Ans 1) (a) Thin Film & Thick film Lubrication:

Hydrodynamic Lubrication or Thick Film Lubrication

Hydrodynamic lubrication is said to exist when the moving surfaces are separated by the
pressure of a continuous unbroken film or layer of lubrication. In this type of lubrication, the
load is taken completely by the oil film.
The basis of hydrodynamic lubrication is the formation of an oil wedge. When the journal
rotates, it creates an oil taper orwedge between the two surfaces, and the pressure build up
with the oil film supports the load.
Hydrodynamic lubrication depends on the relative speed between the surfaces, oil viscosity,
load, and clearance between the moving or sliding surfaces.
Boundary Lubrication or Thin Film Lubrication
Boundary lubrication exists when the operating condition are such that it is not possible to
establish a full fluid condition, particularly at low relative speeds between the moving or
sliding surfaces.
The oil film thickness may be reduced to such a degree that metal to metal contact occurs
between the moving surfaces. The oil film thickness is so small that oiliness becomes
predominant for boundary lubrication.
Boundary lubrication happens when
A shaft starts moving from rest.
The speed is very low.
The load is very high.
Viscosity of the lubricant is too low.

(b) (1)Rating life of Bearings:

Basic rating life
The basic rating life

of

bearing

according

to

Perform

ISO 281:2007

is

calculation

If the speed is constant, it is often preferable to calculate the life expressed in operating hours
using

where
L10

basic rating life (at 90% reliability) [millions of

revolutions]

L10h

basic rating life (at 90% reliability) [operating hours]

basic dynamic load rating, [kN]

equivalent dynamic bearing load [kN]

rotational speed [r/min]

exponent
of
the
=
3
for
= 10/3 for roller bearings

life
ball

equation
bearings

(2) Reliability of Bearing:

L10 is the basic rating life in millions of revolutions with 10% failure probability (90%
reliability). Ln is the basic rating life in millions of revolutions with n% failure probability.
The ration between Ln and L10 is called the life adjustment factor or reliability factor a1.
Life adjustment factor Ln=a1L10
is the 'basic life' (usually quoted in millions of revolutions) for a reliability of 90%, i.e.
no more than 10% of bearings are expected to have failed
(c) (1) Bearing Characteristic Number:
In the design of fluid bearings, the Sommerfeld number (S), or bearing characteristic
number, is a dimensionless quantity used extensively in hydrodynamic lubricationanalysis.
The Sommerfeld number is very important in lubrication analysis because it contains all the
variables normally specified by the designer. The Sommerfeld Number is typically defined
by the following equation.[1]

Where:
S is the Sommerfeld Number or bearing characteristic number
r is the shaft radius
c is the radial clearance
; is the absolute viscosity of the lubricant
N is the speed of the rotating shaft in rev/s
P is the load per unit of projected bearing area
(2) Hydrostatic Lubrication:
Hydrostatic lubrication is essentially a form of hydrodynamic lubrication in which the
metal surfaces are separated by a complete film of oil, but instead of being self-generated, the
separating pressure is supplied by an external oil pump. Hydrostatic lubrication depends on
the inlet pressure of lube oil and clearance between the metal surfaces, whereas in
hydrodynamic lubrication it depends on the relative speed between the surfaces, oil viscosity,
load on the surfaces, and clearance between the moving surfaces.
Example: the cross head pin bearing or gudgeon pin bearing in two stroke engines employs
this hydrostatic lubrication mechanism. In the cross head bearing, the load is very high and
the motion is not continuous as the bearing oscillation is fairly short. Thus hydrodynamic

lubrication cannot be achieved. Under such conditions, hydrostatic lubrication offers the
advantage. The oil is supplied under pressure at the bottom of bearing. The lube oil
pump pressure is related to the load, bearing clearance, and thickness of the oil film required,
but is usually in the order of 35-140 kg/cm2 .

(d) Significance of Bearing Modulus:

Bearing Modulus is a dimensionless parameter on which the coefficient friction in a bearing
depends . In the region to the left of Point C, operating conditions are severe and
mixed lubrication occurs. Small change in speed or increase in load can reduce ZN/p and a
small education in ZN/p can increase the coefficient of friction drastically. This increases
heat which reduces the viscosity of the lubricant. This further reduces ZN/p leading to
further
increase in friction.
This has a compounding effect on the bearing leading to destruction of Oil film and resulting
in metal to metal contact. In order to prevent such conditions, the bearing should operate with
a ZN/p at least three times the minimum value of the bearing modulus (K).
Suppose we are operating to the right of the line BA and there is an increase in lubricating
temperature. This results in lower viscosity and hence a smaller value of the ZN/p. The
coefficient of friction decreases, and consequently the lubricating temperature drops. Thus
the region to the right of line BA defines stable lubrication because the variations are self
correcting.

(e)Components of Rolling Contact Bearing:

A rolling-element bearing, also known as a rolling bearing,[1] is a bearing which carries a
load by placing rolling elements (such as balls or rollers) between two bearing rings

called races. The relative motion of the races causes the rolling elements to roll with very
little rolling resistance and with little sliding.
A particularly common kind of rolling-element bearing is the ball bearing. The bearing has
inner and outer races between which balls roll. Each race features a groove usually shaped so
the ball fits slightly loose. Thus, in principle, the ball contacts each race across a very narrow
area. However, a load on an infinitely small point would cause infinitely high contact
pressure. In practice, the ball deforms (flattens) slightly where it contacts each race much as
a tire flattens where it contacts the road. The race also yields slightly where each ball presses
against it. Thus, the contact between ball and race is of finite size and has finite pressure.
Note also that the deformed ball and race do not roll entirely smoothly because different parts
of the ball are moving at different speeds as it rolls. Thus, there are opposing forces and
sliding motions at each ball/race contact. Overall, these cause bearing drag.

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