 15 K
may be used.

From above, it is concluded that when the value of ZN / p is greater than K, then the bearing will
operate with thick film lubrication or under hydrodynamic conditions. On the other hand, when
the value of ZN / p is less than K, then the oil film will rupture and there is a metal to metal
contact.
What is the significance of bearing characteristic number?
Therefore, it is observed that, bearing characteristic number controls the design of journal bearing and it is dependent of
design parameters like, operating conditions (temperature, speed and load), geometrical parameters ( length and diameter)
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

and viscosity of the lubricant. The COF vs N/ P curve is important because it defines the stability of hydrodynamic journal
bearing and helps to visualize the transition from boundary lubrication to thick film lubrication.
Bearing Modulus: The value of Bearing characteristic number when the co-efficient of friction is minimum.

What is the significance of Sommerfeld number?

In the design of fluid bearings, the Sommerfeld number (S) is a dimensionless quantity used extensively in hydrodynamic
lubrication analysis. The Sommerfeld number is very important in lubrication analysis because it contains all the variables
normally specified by the designer.The Sommerfeld number describes bearing capacity. The recommended value of the
Sommerfeld number ranges from 1 to 15. The Sommerfield number (S) also known as bearing characteristic number is a
dimensionless quantity used in the design of hydrodynamic journal bearings
Coefficient of Friction for Journal Bearings
In order to determine the coefficient of friction for well lubricated full journal bearings,
the following empirical relation established by McKee based on the experimental data, may be
used.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Oil with SAE viscosity grade 20W-40 behaves like an SAE 40 oil at high temperatures and
SAE 20 oil at low temperatures. The first number indicates the viscosity of the oil at a cold
temperature (when engine is cool), while the second number indicates the viscosity at
operating temperature. The use of two numbers indicates that an oil is ‘multi-grade’ (such
as SAE 20W-40). Oil such as 10W-30 are a new invention made possible by adding
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

polymers to oil. Single grade oils with only one viscosity number are also available (such
as SAE 30). SAE30 weight oil is rated only at the full operating temp of the engine.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Dec: 2012, Design a journal bearing for a centrifugal pump. The load on the bearing is 3.5
kN and the journal diameter is 75 mm. the shaft runs at 900 r.p.m. the heat of friction is to
be dissipated from the bearing housing. The ambient temperature may be taken as 25 oC.
Solution: Given: W = 3500 N; N = 900 r.p.m.; t a = 25 °C; d=75mm
The journal bearing is designed as discussed in the following step
1. First of all, let us find the length of the journal (l).
From Table 26.3, we find that the ratio of l / d for centrifugal pump varies from1 to 2
Let us take l/d = 1.6.
l = 1.6 d = 1.6 × 75 =120 mm Ans.
2. We know that bearing pressure,
p =W/dl=3500/75*120=0.388 N/mm2
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Since the given bearing pressure in the table 26.3 for the pump is 1.5 N/mm2, therefore
the above value of p is safe and hence the dimensions of l and d are safe.
3. Bearing modulus
Bearing modulus=Z.N/p=0.017*900/0.388=39.4 ( assume viscosity = 0.017 Ns/m2)
Type of oil is SAE 10, for which the absolute viscosity at 55°C = 0.017 kg / m-s;
From Table 26.3, we find that the operating value of Z.N/p is 28 so above calculated
value is safe.
4. The coefficient of friction

=0.012
5. Heat generated,

=148.3 W
6. Heat dissipated

Q d=1230*0.009*15=166.05 W
The heat generated is less than heat generated, so design is safe.
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Thrust Bearings
A thrust bearing is used to guide or support the shaft which is subjected to a load along the axis
of the shaft. Such types of bearings are mainly used in vertical steam turbine, water turbines,
motors and pumps; and to support horizontal load in machine tools, marine drive propeller
shafts. The thrust bearings are of the following two types:
1. Foot step or pivot bearings, and 2. Collar bearings.
In a foot step or pivot bearing, the loaded shaft is vertical and the end of the shaft rests within
the bearing. In case of collar bearing, the shaft continues through the bearing. The shaft may be
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vertical or horizontal with single collar or many collars. We shall now discuss the design aspects
of these bearings in the following articles.
Footstep or Pivot Bearings
A simple type of footstep bearing, suitable for a slow running and lightly loaded vertical shaft, is
shown in Fig. 26.14. If the shaft is not of steel, its end must be fitted with a steel face. The shaft
is guided in a gunmetal bush, pressed into the pedestal and prevented from turning by means of
a pin. Since the wear is proportional to the velocity of the rubbing surface, which (i.e. rubbing
velocity) increases with the distance from the axis (i.e. radius) of the bearing, therefore the wear
will be different at different radii. Due to this wear, the distribution of pressure over the bearing
surface is not uniform. It may be noted that the wear is maximum at the outer radius and zero at
the centre. In order to compensate for end wear, the following two methods are employed.
1. The shaft is counter-bored at the end, as shown in Fig. 26.14 (a).
2. The shaft is supported on a pile of discs. It is usual practice to provide alternate discs of
different materials such as steel and bronze, as shown in Fig. 26.14 (b), so that the next disc
comes into play, if one disc seizes due to improper lubrication.
It may be noted that a footstep bearing is difficult to lubricate as the oil is being thrown outwards
from the centre by centrifugal force. The coefficient of friction for the footstep bearing may be
taken as 0.015.
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Collar Bearings
In a collar bearing, the shaft continues through the bearing. The shaft is generally horizontal,
with single collar or many collars. A simple multi collar bearing for horizontal shaft is shown in
Fig. 26.15. The collars are either integral parts of the shaft or rigidly fastened to it. The outer
diameter of the collar is usually taken as 1.4 to 1.8 times the inner diameter of the collar (i.e.
diameter of the shaft). The thickness of the collar is kept as one-sixth diameter of the shaft and
clearance between collars as one-third diameter of the shaft. In designing collar bearings, it is
assumed that the pressure is uniformly distributed over the bearing surface.
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Example. The thrust of propeller shaft in a marine engine is taken up by a number of collars
integral with the shaft which is 300 mm is diameter. The thrust on the shaft is 200 kN and the
speed is 75 r.p.m. Taking COF constant and equal to 0.05 and assuming the bearing pressure as
uniform and equal to 0.3 N/mm2, find : 1. Number of collars required, 2. Power lost in friction,
and 3. Heat generated at the bearing in kJ/min.
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BEARING FAILURE—CAUSES AND REMEDIES

Fatigue failures are not common in journal bearings unlike ball bearings. The failures in journal
bearings are mainly associated with insuf cient lubricant, contamination of lubricant and faulty
assembly. The principal types of bearing failure are as follows:
(i) Abrasive Wear: Abrasive wear on the surface of the bearing is a common type of
bearing failure. It is in the form of scratches in the direction of motion often with
embedded particles. Abrasive wear occurs when the lubricating oil is contaminated
with dust, foreign particles, rust or spatter. Proper enclosures for the bearing and the
housing, cleanliness of lubricating oil and use of high viscosity oil are some of the
remedies against this type of wear.
(ii) Wiping of Bearing Surface: When the rotating journal touches the bearing, excessive
rubbing occurs resulting in melting and smearing of the surface of the bearing. This
type of failure is in the form of surface melting and ow of bearing material. The
main causes for this type of wear are inadequate clearance, excessive transient load
and insufficient oil supply. The remedy is to keep these factors under control.
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(iii) Corrosion: The corrosion of bearing surface is caused by the chemical attack of
reactive agents that are present in the lubricating oil. These oxidation products
corrode materials such as lead, copper, cadmium and zinc. Lead reacts rapidly with
all oxidation agents. The remedy is to use oxidation inhibitors as additive in the
lubricating oil.
(iv) Distortion: Misalignment and incorrect type of t are the major sources of dif culties
in journal bearings. When the t is too tight, bore distortion occurs. When foreign
particles are trapped between the bearing and the housing during the assembly, local
bore distortion occurs. Correct selection of the t and proper assembly procedure are
the remedies against this type of wear.

COMPARISON OF ROLLING AND SLIDING CONTACT BEARINGS

The factors, which govern the selection between these two basic types of bearings, are load
carrying capacity, frictional loss, space requirement, accuracy, noise and cost. The load carrying
capacity of a hydrodynamic bearing is linearly proportional to speed, as shown in Fig. 16.34.
Any point below this curve, such as the point P1, indicates that the life corresponding to this
load–speed combination is in nity. When the load exceeds, such as the point P2, the uid lm
will break, resulting in metal to metal contact. In hydrostatic bearings, the load capacity is
independent of speed.

(1) The rolling contact bearings have nite life for a given combination of load and speed.
Hydrodynamic bearings are suitable for high load–high speed conditions, particularly
from considerations of a long life.
(2) Rolling contact bearings are vulnerable to shock loads due to poor damping capacity. The
balls and raceways are subjected to plastic deformation under shock loads or uctuating
loads leading to noise, heat and fatigue failure. On the other hand, hydrodynamic
bearings are better suited for these conditions, which occur in connecting rod or
crankshaft applications.
(3) Rolling-contact bearings require a lower starting torque compared to hydrodynamic
bearings. In hydrodynamic bearings, metal to metal contact occurs at the beginning,
which results in higher starting friction. However, under running conditions, when full
hydrodynamic lm has developed, the power losses due to friction are lower than that of
rolling contact bearings.
(4) Ball bearings are, therefore, suitable for applications where there are frequent starts. On
the other hand, if there is comparatively light load at the start and if the load increases
gradually with speed, hydrodynamic bearing is a better choice.
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(5) Rolling contact bearings require considerable radial space, while hydrodynamic bearings
require more axial space. Hydrodynamic bearings require a lubricating system consisting
of a pump, lter, sump, pipelines, etc., which requires considerable additional space.
From space considerations, rolling contact bearings are better.
(6) For the precise location of the journal axis, rolling contact bearings are preferred. In case
of rolling contact bearings, the axes of the journal and the bearing are collinear. In
hydrodynamic bearings, the journal moves eccentrically with respect to the bearing and
the eccentricity varies with load and speed.
(7) Rolling contact bearings, due to metal to metal contact, generate more noise compared
with hydrodynamic bearings.
(8) The cost of hydrodynamic bearing is much more than that of rolling contact bearing due
to additional accessories, like pump, lter and pipelines.
(9) The maintenance cost of hydrodynamic bearing is also more. From cost considerations,
rolling contact bearings are cheaper.

MEASUREMENT OF VISCOSITY
Viscosity is defined as the internal frictional resistance offered by a fluid to change its shape or
relative motion of its parts. Therefore, the viscosity of the lubricating oil decreases with
increasing temperature. The popular method of determining viscosity is to measure the time
required for a given volume of oil to pass through a capillary tube of standard dimensions. 1 N-
s/mm2 = 1 MPa s = (10 9) cP
1 cP =(10 –9) N-s/mm2
1 P =(10–7) N-s/mm2 = 0.1Pa,s
mPa, S(milli pascal second) = 10-3 N-s/m2
The popular unit of viscosity is the Poise, which gives absolute viscosity in dyne-s/cm2. Poise is
a large unit and viscosities of most of the lubricating oils are given in terms of centi-Poise (cP),
which is one-hundredth of a Poise. Generally viscosity in units of (N-s/mm2) or (MPa-s) use.

The kinematic viscosity is defined as the ratio of absolute viscosity to the density of lubricant.
Centistokes (cSt) - A unit of kinematic viscosity. 1 centistokes = 1 mm2•s-1
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