Search Results for Thrust bearings

Drastic reduction in the service life of a production gearbox was observed. Within the gearbox, the axial load on a bevel gear (8620 steel, OD 9.2 cm) was taken by a thrust-type roller bearing (3.8 cm ID, 5.6 cm OD) in which a ground surface on the back of the bevel gear served as a raceway. Spalling damage on the ground bearing raceway at five equally spaced zones was disclosed by inspection of the bevel gear. The bearing raceway was checked for runout by mounting the gear on an arbor. It was found that the raceway undulated to the extent of 0.008 mm total indicator reading and a spalled area was observed at each high point. The presence of numerous cracks that resembled grinding cracks was revealed both by magnetic-particle inspection and microscopic examination. Spalling was produced by nonuniform loading in conjunction with grinding cracks. As corrective measures, the spindle of the grinding machine was reconditioned to eliminate the undulations and retained austenite was minimized by careful heat treatment.

An accidental overspeed condition during wind tunnel testing resulted in the destruction of a propeller rotor The occurrence was initially attributed to malfunction in the collective pitch control system. All fractured parts in the system were inspected. Highly suspect parts, including the pitch control thrust bearing set, head bolts, hub fork, and actuator rod end, were examined in more detail The thrust bearing set (52100 steel) was identified as the probable source of the uncommanded pitch angle change. A complete failure analysis of the bearing indicated that failure was precipitated by excessive heating, causing cage disintegration, plastic flow of the races and balls, and eventual separation of inner and outer races. It was recommended that the bearing set be resized to accommodate the large thrust as and that a thermocouple be added to monitor the condition of the bearing during testing.

The silver layer on a thrust bearing face experienced electrostatic discharge attack (the bombardment of an in-line series of individual sparks onto the soft bearing face), which destroyed the integrity of the bearing surface. The electrical attack appeared as scratches to the naked eye. Macrophotography showed that the attack was more severe at one edge of each pad, resulting in deeper grooving and a buildup of deposits, mostly silver sulfides. Microstructural analysis of a cross section indicated that the interface between the silver overlay and the substrate (beryllium copper) was sound and free of voids and foreign material. Corrosion products contained a large quantity of sulfur. The probable cause of the attack was the presence of electrical current within the system, with sulfides a possible contributing factor. Elimination of residual magnetism and grounding of the rotating system at appropriate locations were recommended.

A truck-mounted hydraulic crane had a horizontal thrust bearing with one race attached to the truck and the other to the rotating crane. The outside race of the bearing was driven by a pinion gear, and it is through this mechanism that the crane body rotated about a vertical axis. The manufacturer welded the inner race to the carrier in a single pass. After several years of service, the attachment weld between the bearing inner race and the turntable failed in the area adjacent to the heat-affected zone. The fracture zone where there was the greatest tension was heavily oxidized. In the zone where the bearing was in compression, there was a clean surface indicating recent fracture. Finally, there were areas where the weld did not meet AWS specifications for convexity or concavity. These areas were weak enough to allow fatigue cracks to initiate. Recommendations to prevent reoccurrence of the failure include the use of bolts in lieu of welding, a welding schedule that reduces the propensity of lamellar tearing, and the use of an alloy that precludes lamellar tearing. However, if abuse of the crane was the primary cause of failure, none of these recommendations would have prevented deterioration of the machine to an extent that would have rendered the failure improbable.

The governor on an aircraft engine failed and upon disassembly of the unit, it was discovered that the retainer for the flyweight pivot pins was broken. The channel-shaped retainer was made of 0.8 mm (0.030 in.) thick 1018 or 1020 steel. The part was plated with copper, which acted as a stop-off during carburizing of the offset, circular thrust-bearing surface surrounding the 16-mm (0.637-in.) diam hole. The bearing surface was case hardened to a depth of 0.05 to 0.1 mm (0.002 to 0.005 in.), then austempered to obtain a minimum hardness of 600 Knoop (1-kg, or 2.2-lb, load). Considerable vibration was created in the installation because of the design of the mechanical device used to transmit power to the governor. The pins were permitted to slide axially a small distance. Analysis (visual inspection, microscopic examination, and ductility measurements) supported the conclusion that failure of the retainer was the result of fatigue caused by vibration in the flyweight assembly. Impact of the pivot pins on the retainer also contributed to failure. Recommendations included redesign of the flyweight assembly, and replacement of the channel-shaped retainer with a spring-clip type of pin retainer.

A failure analysis was conducted on brass alloy 270 heat exchanger tubes that were pulled from a unit used to cool oil for the speed regulators and thrust bearings of a hydroelectric power plant. The tubes began to leak after approximately 5.5 years of service. Macrophotography and scanning electron microscopy were used to examine samples from the tubes. An energy-dispersive electron microprobe analysis was carried out to evaluate the zinc distribution. Results showed that the failure was due to dezincification. Replacement of the tubes with new tubes fabricated from a dezincification-resistant alloy was recommended.

Fusing of the switch contacts of a boiler feed pump drive motor led to the failure of a turbine. After rubbing of most of the Ni-Cr steel LP wheels had occurred, due to the admission of water carried over with the steam, a copper-rich alloy from the interstage gland rings melted, penetrated the wheel material, and gave rise to radial and circumferential cracking in four of the LP wheels. It was concluded that when the rotor moved axially and the wheels came into contact with the diaphragms there was a tendency for the former to dish, with the development of both radial and circumferential tensile stresses on the side in contact with the adjacent diaphragm. In the presence of the molten copper-rich alloy, these stresses gave rise to severe hot cracking.

Rolling-element bearings use rolling elements interposed between two raceways, and relative motion is permitted by the rotation of these elements. This article presents an overview of bearing materials, bearing-load ratings, and an examination of failed bearings. Rolling-element bearings are designed on the principle of rolling contact rather than sliding contact; frictional effects, although low, are not negligible, and lubrication is essential. The article lists the typical characteristics and causes of several types of failures. It describes failure by wear, failure by fretting, failure by corrosion, failure by plastic flow, failure by rolling-contact fatigue, and failure by damage. The article discusses the effects of fabrication practices, heat treatment and hardness of bearing components, and lubrication of rolling-element bearings with a few examples.

A shaft can crack twice before it fails. A Detroit electric plant had this experience with one in a coal pulverizer. Because the first crack rewelded partially (by friction) in service, the pulverizer remained serviceable until the second crack developed.