Types of Bearing Lubrication

Learning Outcome
When you complete this module you will be able to:
Describe the methods for simple care and maintenance of bearings and their
related lubrication systems.

Learning Objectives
Here is what you will be able to do when you complete each objective:
1. Define boundary and full fluid film lubrication.
2. Sketch and describe shell (sleeve) bearings.
3. Describe the construction and operation of thrust bearings.
4. Describe how to clean and replace roller and ball type bearings.
5. List the causes of bearing failure.

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INTRODUCTION
Since there are a number of types of bearing arrangements, each having its own
operating characteristics, it is necessary to provide lubricants which match the
operating principles of the bearings and the conditions of temperature, humidity,
speed, etc., encountered in various applications.

TYPES OF BEARING LUBRICATION

Lubrication can be divided, very generally speaking, into two categories:
boundary lubrication and fluid film lubrication.
Boundary Lubrication
Boundary lubrication refers to lubrication where the surfaces are separated by
only a microscopic film of the lubricant. This type of lubrication takes place when
the supply of lubricant is restricted or intermittent. A certain amount of metal to
metal contact will exist between the surfaces but, as the surfaces are wetted by the
microscopic film, friction and wear will be reduced.
For slow speeds and heavy loads oiliness or film strength of the lubricant is an
all-important factor. These conditions of operation indicate that a grease or a solid
lubricant should be used. The greases provide greater wetting ability than
conventional oil. Solid lubricants should be used only under special conditions.
Fluid Film Lubrication
Fluid film lubrication, also called flood lubrication, occurs when the lubricating
film between surfaces is thick enough to completely separate the surfaces. This
condition will exist only if the bearing clearance space is flooded with oil and if
the moving surface in the bearing is in continual motion.
In the case of a turbine or engine main bearing, the rapidly revolving shaft will
force oil underneath it and as a result, the shaft will float on a film of oil. The
shaft must be rotating above a certain minimum speed in order to be able to force
the oil beneath it. For this reason, most of the wear in a bearing will occur during
stopping and starting periods when the shaft is rotating below the minimum speed
and only boundary lubrication is in effect.
Fig. 1 illustrates how fluid film lubrication is established in a shaft bearing. For
the sake of clarity the bearing clearance space is shown greatly exaggerated.

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Figure 1
Fluid Film Lubrication
In Fig. 1(a) the shaft is not turning and is in contact with the bottom of the
bearing. When the shaft begins to rotate Fig. 1(b), it tends to roll up the side of the
bearing and oil flows in behind and below it. As the shaft speed increases
Fig. 1(c) the oil is forced by the shaft into the wedge shaped space in front of and
below the shaft and enough pressure is produced to separate the shaft from the
bearing surface. At high speed Fig. 1(d) the shaft is forced slightly over to the
right due to the oil pressure.
At high speeds, the oil film separating the shaft from the bearing becomes thicker
due to the increased pumping action of the shaft. As the speed decreases, the film
thickness becomes less until at slow speeds it breaks down and only boundary
lubrication exists.

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SHELL OR SLEEVE BEARINGS

The shell or sleeve bearing is usually constructed with a white-metal alloy lining
carried on a cast iron or steel housing. The relatively soft white-metal alloy is
suitable for the lining because it will yield or deform slightly to conform to load
conditions and it is soft enough to allow foreign particles to become imbedded in
it rather than scoring the shaft. Its comparative softness allows it to wear in to a
smooth condition and it is fairly corrosion resistant.
In order to achieve full fluid lubrication, the bearing must provide sufficient
clearance around the shaft and the oil must be supplied in the low pressure area of
the bearing.
Some of the methods of oil supply to the sleeve bearing are illustrated in Fig. 2.
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Figure 2
Methods of Oil Supply

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The simplest and oldest method of lubricating the bearing is the hand-operated oil
can, Fig. 2(a). This method is only suitable for small bearings which require a few
drops of oil every few weeks or months. Bearings on larger equipment need a
steady oil supply. A feeding device such as the automatic oiler (wick-feed, gravity
feed, etc.) gives a more continuous supply, Fig. 2(b), but the bearing may still run
short of oil if the feeder is not refilled at regular intervals.
A more satisfying solution, quite common on pump and motor bearings, is the
ring-oiled bearing shown in Fig. 2(c). The lower part of the bearing housing is
filled with oil. A ring rides on the shaft through a slot in the center of the upper
part of the bearing. When the shaft rotates, it moves the ring slowly and the ring
picks up oil from the reservoir beneath the bearing and drags it up through the
bearing slot from where it is distributed between the shaft and bearing. Once
through the bearing, the oil drops back into the reservoir.

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Oil Grooves in Bearings

Grooves are frequently employed in the top half of the bearing or non-pressure
area for distributing the lubricant evenly ahead of the pressure area. Grooves in
the actual pressure area are considered harmful because they tend to disrupt the
oil film and reduce the size of this area.
Fig. 3 is a sketch of a sleeve bearing showing the point of oil supply and the point
of greatest pressure.

Figure 3
Sleeve Bearing
The ability of an oil film to lift and support a heavy load is dependent upon
hydraulic pressure. This pressure is brought about by the pumping action of the
rotating journal or shaft, and any grooves in the pressure area which permit oil to
escape will tend to encourage metallic contact. Also, when bearings are composed
of two or more parts fitted together, any sharp corners at the joints will tend to
scrape the oil from the shaft, and consequently, all corners and edges should be
chamfered or rounded to prevent this scraping action.
The principles of correct design and grooving of bearings may be briefly
summarized as follows:
1.

Use grooves only where necessary for longitudinal distribution of

the lubricant along the shaft (journal).

2.

Do not cut grooves in the pressure area.

3.

Chamfer or round off all sharp edges of bearing segments or

grooves to prevent scraping the lubricant from the shaft.

4.

To minimize end leakage, grooves and chamfers should extend

only to within 1.25 cm or 0.5 inches of either bearing end.
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5.

Locate the lubricant application point in a portion of the bearing

that is not under pressure.

6.

Heavily loaded slow-speed bearings should have the lubricant

application point closer to the pressure area than is required in
higher-speed and more lightly loaded bearings. Where this is not
possible, an auxiliary groove placed slightly ahead of the pressure
area may be required to improve distribution.

Fig. 4 shows the location of oil groove and chamfer in a sleeve bearing.

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Figure 4
Oil Groove and Chamfer
Bearing Failure
One of the first signs of a failing bearing is a rise in its operating temperature.
Another sign is knocking or other unusual noises which indicate excessive
wear. Usually the cause of the bearing trouble is one or more of the following:
1.

Improper viscosity of oil.

2.

Improper bearing design (oil groove, chamfer, clearance).

3.

Misalignment of shaft and bearing.

4.

Loss of bearing metal due to corrosion or metal fatigue.

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5.

Loss of oil supply.

6.

Temperature of oil too high.

Intolerable amounts of heat can be developed in bearings which are heavily

loaded or if they support shafts which conduct heat from hot water or steam to
which they are exposed.
To prevent excessive bearing temperatures which could lead to trouble, these
bearings are usually water cooled. This cooling takes place in one of the three
following ways:
1.

A special cooling water channel is cast in the bearing housing

through which the water flows. This method is used for oil as well
as grease lubricated bearings.

2.

A special water coil is immersed in the oil basin of the bearing.

The oil picks up the heat when it passes through the bearing and
transfers it to the water passing through the coil.

3.

Oil can be allowed to flow from the bearing reservoir and circulate
through an oil cooler away from the bearing assembly before being
recycled through the bearing for further lubrication and heat
removal.

Emergency Cooling of a Hot Bearing

In the case of a small bearing, it is usually sufficient to increase the supply of oil,
in this way increasing the rate of heat removal from the bearing.
Large bearings, however, are more difficult to cool. The heat produced may
expand the shaft and thus reduce the clearance in the bearing. In this case, it may
help to slacken off the bearing caps to increase the clearance. Frequently, the
application of steam cylinder oil will aid in cooling the bearing and in extreme
cases, graphite or white lead may be added with the cylinder oil. These latter
substances help to smooth the bearing surface by filling in the hollows that may
exist.
Water should never be applied directly to the bearing as it may cause sudden
shrinkage or distortion. If water is to be used it should be applied to the shaft
adjacent to the bearing and thus bring about a gradual cooling.

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THRUST BEARINGS
The purpose of a thrust bearing is to prevent a rotating shaft from moving in an
axial direction. A simple type of thrust bearing, known as a collar thrust, is shown
in Fig. 5.
In this type, the collars, which are an integral part of the shaft, have their complete
area pressing against the bearing surface and there is no room for an oil wedge to
be formed. Lubrication is therefore of the boundary type and the load that this
type of bearing can carry is limited.

Figure 5
Collar Thrust Bearing
A more suitable design of thrust bearing has the bearing surfaces in the form of
pads. These pads are free to tilt and thus allow the formation of an oil wedge to
separate the bearing pad from the shaft collar.
Fig. 6 shows two types of tilting pad thrust bearings, the Michell in 6(a) and the
Kingsbury in 6(b).
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Figure 6
Tilting Pad Thrust Bearings

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In the plain or shell bearings, the main purpose of the lubricant is to separate the
surfaces by means of a lubricating film. This film may be microscopic in
thickness as in the case of boundary lubrication, or it may be thick enough to float
the shaft as in the case of fluid film lubrication.

In the lubrication of ball and roller bearings, Fig. 7, the principle is somewhat
different. In this type of bearing, which is also referred to as an antifriction
bearing, the sliding of one surface over the other is largely replaced by a rolling
motion, therefore friction is largely eliminated (hence the name antifriction). The
main purposes of the lubricant in these bearings are:
1.

To protect the accurately ground and highly polished surfaces of

the balls, rollers, and raceways from corrosion. The smooth, low
friction operation of these types of bearings depends to a large
extent on the highly finished surfaces of the components.
Therefore, if corrosion and consequent roughening of the surfaces
occur, the bearing will fail rapidly.

2.

To provide a seal to prevent the entrance of dirt or other impurities

into the bearing housing.

3.

To serve as a heat transfer medium to conduct away any heat

generated at the contact points of rollers or balls.

4.

To provide lubrication to reduce the small amount of sliding

friction that is present even in the antifriction bearings.

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Figure 7
Roller Bearing

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The lubricant used may be either oil or grease, depending upon operating
conditions. In general, oil is preferred for the following conditions:
1.

For light machines or instruments where resistance to rotation must be

kept to a minimum.

2.

Where speeds are high and the use of grease will produce excessive
heating due to the work done in churning or displacing the grease.

3.

For high operating temperatures. In some cases steam cylinder oil may be
necessary.

4.

Where bearings are located adjacent to other parts which require oil
lubrication.

5.

Where ambient temperatures are low.

In applications where speeds are not high and temperatures are not extreme,
greases may be preferred for the following reasons:
1. Grease is less likely to be flung out or to leak from the bearings. This is an
advantage in regard to keeping the adjacent surroundings clean.
2. Where the atmosphere is polluted with impurities, grease provides a better
seal to prevent entrance of these impurities into the bearing housing.
3. Grease is more satisfactory for protecting bearings from corrosion during
idle periods as it does not drain away as oil tends to do.
Bearing Seals
In order to prevent foreign matter (dust, grit, water, etc) from entering the bearing
housing, which would result in contamination of the lubricant, and to prevent the
lubricant from leaving the housing, seals are installed on the shaft where it enters
the bearing housing. These seals consist of felt, synthetic rubber, or leather rings,
enclosed by their own steel casing and sometimes fitted with a light spring to
force the seal against the shaft, Fig. 8.

Fig. 9 shows a seal mounted in the housing of a ball bearing which can be either
oil or grease lubricated.

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Figure 8
Shaft Seals

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Figure 9
Ball Bearing with Seal

Cleaning Antifriction Bearings

Depending upon operating conditions, an oil lubricated bearing may require
cleaning annually while a grease lubricated bearing may require cleaning less
often.
The most satisfactory method of cleaning the bearing is to remove it from the
shaft and dismantle it. If this is not possible or convenient, then the bearing may
be cleaned without dismantling.

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1. Cleaning Without Dismantling

Make sure all dirt has been removed from the outside of the bearing and the
surrounding parts. After removing the end covers, a solvent can be sprayed into
the bearing to flush out old lubricant and sludge. Then a light lubricating oil is
sprayed into the bearing after which the end covers are replaced and the bearing
refilled with the normal lubricant, either oil or grease as the case may be.
If it is not possible to remove the end covers, the bearing may be cleaned by
removing the drain plugs and draining the old lubricant. The plugs are then
replaced and the bearing filled with solvent. The machine may then be run
without load for a short period. The machine is stopped and the plugs removed to
drain the solvent together with the loosened sludge and impurities. The process is
repeated until only clean solvent drains from the bearing. The bearing is then
filled with light oil and the machine is again run for a short period to remove any
traces of solvent. After draining off the light oil, the bearing is then filled with its
normal lubricant.

2. Cleaning by Dismantling
The most effective method of cleaning a bearing is to dismantle and remove it
from the shaft. In this way the bearing can be thoroughly cleaned and, in addition,
it can be inspected for signs of wear or failure.
Care must be taken to avoid damage to the bearing when dismantling it. All dirt
must be cleaned from the outside of the bearing and the shaft. The bearing should
not be removed from the shaft by hammering on the inner or outer race. The race
is the ring assembly within which the balls or rollers rotate. More precisely, there
is an inner ring and an outer ring. The ring that rotates freely is called the shield or
separator. The ring that is press-fitted on the shaft or in the housing, as the case
may be, is more precisely called the race. In cases where the shaft and bearing can
be placed in a vice, a safe method is to drive the shaft from the bearing by means
of a brass drift pin and a hammer. This method is illustrated in Fig. 10.
Note that when removing the bearing by this method, parallel steel blocks should
be inserted under the face of the inner race in order that the force will be applied
squarely and no damage due to distortion will result.

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Figure 10
Removing Antifriction Bearing

Another method of bearing removal is by the use of a bearing puller. Fig. 11

illustrates two different puller designs.
When using a bearing puller, the puller plate must be positioned so that the
pressure is evenly applied upon the press-fitted race and that no load is exerted on
the shield or separator.
After the bearing has been removed, it should be soaked for a period of 12 to 16
hours in a container of clean solvent. It should then be rotated by hand while
submerged in the solvent until all lubricant and impurities have been removed. Do
not blow out the bearing with a high pressure air jet as this will have a
sandblasting effect on the surface.
After removing the bearing from the solvent, it should be immersed in light oil
and rotated by hand in order to coat all parts with the lubricant.
The bearing can then be checked for roughness by slowly rotating it by hand.
Roughness is usually a good indication that the bearing is no longer serviceable.

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The bearing is also inspected visually for the following defects:

1.

Pitting or flaking of balls, rollers, or races.

2.

Cracked balls, rollers, races, shields, or separators.

3.

Rusting or corrosion.

4.

Discoloration indicating overheating.

If the bearing is found to be in satisfactory condition then it can be reinstalled in

the machine or, if it is not immediately required, it can be stored. The proper way
to store the bearing after cleaning is to dip it in rust preventive and wrap it in
grease proof paper.

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Figure 11
Bearing Pullers

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Replacing Bearings
Before installing a bearing on a shaft or in a housing, it is essential that the shaft
or housing be absolutely clean. This ensures that the bearing can be pressed into
place without scoring or scratching.
Fig. 12 shows a method of installing a bearing on a shaft.
The bearing should be smeared with oil and then tapped along the shaft using a
pipe or tube and a wooden striking block and a hammer. The tube should rest
squarely on the inner race so that it will not damage any bearing parts.
In cases where an extremely tight fit is required, the bearing inner race may be
heated in an oil bath or an oven in order to expand it evenly. This heating should
not be carried out with a welding torch or blow torch as this method will produce
uneven heating and distortion.

Figure 12
Bearing Installation

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Applying Grease Lubricant

When grease is used as the lubricant for ball or roller bearings, the bearing
housing should not be filled more than one-third full. More than this amount will
result in excessive drag or fluid friction which will produce overheating. Care
must be taken to ensure that dirt does not enter the bearing when applying the
grease and the softest grease which is suitable for the particular service should be
used.

Causes of Antifriction Bearing Failure

Ball and roller bearings, even when properly maintained and lubricated, will
eventually fail due to metal fatigue. However, certain detrimental operating
conditions can cause premature bearing failure, and some of these conditions are
discussed below.
1.

Poor Quality Lubricant

If the lubricant, such as a grease, forms a hard mass within the bearing, then the
rollers or balls will not be free to move and the bearing will wear. Also, hard
pieces of lubricant will be pressed into the bearing surfaces which will produce
flaking and pitting.
2.

Improper Fitting

If, when pressing a bearing into place on a shaft, the force is applied through the
balls or rollers, then the surface under the balls or rollers will be indented or
nicked. This condition is known as brinelling and will cause eventual bearing
failure.
An improper fitting procedure will also cause cracking or splitting of the bearing
race. This may be due to forcing the bearing onto a shaft which is too large. It
may also be due to the force not being applied squarely to the race during
installation.
3.

Misalignment

Misalignment of a shaft, due to a driving belt that is too tight, for example, will
cause uneven loading of the bearing resulting in flaking of surfaces and excessive
wear.

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4.

False Brinelling

This occurs in stationary bearings that are subjected to vibration. It resembles true
brinelling as described in the section on improper fitting in that it produces
indentations
in the surfaces in contact with the balls or rollers.
5.

High Operating Temperatures

Usually, the bearing can withstand operating temperatures up to 120C (250F).

Above this, however, the metal tends to soften and excessive wear will result. For
this reason it is advisable to control bearing temperatures to the manufacturers
recommendations when possible. The generally accepted maximums are in the
range of 65C to 70C (150F to 160F) unless otherwise stated.

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Notes:

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