ANALYSIS OF BEARING FAILURE

(1) INTRODUCTION

Bearing are among the most important components in

the vast majority of machines and exacting demands are made upon
their capacity and reliability. Therefore it is quite natural that rolling
bearings should have come to play such a prominent part and that over
the years they have been subject of extensive research. Indeed rolling
bearing technology has developed into a particular branch of
Science among the benefits resulting from this
research has been the ability to calculate the life of a bearing with
considerable accuracy, thus making it possible to match the bearing
life with the service life of the machine involved. Unfortunately it
sometimes happens that a bearing does not attain its calculated rating
life.
There may be many reasons for this, heavier loading
than has been anticipated, inadequate or unsuitable lubrication,
careless handling, ineffective sealing, or fits that are to tight,
insufficient internal bearing clearance. Each of these factors produces
its own particular types of damage and leaves its own particular type
of damage and leaves its own special imprint on the bearing.
Consequently, by examining a damaged, it is possible, in the majority
of cases, to form an opinion on the cases of the damaged and to take
the requisite action to prevent a recurrence.

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(2) HOW BEARING LIFE IS DEFINED:

Generally, a bearing cannot rotate for ever. Unless

operating conditions are ideal and the fatigue load limit is not reached,
sooner or later material fatigue will occur. The period until the first sign of
fatigue appears is a function of the number of revolutions performed by the
bearing and the magnitude of load. Fatigue is the result of shear stresses
cause cracks which gradually extend up to the surface. As the rolling element
pass over the cracks fragments of material break away and this is known as
flaking or spelling. The flaking progressively increases in extent and
eventually makes the bearing unserviceable.
The life of a rolling bearing is defined as the number of
revolutions the bearing can perform before incipient flaking occurs. These
doses not mean to say that the bearing cannot be used after then. Flaking is
relatively long, drown-out process and makes its presence known by
increasing noise and vibration levels in the bearing. Therefore, as a rule,
there is plenty of time to prepare for a change of bearing.

(3) TRUE BRINELLILNG:

True brinellilng occurs when loads exceed the elastic limit
of the ring material. Brinell marks are indentations at ball/roller frequently
caused by any static overload or severe impact.

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Fig-1.1

Fig-1.2
→ EXAMPLES OF TRUE BRIINELLING CAUSES:
→ Using a hammer to install a bearing
→ Dropping a bearing
→ Pressing a bearing onto a shaft by applying force to the
Non-rotating ring

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These indentations are evident in the raceways and can increase

bearing noise and vibration, leading to premature bearing failure.

(4) CONTAMINATION:
Contamination is one of the leading causes of
premature bearing failure. Symptoms of contamination are dents or
scratches embedded in the bearing raceways and balls/rollers,
resulting in undue bearing vibration and wear.

Fig-2

Contamination may include airborne dust, dirt or any

abrasive substance that gets into the bearing. Principle sources are
dirty tools, contaminated work areas, dirty hands and foreign matter in
lubricant or cleaning solutions.

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(5) ELECTRICAL FLUTING:

Electrical fluting occurs when a current is passed
through the bearing, instead of to a grounded source.

Fig-3
Frequently seen in electric motors can be eliminated
by ceramic-coating the OD of the bearing.

(6) FLASE BRINELLILNG FAILIURE:

When the bearing is not turning, an oil film cannot be
formed to prevent raceway wear.

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Fig-4
Wear marks are perpendicular to the line of motion,
normally well-defined, and sometimes surrounded by debris occurs
when there is small relative motion between the balls/rollers and
raceways during non rotation times.
Characterized by elliptical wear marks in the axial
direction at each position.

(7) MISALIGNMENT FAILURE:

Misalignment failure can be detected on the raceway
of the none rotating ring by a rotating element wear path that is not
parallel to the raceway edges.
Excess misalignment can cause abnormal temperature
rise and heavy wear in the cage pockets.

Fig-5

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→ The most prevalent causes of misalignment are:

→ Bent shafts
→ Burrs or dirt on the shaft or housing shoulders
→ Shaft threads not square with the shaft seats
→ Locking nuts with faces that is not square to the thread axis

(8) REVERSE LOADING:

Occurs when loads shift direction in bearing that can

only take axial loads in one direction angular contact ball bearings.

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Fig-6.1

When loaded in the opposite direction, the elliptical

contact area on the outer ring is truncated b the low shoulder on that
side of the outer ring.

Fig-6.2
The balls will show a band caused by the ball riding over the
edge of the raceway. Failure mode is very similar to that of heavy interface fits. A
thrust load applied to the wrong bearing face results in a wear band
On the balls.

(9) HIGH TEMPARATURE FAILURE ANALYSIS:

Creep occurs under load at high temperature. Boilers, gas

turbine engines, and ovens are some of the systems that experience creep. An
understanding of high temperature materials behavior is beneficial in evaluating
failures in these types of systems.
Failures involving creep are usually easy to identify due to the
deformation that occurs. Failures may appear ductile or brittle. Cracking may be
either transgranular or intergranular. While creep testing is done at constant
temperature and constant load actual components may experience damage at
various temperatures and loading conditions.

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→ CREEP OF METALS:
High temperature progressive deformation of a material at
constant stress is called creep. High temperature is a relative term that is
dependent on the materials being evaluated. A typical creep curve is shown
below.

Total Elongation Fracture

Strain Stage 1

Stage 2 Stage 3

Time

Diagram 1
In a creep test a constant load is applied to a tensile specimen
maintained at a constant temperature. Strain is then measured over a period of
time. The slop of the curve, identified in the above figure, is the strain rate of the
test during stage 2 or the creep rate of the material.
Primary creep, stage1, is a period of decreasing creep rate.
Primary creep is period of primarily transient creep. During this period
deformation takes place and the resistance to creep increases until stage 2.
Secondary creep, stage 2, is a period of roughly constant creep rate. Stage 2 is
referred to as steady state creep.
Tertiary creep, stage 3, occurs when there is a reduction in
cross sectional are due to necking or effective reduction in area due to interval
void formation.

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(10) STRESS RUPTURE:

Stress rupture testing is similar to creep testing except that the
stresses used are higher then in a creep test. Stress rupture testing is always done
until failure of the material. In creep testing main goal is to determine the
minimum creep rate in stage 2. Once a designer knows the materials will creep
and has accounted for this deformation a primary goal is to avoid failure of the
component.

T1

T2
Stress
T3 >T2 >T1 T3

Stress rupture time, hr

Diagram-2

(11) CORROSION FAILURE:

Corrosion results from the chemical attack on bearing material
by hostile fluids or atmospheres.

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Fig-7
Symptoms include red/brown areas on rolling elements,
raceways, or cages. Corrosion usually results in increased vibration followed by
wear, with subsequent increase in radial clearance or loss of preload.

(12) EXCESSIVE LOAD FAILURE:

Fig-8.1

Fig-8.2
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Excessive load normally causes premature bearing failure.

Symptoms are the same as normal fatigue, although showing heavier ball wear
paths, greater evidence of overheating, and a more widespread and deeper
spalling.

(13) LOOSE FIT FAILURE:

Fig-9
Caused by relative motion between mating parts which, in turn,
causes fretting. Fretting occurs when fine metal particles oxidize, leaving a
distinctive brown color. This normally occurs through outer ring slippage in the
housing due to improper fits outer ring slippage caused by improper housing fits.
Discoloration and scoring will appear on the outside of the outer ring.

(14) LUBRICATION FAILURE:

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Fig-10.1

Fig-10.2
Symptoms include discolored blue/brown raceways and
balls/rollers. Restricted lubricant flow or excessive temperatures that degrade the
lubricants properties typically cause failures.
Lubricant failure will lead to excessive wear, overheating and
subsequent bearing failure.

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(15) OVERHEATING:
Symptoms of overheating are the discoloration of the rings,
balls/rollers and cages from gold or blue. Temperatures in excess of 400 degrees
C.

Fig-11.1

Fig-11.2
Extreme cases result in deformation of balls/rollers and rings.
Primary indications are blue/black and silver/gold discoloration, and balls/rollers
will usually be blue/black.

(16) PRELOAD FAILURE:

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Preload is indicated by heavy rolling element wear paths in the

bottom of the raceway around the entire circumference of the inner and outer ring.
If interference fits exceed the internal radial clearance, the rolling elements
become preloaded.

Fig-12
If clearance is lost in a bearing, it results in rapid temperature
rises accompanied by high torque. Continued operation can lead to rapid wear and
fatigue.

(17) FATIGUE FAILURES:

Metal fatigue is caused by repeated cycling of the load. It is a
progressive localized damage due to fluctuating stresses and strains on the
material. Metal fatigue cracks initiate and propagate in regions where the strain is
most severe. The process of fatigue consists of three stages
→ Initial crack initiation
→ Progressive crack growth across the part
→ Final sudden fracture of the remaining cross section

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S
Stress

N
Cycles to failure

(Diagram-3.1)

→ STRESS RATIO
The most commonly used stress ratio is R, the ratio of the
minimum stress to the maximum stress (Smin/Smax).

→ If the stresses are fully reversed, then R = -1

→ If the stresses are partially reversed, R= a negative number less
then 1
→ If the stresses is cycled between a maximum stress and no load, R=0
→ If the stresses is cycled between two tensile stresses, R= a positive
number less then 1

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Maximum stress

Minimum stress

(Diagram-3.2)
Variations in the stress ratios can significantly affect fatigue
life. The presence of a mean stress component has a substantial effect on fatigue
failure. When a tensile mean stress is added to the alternating stresses, a
component will fail at lower alternating stress then it does under a fully reversed
stress.

(18) PREVANTING FATIGUE FAILURE

The most effective method of improving fatigue performance is
improvements in design.
→ Eliminate or reduce stress raisers by streamlining the part
→ Avoid sharp surface tears resulting from punching, stamping, shearing,
or other processes
→ Prevent the development of surface discontinuities during processing
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→ Reducing or eliminate tensile residual stresses caused by

manufacturing.
→ Improve the details of fabrication and fastening procedures

→ FATIGUE FAILURE ANALYSIS

Metal fatigue is a significant problem because it can occur due
to repeated loads below the static yield strength. This can result in an unexpected
and catastrophic failure in use.
Because most engineering materials contain discontinuities
most metal fatigue cracks initiate from discontinuities in highly stressed region of
the component. The failure may be due the discontinuity, design, improper
maintenance or other causes. A failure analysis can determine the cause of the
failure.

(19) INSTALL DAMAGE:

Occurs when a sharp impact is applied incorrectly to a bearing
during mounting or dismounting.

Fig-13
By using proper method to install the bearing we reduce it.

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(20) HYDROGEN EMBRITTLEMENT:

When tensile stresses are applied to hydrogen embrittled
component it may fail prematurely. Hydrogen embrittlement failures are
frequently unexpected and sometimes catastrophic. An externally applied load is
not required as the tensile stresses may be due to residual stresses in the material.
The threshold stresses to cause cracking are commonly below the yield stress of
the material.
High strength steel, such as quenched and tempered steels or
precipitation hardened steel is particularly susceptible to hydrogen embrittlement.
Hydrogen can be introduced into the material in service or during materials
processing.

→ HYDROGEN EMBRITTEMENT FAILURES:

Tensile stresses, susceptible material, and the presence of
hydrogen are necessary to cause hydrogen embrittlement. Residual stresses or
externally applied loads resulting in stresses significantly below yield stresses can
cause cracking. Thus, catastrophic failure can occur without significant
deformation or obvious deterioration of the component.
Very small amount of hydrogen can cause hydrogen
embrittlement in high strength steels. Common causes of hydrogen embrittlement
are pickling, electroplating and welding, however hydrogen embrittlement is not
limited to these processes.
Hydrogen embrittlement is an insidious type of failure as it can
occur without an externally applied load or at loads significantly below yield
stress. While high strength steels are the most common case of hydrogen
embrittlement all materials are susceptible.

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(21) LIQUID METAL EMBRITTLEMENT:

Liquid metal embrittlement is the decrease in ductility of a
metal caused by contact with liquid metal. The decrease in ductility can result in
catastrophic brittle failure of normally ductile material. Very small amount of
liquid metal are sufficient to result in embrittlement.
Some events that may permit liquid metal embrittlement under
the appropriate circumstances are listed below
→ Brazing
→ Soldering
→ Welding
→ Heat treatment
→ Hot working
→ Elevated temperature service

In addition to an event that will allow liquid metal

embrittlement to occur, it is also required to have the component in contact with a
liquid metal that will embrittle the component.

→ LIQUID METAL EMBRITTLEMENT FAILURE:

The liquid metal can not only reduce the ductility but
significantly rebuke tensile strength. Liquid metal embrittlement is an insidious
type of failure as it can occur at load below yield stress. Thus, catastrophic failure
can occur without significant deformation or obvious deterioration of the
component.
Intergranular or transgranular cleavage fracture is the common
fracture modes associated with liquid metal embrittlement. However reduction in
mechanical properties due to decohesion can occur. This result in a ductile
fracture mode occurring at reduced tensile strength. An appropriate analysis can
determine the effect of liquid metal embrittlement on failure.

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(22) REDUCING BEARING FAILURE:

→ BEARING SELECTION
→ Procure the correct bearing for the application. Often, the
replacement bearing is not compatible with the equipment where it is
to be installed. Depending upon the age of the equipment, advances
in bearing technologies may exist that make the OEM bearing
obsolete. Knowing the limits of the equipment and what bearing best
suit the application will save time and money.
→ determine the maximum load for the bearing. This is important both
vertically and horizontally.
→ Determine the minimum and maximum running speeds for the
bearing. Thus will help determine the correct lubricant and bearing
for the application.
→ Determine all possible environmental conditions to which the bearing
will be exposed. Very hot or cold environments often require require
varied bearing specifications.

This may, in turn, change the type of lubricant and

relubrication requirements as well. Bearings exposed to wash ups or moisture-
heavy environments need to stay well sealed and seals must be kept in proper
condition to protect the rolling elements. Bearing that operate in caustic
environments may require special seals and care. Pay special attention to the seal
manufacturer’s recommendations regarding handling and care.

→ BEARING HANDLING AND STORAGE

→ If possible, determine when a bearing was manufactured and if it

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was properly stored before being purchased. Ask the bearing

distributor about his storage and handling procedures. It might be
prudent to have a representative from your company personally visit
the bearing distributor to confirm how bearing are being stored. For
example, a tapered roller bearing should be stored with the taper
down and never stacked, one on top of another.
→ Store bearing in an attitude angle that will reduce or eliminate the
possibility of damage to rolling elements and raceway. It may be
weeks or months before the bearing is called into service. Reducing
the risk of the startup damage begins with proper storage.
→ Bearing are manufacture with the extremely tight tolerances and
therefore require special care when moving or handling. Consider
them fragile at all times and make the efforts to treat them as such.
→ Consider the proximity of the storeroom to areas of the plant that are
affected by vibration. Could a rail rode main line affect the
storeroom? Does the plant have equipment that vibration nearby
building? Bearing subjected to even minor daily vibration can
become damaged while in storage. Take the necessary steps to
insulate stored bearings from the vibrations.
→ always store bearings in a clean and sterile environment. Keep them
free of moisture, dust, and chemicals.

→ BEARING INSTALLATION AND HANDLING

→ Take care when removing old or damaged bearing from their shafts
and housings. Be careful to not damage holders or surfaces where
the new bearings will be installed.
→ Clean all housings, shafts, holders, keyways, etc. Before attempting
to install a new bearing inspect the shafts and equipment for damage.
Install new bearing in a clean and dry environment as possible. If
possible, use sterile gloves to prevent contamination. Contamination
at this stage will ensure a shorter bearing life cycle.

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→ Carefully inspect the new bearing for any obvious damage that may
have occurred during shipping, storage, or manufacture. Inspect
bearing to determine if all parts are present. Bearing have been
known to ship from the factory missing roller elements and other
parts. Also, check for factory lubricant. Lack of lubrication from
factory can cause rust.
→ Properly align bearing with shafts. Do not assume the original
bearings were properly aligned even in motors.
→ Never push or pound on bearing surfaces. Use only safe insulation
methods accepted and approved by the manufacturer.

→ INITIAL LUBRICATION PROCEDURES

→ Never assume the manufacturer has properly lubricated the bearing.
The new bearing may have been shipped with a limited amount of
the lubrication inside. This level may not be enough to form
necessary film between the inner race and rolling elements.
→ Determine lubrication level by using sound analysis or vibration
monitoring methods. Remember, a day or under lubricated bearing
will sound louder or scratchier then a quiet or smooth sounding
properly lubricated bearing.

→ ON GOING BEARING LUBRICATION

→ Your lubrication supplier and bearing supplier should have the most
current data and be able to recommend the proper lubricant for the
application. As in selecting the proper bearing for the application,
the conditions to which the lubricant will be considered.
→ How grease waiting for future use is treated and stored will be a key
factor in the life expectancy of equipment. Lubricants should be
stored in moisture and temperature controlled environments, free of
dust and chemical exposure.

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→ Contamination entering grease will likely happen during transfer

from one point to another. Failure to exercise care in this process
will nullify the attention given previously. There are a number of
ways to properly refill grease guns. Using a scoop or paddle from a
container and tamping it into the grease gun to remove air bubbles.
This method is most likely to introduce contaminants into the grease,
especially when performed in the field. It is not a recommended
method except in the most dire of circumstances.
→ using tube refills is the most common method of refilling a grease
gun. It involves removing the empty tube and installing new,
compatible tube of grease into the grease gun. Take care to clean dirt
and old grease. Perform this task in as clean and dry an environment
as possible.
→ When refilling from a storage container using mechanical or
hydraulic pumps, grease is pumped mechanically from the storage
container directly into the portable grease gun. When care is taken to
clean off the port on the grease gun and delivery hooks up from the
pump, this is the fasted and safest method of grease transfer.
→ Assuming that the correct grease is introduced into bearings may
involve coding systems, labels, numbers, tags or color coding on
bearing housings that indicate what type of grease is being used can
be very helpful to the lubrication technician. Ensure that grease guns
are matched up with the coding system on equipment. New
employees should be trained on the matching system before any
lubrication task is performed. This is an easy system to implement
and minimizes the chances of introducing non compatible greases
into the bearing.

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→ When it become necessary to switch delivery tube from one grease

gun to another make certain to clean &grime from he tube & then
purge all the grease from the tube to prevent mixing of incompatible
grease types. Clean & purge grease zerk fitting connectors as well.

→ Different grease gun manufacturing allow varying amounts of grease

be applied by a pump or short of grease. The amount of pressure
each grease gun or grease delivery system contains also may vary
dramatically. This lake of an industry standard has made it difficult
to determine the amount of grease actually being delivered and there
fore create problems using a time and amount based lubrication
schedule. It is important to calibrate each grease gun and note the
volume of grease each gun delivers with one full pump.
→ To properly relubricate a bearing, certain information must be
obtained. To help determine the correct time and amount based
schedule of relubrication, interval must be combine with reliability
knowledge and experience.
→ Traditionally, the job function of lubrication is an entry level position
in the maintenance. Much was required of these important
individuals with little or no specific training provided. Fortunately,
this is changing. Companies have invested in maintenance
technologies and training to prevent and predict machinery failure.
Companies are learning to invest in standard training for lubrication
practices and in the tools necessary to performing lubrication tasks
have not changed, awareness of the importance of the individual
performing these tasks is changing. As skill and training criteria
standard evolve, the oilier becomes a skilled lubrication technician
and analyst. Also called lubrication engineers, these individuals are
being provided with the necessary resources to perform their job
function. Reliability and predicative maintenance groups are

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increasingly relying upon the lubrication technician’s knowledge and

skills.

→ Acoustic analysis or sonic analysis is a rapidly growing method in

preventing over lubricated and under lubricated bearings. This
equipment uses sonic sound technology and listens to the noise
generated by the vibration of the bearing in sonic range (20 Hz-20
kHz) to decipher when and if a bearing requires greasing. By
listening to the voice of the bearing, the lubrication technician is able
to make a direct determination of the grease requirements of the
bearing.
→ As grease is slowly injected into a bearing, the change in sound or
lack of sound change informs the technician when sufficient grease
is present. Thus eliminates the need to calibrate a grease gun as the
amount of grease the bearing requires is determined as it is being
lubricated. By implementing this proactive method of greasing,
lubrication technicians are able to customize existing time/amount
based lubrication schedules.
→ For example, a bearing that had a previous schedule of two shots of
grease every two weeks was over greasing the bearing. Customizing
or adjusting the lubrication schedule to fit the actual bearing
requirements slashes bearing failures.

(23) CANCLUSION:

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By analysis we can say that each of these factors produces its

own particular type of damage and leaves its own special imprint on the bearing.
Consequently, by examining a damaged bearing, it is possible, in the majority of
cases, to form an opinion on the cause of the damage and to take the requisite
action to prevent a recurrence.

(24) REFERANCES

→ WWW. RELIABILIT. COM

→ WWW. EMERSONBEARING.COM
→ WWW. MBFYS.KUN. NL
→ WWW. NATIRIALSENGINEER.CO

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