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AFAPL ltr 29 Apr 1971
THIS PAGE IS UNCLASSIFIED

AFAPL-TR-70-27
ELASTROHYDRODYNAMIC
0LUBRICATION
PRELIMINARY DESIGN MANUAL
J. M. McGrew
A. Gu
H.S. Cheng
CD S. F. Murray
C- .Mechanical Technology Incorporated
TECHNICAL REPORT AFAPL-TR-70-27
November 1970
This docur-ent is subject to special export controls

and each transmittal to foreign governments or
foreign national may be made only with prior approval
of the Air Force Aero Propulsion Laboratory (APFI),
Wright-Patterson Air Force Base, Ohio 45433.
Air Force Aero Propulsion Laboratory

Air Force Systems"Command D D C
Wright-Patterson Air Force Base, Ohio Fj,
FL
DEC21
U~~uuLL
NOTICE
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AFAPL-TR-70-27
ELASTROHYDRODYNAM IC
LUBRICATION
PRELIMINARY DESIGN MANUAL
J. M. McGrew
A. Gu
H.S. Cheng
S.F. Murray
Mechanical Technology Incorporated
TECHNICAL REPORT AFAPL-TR-70-27
November 1970
This document is subjet to special export controls

and each transmittal to foreign governments or
foreign national may be made only with prior approval
of the Air Force Aero Propulsion Laboratory (APFL),
Wright-Patterson Air Force Base, Ohio 45433.

Air Force Systems Command
Wright-Patterson Air Force Base, Ohio
FOREWORD
This report was prepared by Mechanical Technology Incorporated,
968 Albany-Shaker Road, Latham, New York under USAF Contract No.
F33615-69-C-1305. The contract was initiated under Project No.
3048 Task No. 304806. The work was administered under the di-
rection of the Air Force Aero ProDulsion Laboratory, with Mr.
M. R. Chasman (APFL) acting as project engineer.
This report covers work conducted from 1 February 1969 - 1
February 1970.
HOWARD F. JONES hief

Lubrication Branch
Fuel, Lubrication & Hazards
Division
ii
r
ABSTRACT
The available data on elastohydrodynamic lubrication are summarized. Based

on an assessment of these data, a design procedure is developed for evaluat-
ing the performance of an elastohydrodynamic contact. The procedure includes
the calculation of minimum film thickness, real area of contact, traction,
pressure distribution, temperature profile, and subsurface stress distribution
in the contact, based on either available theory or on experimental data. A
computer program listing plus illustrative examples are included. Determina-
tion of film thickness and traction are identified as areas in elastohydro-
dynamic lubrication requiring further investigation.
This abstract is subject to special export controls

and each transmittal to foreign governments or foreign
natic nals may be made only with prior approval of the
Air Force Aero Propulsion Laboratory (APFL), Wright-
Patterson Air Force Base, Ohio 45433.
ACKNOWLEDGEMENT
The authors acknowledge the contribution of Dr. W. 0. Winer

and Dr. J.P.B. Williamson. Dr. Winer wrote the discussion
of temperature and pressure effects on lubricant viscosity
and Dr. Williamson consulted on the subject of surface
topography.
iv
TABLE OF CONTENTS
Page
I. INTRODUCTION AND SUMMARY 1

II. STATE-OF-THE-ART IN ELASTOHYDRODYNAMIC LUBRICATION 4
1. PHYSICAL PROPERTIES OF LUBRICANTS FOR ELASTOHYDRODYNAMIC
LUBRICATION 4
a. Development of Synthetic Oils 4
b. Basic Relationships Between Structure and Physical
Properties 8
(1) Nominal Viscosity of the Fluid Definition of
Viscosity 14
(2) Changes in Viscosity 19
(a) Temperature Effects 20
(b) Pressure Effects 24
(c) Shear.Effects 28
(d) Time Dependent Effects 30
(e) Viscoelastic Behavior 33
(f) Combined Effects and Correlations 34
(g) Related Effects 36
(3Y Bulk(3Yoduus-------------------------------------3
ulk
Modulus 36
(4) Lubricant Density 38

(5) Gas Solubility .......................- 39
(6) Wetting Effects and Surface Films 40
(7) Thermal Properties 43
(8) Effect of Polar Compounds 44
c. Properties of Some Candidate Lubricants 45
2. FILM THICKNESS 46
a. Film Thickness and Film Shape of Line Contacts 46
tb. Film Thickness and Film Shape of Elliptical Contacts ------ 55
-f
TABLE OF CONTENTS (Continued)
Page
3. PRESSURE DISTRIBUTION ' 58
a. Theories for Moderately Loaded'Contacts------------------- 60

b. Theories for Heavily Loaded Contacts -------------------- 60
.b. Thermal Effects on Pressure Distribution 65
0 d. Pressure Measurement 65
4. TEMPERATURE DITRIBTIO--------------------------------------6
4. TMPEATUR
DISTRIBUTION ................................... 69
a. Approximate Theorieg 77
b. Numerical Solutions to the Energy Equation
c. Temperature Measurements 81
5." FRICTION 85
a. Rolling and Sliding Friction ........................... 85
b. Spinning Friction' . 106
6. STRESS 111
a. Calculation of Contact Stresses Without Traction 113
(I) Geometric Definitions-- - - - 113
(2) Theory for Line Contact---------------------------- 115
(3) Theory for Elliptical Contict 119
(4) Controlling Stress for Fatigue 119
b. Calculation of Contact Stresses with Traction 121
7. SURFACE TOPOGRAPHY 6
a. The Area of Contact Between Rough Surfaces '127

b. The Shape of Solid Surfaces 128
(1) Cumulative Processes 129
(2) Extreme Value Processes-- 129
(3)'. Pure Topographies and Transitional Topographies 129
c. Real Area of Contact 132
8. EFFECT OF ELASTOHYDRODYNAMICS ON BEARING DYNAMICS 132
a. Roller Bearing Dynamics 132
vi
TABLE OF
CONTENTS
(Continued)
A
b. Ball Bearing,')Dynamics 134
(1) The Concept of Raceway Control 134
(2) Ball Bearing Solutions .......----
........- 137
9. ROLLING ELEMENT BEARING FAILURE MODES 142
*a. Classification of Failure Modes for Rolling
Element Bearings 142
b. Contact Failures 144
(1) Wear Failures 144
(a) Mild Wear Failure Mode 144
(b) Severe Wear Failure Mode' 151
(2) Plastic Flow Failure Mode 161

(3) Fatigue Failure 'Mode 162
(a) Subsurface Fatigue 162
(b) turface Fatigue 165
(c).-Effect of Elastohydrodynamic Lubrication

on Fatigue 165
c. Effect of Elastohydrodynamic Lubrication on Bearing
Life 167
III. EI~STOHYDRODYNAMIC PERFORMANCE CALCULATION 170
1. FLOW DIAGRAM 171

2. ANALYSES - 171
a. Dimension of the Contact Ellipse ...................... 171
b. Load and Speed Parameters , 171
c. Lubricant Parameters 174
d. Thermal Parameters 174
. e. Thermal Reduction Factor '175
f. Side Leakage Reduction Factor 178
g. MinimumFilm Thicknesses 178

h. Protrusion Width ..................................... . 179
i. Area of Contact 186
j. Frictional Coefficient ---------------------------------- 188
vii
TABLE OF CONTENTS (Continued)'
Page
k. Pressure Distribution 196

1. Temperature Distribution --------------------------------- 197
m. Reduction Ratio for Pressure-Viscosity Coefficient------ 198
n. Stress Distribution 199

IV. APPLICATIONS 200
1. ELASTOHYDRODYNAMIC PERFORMANCE CALCULATION 200
a. Geometry Input ------------------------------------------- 200

b. Speed Input 200
c. Lubricant Parameter Input -------------------------------- 201
d. Example 1 - High Speed Deep Groove Ball Bearing---------- 204
e. Example 2 - Roller Bearing------------------------------- 215
f. Example 3 - Low Speed Angular Contact Bearing ------------ 220
2. CALCULATION OF FRICTIONAL FORCES AND SPIN TORQUE AT

A BALL-RACE CONTACT 226
a. Method of Analysis ...................................... - 227
b. Results 230
V. CONCLUSIONS AND RECOMMENDATIONS 234
1. CONCLUSIONS 234
2. RECOMMENDATIONS 237
VI. REFERENCES /
APPRFEENCES
APPENDICES..
-----------------------------------------------------------
. . . . . . . . . . ._ o
,
'I. PROPERTIES OF CANDIDATE LUBRICANTS 255

II. PROTRUSION WIDTH 268
III. AREA OF CONTACT 271

IV. FRICTION ANALYSIS 278
V. , 'RESSURE DISTRIBUTION 280
VI. INLET TEMPERATURE ANALYSIS 286
VII. ELASTOHYDRODYNAMIC PERFORMANCE COMPUTER PROGRAM 289

VIII. FRICTIONAL FORCES AT A=-BALL-RACE,-CONTACT COMPUTER
PROGRAM 321
viii
!
I
LIST OF FIGURES
Page
1. Steamline or Viscous Flow ----------------------------------------- 15

2. Viscosity Characteristics of a Newtonian Liquid ------------------- 17
3. Types of Non-Newtonian Viscous Behavior -------------------------- 18
4. Viscosity-Temperature Characteristics of Typical Candidate
Lubricants ------------------------------------------------------- 23
5. Viscosity-Pressure Cures for Various Oils at Several
Temperatures------------------------------------------------------ 25
6. Coastdown Characteristics of Rolling Contact Bearings..------------- 31
7. Film Thickness Comparison ----------------------------------------- 49
8. Survey Diagram for lcompressible Isothermal Elastohydrodynamic
Lubrication -------------------------------------------------------- 50
9. Comparison of 0T with Experimental Data --------------------------- 51
10. Circumferential Profiles of Lubricated Rolling Disks -------------- 52
11. Rolling Point Contacts ------------------------------------------ 56
12. Film Thickness Frofiles ------------------------------------------- 57
13. Pressure Distributions -------------------------------------------- 59
14. Pressure Distribution in'Contact Zone, Moderately Loaded Contact- 61
15. Film Thickness in the ContIct Zone, Moderately Loaded Contact--- 62
16. Pressure Distributions forkan Incompressible Lubricant ----------- 63
17. Pressure Distributions for a Compressible Lubricant -------------- 64
.
-18. Comparison of Pressure Distributions Between the Isothermal Case
and the 25 Perceat Slip Thermal Case with an Approximately Equal
Rolling Velocity------------------------------------------------- 66
19. Pressure Distribution, Thermal Theory, with 25 Percent Slip ------ 67
20. Details of Pressure Spikes--A -------------------------------------- 68
21. Measured Variation in Pressure Profile with Disk Loading ----------- 69
22. Measured Film Pe ssures Between Crowned Disks Showing Variations
with Loading---( 71
23. Measured Film Pressures Between Crowned Disks Showing Variations
with Rolling Speed for Two Loadings------------------------------ 71
24. Measured Pressure Profiles Between Crowned Rolling Disks--------- 72
with Temperature and Loading------------------------------------- 73
with Lubricant Type----------------------------------------------- 73
27. Pressure Pattern Between Crowned Rolling Disks Showing Variations
with Temperature------------------------------------------------- 74
28. Comparison of Ball-Race Pressure Pattern in 85 mm Bearing with
Lubricant Type, Shaft Speed = 2500 rpm.--------------------------- 75
29. Comparison of Ball-Race Pressure Pattern in 85 mm Bearing with
Lubricant Type, Shaft Speed = 5000 rpm.---------------------------- 76
30. Components of Temperature increase in Lubricant for a Particular
Case ------------------------------------------------------------ 78
31. Temperature Distribution for 25 Percent Slip Case, U = 79.26 in/sec- 79
32. Lubricant Film Temperature Map ----------------------------------- 80
- ix
KT
LIST OF FIGURES (Continued)
Page
33. Mid-Film Temperature -------------------------------------------- 82

34. Surface Temperature ---------------------------------------------- 83
35. Thermal Solution to Elastohydrodynamic Problem by Dowson and
Whittaker-------------------------------------------------------- 84
36. Calculated and.Measured Surface Temperature ---------------------- 86
37. Variation in Disk Temperature with Loading ------------&---------- 87
38. Variation in Disk Temperature with Rolling Speed ----------------- 87
39. The Four Disk Machine------------------------------------------- 89
40. The Two Disk Machine ------------------ --------------------------- 90
41. The Ratio of the Effective Viscosity (jim) to the Supply Viscosity
("o) in Pure Rolling, Calculated from the Visco-Elastic Hypothesis.
(a) G = 1.9 x 108 dyne-cm -; X = 1.9 x 10 - 4 sec. (b) G = 7.4 x 106
dyne-cm-2. ) = 1.1 x 10 -4
sec; (c) G = 1.4 x 10 dyne-cm- 2 ; X =
-4
1.2 x lo sec. Experimental Points, Load (107 dyne-cm-l): 0 2.5,
02.9, A 14.6.----------------------------------------------------- 92
42. Frictional Traction as-t Function of Sliding S eed (Rolling Speed
Constant at 400 cm-sec ). Load (10 dyne-cm- ): (a) 20, (b) 15,
(c) 7.5.---------------------------------------------------------- 92
43. Frictional Traction as a Function of Sliding Speed. Load 1.25
x 108 dyne-cm-1 ; (a) U = 120 cm-sec -I, po 0.4 P; (b) U = 200
cm-sec- 1o P 0.4 P; (c) U = 400 cm-sec - , b -0.4 P; (d)
U = 400 cm-sec - ,l'o 0.7 P; (e) U = 600 cm-sec - , 1 o 0.4 93
44. The Variation of pm with Sliding Speed. Load = 1.2 x 103 dyne-
cm , U = 400 cm-sec-l, 0o= 1.4 P -t from experiment,
-------- calculated. (a) Kf/BI --1.5 x 105 dyne-sec- ; (b)
7.5 x 104 dyne-sec ; (c) Kf/B I = 3.75 x 104 dyne-sec I -- - 93
45. Comparison Between Theoretical and Experimental Sliding Fric-
tion Factor------------------------------------------------------- 94
46. Traction Versus Shear Rate--------------------------------------- 94
47. Coefficient of Traction as a Function of Sliding Speed ------------ 96
48. Variation of Traction with Sliding Speed at Various Contact
Pressures------------------------------------------------------- 96
49. Influence of Rolling Speed and Inlet Temperature Upon the
Traction Coefficient ---------------------------------------------- 97
50. The Influence of Rolling Speed Upon Effective Viscosity---------- 97
51. Variation of Traction Coefficient with Sliding Speed Calculated
'by Crook's Theory, at Various Contact Pressures ------------------- 99
52. Mean Shear Stress as a Function of Shear Plane Temperature ------- 99
53. Friction of Smooth and Rough Discs as a Function of Maximum
Hertz Contact Pressure------------------------------------------- 100
54. Simplified Elastohydrodynamic Contact: With Temperature Effects
and Finite Rate of Increase in Viscosity------------------------- 100
55. Typical Plot of Coefficient of Friction Against the Ratio of
Peak-to-Valley Roughness/Theoretical Minimum Film Thickness ------ 101
x
LIST Or FIGURES (Continued)
Page
56. Friction vs. Sliding Speed Curve---------------------------------- 103

57. Apparent Viscosity vs. Mean Rolling Speed ------------------------ 104
58. Apparent Viscosity vs. Mean Rolling Speed ------------------------ 105
59. Comparison of Calculation in Simplified Theory with Solution
Profiles by Cheng ----------------------------------------------- 107
60. Comparison of Crook Data with Simplifiea Traction Calculations
---- Crook Data------------------------------------------------ 108
61. Comparison of Traction Predictions Ugicg Various Lubricant
Models. U = 157 in/sec ------------------------------------------ 109
62. Spinning Friction Apparatus -------------------------------------- 110
63. Spinning Torque as a F.;nction of SpLnning Speed------------------- 112
64. Point Contact and Contact Ellipse-------------------------------- 114
65. Line Contact Geometry ------------------------------------------- 116
66. Magnitude of the Stresses On and Below Surface Layer------------- 118
67. Shear Stress vs. x-Coordinate, at the Depth of Maximum Alter-
nating Shear Stress--------------------------------------------- 120
68. Range of Orthogonal Shear Stress as a Function of the Ellipti-
city Ratio b/a ------------------------------------------------- 120
69. Ratio of Shear Stress to Maximum Contact Stress vs. Ellipticity
Ratio ---------------------------------------------------------- 122
70. A Contact Zone with Normal and Tangential Stress Distribution--_-- 124
71. Variation of Shear Stress from Computer Calculations------------- 125
72. Contact of Rough Surfaces.--------------------------------------- 130
73. Cumulative Height Distribution and Typical Profile of a Ground
Surface -------------------------------------------------------- 131
74. Cumulative Height Distributions Showing the Effect of Wear on
the Initially Gaussian Height Distribution of a Bead-Blasted
Surface -------------------------------------------------------- 133
75. Cage Speed vs. Load and Inner Ring Speed -------------------------- 135
76. Illustration of Raceway Control --------------------------------- 136
77. Ball Loading Assuming Raceway Control of Ball Motion ------------- 138
78. Forces and Moments Acting on a Ball ------------------------------ 139
79. Cage/Shaft Speed Ratio vs. Thrust Load per Ball ------------------ 140
80. Influence of Velocity Parameter (U2 - U1 )/UI on Wear Modes -------- 150
81. Region of Smearing ---------------------------------------------- 155
82. The Two-Dimensional,.Plasticity Model ---------------------------- 160
83. The Effect of a Tangential Force on the Limit of Elastic Behavior
and Shakedown Limit --------------------------------------------- 163
F4. The Intensity of the Bulk Contact Stress ------------------------- 164
85. Influence of Elastohydrodynamic Lubrication on Bearing Life 168
86. Computer Program Flow Diagram ----------------------------------- 172
87. Protrusion Width ------------------------------------------------ 179
88. Protrusion Width vs. Velocity Parameter -------------- 133
89. Effect of Load Parameter on Protrusion Width --------------------- 184
90. Minimum Film IIckness vs. Velocity Paramecer -------------------- 185
xi
LIST OF FIGURES (Continued)
Page
91. Real Area of Contact vs. Specific Film Thickness ---------------- 187
92. Coefficient of Friction vs. Shear Rate Parameter for Heating
Parameter = 5 x I0 7- - - - - - - - - - - - - - - - - - - - -- - - -- - -- -- - - - - - - - - - - - - 189
Parameter = 10-6 ----------------------------------------------- 190
94. Coefficient of Friction vs. Shear Rate Parameter for .=eating
Parameter = 5 x 106------------------------------------------- 191
Parameter 10----------------------------------------------- 192
Parameter = 5 x 10-------------------------------------------- 193
Parameter = 5 x 10------------------------------------------- 194
Parameter = 10----------------------------------------------- 195
99a. Velocities with Respect to Bearing Centerline ------------------- 202
99b. Relative Velocities with Respect to Rolling Element ------------- 202
100. l00 vs. o for Lubricants Tested in the ASHE Report ------------- 203
101. Computer Input, Example I -------------------------------------- 206
102. Computer Output, Example -------------------------------------- 207
103. Computer Input, Example 2 -------------------------------------- 216
104. Computer Output, Example 2 ------------------------------------- 217
105. Computer Input, Example 3 -------------------------------------- 222
106. Computer Output, Example 3 ------------------------------------- 223
107. A Contact Ellipse---------------------------------------------- 228
108. Frictional Torque as a Function of Spinning Velocity --------- 231
109. Effects of Spinning Velocity on Frictional Forces and Torque --- 232
II-1. Pxotrusion Width Diagram ------------------------------------ 268

III--I. Smooth-Film Deformation Shape of an Elastohydrodynamic
Line Contact ------------------------------------------------ 272
III-2a. A Typical Surface Roughness Profile -------------------------- 274
III-2b. Abbott's Bearing Area Curve --------------------------------- 274
111-3. Detail Surface Roughness Shape ------------------------------ 274
111-4. Surface Roughness Profile and an Elastchydrodynamic Profile - 277
V-1. Grid Spacing Diagram for Pressure Calculatlon ---------------- 281
V-2. Exit Pressure Calculation ----------------------------------- 284
VIII-1. A Ball-Race Contact ----------------------------------------- 322
xii
LIST OF TABLES
Page
I. Candidate Synthetic Lubricants 7
II. Some Normal Paraffin Hydrocarbons 11
III. Viscosity Unit Conversion Table 16
IV. Typical Values for Isothermal Balk Modulus at 25C and 0 psig 37
V. Typical Densities of Various Oils 38
VI. Coefficients of Thermal Expansion, for Various Types of Oils 39
VII. Solubility of Various Gases in Petroleum Oil or Diesters 40
VIII. Typical Thermal Properties of Lubricants 44
IX. Measured Film Thickness Between Rolling Disks 53
X. F a i lu re M o d e s o f R o l li ng -E lem e n t B ea r ing s .......................- 14 3 -
XI. Classifications of Mild Wear Modes in Rolling Contact 150
XII. Surface Distress Data of Bodersiek (Ref. 184) 153
XIII. Variation of f, with Respect to a*, 1'/*, and Qm 176
XIV. Variation of f3 with Respect to c*, 13/a*, and Qm---------------- 177
XV. Numerical Functions of C, nl,and n 2 - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - 178
XVI. Analysis of e Based on Cheng's Isothermal Theory 180'
XVII. Analysis of e Based on Cheng's Thermal Theory 181
XVIII. Variation of e and C'with Slip 182
XIX. Sample Bearing Number 1, Deep Groove Ball Bearing---------------- 204
XX. Sample Bearing Number 2, Roller Bearing ......................... 215
XXI. Sample Bearing Number 3, Low Speed Angular Contact Bearing .......- 221
XXII. Sample Bearing Number 3. Low Speed Angular Contact Bearing

Film Thickness and Area Ratio as a Function of Oil Tempera-
ture . . . . . . . . . . . . . .. . . . . . . . . . . . . . . .. 226
tur -- - - - - - - - - - -- - -- - - - - - ----
- - -- - - - - - - - - --- 2
xiii
NOMENCLATURE
A2( 1 + -. - in-1
x Rx2
Area of contact 2in

A
c
a Semi-major axis of contact ellipse, in
S emi-minor axis of contact ellipse, in

b
Half Hertzian contact width, in
2
B ~b
2R'h
xo
B + 1
2Ry I 2Ry 2
CI, C2 Specific heat of body number I and number 2, BTU/lb-F
Cf Specific heat of lubricant , BTU/Ilb- 0 F

K2 1/2 R'E' 3 1/4
*Dl ()
TP1C IUI KI 4w3
111
D2 Same as Dl except with subscript 2
2
E E Modulus of elasticity of body number 1 and number 2, lb/in
V2 22 1 - 'V2 2
i - v2 -1
E' 2(--5_7 1 1 E 2 lb/i n 2
E E
e Protrusion width , in
e
e b
Fx, Fy Frictional force in x- and y-direction , lb
f Coefficient of friction
2
G Shear modulus , lb/in
G1, G2, G3 Friction parameter
xiv
NOMENCLATURE (Continued)
h
h*
h Film thickness , in
h0 Nominal film thickness (entrance film thickness),in.
hDOW Film thickness calculated by the Dowson and Higginson's formula, in
h* Film thickness near the exit where pressure gradient vanishes, iii
hmin Minimum film tbickness at exit , in
K1 , K2 Thermal conductivity of body number 1 and body number 2, BTU/F-hr-ft
Kf Thermal conductivity of lubricant , BTU/F-hr-ft
k Wear coefficient
Mz Frictional torque, lb-in
P Normal contact load , lb
p Pressure , lb/in 2
, lb/in 2
PHZ Maximum Hertzian pressure
p* Cut-off pressure separating the low and high pressure region,

2
in the modif:ed exponential pressure-viscosity law , lb/in
b
3
P Cf(U + U) b
0f
o 1 2-
2
16KR
,02oU2
24.
Kof
.. Qm K fT
R Radius of ball , in
RG Radius of race groove , in
R' Effective radius , in
xv
NOMENCLATURE (Continued)
R,R 2 Principal radius of bcdy number I and number 2 in x-direction, in
Ryl,Ry2 Principal radius of body number I and number 2 in y-directicn, in
R' R Principal effective radius in x- and y-direction, in

x y
r Radius of race, in
r. Radius of inner race, in
r0 Radius of outer race, ir
Shear rate, sec

UI - U 2
5
U2
T Temperature, OR
T Inlet temperature, OR
TI .Surface temperature of body number 1, o
T2 Surface temperature of body number 2, 0R

2ho
T Center film temperature at h , R
U I1 + U2
U 22 in/see "
UIU
2 Rolling speed at contact of body number 1 and number 2, in/sec
U
E' R'
x
ur Rolling velocity of race, in/kec
u,v Velocity components in the x- and y-direction, in/sec
us U2 - U1 I n/sac
vV + V2 in/sec
2
VSpeed perpendicular to the direction of rolling, in/sec
E'R'
x
xvi
I!
T
- NOMENCLATURE (Continued)
w Load per unit length, lb/in
x Cotordinate along the" film, in
b
x Contact zone dxit coordinate, in
y Coordinate across the film, in
-Pressure-viscosity exponent in the visocsity function

11 in2
. expf~p +( + yp) (i - Ib
.0
Pressure-viscosity exponent in the low and high pressure region
in the modified expohe tial viscosity law, in fl
*. Temperature-viscosity coefficient, OF
.81 Temperature-viscopity coefficient in the viscosity function

LL= exp[op -
e0 0 1 (T -TO)], 01F-
y Pressure-temperature-viscosity coefficient, in -"F/lb
Surface tension, lb/in
1211 U
AE'R'
2 x
w
x Relaxation time, sec

~Viscosity of .lubricant, lb-sec/in 2
2
4Effective
m
viscosity, lb-sec/in 2
2
40 Inlet viscosity, lb-sec/in
xvii
NO4ENCLATURE (Continued)
v Kinematic viscosity, in /sec
Vl,.V2 Poisson's ratio of body number 1 and number 2

h
0
p Density of lubricant, b/in3

lb/in 3
0o Lubricant density at inlet conditions,
3
piP2 Density of body number 1 and number 2, lb/in
-6
a Standard deviation of surface roughness, 10 in
lb/in 2
aia 2 ,o3 Principal normal stress component,
2
lb/in
ax) y az Normal stress components,
lb/in 2
0 Maximum alternating shear stress,
TxT yT z Shear stress components, lb/in 2

2
Tmax" Maximum shear stress, lb/in
IPS Side leakage factor for film thickness calculation
IT Thermal reduction factor for film thickness calculation
O(z) Surface roughness distribution function
ni -Angular velocity of inner race about bearing center, rad/sec
.0 Angular velocity of outer race about bearing center, rad/sec
W0 Angular velocity of ball/roller about its own center, rad/sec
WR Orbital velocity of ball/roller with respect to bearing center,

rad/sec
"I
s Spinning angular velocity of ball, rad/sec
xvi1
xviii
.4.1
SECTION I
INTRODUCTION AND SUIMMARX
Historically, the theoretical evaluation of roll.ng contact bearings has been

mainly a matter of determining the elastic behavior of the contact zone. As
loads, speeds, and temperatures have increased, it has been evident that this
treatment alone is iideqdate. Accurate predictions of bearing behavior undes
the conditions typica) of jet engine applications, for example, require a
thorough understanding of the elastohydrpdynamic conditions existing in the
loaded region. Elastohydrodynamics describes the fluid-mechanical interaction
of mating surfaces undergoing elastic deformation in the presence of a lubri-
cant under conditions where both the mechanical properties of the surf.ces and
the rheological properties of the lubricant contribute significantl to'the
resultant behavior.
Recent experimental daca show that highly loade'd angular contact bearings
using high temperature synthetic lubricants have much shorter fatigue lives
than classical bearing theory (Lundberg-palmgren) predicts. Th~se failures
appear to be due to the inadequate lubricant film in the contact zone. This in
turn permits metal to metal contact of local surface asperities, progressive
surface damage, and ultimate failure. Thus successful analysis of such applica-'
tions must include meaningful'prediction of Lhe separating film thickness. This,
in turn requires a thorough knowledge of elastohydrodynamic lubrication and the ,,,
parameters which govern it,. This report is addressed to such predictions.
This problem has been under study for some eighteen years-both here and abroad.
Gradually considerable insight has been achieved into elastohydrodynamic be-
havior. Unfortunately, perhaps because of the diverse aspects of this re-
search, there has been little work done in compiling and interrelating the
various results obtained and published. A critical study of the current itate-
of-the-art is both important and timely. It permits optimum utilization of
available knowledge and improved planning for continued research. The first
result is particularly important. si'Ice there is real immediate need for im-
proved predictions of safe operational limits of load, speed, temperature and
"* lubricant for high performance rolling contact bearings. Longer range, as
additional information is accumulated, still better techniques for analyzing
these variables can be evolved.
This report covers the work conducted during the first phase of a threerphase
program in elastohydrodynamic research as follows:
Phase I r Survey, assemble and summarize all available data on elastohy-

drodynamic lubrication, analyze the data, and prepare a Design Procedure
integrating these data and the best current theories. This, design pro-
cedure would provide a parametric approach to predicting film thickness
in the contact zone, percent asperity contact, and the relationship of
these factors to bearing.life and type of ultimate failure. Also as a
result of this analysis, points of conflict between theories or between
theory and experiment will be identified and those areas requiring ex-
perimental exploration or verification will be determined.
I.I
Phase II - Based on the experimental and analytical needs determined as
the conclusions of Phase I, experimental programr will be carried out
determining which factors are significant in defining behavior in actual
contact zones, critical lubricant properties, and the interaction becween
the two. In addition, any necessary extensions of analytical descrip-
tions of contact zone hydrodynamics and the influence of contact zone
dynamics on overall ball-bearing dynamics will be carried out.
Phase III - Following completion of the definitive experimental and ana-

lytical work of Phase II, the results, together with available data from
other sources, will be compiled and analyzed as the basis for generating
an improved and'more complete description of elastohydrodyiamic behavior.
This in turn will be interpreted for praetical utility as parametric
presentations from which significant bearing behavioral information, such
as zones of trouble-free operation, can be quickly determined. This
final report, essentially a Design Manual, will then form the basis for
rational bearing design and selection for aircraft turbomachinery.
The product ofthe first phase of the program is a Elastohydrodynamic Perform-

ance Calculation Procedure based on state-of-the-art data and the best current
theories. This design procedure provides a method for predicting film thick-
ness, percent asperity concact, temperature distribution, pressure distribu-
tion, and the relation of these factors to bearing life and type of ultimate
failure.
The Elastohydrodynamic Performance Calculation Procedure consists of computer

program which calculates all major variables in an elastohydrodynamic contact.
The input to the program consists of:
1. The radii of curvature in the direction as well as perpendicular

to the direction of rolling for both cpntacting surfaces.
2. The surface speed for both contacting surfaces.
3. The load.
4. Material data.
5. Lubricant data.
6. Surface roughness for both contacting surfaces.
With these input data the program calculates the following quantities success-
ively by means of a series of subroutines:
1. The nomil film thickness based on isothermal theory (the nominal
--ft ickness is the film thickness at the entrance region of the
elattohydrodynamic contact).
2.- The reduction of film thickness due to thermal and side leakage
effects.
3. The exit protrusion width and depth.
/ 4. Percentage of area of contact.
5. Contact friction.
6. Pressure distribution.
7. Mid-film and surface temperatures.
8. Subsurface and surface stress distributions.
2
I
!j
I.T The use of sulroutines provides a convenient way to replace any old methods
of caiculation with any new techniques which may be developed in the future
-- for any one of these variables. Using this approach, one does not have to
reurite the main cowputer program as the state-of-the-art of elastohydrody-
namic lubrication advances.
The computer program is primarily intended for use on rolling element bearing
contact problems. However, it has been made general enough so that it is
applicable to many other heavily loaded concentrated contact problems. Thus,
it should also find use in the design of gears, cams, and pivots.
To provide for improvement in the present calculation procedure, four areas of

further investigation are identified. These include contact friction, contact
film thickness, contact topology and lubricant rehology.
t3
.. f"/
SECTION II
STATE-OF-THE-ART IN ELASTOHYDR DYNAMIC UBRICATION
The theory of heavily loaded concentrat.ed contacts has been studied extensive-
ly in recent years. It is an interdiszip'inary theory involving the physics,
chemistry, mechanics, and metallurgy of the interacting surfaces. As such,
it is not an easy problem to grasp.and reduce to practical engineering pro-
cedures.
The necessity of extracting uveful information from this multidiscipline

field has received added impetus as manufacturers operate their equipment at
higher loads, temperatures, and speeds. This is particularly true in the
aircraft engine field where turbine engine bearings operating at 600 F and
DN LProdudt of the bearing bore in mm times the speed in rpm] values of 2
million are now being considered. Practical design criteria are needed to
define potential failure modes and predict the onset of these failure modes.
Because of the- multidisciplinary character of this problem ind the plethora

of literatdre on the subject, it is extremely difficult for the engineer to
digest all of the available information and make practical design judgements
from it. To aid the practicing engineer, an attempt is made in this section
to survey all o the available data on rolling and sliding contact lubrica-
tion and to determine its usefulness for design. In addition, the basis is -,
laid for a preliminary design procedure which is discussed in Section III and
attention is focused on those remaining problems which have not yet yielded
to the continuing research effort in this field.
1. PHYSICAL PROPERTIES OF LUBRICANTS FOR,ELASTOHYDRODYNAMIC LUBRICATION
This chapter has two main objectives. The first is to present engineers with
a simplified picture of the 'hemical and physical behavior of a variety of
petroleum and synthetic lubricants, and the second is to summarize the lubri-
cant properties which are 'known to be important for elastohydrodynamic lubri-
cation.
a. Development of SyntheticOils
Petroleum lubricants are naturalfceurring compounds of carbon and

y',5drogen (hydrocarbons) which can be refined to produce oils having
a wide range of viscosities. Although certain molecular structures
predominate in theseoils, depending on theirgeographical origin and
'the refining process a random sample of petroleum oil will contain
hundreds of differel molecules in small quantities. Typical analyses
will repott the percetages of'various ring structures and the percent
of straight or branch chain hydrocarbons and will ignore the fact that
less than one percent of -the oil probably consists of a large number
of various molecular spdcies of undefined composition. This is rea-
',nable since these trace compounds have no effect on the bulk proper- 5
4
44
jI
ties of the oil such as viscosity, density, etc. However, they do
have a strong influence on oxidative stability since many of these
compounds are naturally-occurring oxidation inltibitors. They also
have a marked beneficial effect on the boundary lubrication charac-
teristicc of the oil.
The average molecular weight of zhe compounds in the oil will deter-
mine the viscosity grade, while the predominant molecular structures
will govern its physical characteristics.
By chemical synthesis, it is possible to make fluids which have simi-

lar, or oftentimes vastly improved, physical and chemical character-
istics as compared to petroleum oils. Aside from the fact that syn-
thetic oils are of major interest for aircraft engine application,
because of the need for certain physical characteristics and oxida-
tive stability which conventional petroleum oils cannct satisfy, syn-
thetic lubricants may offer many advantages in laboratory studies.
These fluids are generally reasonably pure chemical compounds and,
in certain cases such as the esters, the fluid is made up of one type
of molecule. 1hus, the problem of assessing the effect of the complex
structures found in petroleum oils can be eliminated or at least re-
duced.
The need for high performance lubricating oils is a fairly recent de-
velopment. Up to the time of World War II, conventional petroleum
oils were adequate for most machinery. Although synthetic hydrocar-
bons and polyalkylene glycols were commercially available before 1940,
their use was restricted to very speciqlized applications. Even the
petroleum oils that were being used at that time were relatively
crude forerunners of the highly compound motor oils that are availa-
ble today. Many of these oils contain ten to fifteen percent of syn-
thetic compounds, added to improve viscosity characteristics and
chemical stability.
During World War II., the synthesis of new fluids as substitutes for
petroleum oils was given considerable attention, particularly in
Germany. Some work was also done in the United States, mainly on
instrument lubricants, but this effort was limited because there was
no pressing need for replacing petroleum oils. 'The development of
the aircraft gas turbine engine for military use marked the turning
point where the favorable properties of synthetic oils began to over-
shadow other factors, such as cost and a lack of background experience.
The first aircraft turbine engines were lubricated with grade 1010
petroleum oil. Problems with meeting the -65F low temperature start-
ing requirement caused a shift to a grade 1005 petroleum, but this
oil was excessively volatile and had very low viscosity at normal
engine operating temperatures. It was this low temperature problem,
and the need for fluids with lower volatility characteristics,
which really sparked the interest in synthetic oils.
The first synthetic oil to be used was a compotnded diester-base lubri-
5
cant, specification MIL-L-7808. Later modifications of this oil
(now MIL-L-7808G) include esters other than the diesters. This is
classed as a Type I oil. Problems were anticipated with this oil in
many turbo-prop and heLicopter transmissions because the viscosity
at the normal operating temperature was not thought to be high enough
to provide adequate lubrication for heavily-loaded gears. A com-
promise lubricant, he MIL-L-23699 oil was developed bM relaxing the
low temperature starting requirement from -65 0 F to -40 F. This per-
mitted the use of a higher viscosity ester-base fluid which was
thought to bea more effective gear lubricant. This is classed as a
Type II oil.
The Air Force also has a specification, HIL-L-9236, for a lubricant

capable of operating at bulk oil temperatures on the order of 10OF
higher than the HIL-L-7808. This 9236 oil has a minimum viscosity
requirement of one centistoke at 400F. However, it has been found
that the candidate fluids have less resistance to degradation than
the MIL-L-7808 when "hot spots" are encountered. A new specification
lubricant, MIL-L-27502 is now being developed. This oil will have a
low temperature use limit of -40F, but will have a minimum viscosity
of one centistoke at 500F and will be able to operate at a bulk oil
temperature of 425F. For reference purposes, abstracts of these
specifications are shown in Appendix I, Table I-V.
All of the oils described above are based on synthetic esters. How-
ever, there are also many other classes of synthetic oils which have
also been studied extensively. Some of these are listed in Table I.
It is difficult to rank these fluids on the basis of physical proper-
ties because small changes in structure, or the use of additives, can
change the ranking appreciably.
Most of these synthetics are now being used for specialized applica-
tions, but each has certain disadvantages which have prevented them
from gaining wide acceptance. Of these fluids, the silicones and the
polyphenyl ethers are probably of the greatest current interest for
high temperature bearing usage.
In the last few years, there has been a growing awareness,-of the im-
portance of elastohydrodynamic (EHD) effects on the lubrication of
rolling contact bearings and gears. Under the extremely high unit
pressures which are generated in the contacyareas, the lubricant
viscosity can increase many-fold, and can thus support appreciable
loads. However, the oil will also be subjected to high temperatures
and high shear stresses, both of which tend to negate the increases
in viscosity with pressure. The combined effect of temperature, pres-
sure and shear on lubricant viscosity is still imperfectly understood.
In addition, there are other physical characteristics of the lubri-
cant such as: density, compressibility, dissolved gases, etc., that
may play an important role in elastohydrodynamic lubrication.
6
TABLE I
CANDIDATE SYNTHETIC LUBRICANTS
VISCOSITY
LUBRICANT rEkPERATURE THERMAL OXIDATION BOUNDARY
-TYPE CHARACTERISTICS STABILITY RATE LUBRICATION
Esters B(a) C-B C* A*
Dimethyl and
methylphenyl A B B D
silicones
Halogenated BEA B B B
silicones
Silicate A C-B C* C-B*

esters
Fluorinated
and
h nd D C-A B-A B-A
chlorinated
hydrocarbons
Synthetic
hydrocarbons
and C-B B C* B-A*
super-refined
mineral oils
Polyphenyl D-C A C C
ethers
(a) Relative ranking, A is best, D is poorest
* Good response to use of additives
7
b. Basic Relationships Between Structure and Physical Properties
A detailed review of the effect of changing chemical composition or

structure on the physical properties of oils is beyond the scope of
this discussion. Ref. 1 presents some guidelines which can be used
to predict physical properties from chemical structure. However, the
important point to bear in mind is that the same basic laws govern
both the petroleum oils ond the synthetic oils. The-magnitude of the
attractive forces, the geometrical structure, the flexibility of Lh
molecule, and the freedom of rotation around bonds will determine the
physical properties of the oil, regardless of whether it is a natural
product or a synthetic. This fact is important to bear in mind be-
cause there is a tendency to regard many lubricants, particularly the
synthetic oils, as being unique species. As far as physical behavior
is concerned, the differences are often more apparent than real. The
purpose of this section is to point out the fundamental relationships
and differences which do exist among the various lubricating oils and
to present as simple a physical picture as possible of the behavior
and properties of these liquids. For more detailed discussions of
the structure and behavior of liquids, Refs. 2 through 5 should be
consulted.
A liquid is made up of a large number of individual molecules. Visual-

ize that, on a submicroscopic scale, each of these molecules has a
shape roughly like a broken match stick. The individual molecules
occupy a definite physical space and have certain limitations on their
geometrical shape. However, they are not rigid, static bodies. Kin-
etic theory shows that each molecule is constantly in rapid and chaotic
motion, just as it would be in a gas, and that this motion is theor-
etically independent of molecular weight and structure. The motion
is governed only by the absolute temperature. Thus, each of these oil
molecules is spinning, gyrating, elbowing its nearest neighbors and
continually changing its position.
The forces that hold these molecules together to form a liquid are
basically electrical in nature. Even though each individual molecule
is electrically neutral, shifts in electron density can and do occur
within the molecule, and this results in stray fields of forces which
induce unbalanced forces in neighboring molecules. This is analogous
to the situation where two magnets of equalpole strength are arranged
as shown below.
S
N
Although these magnets are completely balanced, they still show a

residual field of force which can be demonstrated by the use of iron
filings. The same condition holds true in a molecule. Stray fields
8
of electrical force can set up large attractive forces for neighboring
molecules. This effect is much more important if the molecules do not
have a symmetrical chemical structure. For example, if this molecule
with the match stick shape is symmetrical except for a different group
"* of atoms at one end (polar group), there is a built-in electron unbal-
ance (dipole moment) in the molecul-, which is much more potent than
the induced fields of force (induced dipole moment) described above.
These forces of attraction between molecules in a liquid are only

effective over a short range since they vary inversely as the seventh
power of the distance between molecules. However, they are actually
very large since the distance between molecules is only slightly
- -larger than the diameter of the molecule. Because the forces fall
off very rapidly with distance, no long range order exists and, there-
fore, the liquids can flow in response to any shear stress. Larger
molecules will have more volume and surface acea. They will, there-
fore, exert larger attractive forces toward neighboring molecules.
If an attempt is made to compress the liquid, the molecules can squeeze

together to some extent, but then forces of repulsion begin to take
over and impose a definite limit on the amount of volume change that
can be achieved. Unlike gases, where the distance between molecules
is large and the volume can be compressed many times before forces of
repulsion start to take effect, liquid have very limited compressi-
bility.
Summing up these conditiois to this point:
0 A liquid is made up of individual molecules which are constant-

ly in rapid and chaotic motion. The kinetic energy of transla-
tion of these molecules is governed only by the absolute tem-
perature.
0 These molecules are held together by short-range electrical

forces of attraction. The distance between molecules is bal-
anced by the attractive forces which hold the molecules to-
gether, and the repulsive force-s-whichlimit the amount that
the volume can be compressed.
" Because these electrical forces fall off very rapidly with dis-
tance, liquids have only short range order. Therefore, liquids
can respond to any type of shear stress.
* Larger molecules, because of their volame and surface area,

exert larger attractive forces (electrostatic).
To illustrate some of the foregoing statements, consider the case of

a series of straight chain hydrocarbons (paraffins). The shape of
these molecules is very much like a match stick. These molecules
consist of a series of carbon atoms arranged in a straight chain with
hydrogen atoms attAched to each carbon atom to satisfy all of the
9
/
valence bonds. The simplest member of the series is a gas, methane,
which consists of one carbon atom surrounded by four. hydrogen atoms.
H-C -H
The next member of the series, ethane, has two carbon atoms:
H H
H A ____- H
Each succeeding member in the series has an additional carbon atom so

that the structurecan be represented by:
H
I T H
where n can be any whole

-- -number from one on up.
SHt
Some of the physical properties of this series are listed in Table II.
At room temperature and atmospheric pressure, the short chain members
of the series (up to 4 carbon atoms in the chain) are gases. This is
because the volume and surface area of the molecules is too small to
exert attractive forces large enough to keep the molecules together
unless they are forced together under pressure. If the temperature is
lowered so that the kinetic energy of the molecules is reduced, then
the gases will condense to the liquid state.
As the chain length of the molecule is increased, the forces of attrac-

tion between the molecules become larger and liquids are obtained.
With molecular chain lenZ-,.j above seventeen or eighteen carbon atoms,
these materials form waxy solids. To convert them to the liquid state,
it is necessary to raise the temperature until the kinetic energy of
the molecules can overcome the attractive forces, and break up any
long range order.
The viscosity of a liquid is basically the resistance of the molecules

to move-past each other against the attractive forces which are trying
to hold the molecules together. Since these forces increase as the
size of the molecules increase (increasing molecular weight), the
10
V
LTABLE II
SOME NORMAL PARAFFIN HYDROCARBONS
4olecular
Formula Name Boiling Point Melting Point Density at 20C
oc oC 2/cc
H4 Methane -161 -184 -

2H6 Ethane -88 -
3H8 Propane -45

H n-Butane +0.6 - 0)
0.60. (at 0C
4 10
H n-Pentane 36 -148 0.631
5 12
H n-Hexane 69 -94 0.658
6 14
7H16 n-Heptane 98 0.683
8H18 n-Octane 126 -98 0.702
9H20 n-Nonane 150 -51 0.719
H Decane 171, -32 0.747
'1022
H24
Hi Undecane 194.5 -26.5 0.758
i12H
12 26
Dodecane 214-216 -12 0.768
13H28 Tridecane 234 -6.2 0.757

14H30 Tetradecane 252.5 5.5 0.774(at m.p.)
H15H32 Pentadecane 270.5 10 0.776(at m.p.)
16H34 Hexadecane 287.5 18 0.775 (at m.p.)
H Heptadecane 303 22.5 0.777(at m.p.)
'17H36
18H38 Octadecane 317 28 0.777(at m.p.)
H Nonadecane 330 32 0.777(at m.p.)
'19H20H42
40 Eicosane 205 36.7 0.778(at m.P.)
(at 15 mm)
11i
VI
molecules which contain more carbon atoms in the chain are more vis-
cous and have a higher resistance to flow. As the temperature is
raised, the kinetic energy of the molecules increases and this ther-
mal agitation reduces the forces of attraction, thus decreasing the
viscosity of the liquid.
Up to this point, the discussion has been confined t o one molecular

geometry and'chemical composition, the straight-chain hydrocarbon
series. This particular'lydrocarbon molecule has a high length to
diameter ratio and is very flexible with very little hindrance to
free rotation about the -carbon-carbon bonds. If short chain or cyclic
groups are attached to the long chain, this will affect the geometrical
alignment of the molecules and may inhibit the rotation of the carbon-
carbon bonds.
Schematic Representation of Long Short Side Chain

Straight Chain Hydrocarbon Schematic Representation of
Side Groups Attached to Main

Hydrocarbon Chain
Since the molecules cannot be packed together as neatly with these

appendages sticking out of the chain, the molecular spacing will be
different. Thus, the force fields holding the molecules together will
vary and this will change the melting point, viscosity, and viscosity-
temperature characteristics of the oil. Likewise, if other atoms,
such as oxygen, are inserted in the main hydrocarbon chain:
-C - C - 0 - C - C - C - C - C-
tether linkage
the physical properties of the liquid will be different because of

changes in the bond rotation.
In addition to the straight-chain, paraffinic hydrocarbons, there are

also many hydrocarbons which have a ring structure From the stand-
point of the lubricants, the most important members of this class are
the aromatic compounds which are ring structures with a particular
type of electronic bonding between the carbon atoms. The basic struc-
tures resemble the following atomic arrangements.
H H H
HC CH HC NC " H
HC( , .CH 4ZHC,
H H H
Benzene Naphthalene
12
These aromatic compounds have higher attractive forces between mole-
cules than the paraffinic-base oils and, as will be noted later, this
influences many of their physical properties.
The point is worth mentioning because petroleum oils can be either

predominantly parLffinic (straight chain structures) or aromatic, de-
pending on the particular source of origin and method of refining.
There is one more aspect of molecular structure which should be given

more attention because of its importance in boundary lubrication.
That is, the polarity of the molecule. As was noted before, if a
molecule, such as a hydrocarbon, has a different group of atoms attach-
ed at one point, there is generally a built-in electron unbalance in
the molecule so that it behaves like a bar magnet with opposite poles,
even though the overall molecule is electrically neutral. It has been
found that certain groups of atoms are especially important in creat-
ing this polarity. These include: -.
-OH alcohol"group
-COOH acid group
-NH2 amine group
-CONH2 amide group
These groups could be atta 'ied to a carbon atom at any point on the
hydrocarbon chain (by substituting the group for a hydrogen atom).
However, the.greatest benefit in boundary lubrication is achieved by
having the group attached at one end. For example, stearic acid has
the following struc ure:
H HI H
H-C - C -d - C - COOH
'14
When an oil, which contains some stearic acid in sclution, is in con-

tact with a metal surface,'these molecules are attracted to the sur-
face with. the polar group oriented toward the metal. This forms a
layer of molecules which are oriented vertically so that the hydro-
carbon
II!i~i.h -hydrocarbon chain

/ / polar group
portion stands up away from the surface. The adherence of the layer
depends on two factors, the strength of the dipole moment which is
pulling the molecule down against the surface and the strength of the
lateral forces of attraction which are holding the hydrocarbon por-
tions of the molecules together. Both of these forces are important
and it has been shown that good boundary lubrication is only obtained
13
when the chain length of the hydrocarbon portion of the molecule is
greater than 14 carbon atoms.
More detailed descriptions of the mechanisms by which polar molecules

function can be found in many publications (e.g. Refs. 4, 6, and 7).
The subject is very significant in any work on surface effects such
as: partial elastohydrodynamic lubrication, boundary lubrication, cor-
rosion inhibition, detergency, metal passivation, etc.
The physical properties of the lubricant which are believed tc be the

most significant in EHD lubrication include:
Nominal viscosity of the fluid

e Changes in viscosity with temperature, pressure and shear rate
The bulk modulus (compressibility) of the fluid
he bulk modulus does not enter into the film thickness calcula-
tions, but it is believed to be a signific~nt factor which in-
fluences both temperature and pressure peaks in the filml.
In addition 'to the above, there are other properties which may have an
important influence on the results obtained. These are: ,
Fluid density
Gas solubility
Wetting effects and surface films
Thermal properties of the oil
Effect of 'polar compounds
Each of these is discussed briefly in.-the following paragraphs.
(1) Nominal Viscosity: of the Fluid .
As noted previously, the viscosity of a fluid, is basically the

resistance of the molecules to move past the force fields of
neighboring molecules. Suppose that a film of oil is placed
between two parallel planes, as shown-in FN. 1, with the bottom
one stationary, and that the upper'plane of area A is moved with
a constant velocity of U by means of a force, F, The oil mole-
culeg slide over one another in layers betweehi the flat planes.
Since the Oil will 'wet" and cling to the two surfaces, the -
bottcm-most layer will not move at all, the uppermost will move
with a velocity, U, and each intermediate layer will move with
a velocity directly proportional to its distance from the sta-
tionary bottom plane. This orderly type of movement in parallel
layers is known as streamline, laminar or.viscous flow. The
F required to impart motion to the layers
force per unit area (A)
is called the shear stress, while the movement of one layer of
oil relative to another is the shear strain rate. The rite of
14
shear (S) of a particular layer, sometimes called the velocity
gradient, is defined as the ratio of its velocity to its perpen-
dicular distance from the stationary surface, and is constant
U UI U2
=
for each layer: S =h h etc. Newton correctly deduced
that the force (F) required to maintain a constant velocity (0)

of the upper plane was proportional to the area (A) and to the
velocity gradient or rate of shear (U). This, in equation form
U
is, F = "A - where 4 is the proportionality constant, or the co-
efficient ot viscosity, or simple viscosity of the absolute or
dynamic type. By rearranging the equation, absolute viscosity
is thus defined as:
F
Shear Stre;s A
= Rate of Shear = U (1)
h
If the metric system of anits (cenimeter, gram, second) is used

as shown in Fig. 1, shear stress (.) is expressed in dynes per
square :entimeter, rate of shear ( ) in reciprocal seconds, and
absolute viszcsity in poises or centipoises.
FF U U
h2 h
b 1 h2
Fig. I
Factors for converting the various units of viscosity are given

in Table III. As shown in Fig. 2, the viscosity of a Newtonian
fluid is independent of shear rate and the shear stress is dir-
ectly proportional to the rate of shear.
15
TABLE III
CONVERSION CONSTANTS
Viscosity Conversion Factors
Multiply By To Obtain
Stokes cm2/sec) Density (grams/cc) Poises (grams/cm-sec)

Poises 100 Cent poises
Centistokes 1.55 x 10- (in. /sec)
Centistokes Density 7 Centipoises
Centipoises 1.45 x 0o Reyns
Centipoises 1.45 x 10- 7 Slugs/in.-sec. 2
Centipoises 1.45 x 10-7 lb force-sec/in
Centipoises 2.42 x 059 (lb force-min/in. )
Centipoises 5.6 x 10"5 (lb mass/in.-sec) 2
Centipoises 2.088 x 10- (slugs/ft-sec) or (lb force-sec/ft
Centipoises 6.72 x 10-4 (lb mass/ft sec) or (poundal-sec/ft )
Power Conversion Factors
Horsepower 550 ft-lb/sec

Horsepower 0.7457 Kilowatts
Horsepower 0.7068 Btu/sec
Horsepower 2544 Btu/hr
Energy Conversion Factors
iorsepower-hours 2.68 x 10 Joules

Horsepower-hours 2.74 x 106 Kilogram-meters
Horsepower-hours 1.98 x 10 Foot-lbs
Horsepower-hours 0.7457 Kilowatt-hours
Volumetric Conversion Factors
Cubic feet 1728 Cubic inches

|
Cubic feet 7.481 U. S. gallons
Cubic feet
Cubic feet
28.42
0.02832
Liters
Cubic meters I
16
NEWTONIAN LIQUID
RATE OF SHEAR RATE OF SHEAR
A B
Fig. 2 A. Viscosity independent of shear rate

for Newtonian Liquid.
B. Flow curve for same liquid.
Many oils do not show this Newtonian behavior. As the oil is

sheared, the viscosity may decrease. Since the viscosity can
vary over a wide range, depending on the shear rate, the term
Apparent Viscosity is often used. This is the effective vis-
cosity of the oil at some specified shear rate.
The most important types of flow behavior for non-Newtonian lub-

ricants are: plastic, pseudoplastic and thixotropic. Fig. 3
shows the characteristic behavior of these types of lubricants.,
Greases are plastic, i.e. a certain yield stress must be applied

before they yield and flow. Pseudoplastic lubricants will yield,
but the apparent viscosity decreases with increasing shear rate.
The higher molecular weight silicones also behave in this manner.
Polymer-thickened oils show a decrease in viscosity with shear'
until some limiting value is reached when they become Newtonian
again.
Thixotropic lubricants show a decrease in viscosity with time,

even at a constant shear rate. If the lubricant recovers to its
original value of viscosity when the shear effect is removed,
this is called reversible tbixotropy. If not, it is irreversi-
ble. Some polymer thickened oils show this type of behavior.
A number of excellent reviews have been written on the subject

of oil viscosity and the measurement techniques that are used,
e.g. Refs.'8 through 10. Bondi (Ref. 2, pages 40-46) has pre-
sented a brief discussion of the theory of viscosity. Ref. 11
17
PLASTIC THIXOTROPIC
-* >- PSEUDO-PLASTIC
1-4 1-4E-4
0
E U
0 W
0
(At Constant Rate

RATE OF SHEAR RATE OF SHEAR of Shear)
L..
U3,
0
SHEAR STRESS
Fig. 3 Types of Non-Newtonian Viscous Behavior
18 .,I-9674
treats the subject from a practical viewpoint. Murphy and Zisman
(Ref. I) discus- the subject as ft relates to structural chemis-
try.
Standard methods are available for the measurement of viscosity

as a function of temperat-re (Ref. 12). Since the attractive
forces between molecules determine the viscosity of the fluid,
it follows that thexhigher viscosity oils will have greater pro-
portions of large ihigh mole:ular weight', molecules. This fact
is the basis for the ASI method of aetermining" the average
molecular weights of petrole.m oilS from viscosity measurements
(Ref. 13). Considerable work has also been done to develop
techniques for measuring the effect of shear rate on viscosity,
e.g., Ref. 14. Some if this effort is described in greater de-
tail on pages 28-30.
Mentior shculd be made here of the significance of the term

iVviscoelastic:ty". If a liquid 1s stressed rapidly enough, there
may not be sufficient time for flow to occur and the, liquid will
behave partially a an elastic solid. The combined viscous and
elastic effecta are covered by the term viscoelasttcity. This
is discvssed on page 33.
The bulk viscosity of o:,s can be adjusted by several techniques.

For example, light and neavy atocks of the same type of oil can
be blended together. Standard blendirg charts are available for
this purpose. In the case of polymers, such as the silicones or
the polyalkylene glycols, the average molecular weight and molec-
ular weight distribution of the molecules can be increased. Fin-
ally, small percentages (on the order of.5 - 10'.) of very high
molecular weight pclymers can be added to an oil. This latter
technique is being u-sed to blend multigrade motor oil.
Anyo.e of these three procedures could be used to make an oil

with a particular bulk viscosity at. a specified temperature. How-
everz, as will be discussed in the next sections, the behavior
of the oil in a practical mechanism, where it is subjected to
shear and pressure, may be very dependent on the exact procedure
that was used to blend multigrade m3tcr oils.
(2) Changes in Viscosity
The rheological properties of lubricants, that. is, the relation

between deformation and stress, is of primary importance in lub-
rication. The most important rheological property of an oil is
viscosity. This varies with temperature, pressure, shear rate
or stress, time, past history and molecular type. in the pre-
vious sections, the relat:cnshp between viscosity =nd the mole-
cular type of the fluid was discussed and the definition of vis-
co ity was given., in this section, a discussion of the varia-
tion of viscosity with each of the other,variables, a discussion
19
of the attempts to understand the combined effects and correla-
ti:ns, and a br:ef presentation of some less well understood
rheol3g:cal considerations will be given.
The study of the viscous behavior of lubricants dates back to

before the beginning of this century. In the early work, much
attention was given to the variation of viscosity with tempera-
ture and pres3ure, because viscosity exhibits one of the largest
charges with temperature and pressure of all physical properties.
Consequently, the variation of viscosity with temperature, and to
a lesser extent, pressure, are quite well understood. However,
the variation of viscosity with shear rate is considerably more
in doabt in spite of the fact that the first studies of this
phenomenon also date back to the last century. As pointed out
earlier, the variation of viscosity with shear rate is referred
to as non-Newtonian behavior. The implications of non-Newtonian
behavior in labrication are only poorly understood and are the
subject of much study and controversy (Ref. 15). --
(a) Temperature Effects
The viscosity of liquids, and the rate of change of viscos-

ity with temperature, decreases with increasing temperature.
Within any class of fluids, the higher the viscosity is, the
greater will be the rate of change of viscosity with tem-
perature. This is true whether the viscosity incrcdse is
due to a lower temperature, a higher pressure or an in-
cr 'ased molecular weight. The rate of change of viscosity
w jh temperature for the fluids under consideration in this
wdk ranges from about 6% per OF at 0 F to 2/3%per OF at
34 F. As discussed earlier, when the temperature of the
fluid is increased, thermal agitation of the molecules re-
sults in a reduction of the forces of attraction between the
molecules. Thus, the viscosity or resistance to flow is
decreased.
The variation of viscosity with temperature at atmospheric

pressure and low shear rates is easily obtained by well-de-
veloped techniques. Standard methods for measuring the
vis:osity are described in detail by the ASTM (Ref. 12).
Thelefore, these data are generally available from the
suppliers of any fluids.
By empirically fitting curves to viscosity-temperature data,

the Walther equation can be obtained. It is valid for
hydrocarbons and most other materials and is as follows:,
loglog (v + k) nlogT + C (2)
20
where: V _ kinematic viscosity, Cs
k = constant between 0.6 and 0.8
T = absolu:te temperature in degrees Rankine
nC = are constants for the given fluid
The'Walther eqsation has been employed by the ASTM to gener-
ate Athvscosity-temperature charts, (Ref. 16) which are
printed with scales to include the variation of the "con-

stant", K, in the Walther equation. The viscosity-tempera-
ture curves for some of the fiuids of interest in this pro-
gram are shown in Fig. 4.
The advantage of these charts is that the viscosity of vir-

tually all fluids, as a f-action of temperature, is a straight
line over-a very wide range of- temperatures. This allows
the measurement of v-scosity at a few temperatures (gener-
ally two) to be used to predict the viscosity at other
temperatures. Exceptions are fluids which do not give a
straight line on the charts, such as certain polyalkylene
glycols, and the low temperature behavior of all fluids. As
the temperature i. redaced, the viscosity of all fluids-rwil,---
at scme temperature characteristic of the fluid, begin to
deviate from the straight line relationship on the ASTM
charts. This deviation s generally related to phase changes
that occur at low temperature, and therefore, is a function
of the molecular type and weight of the6constituents. in
general, cyclic molecules ill exhibit phase changes soone
than linear molecules. Higher molecular weight materials
have phase changes at higher temperatures within a given
class of fluids. The deviation from the straight line be-
havior always results in the actual viscosity being higher
than that predicted by the s:raight line extrapolation to
low temperature. At high temperatures, above -350 F, the act-
ual viscosity is usually lowerithan the extrapolated values
would indicate.
Within a given class of fluiids, the cyclic molecules give a

greater change of viscosity-with temperaturl tha7 do the
straight chain type molezules, and within each of these cate-
gories* the higher molecular weight materials show a greater
change of viscosity with temperature The straight chain
polydimethylsiloxanes have the least tempergture sensitive
viscosity of any liquid, at a comparable viscosity.
Several different methods exist to describe the variation of

viscosiiy with temperat Ure. Most of these suffer fr'om a
lack of generality and an inability to be readily incorpora-
ted into the engineer's physical intuition. The most common
system is the Dean and Davis iscosiry index which is an ASTM
method (Ref. 17). This method compares tne viscosity varia-
tion of the unknown fluid between 100 0 F and 2100F with that
of two sets of standard fluids. One set of standard fluids
is arbitrarily said to have zero VT because they have a,
21
large variation of viscosity with temperature and the other
is said to have a VI of 100 because it has a relatively
small change of viscosity with temperature. One fluid is
selected from each of the standard sets so that all three
fluids have the same viscosity at 210F and then the viscos-
ity index of the unknown fluid is defined as the following
VI lOOx L-U (3)

u L-H
where L, H, and U represent the viscosities of the low VI .

standard, the high VI standard, and the unknown fluids at
100 F, respectively. With the use of the ASTM publication
(Ref. 17), it is necessary only to know'the viscosity of
the fluid in question at 100F and 210F to determine the
viscosity index of that fluid from a table. This method
was conceived in the early thirties and today it is not un-
common for fluids to have viscosity indices greater than
100 or less than zero. For example, from Fig. 4, the sili- .-
cone has a VI of 172 and the five ring polyphenyl ether has
a VI of -74.
Two other methods are often used to describe the viscosity

variation of a fluid with temperature. They are the vis- 4
cosity-temperature-coefficient (VT-C) and the viscosity-
temperature-modulus (VT-M). They are defined as follows:
VTC - kinematic viscosity at 210 0F. cs (4)

kinematic viscosity at 100F, cs
VT-M .. 1 dv dlnv . Av . - (5)

v dT dT VT)
The VTM is a function of temperature and therefore must be

specified at a particular temperature. It is also commonly
referred'to as the viscosity-temperature coefficient. Noce
of these parameters are very useful by themselves,
The Walther equation given above is'somewhat cumbersome and

difficult to employ' in any analytical investigation. There
are several other expressions which, are useful in rep'esen-
ting temperature-viscosity relations and are most applicable.
These are valid over muth-smaller'temperature ranges and the
smaller the temperature range of interest, the simpler the
expression required. Three of these are worthy of mention.
They are, in order of decreasing temperature range of appli-
cability,
v+A = BT (6)
22
I-.-= w4O
_ _
-3 .0
MILLIO C3
j0
uju
toJ '-j0
L ----- 00-
LL-_ R 0
00
0 0
>~
";om 1 "4
8. 0
If 0 04
0
OF
~mn-j
Ilz )ISN3 AISSA Lb3N)
1111
II ko 111IY 023
B/ T () !
SAe
V AT + BS (8) !
where particular
A, B, and C are constants which must be determined for
~each case.,.
The rather large variation of viscosity with temperature can

be a source of difficulty in viscometry and lubrication be-
cause, in each of these cases, mechanical energy is bein-
dissipated through viscous action into thermal energy. This
causes the local temperature to rise, which in turn causes
the viscosity to decrease. In low shear rate viscometry, I
which is the most common, viscous heating is no problem.

However, when investigating the effects of shear rate at
high shear rates corresponding to practical applications,
particular care mast be taken to avoid the difficulties
associated with vLscos heating. In capillary viscometry
studies, Gdrrard and coworkers (Refs. 18 through 20) have
determined the dpper limits of energy dissipation where ex-
cessive. emperature increases o cur. They employed the two
limiting thermal boundary conditions to find these limits,
namely, the isothermal wall and the adiabatic wall cases. -
Novak and Winer (Ref. 21) have shown that it is possible to
make measurements at slear rates higher than the limits
given by Gerr'ard et al by making the measurements over a
very short period of time. The heating problem also exists
in rotational viscometers and is discussed in sqme detail I
in VanWazer (Ref. 8, pp. 82-85).
The heat.of compression, that is the temperature rise resul-

ting from the work done on the fluid during compression-,
will also cause a change in the viscosity. For typical
hydrocarbon fluids undergoing adiabatic compression this
temperature rise is about lO0 to 15F per 10,000 psi pressure'
increase. /
*(b) Pressure Effects
The effect of pressure on' the viscosity of fluids has bee/

studied for many years with P.W. Bridgeman (Ref. 22) as
the earliest and most prolific investigator The ASE study
(Ref. 23) was a direct result of Bridgeman pioneering!
work and still stands as the most complete tudy related
directly to lubricants. In essence, the eafect of pressure
on viscosity is determined by the molecular spacing forces
and forces of attraction between molecules. As shown in
Fig. 5, the viscosity of naphthenic fluids increases more
rapidly with pressure than that\for paraffinic fluids.
This is because the naphthenic fluid molecules have stronger
cohesive forces, and are more closely packed, than the
24
2II
100,000-
10,000
I tOO I
425O
Hflv57
p~raffinic fluid molecules. In general, it is to be ex-
pected-that the increase of viscosity with pressure with-
in a given class of fluids will be greater for cyclic
molecules than for the linear molecules.
in general, the effect of pressure on viscosityis influen-

ced by the pressure level and the bulk viscosity of the"
fl,4id. An increase in pressure at a high pressure level
will have mcre effect on the viscosity than the same in-
crease at low pressure. This is the result of the fact
that, at high pressure, most of the free space between the
molecules has already been taken up. A fluid of high vis-
cosity (high molecu.lar weight will showi-a greater vis-
cozs:ty change tha - a lo mclecular weight fluid for the
same increase in prz,3_, o
Pressure viscosity data are usually presented as isotheYms

o-. a log %iscos y vgrs-s pressure curve such-as that in
Fig. 5. 1o a firat approximation, the, variation of viscos-
ity with prt'ss-re is exponential and, therefore, would be
a straight iine on a semilog plct. The experimental rela-
0 (9)
is ofien used because of its simplicity. As seen from Fig.

5, s.zh an apjroximatron can lead to serious errors in pre-
dict:'ng the h:gh pressure viscosity of some fluids. The,
prebsare viscosity coefficient, a, is defined as:
.l=- - (10)
Lp T 6p I
The valli of c ;sed in T,:st elastonydrodynamic analyses is

the zero'pressure value. Cameron "Ref. 2L has suggested
that for fluids wnich deyiare greatly from the sraight line
behavior, such as the paraffinic fluid in Fig. 5, a simple
'but better relation for Pxpressing its pressure-viscosity
behavior would be the pzwer law relatLon
rn (L + C) '-(11)
where C and n are constants to be determined for the fluid.

In such cases, tne elastchydr.dynamic film thickneas ex-
.7.
N 26
pfessions should have t replaced with Zn-l)C. Fer all
fluids investigated to date, the plot of isobars on the
temperature-viscosity charts (Fig. 4) are straight lines.
Typical values of the pressure'viscosity coefficient, a,

for hydrocarbons are from about I to 2 times 10-4 psi -l.
However, it is likely that the variation of ot for the syn-
thetics fluids used in this program may vary from 1 to 5
or 6 times 10- l psi 1 . Appeldoorn (Ref. 25) argues that,
in elastohydrodvnamics, the variation of viscosity witil
temperature is more important than the variation with pres-
sure because of the small variation of a in the hydrocarbon
system. Although there may be some basis for this opinion
when considering only t0e hvdrocarbons. it should probably
not be extended to tie broader class of fluids employed as
lubricants.
Although the ASME work (Ref. 23) mentioned above is the ,

largest investigation into the effect of pre'ssure on vis-
cosity, a number of other investigations are worthy of note
here. Bridgeman (Ref. 26% investigated -he behavior of
dimethylsiloxane fluids and showed that they exhibited an
upturn of viscosity at high pressure (> 150000 psi'. How-
ever, there was never any.lqdication of freezing or solidi-
fication. Bridgeman', and most other investigations were
performed at very low shear stresses - (250 dynes/cm 2 ). This
J .. 'raises qjestions aboutthe relevance of such data to lubri-
cation situations for fluids that are expected to show some
non-Newtonia behavior, Two exceptions to this low shear
stress limitation are the works of Novak and Winer (Ref.
21) and of Barlou and Lamb kRef. 27). The first ot these
combined high shear stfesses (to 106 dvnes/cm 2 ) and high
pressure (to 80,000.psi) in a capillary type viscometer,
and the'secoid employed an oscillating crystal type viso-
meter at Very high shear rates (to 78Mc/sec or approximate-
ly i08 sec -1 ) and pressures to about 15,000 psi.
Some experimental work has been done to evaluate the imRort-

4nce of pressure-viscosity effects on r6lling contacts. For
example, Anderson and Carter (Ref. 28) condicted'an experf-
mental study'of the effect of lubricants on th' fatigue life
of M-1 steel balls. *With a series of paraffinic petroleum
fluids they'found that the life improved as the bulk viscos-
ity was increased: They also evaluated several types of
synthetic fluids and fourd a trend toward improved fatigue
life with higher pressure-viscosity coefficients. The
dimethyl silicones gave the best life. 'It is interesting
to note that, although the silicone probably had the highest
pressure-viscosity coefficient lat atmospheric ressure, it.,
is a fluid whose-pressure viscosity belavior deviates con-
siderably from the logarithmic behavi6r mertioned above as
seen itu Fig. 5. Admittedly, other factors could also have
27
influenced the results but the pressure-viscosity behavior
seemed to show significant correlation.
(c) Shear'Effects
The various types of shear dependence of viscosity have been
described in the earlier section dealing with the definition
of viscosity. The-pseudoplastic and thixotropic types of
non-Newtonian behavior are the most common types of non-
Newtonian behavior observed in fluids that are used as lub-
ricants. When the apparent viscosity decreases with incrip-
sing shear rate or shear stress, this is defined a'3 pseudo-
plastic behavior, and w1 ll be the subject' of this section.
Thixotropic behavior is the decrease of viscosicy with time
atf a constart shear rate. This will9be disc ssed in n e
next section. 1.
Most fluids that are used as lubricants are ;e,.0:..n o,.er

a very wide range of shear rates. However, ma-y fluids,
such as polymer-thickened fluids, or synthetic iL.ide with
a molecular weig;I distribution chat extends it:o the high
molecular weight range, clearly exhibit pseidoPlzstic be.-
havior, even atmoderate shear rates. The pse-doplastic
behavior is dividedinto two distinct categories. The first
is that shown by polymer-thickened fluids which may contain
5-107. polymer in the base oil. At low shear rates, the vis-
cosity is Newtonian and then, as the shear rate is increaaed,
the viscosity begins to decrease until it reaches a level
known as the second Newtonian. This is usually close t) the
characteristic viscosity of the base fluid, and it is c-on-
stan for further increases in shear rate, at least for the
range of shear rates which are normally investigated. The
second category is that for fluids which are completely poly-
meric, such as the high molecular weight silicones." These
latter fluids again have a first Newtornin but, when the vis-
cosity begins to decrease with increasirg shear race, it con-
tinues to decrease and does not reach a second Ne~tcnian
within the very wide range of shear rates measured. In bcth
cases, the non-Newtonian behavior is associated with the
presence of high molecular weight polymeric material. The
shear rate at which the behavior begins to deviate from the
first Newtonian is related to the molecular weight of the-
polymeric material. This critical shear rate decreases as
the molecular weight of the polymer increases. This leads
to the speculation that, at the high shear rates encountered
in elastohydrodynamic lubrication, even the apparently
.Newtonian low molecular weight materials like ordinary hydro-
carbon lubricants may also exhibit some ron-Newtonian be-
havior. This is a much debated and controversial point
which is currently receiving some attention.
2 There is some question about whether to use shear rate or

shear stress as the independent variable when disc,.ss:n
non-Newtonian behavior of fluids. This is a min:er problem
because the viscosity 4s defined as the ratio.o- :-e shear
stress to the shear rate at a point and, therefzre, if -ne
28
has the shear rate, the shear stress is also defined. On
the other hand, it can be argued that the shear stress is
the more logical variable to use because that is a measure
of the force applied to the fluid. The shear rate is a
*"measure of its response to that force.
The measurement of the viscosicy at high shear rates or shear

stresses must be done with caution because of the possible
difficulties with kinetic energy effects and heating effects
in the fluid. The kinetic energy effect is easily handled
(Ref. 8) and the heatiig effect has been mentioned above.
When dealing with 'on-Newtorian fluids the shear rate at
tha.wall in either the cap:llary or the rotational type vis-
cometer is not the same a. i- the case of tle Newtonian
fluid. The ieterminat:cn of the correct wall shear rate is
straightforward and can be found in VanWazer (Ref. 8). This
correction :s generally small for lubricating fluids.
A great deal of work on the variation of viscobity with

shear rate, at atmospheric pressure has been reported in the
literature. For example Klaus and Fenske (Ref. 29) have
studied the effects of shear rate or, mineral oils thickened
with polymethacrylate, polybutene. and polystryene. Selby
(Ref. 30) has presented a general discission.of the effect
of viscosity index improvers on the- behavior of mineral
oils at both low and rormal temperatures. Philippoff (Ref.
31) studied similar systems and demonstrated the equivalence
of result obtained w~th rotational and capillary viscometers
to shear rates of 10 se -
Wright and Crouse (Ref. 32. have also studied polymer thick-
ened fluids and attempted to correlate the results using the
product of the shear rate a-d the shear stress as a paramet-
er. This is the energy inpir rate per unit volume. Philipp-
off (Ref. 33) has employed a reduced variable approach to
try to correlate non-Newtonian data.
Viscosity-shear rate data o bulk polymers (fluids consisting

of polymer) is abundant in the literature. However. of the
particular fluids of interest here, the silicones are the
most thoroughly documented. For instance, the work of Currie
and Smith (Ref. 3.) is an early example. Producers of the
dimethylsiloxaea flu:ds supply data st'eets 'showing this be-
havior, e. g. (Ref. 35).
Greases all exhibit no-Newtonian behavior. Generally. this

.is of the pseudoplastic variety and of:en at low shear stress
they may also have a vieid stress. Dhat is, if stresses less
than some critical vaijes are applied to the material it w:ll
not flow 6 ut rather ;ii behave as ar elastic medium. Criti-
cal shear stress valies for lubricating materials are gener-
ally so low tiat they are only apparent wbhen considering the
29.
stresses due to the forces of gravity.
Because pseudoplastic behavior is closely related to molec'-

lar weight, the average m~lec-.ar weight weight average,
number average, viscosity average or all three; and the
molecular weight distribution should be documented when con-
sidering the non-Newtonian behavior of any material. Ih s
=h-uld also be kept n mind when evaluating existing data
beCause these q_aatities often vary from batch to batch of
,:herw ;e seemingly similar material. Thi6 is especially
true of the molecular weight distribution. The bulk vis-
cosity of a material is correlatable to the average value
of molecular weight but the same viszosity and average mol-
ecul~r weight can be obtained with widely varying molecular
weight distributions. Therefore the non-Newtonian viscous
behavior can be different for two materials of the sem
chemical type and average molecular weight or bulk visccsity.
For example, Porter and Johnscn :Ref. 36,, when measuring
f e viscosities of several petroleum oils, iz.nd -hat the
viscous behavior was a function of the orig n of tnE flid
and its bulk viscosity. They found that heavy petroleam
stocks began to show nn-Newtonian behavior .at stresses
above 2 x 10 dynes/cm . Lewis and Murray (Ref. 37" dem-
onstrated that two dimethyl siloxanes of the same nominal
viscosity (1000 cs at 250C) &ad average molecular weight
affected the-coastdown characteristics of rolling contact
bearings differently as shown in Fig. 6. The fluid Ilended
from a very high molecular weight material and a very low
molecular weight material was more sensitive to shear than
the fluid with the narrower molecular weight distribation.
The -latter material-was a standard.production material,
polymerized to give a viscosity of 1000 cs-at 250C, ind the
other was a blend of 0.65 cs fluid with 20000,000 csmater-
ial to obtain a viscosity of 1000 cs at 25al. The latter
fluid has no practical use, it was prepared simply to illus-
trate a point.
Similar molecular weight sensitivity is found in other mat-
erials as well. No data has been found in the literet-re
for MIL-L-7808 fluid at high, shear stresses, but some pre-
liminary measurements on MIL-L-23699 'Ref. 38) showed cnat,
at 100 F, this fluid exhibited pseudopiastic behavior which
resulted in a viscosity decrease of about 25 percent over
P shear stress range from 1000 to 4 x L05 dynes/cm
2 (i.e. a
shear rate of 3 x 103 to 2.x 106 sec -'). The effect seemed,
to be reversible because the bulk'viscosity was approximae-
ily the same before and after the measurements. This ncn-,
Newtonian behavior was probably due to a smail percEntagE
of a high molecular weight component in the fid.
(d) Time Dependent Effects (Non-Viscoelasticity'
This section could also be entitled shear degradarion because
the type of time-dependent viscous behavior that is of major
30
T
.. I~0,000,,
TYPE 37 BEARING
0 DIMETHYL SILICONE 1000 CS. AT 250C
X SILICONE BLEND 1000 CS. AT 250C
8000 --" R-2 SIZE BEARING
A DIMFTHYL SILICONE1000 CS. AT 25*C
0 SILICONE BLEND 1000CS. AT 25 C
% 0 CNTISTOKE
E--- DIMETHYL SILICONE
94000
2000 -- _-
O0 2 4 6 8 10 12
COASTDON TIME-MINUTES
Fig. 6 Coastdown Characteristics of Rolling Contact Bearings

(Courtesy of Lubrication Engrg., Vol. 18, No. 1, 1962).
r/
13
i ?
31 ~F1-97-
importance to lubrication is the thixotropic behavior asso-
ciated with the mechanical and thermal shear degradation
of hEgh molecular weight materials at the high shear flows
associated with lubrication. Elastohydrodynamic contacts
subject the fluid to very high shear rates and shear stress-
es, consequently dissipating large amounts of energy in the
fluid. This can caase the long chain molecules to be frag-
.4 Vented into smaller molecules, thus resulting in a-lower
molecular weight material which exhibits different viscous
behavior. As would be expected, the higher molecular weight
materials will be more isceptible to this shear degrada-
tior.
Porter. et al tRefl 39) Fave continuously monitored the

charges L nolecular weight distribution of a polymer-con-
tainrg system with a gel permeation chromatograph. The
flaid was sheared in a concentric cylinder viscometer at
hLgh shear rates and laminar flow, and then passed directly
into the gel permeation chroma:ograph. The molecular weight
distribution became progressively narrower with time, and
the weight average of the distribution shifted to a lower
value. ThiS wa, the result of the higher molecular materi-
al being broken into smaller segments. For any given initi-
al distribution and siear conditions there'was an equilib-
rium distribotioq toward which the molecular'weight distri-,
button would progress w.tE time. Wright (Ref. 40).reports
shear degradation in high viscosity petrbleum base stocks
in laminar capillary flow.
Shear degradation has been the source of concern with poly-

mer-thickesed motor oils for automotive applications. The
ASTM Committee D-2 r.a, stiaied this question fqr several
years and has published two test methods to be employed in'
determining shear degradation (Ref. i1). This question is
also discusea in Refs . 1. 30, 36 and -2. The ASTM pro-
gram was primarily concerreJ with developing a bench test
which would satisfactorily simulafe.the degradation behavior
experienced by the fluid in the automobile engine. Shear
degradation can easily-be obtained in a sonic oscillator,
gear pump, or by discharging the fluid through an injection
nozzle. The difficultv, which is yet to be satisfactorily
overcome, is to correlate the behavior of the fluad~in the
bench test with its behavior 'in an application.
It is possible to have the vIscosity increase with time in

some applications. This is also related to changes in the
molecular weight of the flu:d. For instance, if the materi-
al should increase it, aver'age molecular weight through
sludge formation on-by the loss of low molecular weight
material from 'olatilization. the viscosity would increase.
Shear degradation is relates to the energy,dissipated per
32
//
unit volume per unit time in the fluid. In elastohydrody-
namic-contacts, the energy input rate is very high'and,
even though the volume of fluid involved is small, this
degradation phenomena probably plays an important role in
elastohydrodynamics particularly when polymeric type materi-
als are employed.
*1 (e) Viscoelastic Behavior
2" If a flu:d is stressed eapidly enough, it may behave more

as an elastic body that as a liquid, because there is not
sufficient time for flow to occur. -As the rates of change
of stress increase, the ela,tic behavior becomes increas-
ingly important and the material behaves in both anelas-
tic and a viscous fashion. Its behavior is t en described
as viscoelastlc. This behavior is krown to exist in high
molecalar weight materials.such as polymers. Under the
cond:to~ois of very sma:ll strains but very high shear rates,
such as exisr in the oscilla~ing crystal type viscoeter,
even hydrocarbon lubricants have been shown to possess vis-
coelastic properties -Ref. 27i. Because of the high shear
rates an' the very short time the fluid is subjected to
them in the elas'ohydrodynamic contact, there has been much
speculation as r-o the importance of viscoelasticity in. elas-
tohydrodynamicfs. in fact, there has been a tendency by
researchers urfamili-ar w.ith.rheology, to attribute anamol-
ous behavior observed in cerrain applications to the visco-
elasticity of the lubricant.' The rheologists concerned with
viscoelasticity are not in agreement about what type of
constitutive equation should be used to relate the stresses
and deformations in viscoelastic fluids. nor on the probable
role viscoelasticity plays in lubrication4 (15).
'General viscoelastic theory predicts that there will be both

a time-varying shedr sttess with viscous and elastic com-
ponents, and normal stresses which are different from the
familiar hydrostatic pressure. The attempts of Tanner (43)
and Philippoff and Tao (a) indicate t-at the normal stress
effects are apparently not important in lubrication. However,
Metzner (45) indicates that this may not be generally true.
Dyson (46), in an attempt to employ the data of Barl6w, et
al (47) to explain the elastohydrcdynamic film thickness be-
havior of silicone fliids,'neglected the normal stress
effects and considered only viscoela-stic shear stress effects.
Although his attempt as moderately successful irf explain-
ing the observed elasrohdrodvnamLc film thickness data for
silicones, his application of oscillatory shear data to t'he
steady shearing'conditions of an elastohydrodynaac film is
viewed with skepticism by some rheologists.
Many researchers believe that the viscoelastic effect will

cause a decrease in filmtthickness as shown by Dyson (46)
33
in the case of silicones; however, there are others who
have argued to the contrary. For example, Forster (48) has
tried toexplain that viscoelasticity was responsible for
the increased load carrying capacity of spur gears which
was observed by Borsoff (49) with increasing speed in the
high speed range. Forster claimed that the loading times
[in the high speed gears was of the order which would result
in the viscoelastic behavior of the lubricant..
Metzner (45) has suggested the use of the Deborah Number as

a means of obtaiping a qualitative assessment of the effect
of vi'scoelasticity in elastohydrodynamic lubrication. The
Deborah Ndmber is the ratio of the relaxation time of the
fluid to a characteiistic process time. Eor an order of
magnitude approximation, the characteristic process time
might be the average time the fluid is stressed in the con-
tact region, and the relaxation time might be that measured
in the Qscillating crystal type viscometer. The elastic
effects should become more pronounced as the Deborah Number
increases. Some existing viscometric data indicates that
the relaxation time decreases for most fluids as the shear
rate is increased. Because the shear rates in'elpstohydro-
dynamic contacts are very large, this may indicate that the
Deborah Number never gets large enough for the viscoelastic
behavior to become important. This is clearly an area for
further investigation.
Other attempts to relate viscoelasticity to elastohydrody-

namics exist in the literature (e.g. Refs. 50 and 51). Lamb
(52) presented a discussion of oscilla'tory shear work and
tried to relate it to lubricationS Viscoelasticity of the
lubricant obviously remains a major unknown factor in elas-
tohydrodynamic theory at the present time. It is likqly to
become more important in explaining traction behavior of
elastohydrodynamic films, than in the case of film thickness
analyses.
(f) Combined Effects and Oorrelations
(rhe preceeding discussion has been concerned*primarily with

the rheology of the fluid as a function of each of the in-
dependent va'riables by themselyes. Obviously, in an elas-
tohydrodynamic cqntact, several or possibly all of these
variables are *hangi.ng at once and, thcrefore, the-ccmbined
,, effects on the rheology of-the lubricant are important.
Very little work has been done to combine 6ore than two of
the above indetendent variables. Exceptions to thid are
the works of Barlow and Lamb (27"and 52), whd combined tem-
perature, pressure and shear rate in the oscillating crys-
tal; and.Novak and Winer (21), who 'employed a capillary-
type Oevice. The first two had very high .shear rates (10
to '10 sec-l),but only'moderate pressures (15,000 psi),
34
rr
whereas the latter wegt t& higher pressures (80,,000 psi)
but was limited to 10 dynes/cm shear stress (shear.rates
of only about 104 or 105 sec-lat high pressure). Qualita-
tively, nothing unusual occurs when the independent varia-
bles are c-ombined, but the quantitative prediction of the
behavior of fluids under these combined conditions is yet
to be satisfactorily accomplished.
Attempts at correlating the variation of viscosity with more

than one independent variable have uet with limited success.
In most cases, one of the variables is allowed a very *.imited
range. Most of this type of re'search has been done with
variations of both the pressure and temperature. Roelands
(53) performed a very extensive evaluation of the- previous
work in this-area and proposed a four constant equation
log(logLL- 1.200 = Al]og(l + 13) + [B log(l 1-1)
+ C] log(l +-p-+
2000' logD (12)
where LLi! the viscosity in centip~ises, T the temperature in

degrees C, p the pressure in kg/cm and A, B, C and D are con-
stants. His equation gives a reasonable prediction of the
pressure-temperature-viscosity variation up to the pressure
at which the isotherms have an irkflection point. .At higher
pressures, the prediction is in error. However, other notable
attempts at correlating this behavior have more serious limi-
tations. 'For example, the equation proposed by Appeldoorn
(54) is only intended to be'valid to 15,000 psi, and it only
allows isotherms which are straight lines on the log viscos-
ity versus pressure plots. Many fluids show a pronounced
curvature of the isotherms at p.ressures below 15,,000"psi.
Chu and Cameron (55) presented a correlation which allows
for the curvature of the isotherms, bat again is unab'le to
allow for an inflection point in the curve.
Barlow and Lamb (27, 47, 52) and Phi.ippoff '33, have suc-
cessfully employed reduced variables (basically a shift i
frequency) to graphically correlate pressure, temperature
and shear rate.data from the oscillating crystal'type visco-
meter. The data used was limited to pressures below 15,000
psi. They have not attempted to put the data into an expres-
sion. -
Webb and cookers (56 and 57) investigated the combined

effects of pressure and temperature at low shear stresses
in a falling body type visconeter fur a r'i-mber of pure
hydrocarbpnsubstances. They attempted to fiid correla-
tions, for the data to relate kjie observed behavior to
35,
0r
molecular structureand free volume.
Most elastohydrodynamic analysis has'been for'isothermal

conditions, allowing pressure to'be the only independent
variable affecting the viscosity. Notable exceptions to
this limitation are the works of Cheng (58), Dowson (59),
and Dyson (46). Cheng and Dowson attempted to include
pressure and temperature effects by employing data from
measurements on fluids. Dyson, as mentioned above, attem-
pted to employ the viscoelastic data of Barlow and Lamb.
Camerin and coorkers (60) presented some discussion on
A- non-Newtonian effects in connection vrith some experimental
* elastohydrodynamic measurements. All of these were con-
cerned with film thickness predictions only,
(g) Related Effects
A number of related but separate rheological effects have

'been discussed in the literature with respect to.thin film
lubrication phenomena. Most of them are directid toward a
discussion of boundary lubrication but may be worthy of
consideration in elastohydrodynamics as well.
These are usually related to surface ef.fects such-as surface.;

viscosity, elasticity or rheology. -It is argued that, in
very thin films, the molecular force field of the solid may
influence the behavior of the lubricant film And posFibly-,
make "itmore rigid. This-can be interpreted as an increase
in the viscosity of the fluid near the surface which results
in a greater load carrying capacity for thin films than
wourd 6e predicted from the bulk viscosity of the fluid.
Criddle (61), Deryagin (62), Cameron (63), and Needs (64) *
have all presented such concepts in the literature. Their

ideas have not been readily accepted as important to prac-
tical lubrication situations, but may be viirthy of.consid-
eration.
Fein (65) has presented the idea of a compressional visco-

elasticity which suggests a time delay between the increase
*in pressure and the increase in viscosity of a fluid in
elastohydrodynamic contacts. Indeed, the question is often
asked if the data taken at equilibrium pressure is meaning-
ful in elastohydrodynamic applications where the pressurp
unde.rgoes a very rapid transient. Feinand Rreuz (66) have
also presented a somewhat complex model of rheodynamic be-
havior to explain the mechanisms of boundary .ubrication.
(3) uk Modulus
All oils are compressible. As the molecules are squeezed to-

gether, forces of repulsion take over and set very definite
limits on the decrease in volume and increase in debsity that
36
I.I
can take place. Definitions of the various terms used to des-

cribe bulk modulus are given by'Wright (67). The fractional
change in vblume with pressure is designated as the'compressi-
bility of the oil. The bulk modulus is the reciprocal of com-
pressibility. It is the resist nce of the oil to being con-
pressed and can be-expressed in several ways such as: adiabatic
or isentropic., isothermal, tangent and secant. Adiabatic-or
isentropilc bulk modulus refers to conditions where the.pressure
* changeis rapid and 6eat is not dissipated. Isothermal bulk '
modulus is'obtained by PVT measurements at constant 'temperature.
It can be converted into adiabatic bul' modulus by multiplying
by the rati^ of specific heats, Cp/C v . Secant bulk modulus
refers to .ie overall change in volume between two pressures,
(p-po)Vo/(V-Vo), whereas tangent balk modulus is the slope of
the piessure/volume curve at aspecified presspV/(dP/dV)p.
Data are usually reported as isothermal secant bulk modulus. -
Table'IV (abstracted from Ref. 25) shows some typical values for
various types of petroleum and synthetic oils. The dimethyl
silicone oils have.the low-est bulk-moduli (68), i.e. they are
the most compresgible oils. - /
t-ABLE IV i !
* TYPICAL VALUES FOR ISOTHERMAL BULK
" ' MODULUS AT'25C AND q/,PSIG
Petroleum Oils 260,000 psi'

Diesters 290,000
Phosphate Esters 280,000
Dimethyl Silicones 150,000
Chlorofiuorocarbons 2401"000
Polyphenyl ,Ethers 390,000
Wright (67) has developed a method for prediccting the moduli

and densities of- Fetroleum oils. As the bulk temperature 6f
the oil is inc'reased, the bulk.modulus will decrease, For ex-
ample, Ref. 69 presents data on the isothermal bulk modulus
of various oils at temperatures to 70000. This reference
shows that the bulk modulus of a polyphenyl ether at 400OF is
the same as a methylphenyl silicone at l00F.; The bulk modu-
lus also varies with pressure.
37
() Lubricant Density
The densit} is the weight cf a unit volume of oil at a specified

temperature and pressure. It is determined by two factors: the
cheumical make-up of the oil (i.e., the types of atoms found in
the molecule) and the spacing between the molecules.
The densiLy ranges for some typical petroleum and synthetic oils
are given in Table V.
TABLE V
TYPICAL DENSITIES OF VARIOUS OILS
Density at 60F* in.

grams/cc* I
Petroleum 0.80-0.95
Diesters 0.90-0.95
Phosphate Esters 1.06

Polyalkylene Glycols 0.96-1.0
Dimethyl Silicone (Above 0.76-0.95
15 cs)
Chlorofluorocarbons 1.90
* To convert from grams/cc to:
pounds/gallon, .iltiply by 8.35

pounds/cu.in., multiply by 0.036
The straight chain hydrocarbons (paraffins) have lower densities

than the aromatic base petroleum oils because, as noted before,
the aromatic hydrocarbons are held together by stronger force
fields and are therefore more closely packed.
Since the atomic makeup of the diesters is very similar to the

petroltam oils, and the molecular spacing is not too different,
the densities of these fluids are in the same range (0.90-0.95)
as the petroleums.
The atomic makeup of the silicones would seem to indicate higher

density since the backbone of the molecule is made up of a re-
peating -Si-O-Si-0- structure instead of a -C-C-C-C- structure.
Both the silicon and oxygen atoms are heavier than carbon
atoms. However, the silicone molecules are spaced much further
apart and are held together by weaker electrical forces. For
this reason, the densities of the dimethyl silicone oils are
not high. They fal-l in the range from 0.76 to 0.95.
38
I
.1
Actually, only those oils which contain halogens (chlorine,
fluorine, bromine, and ioiine) ir the molecule are markedly
different in density. Like the silicones, these halogenated
oils have weak electrical forces holding the molecules toge-
ther, and the molecular spacing is far apart. However, the
halogen atoms replace hydrogen atoms in the molecale and their
atomic weight is sc much higher than hydrcgen that they have a
large influence on density.
Temperature has a limited effect o: the density of oils. The

atomic structure does nor change, but thermal agitation of the
molecules will increase tteir spacing. Thus, the volume of oil
expands and the density decre se slowly with temperatire. The
coefficient of expansion c = V aT)n" Some typical values of
( are shown below in Table VI.
TABLE VI
COEFFICIENTS OF !HERMkL EXPANSION
FOR VARIOUS TYPES OF OILS
Coefficient of Expansion,
0
Type of Oil Fractional Volume Change/
romatic Lubrication Oil .00040

Paraffinic Bright Stock .0003-'
Polyethylene Glycol .00039
Diescer di(2-e-hylexyl sebacare" .00058
Dimethyl Silicone .00056
Fluorosilicone .000526
These changes in volume (spacing between molecules, are small.

Otherwise, the oil would vaporize becaise the forces of attrac-
tion fall off rapidly with distance between moleciles. Thus,
a change in temperature of aboit 200OF only decreases the dcIi--
sity of most oils by about 10 percent on the average.
(5) Gas Solubility
An extensive literature survey and experimental evaluation of

the solubility of gases in oils is presented in Ref. 70. Al-
though it would appear that gas solubility wouid affect oil
viscosity, foaming, pumping and cavitation, the experimental
difficulties involved ir measuring tIe quantities of gases
dissolved in various types of fluids, cloid the valie of tte
39
r.I
data obtained. Henry's Law, which states that the solubility
of a gas in a liquid is directly proportional to the pressure
of the gas above the liquid at a definite temperature, seems
to hold fnr most of the gas-oil systems although the solubility
does decrease at higher pressures, above 75 psia. The solubil-
ity of gases in oils generally increases with increasing tempera-
ture except for carbon dioxide.
As stated in Ref. 70, for a given set of conditions, say 500

psia and 100 F, the volume percentage of dissolved gas in a
petroleum oil or diester is shown in Table VII.
TABLE VI!
SOLUBILITY OF VtiRIOUS GASES
IN PETROLEUM OIL OR DIESTERS
-Gas Solubility (% by Vol.)
Helium 2.0
Hydrogen 5.1
Nitrogen 10.0
Air 15.0
Argon 24.5
Carbon Dioxide 94.0
These authors found that the effect of dissolved gases on the

viscosity of an oil was significant when the gases argon and
carbon dioxide were used at pressures on the order of 500 to
600 psia. An appreciable drop in load carrying capacity should
be anticipated with these gases in high pressure systems. The
effect of dissolved gases on oil viscosity with helium, hydro-
gen, nitrogen, and air were much smaller. They did not find a
clear relationship between foaming and the type or quantity of
gas dissolved in the oil. Similar work has been done by Klaus
to determine the effect of dissolved gases on oil viscosity at
high pressure.
(6) Wetting Effects and Surface Films

The Concept of Surface Tension
A molecule in the interior of a liquid is completely surrounded

by neighboring molecules and the forces of attraction which are
exerted on this molecule are, on the average, equal in all direc-
tions. Cn the surface, however, there is a resultant attrac-
tion inward because the number of inmecules per unit volume in
40
I
the bulk of the liquid is much greater than the number in the
vapor above. Because of this inward attraction, the surface tries
to contract to the smallest possible area with the result that the
surface behaves as if it were in a state of tension. This force,
which is the Surface Tension, C, has a characteristic value for
each liquid. it is the same at every point and in all directions
along the surface of the fluid. It may be defined as the forces
in dynes acting at right angles to any line of one centimeter
length on the surface. The existence of a surface implies an in-
terface between two media, e.g., a liquid and air or a liquid and
solid, and the surface tension depends on the nature of both media.
Contact Angle and Wetting
When a drop of liquid is placed in contact with a solid surface,

it assomes a characteristic angle of contact equal to the angle
9 as shown below.
CGL
0 can be any
gas, G Liquid, L value between
90 and 180 0
CGS z CLS
solid, S
At equilibrium, the forces must balance and
CGS CLS + GL cos 9
where CGS' CLS and CGL are the surface tensions of the gas-solid,
liquid-solid and gas-liquid surfaces respectively. The contact
angle 0 depends on the three interfacial tensions, but whether it
is greater or less than 900 depends on the relative magnitude of
for and C If the gas-solid tension (CGS) is greater than that
for the liqid-solid interface (CL5), then the cos 9 must be
positive and 9 is less than 90 . if the reverse is Lrae, then 9
0
must be between 900 and 180 .
In the former case, e.g., water
on clean glass, the water is said to "wet" the glass. [This is
a matter of degree since complete wetting implies a contact angle
of 00]. In the latter case, e.g., mercury on glass, the liquid
is said not to "wet" the glass. These examples can be illus-
trated as follows:
/I/
Wetting, Water on Glass Non-Wetting, Mercury on Class
9 less than 900 9 greater than 900
41
The primary reason for introduzing this subject into a discussion
of elastolydrodynamic lubrication is because the wetting charac-
teristics of commericai lubricants and bearing surfaces are not
well-establi43 " or controlled. in both hydrodynamic and elasco-
hydrodynamic calculations, che assumption is made that the layer
of oil i-nediacely adjacent t: the bearing surface is firmly ad-
herent and immobile. It is also assumed that the properties of
-the lubricant at the solid-lhquid interface are typical of the
bulk properties of the fluid. If, for example, a steel bearing
surface is being .sed with a pure lubricant that wets the steel
readily, then these assumptions are reasonable. However, if the
steel surfaze is covered with somei form of a reaction film, or if
the oil'contains a surface-active compound which is preferentially
adsorbed at the .brsnt-metal. interface, then the wetting char-
acteristics of the b9Je-til snd the steel surface can be drastic-
ally changed. For conventions! hydrodynamic bearings, this
would have no signif:cant effect. The magnitude of the film
thicknesses frvolved would mask such thin film effects. However,
in elastonydrodyr.amic lubrication, particularly under marginal
conditions, the characteristics of the surface films might be im-
portant. If the fluid did not wer the beariog surfaces, or if
the physical properties of the fluid were significantly different
in the boundary layer (because of preferential adsorption or con-
centration of surface-active compounds on the surface), then thisI
could affect the film thickness calculations.
Two studies can be cited which show that wetting or surface film
formation could be important. In the first study (71) a number
of lubricated, instrument size, ball bearings, which appeared to
I
be in satisfactory condition before being put on test, showed sur-
face distress and erratic torque results after short periods of
running time. Examination disclosed that the bearings were con-
I
taminated with some unknown films and that the bearings were poor-
ly wetted by the lubricant. Once these bearings were cleaned so
that gocd wetting was obtained, no further difficulties were
experienced.
Another example of this type was observed in the NASA high tempera-
ture ball bearing tests described in Ref. 72. A polyphenyl
ether was found to be satisfactory when running in air at 600 F,
but failed at the same temperature when run under nitrogen.
Johnson (73) has hypothesized that these failures were due to the
formation of non-wetting surface films which prevented adequate
heat transfer through the oil. It has also been suggested that
some form of a contaminant film might inhibit reactions between
the lubricant and the bearing surface, thus affecting boundaL
lubrication. Regardless of the mechanisms involved, these
studies show that sirface films may play an important role in
elastohydrodynamic lubrication.
Similar ccnsiderations might explain some of the problems which

have been encountered with silicone oil-lubricated ball bearings.
42
Under heavily loaded, high speed conditions, ir has been found
that bearings lubricated with silicone oils may show an excessive
temperat-re ri-se with no tendency for stabilization. This could
also be the res--lt of non-wetting or reactio&-inhibiting films.
A study of dimethyl silicone oils a_ lubricants for rolling Lon-

tact baarings operating in high vac-um is reported in Ref. 74.
in these tests 2_. osr of which were run at 100 rpm, some surface
distress was noted zn- all of the test bearings. Under the same
test co-arions pe-.rolec.;m oils were Effective lubricants for at
least 1000 hours otcrunn-ng time,. These- results again suggest
the possibility that tme elasrohydrodvniaic characteristics of
silicone oils mnay be influienc-o by the fomt:.of surface films.
As far a; the physic;1 proDpertiles of the flaid in the boundary

layer are concerriec ',coniider what is known ab:)t, the mechanism
of lubriataion- by p:trole.m :oils. _E has b en well Established
that tht bo .-dary i,:bricat'.n)g -effectiveness :f these oils is
due to tne presence of small co-centration; of acidic polar
compDound, e.g. fatty acids, :n tqE c~l. These polar compounds
are absorbea on the bearing surfaces and, for the case of re-
active metals s--ch as steel or copper, they can chemnically react
to form metal-organic compound.; such as metal soaps. Fein (75'r
has dtzmcnstrated experimentally that durinig sliding, these soaps
can interact with the hydracarbon carrier to form a'gelatinoLs
grease-like ,tructure ar: und the slidaing cont.a;ct areas, He has
hypothesized that this i-n,the lubricanat filmn which is function-
ing in the thin film region. Thus, the oil which is adjacent
to the metal ,irfacE could nave COMPletely different rneological
properties tha-i the base oil,
Extreme press,.re additives, E.g. cornpc-,nds containing phosphor-

ou6, chlorine and sulIfur,, functio- as luibricant additives by
decomposing at the hot spots on the sliding su-rfaCES and react-
ing to form protective inorganic films, These additives will
also affect the wetting naracteristi--s of the lubricant and
may influence the physical properties of thE lubricant adjacent
to the bearing surface. Eeneficial result have been obtained
by immiersing ball bearings in hot tric-rEsyl phosphate to pre-
treat the surfaces before running the bearin~g on a conventional
petroleuo oil.
(7) Thermal Properties
There is very little that can be done as far as the thermal

properties of lubricants are concerned, As shown in Table
VIII, the thermal characteristics of most of the oil-, are so
much alike that it would be diff-.c,-lt to use thEse properties
as criteria for the selection of fluids. The only Exception
v:ould be the chlorofluaorocarbons.
143
TABLE VIII
TYPICAL THERMAL PROPERTIES OF LUBRICANTS
Specific Heat Thermal Conductivity

Lubricant BTU/lb 'F BTU/hr.ft 2 F/ft
at 1000 V at 1000 V
Petroleum Oils (Average) 0.43 0.08
Polyalkylene Glycols 0.45 0.09
Dimethyl Silicones 0.35 0.08
Phosphate Esters 0.42 0.07
Diesters 0.46 0.09
Pulyphenyl Ethers 0.39 0.08
Chlorofluorocarbon 0.29 0.04
Water 1.0 0.34
The thermal conductivity of an oil decreases with temperature

and can be estimated by the following equation:
K 0.812 1 - 0.0003 (T - 32) (13)

f P6 0
2
where K is in BTU/hr.ft/ oFin.
p6 0 = density in grams/cc at 60 F
The specific heat increases with temperature according to the

following equation:
Cf (0.388 + 0.00045 T) (14)
where Cf = speoific heat in BTU/lb/F

A more detailed discussion of the thermal properties of various
lubricants is given in Refs. 2, 3, and 25.
(8) Effect of Polar Compounds
Earlier in this discussion of lubricant properties, it was

pointed out that the presence of polar compounds in the lub- .
ricant could have an appreciable effect on the boundary lub-
ricating characteristics of the fluid. For cases where metal
to metal contact can occur under heavy loads or high speeds,
extreme pressure compounds (compounds containing active ele-
44
I
\p
ments such as chlorine, ,:ulfjr, phosphorous, etc.) are also used
as additives to prevent metal seizure. It is beyond Tie scope
of this discussion to go into any detail on the mechanisms of
lubrication in this regime. The subject has been covered very
well in many references, e.g. Refs. 3, 4, 6. and 7. However,
the fact that the th.icknesses of elastohydrodynamic films
are
often on the same order of magnitude as the surface roughness
values indicates that metal to metal contact probably occurs
frequently at least to some degree. The influence of these
sliding contacts, and subsequent surface reations, on elasto-
hydrodynamic lubrication has never been resolved. Fein (66 and
75) has pointed out that this coild be an important consideration.
c. Properties of Some Candidate Libricants
Among the candidate oils which are being onsidered in this program,
the following lubricants are of particular interest-
1) Ester base oils meeting the }'L-L-7808 specification
2) Ester base oils meeting The MIL-L-23699 specification
3) Mineral oils
4) Polyphenyl ethers
5) The dimethyl, methylphenyl, and halogenated silicone oils
Some information on the composition and properties of these oils are

given in Appendix A. This is by no weans an exhaustive survey of
the properties of these oils, but should rather be considered as a.
starting point. As the work progresses, the need for obtaining par-
ticular kinds of data will become more obvious. Some of the inform-
ation will be available in the literature, the rest must be obt tned
by actual laboratory work.
Based on the results of this survey, conventional physicalproperty

data on both petroleum and synthetic lubricants are readily availa-
ble from suppliers and other laboratory sources. Information on
viscosity as a functinn of shear stress an.d pressure is needed and,
although it is gradually being accumulated from various sources,
additional measurements will probably be required to meet the objec-
tives of this program. The most obvious gap in this vork is a lack
of knowledge of what properties are really important to elastohydro-
dynamic lubrication. Viscoelasticity, wetting, density, etc., all
of these may be relative considerations. Careful experimentation,
coupled with analysis, appears to be the best way to resolve this
problem.
-5
45
2. FILM THICKNESS
Th& most important aspect of elastohydrodynamic lubrication is the calculation

of film thickness, since in all lubrication processes the primary objective is
still the separation of surfaces. The significance of film thickness in rela-
tion to all major modes of failures if self-evident. One can almost intui-
tively expect that a thickner film would.improve conditions in every aspect
of failure. This is indeed true since all failure records indicate that a
thicker film prolongs the fatigue life, diminishes the chance of scoring,
and reduces the wear rate for a rolling and sliding contact.
a. Film Thickness and Film Shape of Line Contacts
Theories and experiments have shown that the fjim shape of a line con-
tact is reasonably flat throughout the conjunction, with a constricted
section at the exit. The minimum film thickness at the exit is ap-
proximately 70-75 percent of the nominal film in the flat region.
Since the nominal film thickness determines the level of the separa-
tion in the conjunction, the calculation of this quantity has been
recognized as the most important problem in elastohydrodynamic lub-
rication and has received considerable attention. In 1949, Grubin
and Vinogradova (82) first successfully obtained the solution of the
Reynolds equation at the inlet section by assuming the inlet deforma-
tion profile to be identical to the Hertzian profile. This approach
circumvents the necessity of solving the coupled elasticity nd Rey-
nolds equation and offers great simplicity in determining the separa-
tion' between the line contacts. Grubin's results can be summarized
in the following expression in dimensionless form:
8
h -- 11
00R 1.95 (ELI) 1 (15)
x l
where
h 0= nominal film thickness

o Rxl x2
R' = effective radius
x Rxl + Rx2
E = E'
UoU
E'R'
x
F w
E'R'
x
46
I1
I
2 2
El 2 E+E
1 2
press-ire-viscosity expdnent
U = rolling velocity 1 - U )/2
U0 inlet vi'scosity
F = modulu& of elasticity
= Poisson's ratio
Experimenial verification of Grjbin't resalts was first provided by

Crook (83) who Seduced oil-film thickness from measurements of the
electrical capacitance between each disk and a lightly,,loaded pad
riding the oil film adhering to the surface of that disk. He also
used a second metr.od 81- 'in which he calculated the oil-film thick-
ness from the capacitance between the t.o disks, and showed that the'
results given by this method are in essential agreement with those
obtained by the first method.
The second important experimental measurement of film thickness was

made by Sibley and Orcutt (85) using an x-ray technique. With the
exception that Sibley and Orcutt s results show a slight load depen-
dence, their data are in good agreement with. Crook's measurements,
:It should be noted that both Crook's and Sibley and Orcutt's results
were conducted at low or moderate speeds.
After Crook, further experiments on film thickness using the capaci-

tance method were conducted by Archard and Kirk (86), by Christensen
(87), and more recently by Dyson et a! '88). All resjlts gave fur-
ther confirmation of Gribin s formula in calculating the film thick-
ness. Very recently Cameron and Gregory (89) initiated a variable
magnetic reluctance technique and their results show good correlatign
with those obtained by capacitance measurements.
Grubin's method gives an accurate prediction of the separation of the

film, but not the detailed film distribution. Houever, he did gi'-e a
full description of the physical mechanism of the coupled elastohydro-
dynamic problem. Later his colleague, Petrusevicb (90) succeeded in
obtaining numericl solutions to the coupled equations for the first
time. He predicted that the film thickness is almost constant over
most of the conjunction region with a local reduction at the exit.
Dowson and Higginson (91), in 1959, intrigued by Petrusevich's work,
developed a new numerical approach tc the elastohydrodyaamic problem
and succeeded in obtaining complete solutions of the isothermal f:ilm
and pressure distributions as functions of dimensionless speed, load
and lubricant parameters. Later they also extended their results to
include the effect of the lubricant compressibility. An empirical
formula was also given by Dowson and Higginson to predict the minimum
film thickness of line contacts. Their expression for m:nimum film
thickness is given by te following relationship
47
Lt-
11 E0. 60.7
_2 1.6 013 (16)
x
where the swmbols I-ave been defined previously.
Following Dowson'and Higgtnson, Archald, Gair and Hirst (92) also

developed a numerical solution which confirms the film shapes shown
by Dowson. More recently, Cheng (93) obtained a numerical solution
of the full elastohydrodynamic pKoblem by including the thermal
effects and his results show that at surface speeds up to 250 in/sec
for steel rollers, thermal effects do not have significent influence
upon the prediction of the nominal film thickness.
The accuracy of the theoretical investigations in predicting film

separation at low apd moderate speeds is best illustrated in Fig.
7. it :. seen that the experimental results (84, 85) agree very
well with the curves (91, 92, 93).
Moes (95) modified the work by Koets (96), shows a comprehensive

survey diagram summarizing all theories predicting film thickness
for from extremely light loads to heavy loads at low and moderate
speeds in terms of three parameters. The diagram and the paramet-
ers are, shown in Fig. 8. It is seen in the diagram that at the ex-
treme left is the rigid-body theory asymptote by Martin (97) and
between this asymptote and the high load region covered by Dowson
and Higginson is the numerical method by Weber and Saalfeld (9b)
for light loads (see discus'sions on pressure distribution).
In the high speed region the only experimental data are those mea-
sured at Battelle Memorial Institute in the past five years (18-?3).
These data show a drastic reduction of film thickness when speed
increases, as indicated in Fig. 9. Furthermore, a strong load-
. dependance can be seen in Table IX and in the circumferential film
profiles shown in Fig. 10.
Since Grubin's analysis fs based on the assumption of an isothermal

lubricant, it is limited to the conditions where the heating effects
of the lubricant are negligible. For high rolling speeds such as
those occurring in the rolling-element bearings of jet engines, the
reduction of film thickness'due to heating is severe and Grubin's
formula is no longer valid. To remedy this, the energy equation
must be solved in conjunction with the Reynolds equation in the in-
let section. Such a thermal Grubin analysis has been recently de-
veloped 1y Cheng (105). The analysis is quite general, and it
includes the heat generation due to the compression of the fluid,
heat convection, and heat conducted into the solids. Design data
and design procedure in determining the thermal inlet film thickness
were also generated and included in Ref. 105. A similar Grubin type
thermal solution w:.thout the effect of heat convection, heat of com-
pression and heaL conduction into the boundary were also recently
developed by Kannel, et al (104).
48
Icn
~ -
wn cn
wl L&JMl
Llg U) cn k
on LL
0 cr-
;2! 0
WQ C LJ~
0R 3
dzLLJO JJ
N*C D ) 0 <~ D"i~L
MommD
00 to C).Z :) Lc
-- J) LLJ '. 0L2

D < +
C\I
M 0 Dx X --
If 1 -j - c C)- <X)
CMC)
L'jCILLj3
5- L0
oa-
49-X 0 OL-
REINO EE ORDINATE M, -
50 ABSCISSA
-------------- PARAMETER =C*E
---------------- 7-------------- ------
N, , R EC ! 0- 0 -
O-IZ,--2WSON
AND HIGGINSON 2
I A-4 ------
5 10 0
C-Os 051
50 00 504100
2 2-961
-4---- -
CD A N
CDE
l a-0
5 :l --
C:)
N: :
C:I
N r-N
0-0
1 LOAD __
+ F-.
I,.~ ~
-J-HJLl ~ c
- -L.
wL
za:
U Z > CD CD -1
0:: 0 '- vILn
a- wiQ LA I-. L
a. U
- ~a. a: 2
-~~ 0 -V
CD Q0 C Q U-
90099- w~ OM
LLCN -C: o
-r
00 CD < 0: 0nC
I r- C-1 C) -
.::
- -
z 11 C'),
a: a.
x <.~
LLL
51
-400
3M
Maximum calculated
_
{
Hertz pressure
80.000 psi
100,000 psi..
140,000 psi
U,
c
E 000-
LL
U;
C
xx
Direction Of 5.
rolling
-15 -10 -5 0 5 10 15
Circumferential Distance, -' inch A-46219
Fig. 10 Circumferential Profiles of Lubricated Rolling Disks.

(United States Air Force Tech. Report No. ASD-TDR-61--643,
Sept. 1964).
52 1471-9686
r
TABLE IX
MEASURED FILM THICKNESS BETWEEN ROLLING DISKS
LUBRICATED WITH A HIGHLY REFINED MINERAL OIL (21)
T 01-
-
l b-sec in/I PH~ l h o~l6
1
T
R 0.2in 2
in2/Ib psi in/see Qxh11
m h D
638 1.6x10 0.0001 8 860 0.172 22 39.3 0.56
10
1 17.5 37.1 0.47
" ". 1" 14.0 34.0 0.412

" 17.5 9.5 32.0 0.335
8 1360 0.430 33 54.0 0.612
10 " 26 51.0 0.51

,i 19 46.6 0.408
17.5 12.5 44.0 0.284
20 10 42.6 0.234
8 1820 0.768 35 62.5 0.560
10 28 59.0 0.1,75
14 21 54.0 0.388
17.5 i5.5 51.0 0.30s
" 20 13 49.3 0.264
Qm KfT (17)
0 U 0.7
h DOW (OE') 0 )
R' 1.6 0.13 (18)
x w 7
h
(19)
ShDOW
53
Fig. 9 plots two groups of cT curves, the ratio of the actual film
thickness to that predicted by the isothermal theory, calculated from
the present theory. The solid curves are for a lubricant with a mod-
erate temperature viscosity exponent, while the dotted curves are for
a lubricant with strong viscosity temperature variance Conditions
used in the experiments are listed in Table IX. In the experimental
data, the value or is assumed to be the ratio of the measured film to
that calculated by the Dowson and lHigginson formula. These data are
also presented in two groups. The open dots are for a super refined
mineral oil and the black dots are for polyphenyl ether. It is seen
that the data for polyphenyl ether blends smoothly with those obtained
for the mineral oil. In general, the trend of the theoretical curves
appears to be quite in harmony with the experimental data. However,
quantitatively the measured film thicknesses still lie considerably
below the calculated value particularly for highly loaded cases. Dis-
crepancies as much as 2.5 to I still exist at higher loads. There
are several reasons to which this discrepancy may be attributed. First,
the fact that the discrepancy becomes greater for thinner film thick-
nesses suggests racher strongly that the measured film could be some-
what lower than the actual film in the contact due to any slight axial
misalignments between the two disks. Secondly, the assumption of a
flooded inlet in the theory may be unrealistic. A delayed pressure
generation at the inlet due to a restricted lubricant supply or due to
early formation of vortices in the inlet region would certainly cause
drastic reduction in the calculated film thickness.
In an effort to resolve the discrepancy between the predicted and mea-

sured variations of film thickness with load at high speeds, BMI has
recently made some new film thickness measurements at moderate speeds
to determine whether a strong load-dependance would also exist at
lower speeds. Surprisingly, the results, as shown in Ref. 102, at
530 rpm or 106 in/sec show the same degree of load-dependance as those
obtained in the high speed data. This rather unexpected new data is
now in direct conflict with that found earlier by Crook (84), Christen-
sen (87), Archard and Kirk (106), and Dyson (88) because all the
earlier experimental results show no evidence of a strong load depen-
dance even for speeds up to 250 in/sec. It is difficult to speculate
what factors may have caused the discrepancy between the x-ray and
capacitance measurements. It appears that further examinations of
the accuracy of x-ray measurement at very small film thickness is still
needed.
To sum up, Lhe film separation between steel rolling and sliding con-
tacts can he accurately predicted by film thickness formulae proposed
by Grubin (82) or by Dowson and Higginson (91) for rolling speed up
to 250 in/sec. For high speed contacts, the reduction of film thick-
ness due to thermal effects may be determined by the data provided by
Cheng (93). However, there is still a disagreement between these data
and the BM measured data with regard to the effect of load. It is
uncertain whether the discrepancy is due to certain factors neglected
in the analysis or due to the inherent inaccuracy of the x-ray tech-
nique at these small film thicknesses.
54
r
b. Film Thickness and Film Shape of Elliptical Contacts
The film thickness at the inlet of a ball contact was first analyzed
by Archard and Cowking (107). They successfully obtained an analyti-
cal solution to the three-dimensional inlet problem by assuming a
Hertzian deformation profile. Their results show that the reduction
of film thickness due to side leakage is less than 10 percent. How-
ever, experiments conducted by Archard and Kirk (86) show that the
reduction of film thickness due to side leakage in a ball contact zone
is about 40 percent, considerably greater than that predicted by the
theory. From the experimental data they found that film thickness
follows a simple power law dependence on velocity, load, and material
parameters, similar to that of Gr-bin's.
Recently, a numerical solution was obtained by Cheng (105) to deter-

mine the inlet film thickness of an elliptical contact, Results in-
dicate that the numcrical solution predicts a film thickness slightly
higher than that measured by the experiment. The results are presented
in terms of a side leakage factcr, which is the ratio of the calculated
film thickness and an equivalent line contact film thickness (see
Section iII).
Interferometry experiments by Gohar and Cameron (108), Foord, Hammen,

and Cameron (60, andHingley (109) were able to obtain a clear map of
a ball-on-bali or a ball-on-flat contact, Fig. 11, taken from Ref.
108 shows the development of a point contact film as the rolling speed
increases. A schematic drawing of a rolling point contact is presented
in Fig. 12. It is interesting to note that the minimum film thickness
occurs at the two sides instead of at the exit, The ratio of the
minimum to nominal film thickness is, in general, slightly lower than
that of the line contact. The results in Ref. 60 also show that load
hardly alters Lhe nominal film thickness but does affect the minimum
film thickness. At present, theories are available only for calculat-
ing nominal film thickness.
For a general elliptical contact, the speeds of two contacting bodies

are not directed along either of the axes of the contact ellipse,
Snidle and Archard (110) obtained an approximate analytical solution
to the film thickness by partially solving a two-dimensional Reynolds
equation. The result is as follows-
2 1 2 2 1
3
h C1.9 U ]3 cosO 2 .. sit n 0 '1 (20)
2t(3+29)2
9041
where Ut = (U2 + V2)2
-i V
0
O = tan
U
U ~U 1+2 U2
55
Elastohydrodynamic Contactb
4
(a) (a)
(b)
(b) (b)
(a) '8 lb U = 0cm/sec (a) P =16 Ib U3= 0cm/sec

(b) P - 81lb U = 3.2 cm/sec (b) P = 16 lb U = 3.2 cm/sec
(c) - 8 lb U - 32 cm/sec (c) P= 16 lb U3= 28.6 cm/sec
Fig. 1.1 Rolling Point Contacts. (Courtesy of ASLE Preprint No.

66 LC-21).
56
rI -9692
B CONSTANT FILM
THICKNESS LINES
A A
DIRECTION
OF ROLLING
MINIMUM
B FILM
BALL CONTACT REGION
hmin
0 hmin
SECTION A-A SECTION B-B
Fig. 12 Film Thickness Profiles
57
1-957 5
.17
VI 4. V2
V
2
U U "speeds of the co-tacting surfaces in x-direction

1' 2
V. V2 speeds of the cortacting sjrfaces in y-direction
R
x
R'
R ,R' principal effective radii of curvature in x- and y-

directions, respectively
0
o
inlet viscosi:y
CY pressure-jiscoiitv exponent
Qualitative agreement of the calculatea film thickness with measure-

ments with respect to the change of airection of the resolved velocity
U was achieved (110).
[
3. PRESSURE r)lSTRIBUTION
Up until the discovery of ela6tobydrodynamic lubrication, it was believed that

pressure distribution in a lubricated concentrated contact follows the Hertz-
ian elliptical profile. Recent elastohydrodynamic theories show that this
Hertzian elliptical profile will be modified considerably bythe hydfodynamic
effects of the lubricant. The extent of this pressure redistribution due to
elastohydrodynamic effects shouqd depend upon the speed, the load, the inlet
viscosity, and the pressure-viscosLty coefficient of the lubricant. Fig. 13
shows a series of typical elastohydrodynamic pressire profiles with the vari-
able
12%oU
R (21)
w
The most unique characteristics of the elastohydrodynamic pressure profile is

the sharp pressure peak before the termination of the film. The various
effects which influnzce the location and magnitude of this pressure spike
are now well understood - at least within the assumption of a Newtonian lub-
ricant. For a given pressure-viscosity coefficient, the magnitude and loca-
tion of the pressure peak are g9verned by the parameter A as shown in Fig. 13.
As A increases, the location of the pressure peak moves toward the entrance
region with an increase in intensity of the pressure spike. When A 4 0, the
condition corresponds to a dry contact and the pressure profile approaches
a Hertzian ellipse. In the other extreme. A 4 0, the condition corresponds
to a rigid cylinder, and the pressure profile approaches the pure hydrodynam-
ic solution. The pressure-viscosity characteristics of the lubricant also
58
HIGH A
MEDiUM A
HIGH A
Fig. 13 Pressure Distributions
59
has a strong influence upon the pressure peak. increasing the pressure-vis-
cosity exponent has the same influence as increase A, it gives rise to a high-
er peak and moves the peaK toward the entrance region.
a. Theories for Moderately Loaded Contacts
At least four theories are available in the moderately loaded region

for line contacts (pHZ .< 20,000 psi). In 1953, Dorr used a power
series and developed an analytical solation for an isothermal lubricant
under moderate loads. In 1954, Weber and Saalfeld (98) successfully
obtained a numerical solution of the coupled elastohydrodynamic equa-
tion. They also considered the effect of pressure-dependent viscosity.
Fign. 14 and 15 show the compatible pressure and film profiles. One
important feature in Weber and Saalfeld's theory is that the coordin-
ate along the film is normalized with respect to the coordinate at the
exit of the film. In doing so they were able to reduce one parameter
in the calculation and thus represent the isoviscous elastohydrodynam-
ic solution by one parameter family of carves for the pressure and the
fLlm thickness.
In 1961, a more complete numerical elastohydrodynamic solution in the

moderately loaded region was provided by Stephenson and Orsterle (112
They employed a direct integration of the Reynolds equation and the
film shape by the elasticity equation. Their solution covers a wide
range of speeds and loads. The results show that the pressure depen-
dent viscosity has an effect to increase the load capacity for the
same minimum film whila the compressibility of the fluid has a tenden-
cy to decrease the load capacity slightly. The direct iterative elas-
tohydrodynamic theory has also been extended by Wernick (113) for
loads heavier than those calculated by Stephenson and Orsterle. Wernick --
achieved this by using a deacceleration factor to correct the pressure
profile in each iteration.
b. Theories for Heavily Loaded Contacts
For heavily loaded contacts, the elastohydrodynamic numerical solution

bydirect iteration breaks down because of convergence difficulty.
This difficulty was first overcome by Dowson and Higginson (91) in
which they solved the hydrodynamic equation in the inverse manner in
the high pressure region. By comparing the hydrodynamic film'thick-
ness obtained from the inverse Reynolds equation and the elastic film
thickness obtained from the elasticity equation, the pressure profile
is successively corrected in each iteration until convergence is
reached. Their results, as shown in Fig. 16show a sharp pressure
peak in the exit region for high pressure dependent viscosities. In
a later paper4(ll4) they allowed the lubricant-to be compressible and
found the pressure was considerably supp ssed (Fig. 17).
In 1961 Archard, Gair and Hirst (92) employWd the same inverse proced-
ure and .found extensive solutions for the heavily londed cases. They
separatedthe contact zone into four regions, two in the inlet and
two in the outlet region. For each of these regions, a different itera-
tive procedure was employed in order to bring convergence. The
60
Lxep
After Hertz
.0.6
-0.4 -0.5
0
'~~~ ~
-(C-I-L-
Fig. 14 Presoure Distribution in Contact Zone, Moderately

Loaded Contact. (Reference Weber and Saalfeld (98),
contained in Theory of Hydrodynamic Lubrication by
Pinkus and Sternlicht. CopyrightD1961 by the McGraw-
Hill Book Company, Inc. Used with permission of
McGraw-Hill Book Company).
61 %Trl-9687
_.-G.4 -02 0.0
,o
0.5
-1 6
Fig. 15 Film Thickness in the Contact Zone, Moderately

Loaded Contact. (Reference Weber and Saalfeld (98),
contained in Theory of Hydrodynamic Lubrication by
Pinkus and Sternlicht. Copyright@1961 by the McGraw-
Hill Book Company, Inc. Used with permission of
McGraw-Hill Book Company).
62 MTI-9705 u.
5
10
9 4
V -, 7
0
O 6
2 2
0
-2 -0 1
X, pounds
Fig. 16 Pressure Distributions for an incompressible Lubricant

W = 3 x 10 ', G =5000. U =(0) 0 (dry contact), (1) 1013
(2) 10l2 (3) 10 (4) 110,(5) 1-9
(Reproduced from the Journal of Mechanical Engineering
Science, Va. 4, No. 2, pp. 121-6 (1962) by kind permission
of the Institution of Mechanical Engineers.)
63
.1T1-9697
111
P KlO
-4-3-2-I0 X, pounds I
U "- [0] 0 foi cow---] (1 10', [2] 101 [3] I0"r [4] 10', [5] 1-0! [5] I0- [6] I0"*
W-3xIO's G=5000
Fig. 17 Pressure Distributions for a Compressible Lubricant
W x10 , G = 5000. U = (0) 0 (dry contacc) (1) 1013

, 9 -
(2) 10-12 (3) 1011 (4) -1 , (5) 10 , (5 1/2) 10 8 1/2
(6) 10-8. (Reproduced by kind permission from the Proceedings

of the Inctituticn of Mechanical Engineers Symposium on Fatigue ..
in Rolling Contact, 1963.)
64
MTI-9696
agreement between the pressure distributions by Dowson and Higginson
(91) and by Archard, Gair and Hirst (92) is good except for the in-
tensity of the pressure spike.
c. Thermal Effects on Pressure Distribution
The effects of temperature on elastohydrodynamic lubrication were first

* investigated bySternlicht, Lewis and Flynn (1 5), in which they calcu-
lated the temperature based on the assumption that all the heat dissi-
pated is entirely convected by the lobricant. This assumption is over-
ly conservative, and it leajs to a film thickness considerably thin-
ner than anticipated in practice. As a result, the calculated pres-
sure profiles do not deviate much from Hertzian dry contact profile.
In 1964 Cheng and Sternlicbt (58' obraired a nimerical solution for

the simultaneous hydrodynamic, elasticity, and energy equation. Their
solution is particularly applicable for heavily loaded contacts in
which the inverse hydrodynamic eqation was used. Their results
(Fig. 18) show that for heavily loaded cortact lubricated with min-
eral oils at room temperature, the temperature will not remove the
pressure peak. On the contrary, Fig. 19 shows that at a higher roll-
ing speed, the thermal effects would tend to shift the pressure peak
further toward the inlet and would intensify the pressure spike.
In 1965. Dowson and Whittaker (59) developed another numerical solu-

tion to the thermal elastohydrodynamic problem. They found that the
temperature effect is not strong enough to remove the pressure spike-
however, with a pressure viscosity coefficient slightly smaller than
that used by Cheng and Sternlicht (58) they found that the sharpness
of the spike is somewhat softened by the increase in temperature at
higher sliding speed (Fig. 20).
d. Pressure Measurement
Ever since the discovery of a secondary pressure spike in elastohydro-

dynamic theories, there have been a number of experiments devoted to
the hunting of this spike. Early experiments were conducted by Dowson
and Longfield (116) and Longfield (1171 by using a large rotating disc
in pure sliding cortact with a stationary conformal surface. Because
of the large area of contact due to a conformal contact and the rela-
tively high lubricant temperature introduced by the pure sliding, no
secondary pressure peaks were detected. The measured pressure profile
show some slight deviation from the Hertzian distribution.
Subsequent attempts were made by Orcitt (i18) and Kannel (119) in mea-
suring the pressure'distribution in heavily loaded contacts. The
pressure sensing in a narrow contact region was made possible by us-
ing a vapor deposited manganin strip having approximately .00]" in
width and a few microLnches in thickness. Orcitt's experiment was
conducted with a glass disc which limits the maximum contact pressure
to-about 50,000 psi. At this pressure, be showed that the pressure
distribution deviate considerably from Herizan and indicates some
65
09 -I
f~ ~ ____U7926 K SEC
(25% SLIP) -
07 -(ISOTHERMAL
,til 05
-- 15 - o5 0 0 ,0- 14
Fig. 18 Comparison of Pressure Distributions Between the Isothermal

' Caseand the 25 Percent Slip Thermal Case with an Approxi-
mately Equal Rolling Velocity. (Courtesy of ASME, J. Basic
Engrg.., Vol. 87D, 1964).
-9571
66
MT1I-95 71 1
I
_U_7926 N /S
0_ t _ *1 1623 355~iii
07- . I 1160 1
05 15 LB/IK f
04 -SLIP RATIO 025
03 '
"20 45 -IJD -05 0 05 IW 14

x/b
Fig. 19 Pressure Distribution, Thermal Theory, with 25 Percent Slip

(Courtesy of ASME, J. Basic Engrg., Vol. 87D, 1964).
67
MrI-9570
23- PERCENTAGE SLIP
22-3
21-
20-
17-
16- ERTZIAN ELLIPSE
15-
0-67 0-66 0-69 0-70 0-71 0-72 0-73 0-74 0-75

A,
U -10--1 W - 19X1O-5
Fig. 20 Details Of Pressure Spikes. (Courtesy of Proc. Instn.

Mech. Engrg., Vol. 180, Pt. 3B, 1965-66).
68
MrI-9615
marked disturbances at the exit region. However, no evidence of
pressure spikes was detected.
In 1965 Kannel used the manganin transducer on a pair of steel discs

and obtained pressure profiles which suggest strongly the existence
of pressure peaks in elastohydrodynamic contacts. As shown in Fig.
21, at maximum Hertzian pressures above 100,000 psi peaks resembling
those predicted by elastohydrodynamic theories are evident. The
trend 6f the effect of load on the location of these pressure peaks
also agrees with that predicted analytically.
More recent experiments by Kannel et al (102) have extended the pre-

vious data to high loads with a shor:er transducer. Moreover, the
effects of speed, lubricant inle- temperature and lubricant type
have been thoroughly investigateo both with cylindrical discs as
well as with crowned discs. Figs. 22 through 27 give the measured
pressure profiles from Ref. 102. From these data, the following
observations can be made
At higher loads the evidence of the secondary pressure peak

J appears to be completely removed. The pressure distributions
do not deviate much from Hertzian. The only noticeable diff-
erence is at the exit where there is a slight build-up in
pressure followed by a fast drop to ambient pressure.
There is qualitative agreement between the location of this

pressure build-up and the location of the pressure spike-pre-
dicted by trhe elastohydrodynamic theory as far as the effects
of the rolling speed, load. inlet viscosity, and pressure-
viscosity dependence. For example, the pressure build-up
tends to push the build-up towards the inlet if the load de-
creases the speed increases, the inlet viscosity increases,
and the pressure-viscosity coefficient increases.
Recently, Kannel et al (104') measured the pressure distribution between

the ball-race contact in an actual 85mm ball bearing. The measure-
ment was taken at a speed up to 5000 rpm a-d a maximum Hertzian con-
tact pressure of 205,000 psi. As shown in Figs. 28 and 29. that at
this high contact pressure. the pressure distribution 4ndecd appro-
ches more to the dry-contact Hertzian shape. There seems to be no
significant influence from the speed as well as from the lubricant
type.
4. TEMPERATURE DISIRIBUTION
Thermal effects in elastohydrodynamic lubrication have been studied quite

thoroughly in the past decade. Approximate solutionsto the energy ecuation
have been contributed earlier by Crook (20' and later by Bell et al (121).
More recently, complete thermal-elastohydrodynamic theories have appeared
in Refs. 58, 59, and 93. In the lubricant film, ore is usually interested
in the surface temperature distribution for studying the failure by scoring
and in the mid-film lubricant temperature for studying the thermal decomposi-
69
2
160 1-PRESSURE-103 Ib/ifl
140.,
I MEASURED PRESSURE PROIES
P, -126 000 Iblifi2
12 P 1600l/n
P 1 1 104 000 Ib/in2
80 HERTZ PRESSURE PROFILES

2
80-18 0 Ib/in
2
- p,,P-116 000 Ib/in 2
,-10 000 Ib/in
ILT60
REGION 40
20-
30 20 10 0 10 30
CIRCU.MFERENTIAL DISTANCE-103 in
T = 115TF.
RS = 1400 ft/min.
Lubricant: polyphenyl-ether.
Fig. 21 Measured Var~iation in Pressure Profile with Disk Loading -
(Courtesy of! Proc. Instni. Mech. Engrg., Vol. 180, pt. 3B,
1965-66).
70
MTI-9613
T 15 F
Rligspe~ed 4,500 fpii 0
T - Lubricant: polyphenyl cther
-20~~ 0 . 00 2
Fig. 22 Measured Film Pressures Between Crowned Disks Showing

Tach. Report No. ASD-TDR-61-643, Aug. 1966).
'
Lubricant: polyphenyl, etheertae ArFoc
LOO&n TmsOf
Itt ROII'ng~eed
---- 2900fpm
CI ufe ,IU9C IIW

&-Se

Variations with Rolling Speed for Two Loadings. (United
States Air Force Tech. Report No. ASD-TDR-61-643,
Aug. 1966).
71
4k
CL0
rc
00
4-1
uu
E 0
%1 4
C.44
44 W
to 00
01
wW-
724
- Rolling speed =4,500 fpm
Lubricant: polyphenyl ether
NO.Ompo
Twv~okaOD
115F
.0 -0 0 D2
CurcumnfoenbWo OustocCS,K)' inc

&42908

Variations with Temperature and Loading. (United States
Air Force Tech. Report No. ASD-TDR-61-643, Aug. 1966).
T 115 F
Rolling speed =2,900 fpm
LubiCNFIRtf
Vabriations wihLbiatTp. (ntdSaei
-2DM~ -9007002
or 4
00o "4
0'O-
-
cc
---
0 $u4
* C.)
%C a
00 0JlS~
isd0 0 M
14-
054
-4
-44d
N 0~
0W
00u
-4 -0 W
V-4cc.
-474
250
-Highly refined mineral oil
Polyphenyl ether
200.
150..
ISOI
I')I
0-
25,A sec
- - -
0k
- -" I 'I I
Time-
Shaft Speed - 2500 rpm

Contact Load - 205,000 psi maximum Hertz pressure
Fig. 28 Comparison of Ball-Race Pressure Pattern in 85 mm Bearing
with Lubricant Type, Shaft Speed = 2500 rpm. (United States

Air Force Tech. Report No. ASD-TDR-61-643, Aug. 1966).
75
MTI-9694
250
Highly refined mineral oil
-- Polyphenyl ether
200
in 150
0
x
.100
50
r/
12.5A eC
Time-
Shaft Speed 5000 rpm

Contact Load - 205,000 psi maximum Hertz pressure
Fig. 29 Comparison of Ball-Race Pressure Pattern in 85 mm Bearing

with Lubricant Type, Shaft Speed - 5000 rpm. (United
States Air Force Tech. Report No. ASD-TDR-61-643, pt. VIII,
1968).
76
TII'-9693
!
T tion of the lubricant. A brief summary will be given to various theories
available in determining the temperature in the lubricant film.
a. Approximate Theories
The influence of temperature in elastohydrodynamic lubrication was

first asked by Crook (120) and he developed a simplified theory in
determining the mid-film temperature by neglecting the surface temp-
erature rise, the viscous heat dissipation due to the pressure flow,
and the heat convected by the lubricant. This method yields a rea-
sonably accurate mid-film temperature as long as the speed is not
either too high for the heat of convection to be dominant or too low
for the surface temperature rise to be of the same order of the film
temperature rise. Crook's simplified thermal theory has been widely
used in studying the sliding friction.
In 1963, Bell et al (121" Jeveloped an analytical solution to the

energy equation by neglecting the surface temperature rise and by
assuming that the viscosity is thermally independent. They have
calculated the temperatures generated separately by viscbhs heat due
to sliding, viscous heat due to rolling, and heat of compression of
the lubricant. Fig. 30 gives separate temperature curves for each
of the three types of the heat generation. The temperature due to
the heat by the rolling action (0mr) is relatively insignificant at
the speed they considered. The temperature due to the sliding heat,
(ems) occurs mainly in the contact region where the viscosity is
high. The heat of compression contributes to a temperature variation
which is proportional to the pressure gradient in the contact as in-
dicated by the curve labeled 9 mc"
b. Numerical Solutions to Energy Equation
in 1965 Cheng and Sternlicht (58) developed a numerical solution to

the energy equation for calculating the surface as well as the mean-
film temperature distributions. In their analysis, the viscosity
across the film is assumed to be constant and corresponding to the
mean temperature across the film. Typical curves are shown in Fig.
31. This is a case of moderately low speed and the surface tempera-
ture rise is of the same order of magnitude of the mean-film temp-
erature.
The assumption of a mean viscosity across the film was later relaxed
by Cheng (93), and he developed a rigorous two dimensional finite
difference method in determining the temperature distributions across
as well as along the film. Typical three dimensional temperature
surface within the-film for a pair of steel rollers are shown in
Fig. 32. In this figure
AT
9 T (22)
0
77
C!'
a)~f
CD,
D0
+ CI
E OF 6
Fg30Comoet fTmeaueInraei urcn o

aN atclrCs. (oreyo SE .BscEgg
SeisDN.3D16)
78 NT-964
*1 20
100
ATMEAN
W-715
LWIN.
70
60
40-
30 - 2L
AAT
0- ~
q".5 0 05 10 14
Fig. 31. Temperature Distribution for 25 Percent Slip Case,

Y)=79.26 in/sec. (Courtesy of ASNE, J. Basic Engrg.
Vol. 87D, 1964).
79
HTI-9569
0
-a')f
10 0
800
AT = temperature rise, OR
T0 inlet temperature, for this case T0O = 570R
: x =exit coordinate
the Hertzian whichin.is approximately equal to half of
width,
x = coordinate along the film, in.
- -y = coordinate across the film, in.
h film thickness
s = (U2 - I)/U2
The temperature plot is divided into two parts at the pressure peak
in order to show the clear details before and after the peak. Since
this is a high speed case, the surface temperature rise at y = 0 is
practically insignificant comparing to the mid-film temperature rise.
The effects of rolling and. sliding speed on the surface and mid-film
temperature rise are shown in Figs. 33 and 34. For a constant slip
ratio, the mid-film temperature always increases with the rolling
speed on the surface temperature would depend upon the slip ratio.
At high slip ratio, the surface temperature decreases with the roll-
ing speed.
Still another inumerical solution for the thermal elastohydrodynamic

problem was. contributed by Dowson and Whittaker (59). Fig. 35 shows
some of their typical temperature maps. Due to the different pressure-
temperature viscosity conditions and operating conditions used in two
solutions, exact comparison is not possible; however, qualitatively
these two solutions are in good agreement.
At extremely high rolling speed, the above thermal theories encounter

numerical difficulties at the inlet region where there is a reverse
flow. To remedy this, an inlet thermal solution (105) was developed
for the purpose of calculating the thermal film thickness at the inlet
using the Grubin-type approach. This solution can be used together
with one of the contact-zone thermal-elastohydrodynamic solutions to
obtain the temperature maps for very high speed and high load cases.
Recently, Kannel et al (103) have formulated the thermal problem at

the inlet region and obtained an analytical solution for the case
where the convective heat is neglected. This inlet thermal solution
has been employed to determine the reduction of inlet film due to
temperature effects.
c. Temperature Measurements
Measurements of surface temperature have been made by Orcutt (122) by

using a platinum wire as the temperature transducer. Typical tempera-
81
250
2002
0.1
10
50-
W=715 LB/IN.
50 100 00500 1000

U IN./SEC -
Fig. 33 Mid-Film Temperature
82
MT1-1529)
*40
35- U2.-U :0.25

-
U2
30- W=715LB/!N.
25-
0-
1-0.05
0-
K 50 100 200
UIN./SEC
500 1000
-. Fig. 34 Surface Temperature
83
Krl- 1531
/ 2
100-20 \10020
01818
80-16 80 16
4 Nx0 g x10"
Hx106 10
70- 14 70 14
!60-? 6012
408
50- 10
' i 40- 8
30 030 6
0403
0J "~ 24681012
0 3-, C)35 03~ 3
- -1 0
-2 -1 0 0
-2 x (b) U- 1o-- 05x1O--
- -s
(a) U 0-IO V=-O'2xIO 1 W=3"19xIO
110 22
100-20
90 18s
016 ..
1 4
Nxl I10 PERCENTAGE
SLIP
70 14 (x. xOO)
14-
TEMPERATURE
60 12 60 12RISE
(C) 2 0
50 10 10-
40 -e
5
30 6 6-
2 115 20
-3 0 5 1 34567 8 2 1
00
-2 -' 1 x
x 0 1-2 -1 x . 1
1
(c) U- 10- 1 V-035x10 W-3.19X1O (d) U-10-11 W-'=-3"19xO-8
Fig. 35 Thermal Solution to Elastohydrodynamic Problem by

Dowson and Whittaker. (Courtesy of Proc. Instn.
Mech. Engrs., 1965-66).
qi
84
?11-9612
ture profiles for a pure rolling case are shown in Fig. 36 in conjunc-
tion with measured pressure and film profile. The variation of mea-
sured surface temperature against the slip ratio (U2 -Ul)/U 2 is shown
in this figure and, they are compared with the theoretical value cal-
culated by the thermal elastohydrodynamic theory. It is seen that
the agreemdnt is fair at high slip ratio and rather unsatisfactory
at low sliding speeds.
Recently, Kannel et al (102) have made a series of surface temperature
measurements under pure rolling conditions and for loads higher than
those used by Orcutt. A titanium wire deposited on a silica insula-
tor was used as the sensing element. Figs. 37 and 38 show the effects
of load and speed'on the surface temperature. In general, the temp-
erature level is considerably higher than those measured by Orcutt.
5. FRICTION
One of the most interesting yet perplexing aspects of elastohydrodynamic lub-

rication is the frictional force developed in shearing a lubricant film in
two heavily loaded contacts. Most of the experimental data to date have been
obtained from two disc machines in which the friction forces are measured by
sliding one disc over the other. Although these data are far from complete,
they show a consistent trend of how the frictional force varies with the slid-
ing speed, and beyond this point an increase in sliding speed would cause a
decrease in friction. The level of this friction curve is a function of the
load, rolling speed, the lubricant inlet temperature and the pressure-tempera-
ture viscosity characteristics of the lubricant.
Even though the elastohydrodynamic theory has advanced to a very sophistica-

ted stage, they are far from adequate in predicting the frictional force be-
tween two heavily loaded contacts. There are two major reasons for this lack
of correlation between the present elastohydrodynamic theories and the mea-
sured friction data. First, there is a complete absence of static viscosity
data at extremely high pressures. Since the shear stress at a boundary is a
product of the viscosity and the shear rate, and since the viscosity is ex-
tremely sensitive to both pressure and temperature in the high pressure region,
the calculation of friction is inaccurate when using extrapolated viscosity
data measured at the moderate pressures or by using an empirical pressure-
temperature-viscosity function. A second reason for the lack of correlation
is the use of the static viscosity data for conditions where the pressure,
temperature, shear stress and shear rate all undergo a tremendous rate of
change. Under these circumstances, the flow properties may not have enough
time to reach equilibrium and behave in the fashion measured in static experi-
ments. These are the two major reasons which have prevented-the development
of a satisfactory analytical tool in predicting the traction between elasto-
hydrodynamic contacts. In the following bection a brief review will be given
to the state-of-the-art of traction in elastohydrodynamic contacts.
a. Rolling and Sliding Friction
Early measurement of the friction between gear teeth and between cir-
cular discs have placed emphasis mainly upon finding empirical corre-
85
40
~4- Thermal EHD Theory (Ref. 93

4--Experimental Measurement
*20
U1 -250 in/sec.
I U=251 in/sec.
10 U 150 in/sec.
U = 10 in/sec.
0 01020.3 04
U2 -U1
Slip Ratio,
Fig. 36 Calculated and Measured Surface Temperature
86 kfrl-970b
60
Temperatures corrected
-Measured Temperatures
E240 Max Hlertz 04: 00 4.0
S pressures (psi) 128,.120
20
0. 20 40 60 s0 100 120
Circumferential Distance, 10' inch -46
T =L15F
amb
Rolling Speed =1400 fpm
Fig. 37 Variation in Disk Temperature with Loading
(United States Air Force Tech. Report No.
ASD-TDR-61-643, pt. VI, 1966).
Measured temperatures
90fpm
Rolling speed l4Ofpm
40- 20e4p60r0atures
~oaing 11000 ps (Hetz
T b '=115 F
Fig. 38 Variation in Disk Temperature with Rolling Speed
(United States Air Force Tech. Report No. ASD-TDR-
61-643, pt. VI, 1966).
87
H? 1-9701
lations with the design parameters. Typical examples of contributions
are by Cameron and Newman (123), Hisharin (124), and Benedict and
Kelley (125). But none of these papers were designed to promote the
basic understandings of the traction between elastohydrodynamic con-
tacts.
Crook (126) used two kinds of rolling disc machines in measuring the
friction in the line contact as a function of sliding speed. In the
small sliding speed region he used a four disc machine which consists
of a center disc surrounded by three equally spaced outer discs (Fig.
39a). Since the center disc is free-floating, the measured torque
will not contain any extraneous torque from the supporting bearings.
For this reason the four-disc machine gives very accurate friction
torque measurement at very small sliding speeds. However, in the
region of high slip, the four-disc machine is not suitable because
it cannot maintain a stable sliding speed. For high sliding speeds,
Crook used the conventional two-disc machine as shown in Fig. 40. In
order to investigate how the friction decreases with the sliding speed
in the high slip region, the rotation of both discs must be controlled
by variable speed motors, one of which acts as a motor and the other
acts as a generator. In this manner, Crook was able to measure the
friction characteristics throughout the entire region of sliding speed
using the four-disc machine in the low slip region and the two-disc
machine in the high speed region.
Using the four disc machine, Crook found a profound influence of roll-
ing speed upon the frictional torque in the low slip region. In this
region the slope of the traction vs. slip curve is equal to a so-
called effective viscosity divided by the oil film thickness. By mea-
suring the slope of the traction curve and by calculating the oil film
thickness from the existing elastohydrodynamic theory the effective
viscosity can be readily evaluated. If the thermal effects and the
non-Newtonian effects of the lubricant are both absent in this region,
then the effective viscosity will stay constnat as a function of roll-
ing speed. However, this condition was not found in Crook's experi-
mental results. On the contrary, he found a marked influence of the
rolling speed on the effective viscosity of the lubricant. As shown
in Fig. 41, the ratio of the effective viscosity to the supply viscos-
ity can be reduced by almost two orders of magnitude as the rolling
speed increases from 0 to 1200 cm/sec. Such a drastic reduction does
not appear to be due to thermal effects only. Crook speculated that
it was the visco-elastic effect of the lubricant which prevented it
from reaching the static viscosity in the short time interval as it
passes through the contact zone. The visco-elastic effect has been
more thoroughly investigated analytically by Dyson in a recent paper
(128).
By using the two-disc machine, Crook was able to extend the friction
data in the high slip region for loads ranging from 7.5 to 20 x 107
dynes/cm and rolling speed from 400 cm/sec to 1200 cm/sec. All the
friction curves showed the same basic trend which is characterized
by an ascending portion at a small sliding speed and a descending
88
F
gerCan
Lad
Fig.
39 Th For DriskMchn,
(Courtesy of Philosophical Trans.,

Series A 255, 281, 1961).
*89
.9TI-9699
Fig. 40 The Two Disk Machine
(Courtesy of Philosophical
Trans., Series A255, 281,
1961).
90
MTI-9695
I
friction at high sliding speeds. Fig. 42 shows that an increase in
load does not change the basic characteristics of the friction curve
much, but does increase the level of the friction force. Similarly,
in Fig. 43 it was shown that a change in rolling speed also effects
the level of the friction force. When the rolling speed increases,
the friction level decreases.
Crook also attempted to predict the friction analytically by a simpli-

fied thermal friction theory based on the following four assumptions:
1. The film thickness within the contact zone is uniform
2. 'The pressure distribution in the contact region is Hertzian
3. The heat-carried away by the lubricant due to convection is

neglected.
[ 4. The temperature rise on the surface of the disc is neglected.
Using this simplified thermal theory, Crook was able to calculate the
coefficient of friction or the iffective viscosity as a function of
sliding speed. Fig. 44 shows the comparison between the calculated
effective viscosity and the measured effective viscosity as a function
of sliding speed for a load of 1.2 x 108 dynes/cm and a rolling speed
of 400 cm/sec. There are three calculated curves representing three
different values of the ratio of the thermal conductivity of the lub-
ricant to the temperature viscosity coefficient. It is 5een that even
if this ratio is increased by almost one order of magnitude, it is
still not possible to predict the sharp reduction of the effective
viscosity at small sliding speeds. Based on this evidence, Crook
concluded that the friction force atosmall sliding speed cannot be
accurately predicted by considering the thermal effects only.
In 1965 Cheng (93) employed his full elastohydrodynamic theory in

caltulating the friction for the conditions corresponding to those
used in Crook's experiment. The temperature calculations are based
on the finite difference solution of the energy equation and pre free
from all assumptions made earlier by Crook. ,Itois seen from ig. 45
that even with this refined thermal analysis there still exists large
discrepancy in the low slip region. This strengthens Crooks argument
that the thermal effects alone cannot account for the sharp reduction
in the low slip region. In 1963 Bell, Kannel, and Allen (121) devel-
opedan approximate analysis to predict the temperature rise at low
sliding speed. In their analysis they included the heat due to con-
vection of the lubricant and heat generation due to the compression
qf the lubricant. They also concluded that the temperature effects
are too small to account for the loss of effective viscosity at low
sliding speeds. In addition to the thermal theory they also developed
a non-Newtonian friction theory using a rheological model proposed
by Ree Eyring. Fig. 46 shows a typical set of friction curves vs.
the dimensionless shear rate parameter. These curves'indicate that
91
10~
io2 b
0 600 1200
U cms
Fig. 41 The Ratio of the Effective Viscosity (ai to the Supply

Viscosity (LL) in Pure Rolling, Calculated froTi the Visco-
Elast~c Hypo~hesis. (a) G= 1.9 x 108 dyne-cm ; X = 1,9 -
x 10- see; (b) G = 7.4 x 106 d n-m2;,X~ =.1. x 1

sec; (c) G = 1.4 x 106 dyne-cm- ; X = 1 2 x 10-4 sec.
Experimental Points, Load (107 dyne-cm't):' 2.5, o 2.9,
A 14.6. (Courtesy of Philosophical Trans., Series A255, I
281, 1961).
-~ 0
40,.031 r-4
* 4
4 0
0
C0
V.4
"MO0.019 0
0 200' 400
(U2-U1 ) (cms)
-Fig. 42 Frictional Traction as a Functibn of Sliding Speed

(Rolling Speed .Constant at 400 cm-sec-1). Load
(107 dyne-cm-1 ): (a) 20, (b) 15, (c) 7.5. (Courtesy
of Philosophical Trans., Series A255, 281, 1961).
)(TI95?792
6 a 0
V4
.Lj
141
5.2 10
4-4
00
L)
0200 400
211
Fig. 43 Frictional Traction as a Function of SlidingSed Load

1 cm-secI vi 04 P;
1.25 x 108 dyne-cm . (a) U =120
(b) U =200 cm-sec' I 0 .4 P; (c) U =400 cOm-sec-1 ,
Lo :N0.4 P; (d) U = 400 cm-secT, 0~ 0.7 P; (e) U = 600
cm-sec-1,- -0O.4 P. (Courtesy of Philosophical Trans.,
Series A255, 281, 1961).
10000
F 5000 %*
%
I %%
%% %%b%%
%.
C%.
%
5'00
0 10 20 30
211
Fig. 44 The Variation of umwith Sliding Speed. Load =1.2 x 103

dyne-curl, U=40 cm-sec-, i;10 = 1.4 .P - o- from
Experiment,---------- Calculated. (a) Kf /61 = 1.5 x 105
dyne-sec 1I;4(b) Kf/q1 7.5 x 104 dynefsec-1; (c) K!/q
= 3.75 x 104 dyne-sec l*(Courtesy of Philosophic af
Trans., Series A255, 281, 1961).
93
XTI-9576
0.08 G TOR
CEGTER
007
1~574 IN/SEC CROOKLXP/IMEN
0.06 /(1400 CM/SEC)W71L8IN
U2 36.2 IN./SEC
0.01-
Fig. 46 Traction Versus Shear Rate

- (Courtesy of AS!4E, J. Basic
Engrg., Vol. 86, Series D,
No. 3, 423, 1964).
94
NrI-97 17
iI
drastic reductions of friction can exist if the lubricant viscosity
is shear rate dependent, according to Ree Eyring. However, in all
T their calculated data the friction force was found to be depeident
upon 1/h which means if the tolling speed increases the friction
force will fall according to 1/h. On the other hand, all the experi-
mental data gathered thus far have shown the proportionality is far
greater than 1/h and in most instances are more nearly proportional
to 1/h2 . Thus, one may conclude that the inclusion of the Ree Eyring
model in the friction analysis will not be able to predict a reduc-
"tion of friction force at low rolling speeds.. This is really not
surprising, since the Ree Eyri*ng model is primarily a shear dependent
Newtonian modeland is not likely to predict the loss of pressure-
viscosity dependance during short transients.
In 1965 F. W. Smith (127) employed a rolling contact machine to

measure the friction between two rollers whose axes were skewed at an
arbitrary angle. With this skewed arrangement he'was able to measure
the friction force due to the sliding velocity component. Fig. 47
plots typical friction curves against the sliding speed. These
curves show trends similar to that observed by Crook. Smith divided
the friction charts into six regions. In regions 1 and 2 friction.
varies proportionally with the sliding speed and a Newtonian iso-
thermal friction theory is believed to be applicable in this region.
Region'3 is the ascending portion of the friction curve in which the
friction force increases with sliding speed inoa non-linear fashion
and Smith believed that the non-linearity is due to the non-Newtonian
effects of the lubricant. In regions 4 and 5 he postulated that there
exists a shear plane at the center of the lubricant film such that
the lubricant film behaves like two layers of solid substance sliding
over each other at the shear plane like a -plastic solid. Region 6
is where the seizure would take place. He also postulated that the
resistance to sliding at the shear plane is dependent upon the shear
plane temperature and the hydrostatic stress in the lubricant at the
shear plane.
A more comprehensive study of friction covering wide ranges of load, ,

rolling speed, and sliding speed was carried out more recently by
Johnson and Cameron (129) using the conventional two-disc machine.
The maximum Hertz pressure was varied from 100,000 psi to 200,000 psi;
the rolling speed was varied from 8 in./sec; and the inlet film tem-
perature was varied from 300 C to 900 C. Fig. 48 shows the set of
friction curves for different loads, and Fig 49 shows the effect of
rolling speed and inlet film temperature upon a friction curve. The
most striking feature of Johnson and Cameron's data is that there
exists a ceiling to all the experimental traction coefficients which
cannot be exceeded no matter how the load and the rolling speed are
varied. They also took extensive data in the low slip region, and
from the slope of the traction and slip curve they were able to cal-
culate the effective viscosity as a function of rolling speed. The
loss of effective viscosity due to rolling speed is shown in Fig. 50.
They also furnished the most convincing evidence that thermal effects
alone cannot account for the experimentally measured friction. Fig.
51 shows two sets of friction curves calculated by using Crook's
95
05
44
z
19
0
01
1/4 1 4- 16 .64 256
SLIDING SPECU
Fig. 47 Coefficient of Traction as a Function of-Sliding Spoed

(Courtesy of ASME, J. of Basic Engrg., Vol. 87, Series D,
ii
-
No. 1, 170, 1965).
0.08 1
Y1\p,243x 05Ibfiin 2
0.7-%
0.0
I176k
of Inst. ,
Meh r. Vol 182 30,1676)
0-04 2 2596
0 151 5 10
SLDN PEWId-r/
U,=cntn 7i/;O t 0C
Fi.4 aito o rcinwt SiigSeda

* 0"08
_ 0-07 -
I
0.06
- 0.05
0~U~4V
Aor-
30 50 9
9O* U. ins
0"02 0o 0 7"8 "
S- 16
L AL A 34
x x 47
S001 + 76
V 153
** 260
-0 10 20 .30 40 50 60
Sliding Spee- (UI-U 2 in/6
Fig. 49 Influence of Rolling Speed and Inlet Temperature Upon

the Traction Coefficient. (Courtesy of Proc. of Instn.
Mech. Engrs., Vol. 1I2, 30.7, 1967-68).
1 4 _ _ _ __ _ _ _
011-2
0 100 200 300
Rolling Speed, V - in/s
Fig. 50 The Influence of Rolling Speed Upon Effective Viscosity.

(Courtesy of Proc. of Instn. Mech. Engrs., Vol. 182, 307,
1967-68).
97
KTi-9619
simplified thermal theory. These curves are for rolling speeds of
16 in/sec and 260 in/sec and are based upon apparent viscosities de-
duced from the low-slip friction data. It is quite evident that the
calculated traction coefficients can be as much as one or more than
one order of magnitude higher than the experimental friction data.
Discrepancies become larger when the maximum Hertzian pressure becomes
greater.
In an effort to explain the discrepancy between the friction calcu-

lated by the simplified thermal theory and the experimental friction,
Johnson and Cameroh resorted to the Smith shear plane concept which
states that the traction is limited by the lubricant reaching a
critical shear stress at which it shears in the manner of a plastic
solid. By plotting the mean shear stress against shear plane temper-
ature at different loads, sliding speed, rolling speed, and inlet
film temperature, they have found sufficient evidence that the limit-
ing shear stress is a function of shear plane temperature and pressure
only, and is not dependent upon the sliding'speed, rolling speed, or
the disc temperature. This conclusion was supported by Fig. 52 which
shows the mean shear stress can be plotted against the shear plane -.
temperature with the average Hertz pressure as a parameter.
In a sister paper to Johnson and Cameron's work, Jefferis and Johnson -.

'(130) investigated the effect of surface roughness upon friction be-
tween two lubricated rollers. They concluded that the measured co-
efficient of traction showed remarkably little variation throughout
the whole range of experimental conditions for Hertzian pressure in
excess of 175 kpsi as shown in the traction coefficient curve in --
Fig. 53. At low Hertzian pressures the surface roughness effect can
be substantial. This is attributable to the fact that the pressure
underneath the asperities for rough surfaces are much higher than'
those under the smooth surfaces. This is enough to cause a wide vari-
ation in overall traction coefficients.
A rather interesting qualitative explanation of the velocity, rate

of shear, viscosity, and temperature variations across the film thick-
ness of an elastohydrodynamic contact were offered by Plint (131).
These qualitative profiles are shown in Fig. 54. He postulated that
at the entrance of the contact zone, the rate of shear, viscosity,
and temperature are constant across the film thickness and the vel-
ocity profile is linear. As the thermal effects take over, the temp-
erature at the mid film increases and the viscosity becomes lowest at
the mid film. This thermal effect causes the velocity profile to
distort into a shape such that the rate of shear becomes a maximum
at the mid film forming a cusp as shown in Fig. 54. A ceiling curve
similar to that of Johnson and Cameron's was also found in Plint's
experimental friction data.
Dowson and Holmes (132) modified the Crook's four-disc machine and
investigated the effect of surface quality upon traction character-
istics of rolling and sliding contacts. By plotting friction against
the surface roughness, they showed (Fig. 55) that the friction
93
O04 -
~II,- *
-J - ii U16M/5
-noJo0o2" -.-.--x- -- - -
01
- .. eT-, - ,, ,
00 , 10 Is 20 25 30
SLIING SPEED,
WU-U -i/s
.... P~z-- 70001b/
Po - 243 000 lbf/'.
--
T- 30C, K -6-,0 x 10- ca /,n s deSC.
- -- ,176 000bffm
T .3WCK.6.0xIlO-,I.,sdeXC.
0
Fig. 51 Variation of-Traction Coefficient with Sliding Speed

Calculated by Crook's Theory, at Various Contact
Pressures. (Courtesy of Proc. of Instn. Mech. Engrs.,
Vol. 182, 307,. 1967-68).
3
X10
1007 ib41 1
7I
9c-
StIEARPLANETEMPEIRATURE,
Fig. 52 Mean Shear Stress-as a Function of Shear Plane Temperature.

(Courtesy of Proc. of Instn. Mech. Engrs., Vol. 182, 307,
i967-68).
99
[-70
008-
A
007 *- Very rouh ?% X...I

+ - -- --
006 r+
Rog
0 0
;7 003- Smooth
I discsS
0-02 ci-
0011- ~ ~
0 so 100 15O 200 250 XIO03

MAXIMUM HERTZ CONTACT PRESSURE-Ibf/inZ
U 260 in/a, disc temperature =30-40'C
Fig. 53 Friction of Smooth and Rough Discs as a Function of

Maximum Hertz Contact Pressure. (Courtesy of Proc. of
Instn. Mech. Engrs., Vol. 182, 1967-68). A
0 -- h __ -___ U
A C
r
Velocty Pofil
~~~~ Fi.5[ipiie7 ot~:Wih1eprtr

'7oyrdnai
Efecsn FnieRae fInres i Vsosty Corts
P of Proc. Instn. ~~~echnr.
a t e100
S a
o.12,30 976)
1 -1 T>
I
-9.
35
Slip 0200
25
_ _ 450I
___
0 20 -
256 Ibf/m
xx
0,11 iIbfl ++
0.2 03 04 05 0-6 0-8 T0 20 30

1 "" /h,"
Fig. 55 Typical Plot of Coefficient .of Friction Against the Ratio of

Peak-to-Valley Roughness/Theoretical Minimum Film Thickness.
(Courtesy of Proc. Instn. Mech. Engts.,.Vol. 182, 1967-68).
/
101
9618
.TI
.4
initially decreases with surface roughness, reaches a minimum, and
then increases steadily with surface roughness. Unlike Johnson and
Jefferies' conclusion on the effect of surface roughness on friction,
Downson and Holmes found that the influence of surface quality is
quite pronounced. However, these two results may not necessarily
in direct contradiction because the load used by Dowson and Holmes was
much smaller than thatused in Johnson and Jefferies' experiments.
In 1969, Dyson (128) analyzed the frictional force in an elastohydro-

dynamic contact by considering the lubricanL as a viscoelastic
liquid., He divided the friction vs. sliding speed curve into three
regions, as shown in Fig. 56, (1) the linear region, where the fric-
tional force varies linearly with the sliding speed; (2) the non-
linear ascending region, where the slope of the friction curve re-
duces rapidly as the sliding speed increases; (3) the thermal region,
where the frictional force decreases with the sliding speed.
In the linear oregion, he employed the -recently developed Barlow-Lamb

viscoelastic model'(133) ' and the Maxwell model to calculate the
apparent viscosity as a function of the rolling speed. If the visco-
elastic effect is absent, then the apparent viscosity should be con-
stant with respect to the rolling speed. Figs. 57 and 58 plot the
ratio of th-apparent vipcosity to that at U = 0.2 in/sec. against
the rolling speed U for the Barlow-Lamb and Maxwell liquids respec-
tively. -The variation of this ratio with U obtained experimentally
by Johnson and Cameron was, also plotted in these curves for compari-
son. It is seen that the experimental data agrees better with the -"
curve based on the Barlow-Lamb liquid. However, this agreement is

only valid for a static -iscosity of'i. = 10 P. As the static vis-.
cosity increases, the reductipn of the calculated apparent viscosity --
with the rolling speed increases, but this strong dependence upon
static viscosity has not been observed by Johnson and'Cameron (129).
In the non-linear region, the strain becomes. large and the use of the
viscoelastic properties as determined in oscillatory shear with small
strains becomes questionable. Dyson was able to establish a relation
between the shear stre.ss in continuous shear and the properties
measured with oscillating crystals under small strains. This re-
lation was obtained for'the Barlow-Lanib jnodel as wellas for 4 the
Maxwell model. He showed that the characteristics of the ascending
friction curve can be qualitatively explained better with the Barlow-
Lamb model than with the Maxwell model.
In the thermal region, close agreement was found by Dyson between the
measured mean shear stress-and the limiting shear stress based on
the viscoelastic properties from the oscillatory shear. However,
he hadto postulAte that the'shear modulus must be dependent upon
the contact pressure and mid-film temperature.
Kannel and Walowit (134) recently made several simplified analyses

for tractions in elastohydrodyn.iic contacts. By-assuming a Hertzian
pressure, a constant film profile in the contact region, and a heat
102
! /
LINEAR I NON-
REGION ILINEAR'
HTHERMAL REGION
A-A
Fig. 56 Friction vs. Sliding Speed Curve.

(Courtesy of A. Dyson, Paper to
be published).
103 MI -% 0
true viscosity
________ ____11_ % Nsm-2 0t
E_____ 0___ 9_____ zero rolling speed
N' 08a 3
6__0_7___ 4 -_10
006
ei4 mentoT +
"6n-a6
~0 2
0.4.
00 104
0.0-979
true viscosity
,N-2Lat
0
* 7 zero rolling speed
_ _
T1_
-. 1.0 __ _ _ _ __0_ _ _ _ _ _ _ _ _ _ _
E 069
00
0 7 xperim_
0 .
02
0.3
0-1-
0- 00
V. 004
mean rolling speed U, m -
Fig. 58 Apparent Viscosity vs. Mean Rolling peed, Maxwell

T Liquid. (Courtesy of A. Dyson, Paper to be Published).
105
* ~ MTI-9719
generation due to sliding only, the calculated tractions for the
following four viscosity models:
Model 1 - Newtonian
uexp T (23)
0
where ', , and y' are constants. Fig. 59 shows the friction
calculate4,by their simplified theory agress very well with
those obtained from the full elastohydrodynamic theory (12).
Model 2 - Newtonian
tI +exp (T-T)
(Yp) (24)
5
0
By adjusting the values for y' and 5: in this model, they showed
(Fig. 60), that the calculated friction could be made to agree
very closely to those measured by Crook (127).
Model 3 - Maxwell (Non-Newtonian)

G2
G rl - 2) 2..
S 3 (25)
where S is- the shear rate, G is the sheer modulus, and r is the
shear stress. By using this model they showed, Fig. 61, that a
value of the shear modulus G of 5000 psi is required to produce
significantly different traction than that calculated by the
Newtonian model.
Model 4 - Ree-Eyring (Non-Newtonian)
S sin h(.L) (26)
With this model they found the effect of shear modulus is con-
siderably less than that produced by the Maxwell model.
b. Spinning-Friction
Recently, Dietrich, et al (135, 136) conducted a selies of experi-

ments on the spinning friction between a ball and a/ non-conforming
groove without rolling between the contacting surface's. The spinning
friction apparatus used is shown in Fig. 62. They showed that
106
I.[
S ~ N
I;%
S 0
It
iU 7 15 S.
SW oI
UUz
Fig. 59 Comparison of Calculation in Simplified Theory with Solution

Profiles by Cheng. .{Courtesy of Kannel, J.W. and',.Walowit, J.A.,
Paper to be Published in ASHE Trans. J. Lubr. Tech.).
i! ,00
F 198
i10
I.,
g.lO~/ / -
-4
.23 p
U-t57 is/sec
la I~a4 : w'e U-236 ips
Z0 model Eq (93
,---- crook do%
20 40 0 ' 120 40 o6
Fig. 60 Comparison of Crook's Data with Simplified Traction Calculations.

(Courtesy of Kannel, J.W. and Walowit, J.A., Piper to be Published
in ASME Trans. J. Lubr. Tech.).
108
MTI-9691
40
46
20
40 60 SO 1-0 20 84 S
Fig. 61 Comparison of Traction Predictions Using Various Lubricant

Models. U = i57 in/sec. (Courtesy of Kannel, J.W. and
Walowit, J.A., Paper to be Published in ASHE Trans. J. Lubr.
Tech.).
109
Mn-9690
Driver
Dr-%e ~ D n~e Deftpne
-- Uper bearing
- - ar n - - S ha ft
Wan.ifolc -
-Dead-%%eight
/load assembly'
ar
Supprt
.e~be .. ~'Collar-/ -Fulcrum
Shaft-/ Weight
tip- specimen
Support
Lower test-
housing
assembly,
L--j CO-7933
Fig. 62 Spinning Friction Apparatus.

(Courtesy of NASA TN-D-2796).
110 HrI-9709
frictional torque varies markedly with contact groove geometry, con-
tact stress, lubricant type, and speed.
In order to predict the spinning analytically, Allen, Townsend, and

Zaretsky (137) developed a spinning friction theory based on the
following three pressure-viscosity relations:
1. Exponential Law
I' = (10)
2. Power Law
L = Lo(l + cp) n (1)
3. Modified Exponential Law
e p (27a)
t = Io l forpfp
[
eeI= P* + &2 (p - P*)] for p >p* (27b)
They concluded that the closest agreement between the experimental

frictional torque and the calculated torque was found by using the
-5
.mdified exponential law with p = 60,000 psi, t = 9.2 x 10
2 2
in /lb and o = 5'x 10-6 in /ib. The lubricant used is a synthetic
1; par-ffinic oil without additives. Fig. 63 gives a typical comparison

between the spinning friction theory and the experimental ftiction.
With the exception of a very close ball and groove conformity, the
agreement is seen to be very close. This technique is used in com-
j puter program in Appendix VIII.
6. STRESS
When two elastic bodies are in contact with each other inder a heavy load,
the stresses near the contact region can often reach unusually high values due
to large localized pressures in the contact. Materials subjected to these
.1 repeated high stresses will gradually develop a crack and eventually chip away
from the contacting body. This phenomenon is commonly known as surface pitting
which is one of the major failure modes in rolling element bearings. In order
to predict the conditions under which pitting occurs, it is necessary first
to make accurate calculations of the stress field in the contact. This sec-
tion deals with the analysis and calculation of these stresses in the contact-
ing bodies.
The first published classical work dealing with stresses in elastic contacts
is by H. Hertz of Germany in 1881 (138). He obtained the pressure distribution
[ 1ii
.06- - rfoREtiCAL PERCENT
S---E.'rZRNTAL COWOPMIn'Y
SPINNING .04 - )-51

TORQUE, - --
IN.-LB-60
0 5w 1000 1500 2000

SPINNING SPEED, RPM
Fig. 63 Spinning Torque as a Function of Spinning Speed.

(Courtesy of ASME, Paper No. 69-LubS-li).
I
112
Mri-9688 J
in the contact for two elastic bodies having counterformal surface. When the
surface geometries can be approximated by two paraboloids, the pressure dis-
tribution in the contact zone is found to be an ellipsoid. He also solved
for the stresses in the body in terms of a potential function. Since Hertz,
numerous works have appeared dealing with analytical solutions of stress in
the contact. A detailed account of these solutions can be found in a paper by
Smith and Liu (139) and in a review by Lubkin (140).
However, these theories are all based on the assumption that the normal or
tangential loads in the contact are symmetrical with respect to the center of
the contact. This assumption is valid for a dry contact, but it is invalid
for a lubricated contact. Recent elastohydrodynamic theories (Refs 93 and 141)
discussed'earlier have shown that the pressure distribution including the
effects of a lubricant becomes greatly deviated from Hertzian - particularly
in the exit of the contact where drastic changes of the pressure profile are
found. Horeover high local frictional forces are shown to exist if a small
sliding velocity is introduced in the contact. Consequently, there is a
need of a method to calculate stresses in a solid considering an arbitrarily
distributed normal and tangential load. We first review the calculation of
contact stresses without traction.
a. Calculation of Contact Stresses Without Traction
While it is true that all of the principal stress components are

compressive when surface traction is not present and have their larg-
est values at the contact surface, the combination of these components
results in an induced shear. Because the yielding of steel depends
on shearing stress, it is necessary to determine the point within the
body at which the maximum shear stress occurs. Thomas and Hoersch
(142) give a very complete discussion of the solution to this problem.
(1) Geometric Definitions
Figure 64a will aid the reader in visualizing the geometry

of the contact between rolling element and race. Two para-
boloids made of elastic material are pressed together. The
two bodies are initially in contact at a single point. The
minimum and maximum radii of curvature of the surface of
the upper paraboloid at the point of contact are R and
Ry2 respectively. These are called the principal radii of
curvature of the surface. For the lower toroid Rxl and
Ryl are the minimum and maximum radii of curvature, respec-
tively, of the surface at the point of contact. The plane
sections in which Rxl and Ryl lie are perpendicular to each
other. The signs of Rxl and are as follows. If the
center of curvature is inside he body, the radius is posi-
tive; if outside the body, it is negative.
The load P lies along the axis which passes through the
centers of the disks and through the point of contact and
is perpendicular to a plane which is tangent to both disks
at the point of contact. The effect of the load P is to
113
[\
P
Y?
zj
a.-
xI
b z
Xb z
Fig.
6PonCoc n otatElpe
114
n?-92
cause the surface of the disks to be deformed elastically
over a region surrounding the initial point of contact,
f thereby bringing the two bodies into contact over a small
area"as-show-h'in Fig. 64b.
(2) Theory for Line Contact (See Figure 65)
For two bodies in, line contact, the solution of the contact stress
problem is relatively simple. The area of contact when a load of w
i .lb per unit length is applied is a long narrow rectangle of width 2b
in the x direction and length t in the y direction. The stresses at
ponts on the z axis below the surface are given by:
2
ii )I_1 + (z/b) -1zb) b
ax - I + z b)
21 (28)
0
y= -2v[ 1+( )- (.]) 29
az = - F (z/b)
I+ 2
bb
I(30) A
where
b : 2w/Tr (31)
I- 2
lI-V2 R'
22
A =4, + "'R ,1
SI ,)- E2 (32)
'xl " 2 x22
The value of stresses at the surface are obtained by setting z = 0.
(a) Maximum Principal Stresses
The principal stresses 'l 2 and a3 have their maximum numeri-

cal value when z/b = 0, at the contact surface. These stresses
I0
are given by
= - b/A o2 = 2v (b/A) (3 =-/A (33)
115
1/2
HZ [ b]HZ
IT:I
Fig. 65 Line Contact Geometry.
116 HTI-9659
r
(b) Maximum Shear Stress
The local maxinmum shearing stress at any point on the z axis is

T = 1/2 (a - 03 Y. If tife expressions for 01 and a3 are substi-
tuted in te equation for T and the first derivative taken, the
maximum value of loca] maximum shearing stress is found to occur
- at z/b =0.7861. At this point'the principal stresses have the
values,
01 = -0.1856 A (34)
02 = -0.7861 (35)
03 = 0.9718 vi (36)
and
T = 0.3- (37)
max A
Fig. 66 is a plot of the magnitude of ax, a , a and T on and

below the surface on the z axis. The value of 0 max refers to
the maximum contact stress and is equal to the maximum Hertzian
pressure.
(c) Maximum Octahedral Stress
The maximum octahedral shearing stress occurs at the same point

as the maximum shear and is given by
T Oct = 0.27!- (38)
(d) Effect of Crowning
In order to eliminate the high end stresses that occur with

plain rollers, it is possible to crown the roller. This crown-
ing of a roller also provides protection ag3inst the effects
of misalignment.
The amount of crowning is made just large enough so that the

area of contact does not extend beyond the edge of the race.
It is shown in Ref. (142) that if the ratio
B /R + I/R
B 1 1 I + iRx 22 > 50 (39)
2
yl 'y
then the maximum stresses can be calculated as for the line con-
tact previously discussed. This means that when the above in-
117
MAGNITUDE OF THE STRESSES z
ON AND BELOW SURFACE
x _ X
Irz
Fig. 66 Magnitude of the Stresses on and Below Surface Layer.
118 PfrI-9650
equality is satisfied, the area of contact between the rolling
element and race is very nearly a long narrow rectangle. For
many cases, this situation holds.
(3) Theory for Elliptical Contact
If the contacting bodies have curvature in both the x and y direc-

tions, then the contact zone will be elliptical in shape. In this
case, calculation of the contact stresses is not as simple as for
line contact. Solutions for the stresses are given in terms of
elliptic integrals which have to be solved with tables (142).
It is shown in Ref. (143) that dimensions of the contact ellipse for

a given total load, P, geometry and material properties is given by
3
a = m 4 (T+r )E' (40)
3
b n V 4(-A+ -E (41)
where m and n are numerical functionn of the variable =--- tabu-

lated in Ref. (143), and where;
L -1 1
B +- i___ I/in
X, xl
(42)
- 1 1
A = - + 1/in
2Ryl 2Ry 2
Eq. 40 and 41 are used to calculate the dimensions of the contact

ellipse in the computer program described in Section III.
(4) ControllingL'ress for Fatigue
It has been recognized that subsurface fatigue cracks can be initiated

when one of the following two stresses becomes excessive. The first
influencing stress is the maximum shear stress, which is half of the
differences of the maximum and minimum principal stress, As mentioned
earlier, the absolute maximum shear stress occurs at x = 0 and z =
0.7861 x b, and has a value equal to 0.3 times the maximum Hertzian
pressure. The variation of the maximum stress is from 0 to 0.3 pHZ
as the rolling element moves through the contact region.
The second iifluencing stress is known as the alternating shear stress,

which is the shear stress in the orthogonal x-z axis. Figure 67 shows
how this shear stress varies with x at the depth zo where the greatest
value is found. When the contact point rolls along the rcce, the or-
thogonal shear stress at the depth 7 o alternating between T . As
can be seen by comparing Figures 66 and 67, the maximum alternating
orthogonal shear stress is larger than the maximum shear stress on
119
+0.30
40.25 --
0.20 -20
0.15
-0.05 - ,
. 0-o,
\ /
-0.15 -
-0.20-- - -
-0.25
-0.3 ---
-2.5 -1.5 -0.5 05 1.5 2.5
x/b
Fig. 67 Orthogonal Shear Stress vs. x-Coordinate, at the

Depth of Maximum Alternating Shear Stress.
.5) E/
io.2 "~maxQ
Cm.
0 .5 1.0 1.5 2.0 2.5 3.0

b!a
Fig. 68 Range of Orthogonal Shear Stress as a Functio,!

of the Ellipticity Ratio b/a.
120 MTI-9667
the z axis.
In general, the magnitude of the maximum alternating shear stress de-

pends upon the geometry of the contact zone as illustrated in Figures
68 and 69. it is seen that for the ellipticity ratio (b/a) less than
1, which is usually the case for all rolling and sliding contacts,
the range of maximum alternating orthogonal shear stress is always
greater than the maximum shear stress. Only for the case where b/a
is greater than 2.75, the maximum shear stress overtakes the maximum
alternating shear stress. However, for most bearing applications,
the ellipticity ratio of this high would not be encountered. There-
fore, the maximum alternating orthogonal shear stress is the control-
ling factor.
This conclusion is borne out by the work of Greenert (146) who ob-
tained excellent correlation of the orthogonal shear stress range
with the fatigue life of AISI 52100 rollers.
b. Calculation of Contact Stresses with Traction
The discussion in Section II-6-a applies for the calculation of the

stress field due to a normal pressure distribution without a traction.
The stress field for an elliptical normal pressure distribution to-

gether with a frictional force governed by the law of Coulomb fric-
tion has been investigated in detail by Smith and Liu and also by
Poritsky (Refs. 129 and 147).
If a lubricant is introduced in the contact, the normal pressure and

the frictional force will be influenced by the hydrodynamic action
and the temperature variation of the fluid. The previous discussions
have shown that interactions of the elasticity, hydrodynamics and the
heat transfer show that the typical elastohydrodynamic pressure dis-
tribution deviates considerably from Hertzian and contains abrupt
changes as shown in Fig. 13.
V To calculate the stress components in the solids for an arbitrarily

distributed surface traction, one must resort to numerical solution
based on the elasticity solution for an elastic half-space. The
development of a numerical method to determine the three principal
~stresses, the maximum shear stress as well as the octahedral stress
for any given point in the solid constitutes the main concern of
this section.
If the contacting angle, 9 (see Fig. 65) is less than 5 degrees, the
stress and deformation in the solid can be accurately calculated by
neglecting the curvature of the boundary. Using the elasticity
solution for a unit load on the boundary of an elastic half-space
one obtains:
121
0.8
0.7-
0.6 \
0.5 02. . 08.
E b/b
b/o
Fig. 69 Ratio of Shear Stress to Maximum Contact
Stress vs. Ellipticity Ratio.
122
MTI-9624
F
= 6 xyt (x,y,g) = -2 i -.)2 ]
Saxn (x,y, TT R4
-3
~
8 ay n 6a(x'y, =
_ --~ 2 7--.4
R (43)
6 Trxyn (x,y,g) = 6 ayt (x,y, ) ; -2r [-- -2
6 2-
(X'y,) =
-- 14--
4
R
where
8a n, 6a__nrn
1 = dimensionless normal and shear stress
components due to a unit normal load at
x=
6axt' 68ayt' 6Txyt = dimensionless normal and shear stress

components due to a unit tangential load
at a =
1: x = X/
"" = y/x*
= /x
b = half of Hertzian width
-w = total normal load per unit axial length
x = the exit coordinate

R = [_2 + 2] 1/2
ax= 'x b/w
Accordivgly, for prescribed normal and tangential loads, p( ) and

T (E) , the normalized stress components become -
123
z (JJF)
XST ,low o0,: XST(KKF)
Lzll
KF
p(
Fig. 70 A Contact Zone with Normal and

Tangential Stress Distribution.
124
24rI-9645
0.30
-o #=30 #=60 4zD
" 0.20 ....
0.10
X
0.00 -
[I w/
H -0.10
-0.20
-01.301
-3.00 -2-OO -1.00 0.00 1.00 2-00
DISTANCE - X
Fig. 71 Variation of Shedr Stress from Computer Calculations.
125 T-
' ,.
yp() yn + () 6ay t dc
= g xyn + 4yt4)
where
/ (E)= 2 -U x )(U
x Q) x bh( C)
The integrands in Eq. 44 contain integrable singularities for = 0,

= 0. For y > 0, all integrands are free from any singularity, but
as ' approaches zero, these kernel function (6a xn, etc), changes
very abruptly and exhibit near singular behavior. A conventional in-
tegration routine would fail to yield an accurate solution; there-
fore, special quadratures of the Filon type were developed and the
detailed derivations of these quadratures are included in Ref. 148.
Using these quadratures, the integration of the stresses can be
accomplished by using a computer. A listing of the computer program
for accomplishing this is presented in Appendix VII.
To illustrate the use of the program, a sample case was run wdith no
tangential load and a normal-loadir- given by
w -- 2
p = I- (45)
This corresponds to simple line contact with no traction. The shear-

ing stresses were computed at z = 0.25, for four different inclina-
tion angles (0 = 0, 300, 600, and 900). The 9 = 0 case corresponds
to the curve of Fig. 67 and a comparison between them shows that the
results are very close.
A stress calculation with tangential load is given in Example 1 on

Page 203. In the example the elastohydrodynamic performance computer
program incorporating the above-mentioned technique is used.
7. SURFACE TOPOGRAPHY
As long as the elastohydrodynamic film thickness exceeds the composite surface

roughness of the two surfaces in the contact zone, consideration of the sur-
face topography is not necessary. However, as the elastohydrodynamic film
thickness becomes smaller, and the two surfaces approach one another, they
126
r
begin to touch at the tips of the higher asperities. The study of the aver-
age distance through which the one surface moves into tha other surface and
the total real area of contact resulting from thds movement provides import-
ant information about the friction and wear which occurs in the contact zone,
a. The Area of Contact Between Rough Surfaces
IThe theories of friction and wear are based on the fact that real
surfaces are rough so that the area of contact is limited to dis-
crete spots on the two surfaces. It has long been agreed that the
most convenient way of eYxplaining Amonton's laws -- that the fric-
tion is proportional to the load and independent of the apparent
area -- is to take the real area of contact to be proportional to
the load.
Many researchers have attempted to explain the proportionality be-

tween area of contact and load. If the real area of contact between
surfaces is determined by ideal pladtic flow of the asperities, then
proportionality between the area of contact and the load follows
immediately.
If the deformation mode is elastic, or elastic-plastic then it is

not oossible to explain the proportionality between load and real
area of contact. An alternative approach has been offered by
Greenwood (149), who shlowed that the proportionality between load
and area of contact can be explained by considering the statistical
distribution of heights of the surface asperities. He did this by
considering the contact between a rough surface and a smoother one,
both nominally flat. The rough surface is represented by taking a
large number of asperities of prescribed shape and scattering them
over a reference plane. The heights of the asperities will follow
some statistical distribution, such as the normal (Gaussian) distri-
bution; the probability of an asperity having a peak height z above
a reference plane is 0 (x). The number of asperities with this
height is NO(z). Consider now the approach of the smoother surface,
(Fig. 72). When the separation between the smooth surface and the
reference plane is h., there will be contact at all asperities with
heights z greater than ho, there will be deformation cf the asperity
(and the plane) to accommodate the excess height (z-ho). Thus, we
aieed the relations governing the deformation of a single contact,
in terms of the extra height absorbed in the deformation; that is,
the local compliance. This will depend on both the asperity shape
and the mode of deformation; or more generally,
P = f(C) Ac =g( ) (46)
To find the total load and the total area, we substitute the excess
height(z-h ) for C and sum over all load-bearing asperities which
gives,
127
P f(z-ho) NO(z)dz A g(z-h) NO/(z)dz (47)
Thus, when we know (a) the distribution of asperity heights; (b) the
deformation law for a single asperity; we can imzediately derive the
total load and the total area in terms of the separation and from it
the load-area relation, itself.
The foregoing formal presentation due to Greenwood (149) includes a

large number of different theories. For example, various workers
have taken the distribution of heights to be uniform, linear, ex-
ponential or Gaussian, the asperities have been taken as spherical
caps, wedges, cones, or rods. The usual deformation modes consid-
ered are elastic, elastic-plastic, and plastic. Recent advances in
surface analysis enable height distributions to be measured, and it "
is now clear, Tallian, et al (150), that the distribution of many
surfaces are more or less Gaussian.
1.
Using a Gaussian surface roughness distribution given by
O(z) 1I exp(-z / 2 2) (48)
Greenwood and Williamson (151) showed that the real area o' contact
for the elastic deformation was proportional to the load. Greenwood
(149) extended the analysis to show that this was a consequence of
the statistics of the surface and not the particular mode of defor- -.
mation.
C
The foregoing applies to a rough surface and a flat. If both sur-

faces are-rough, the probability of the sum of two heights exceeding
the separation must be con Adered. This however, is exactly eqiva-
lent to a different distribution of a single variable. For example,
if'the two heights are normally distributed with standard deviation
C, their sum follows a normal distribution with standard deviation.
Thus, the'problem of two rough surfaces is equivalent to a rough
suriace and a smooth surface.
In summary, it has been shown that consideration of the statistical

distribution of the heights of surfaces asperities indicates that
the average size of the microcontact is almost constant, independ-
ent of load. This observation leads to the conclusion that the real
origin of the laws of friction is ir the statistics of surface
roughness'and not in a particular mo~e of deformation.
b. The Shape of Solid Surfaces
The use of the Gaussian distribution in the theoretical study of

rough surfaces is convenient because it greatly simplifies the
128
mathematics. It is important to the realism of the theoretical model
identify the characteristics of typical surfaces and to determine
which of these can accurately be represented by a Gaussian distribu-
tion. Williamson et al (152) have divided surface preparation pro-
cesses into two classes, cumulative and extreme value.
(1) Cumulative Processes
A cumulative process is one in which the final shape of the sur-

face is the result of a very large -imber of events, such as
bead blasting, grinding, peening. If the occurrence of these
events is random it follows immediately from the Central Limit
Theorem of statistics that the topography qf the surface will
tend toward a Gaussian height distribution.
Some cumulative preparation techniques, however, do not occur

randomly. The occurrence of the event may, for exalmple, depend
on the microstructure of the.material, as when a surface is
etched. In gen..al, surfaces of thi' type are non-Gaussian.
(2) Extreme Value Processes
Extreme value processes are ones for,which the final surface re-
flects only t1'e extreme of the events which occurred at each
point. Extreme value processes nearly always involve the rempv-
al of material such as in grinding or peening. Turning, shaping,
and milling are processes.id which the events are neither cumu-
lative nor random and create non-Gaussian surfaces.,'Grinding
on the other hand, can yield a height distribution which is
approximately Gathsian. In grinding, the grit is located ,/ith
a Gaussian height distribution, and creates a topography which
is the result of many interacting Gaussian probabilities. Its
heightdistribution appears as a gentle curve on probability
papers. Fig.-73 which is a distribution presented by Williamson
et al (144) supports this argument. For most zork there is usu-
ally little error in treating ground surfaces as Gaussian. This
is fortinate for lubrication engineers, as most rolling element
t(bearing surfaces are 'finished by grinding.
(3) Pure Topographies and Transitional Topographies
Williamson, et al (152) furtiher class~fied topographies as pure

and transitional. A pure topograpy is one in which the entire
surface reflects the action of ortlj mu proczss. The surface
of a new bearing prior to running ! is apoproximately a-pure
topography prepared by grinding.
As the bearing is run, however, its surfaces wear. Fig. 74 shows

the height distributions which would be typical as the.bearing is
run in. InitLally the height distribution is Gaussian. 'As wear-
ing progresses, the transition percentile between the worn topo-
graphy and the original topography moves steadily lower until
the original texture has been almost replaced. This Williamson
129
0 0
I-3
UJU
130
II
1 99.9-00
I I- L / :
195
f80. I
! So-
U,
50-
~2S
2,-
1 1
T-
I I I I I I I I
~Fig. 73 Cumulative Height Distribution and Typical

I Profile of a Ground Surface. (Courtesy of
It' Surface Mechanics, ASHDE).
I
! .o
I 131
1(11-9617
et al (152) termed a transitional topography.
c. Real Area of Contact
For a Gaussian profile it is a simple matter to find the area of sur-

face above any given height. This figure gives the contact area when
such a surface is used in a bearing and wears away from the top as in
Fig. 74. It can also be used for any contact, elastic or plastic,
provided it is assumed that the displaced asperities moves'vertically
down and do not spread horizontally. With this assumption the rela-
tion between the real area of contact and the separation for two
Gaussian surfaces is simply
Ao A 1 (2 2
-2.n/ 2 2)
c I
~h o
Ac = A 0(h o) (50)
This is admittedly a very simple model of the ball-race contact in a

rolling element bearing. A subroutine for evaluating Equation (49)
is described in Appendix III. More work is needed to develop a more
realistic method for prediction of the real area contact for an elas-
tic contact including relative motion between the contacting surfaces.
8. EFFECT OF ELASTOYDRODYNAMICS ON BEARING DYNAMICS
The conventional methods of evaluating (215, 216) rolling element bearing

performance do not consider the effect of elastohydrodynamic lubrication in
determining the friction forces between the rolling elements and the raceways.
As a result it has not always been possible to predict certain rolling ele-
ment bearing phenomena such as skidding, gyroscopic slip, and certain other
bearing instabilities, occurring primarily in high speed applications. Only
very recently have analyses become available, which include elastohydrodynamics
effects at the raceway.
a. Roller Bearing Dynamics

Because of their relative simplicity the first analyses of elastohy-
drodynamics effects in bearings were done for roller bearings. Dowson
and Higginson (153) showed that for lightly loaded roller bearings,
the presence of a lubricant film reduces the angular velocity of the
roller about its own center below that expected in pure rolling. This
observation suggests that considerable roller slip and some cage slip
can be expected in high speed, lightly loaded roller bearings.
For highly loaded bearings, elastohydrodynamic analysis (Dowson and

Higginson, 153) shows that the motion of the rolling elements is
essentially epicyclic. Calculations ahow that forces can be trans- /"
// /
132
i z
II 00
a=so
50-
I A
HEIGHT MIa kUtw
Fig. 74 Cumulative Height Distributions Showing the Effect

of Wear on the Initially Gaussian Height Distribution
of a Bead-Blasted Surface. (Courtesy of Surface
Mechanics, ASHE).
133
.fTI-9616
mitted through film lubricated contacts between rolling elements
and races with negligible slip. Film thickness predictions confirm
the presence of a hydrodynamic contact mechanism in rolling element
bearings. No detectable cage or rolling element slip can therefore
be expected in highly loaded bearings. The actual motion of a roll-
ing element in a given bearing will be located between the limiting
cases computed for rigid and elastic components.
Harris (154) using the Dowson and Higginson (153) formulation cal-
culated the cage speed in a high speed cylindrical roller bearing..
As illustrated in Fig. 75, he was able to predict quite reasonably
the cage speed versus load for a high speed roller bearing. How-
ever, discrepancies between theory and experiment occurred at low
loads corresponding to the intermediate lubrication regime of rigid
bearing surfaces lubricated by an oil having pressure dependent
fluid properties.
Boness (155) showed experimentally that oil supply cam have a signif-
icant effect on cage and roller motion. Using the Dowson and
Higginson model (153), Boness calculated the'normal and tractive
forces at the contact for restricted oil supply to the lubricated
contact by varying the location of the point in the oil film where
the pressure commences to build up. The theoretical results imply
that reducing the oil supply to a minimum value required to main-
tain full hydrodynamic conditions reduces the cage slip by up to 75
percent of its fully flooded value.
b. Ball Bearing Dynamics
Because of the inherently more complicated dynamics of ball bearings,

attempts at including the elastohydrodynamic effects in their
analysis have been slower in development than for roller bearings.
The reason for this is that for the thrust-loaded angular contact
bearing, three equations of ball position in addition to equilibrium
of forces and moments on the ball must be solved to determine the
dynamic performance. Hence, in the most simple case, a system of
9 simultaneous, non-linear equations must be solved, 6 of these
equations containing elastohydrodynamic dependent viscous friction
forces. Before discussing attempted solutions to this problem, it
is necessary to review one basic assumption of the commonly used
ball bearing calculation procedures, namely raceway control.
(1) The Concept of Raceway Control
Fig. 76 shows a high speed angular contact bearing operat-

ing at different contact-angles at the inner and outer
races. The raceway control hypothesis assumes that the
balls will roll relative to one of the raceways and roll
and spin with respect to the other. In the example
shown, because of the high speed.condition, Zhe highest
load and therefore the largest contact ellipse exists at
the outer race. Raceway control assumes that the ball
134
430-0
000T
aOPm
0
0 . . .. . .
- o 0 o i~o~ 0 20
[LI
35 0
.'TI-9 0
0 o
w 0
-.
LL- - DO
4
0
0
41
4J
40
P4
136
will roll at the outer contact and spin and roll at the
inner race. The ball motion about its own axes and about
the bearing axes is said to be controlled by the raceway
at which rolling occurs, the outer raceway in this case.
Fig. 77 shows the forces and moments acting on the ball
under the influence of raceway control. Eq. 51 from Ref.
216 establishes the criterion for raceway control.
PI al (a2 C1 ) > P2 a2 e-
2 (51)
If the inequality is satisfied, then outer raceway control

is assumed to exist. If it is not satisfied, inner race-
way control is assumed to exist. If it is not satisfied,
inner raceway control is assumed to occur.
The commonly used Jones analysis (215, 216) assumes

further that th: frictional resistance to the gyroscopic
moment shown in Fig. 77 occurs at the controlling racway
only and that gyroscopic slippage does not occur. In a
recent paper Harris (156) has refuted this assumption and
argues that resistance to gyroscopic slippage motion
occurs at both raceways.
(2) Ba11 Bearing Solutions

Prediction of the threshold thrust loading below which
skidding occurs in thrust loaded angular contact bearings
has been impossible using the race control concept. This
is illustrated in Fig. 79 where the cage to shaft speed
ratio for a bearing tested by Shevschenko and Bolan (157)
is shown in comparison to the theoretical values calcu-
lated on the basis of the raceway control hypothesis.
Similar experimental results have been obtained by
Poplawski and Mauriello (158).
Using the Archard (107) isothermal expression for the

minimum film thickness in an elliptical contact, and
assuming the Hertzian pressure distribution in the contact
zone, Harris (155) calculated the cage to shaft speed
ratio for the bearing of Ref. 157. The ball force equil-
ibrium model used by Harris is shown in Fig. 78. The re-
sults show tiat the analysis utilizing the elastohydro-
dynamic lubrizant friction forces more correctly predict
the trend than the raceway control analytical method.
It should be noted that in Figs. 75 and 79, for both

roller and ball bearings, as the thrust load diminishes
the deviation between analytical and experimental data
increases. Harris presented three possible reasons for
137
I:I
OUTER RACEWAY CONTROL X=0
INNER RACEWAY CONTROL X I
I
I
I
I.P2 % I
2 (-FiLs w
II
I
I
:1
13B xrl-gs I
L0
IY
0- NORMAL FORCE
F-FRICTION FORCE
-M MOMENT
XYZ DIRECTION IN CONTACT
-
PC ZONE-
FC- g- GYROSCOPIC
C- CAGE
FV- VISCOUS DRAG
x Z11 7
.1 FV FY2
a1
CF
II-. - C.
FC
Fig. 78 Forces and Moments Acting on a Ball.
139 MTI-9649
052
3 BALLS 1.125 DIAMETER, 9000 RPM
o-SHEVCHENKO AND BOLAN [157] TEST DATA
0.50 ---- RACEWAY CONTROL THEORY
- HARRIS ANALYSIS [156
0
.0.48-
S0.46-
0.0
0.44
Cl)
-0.44 - "--
0.42
200 400 600 800 1000

THRUST LOAD PER BALL-LB
Fig. 79 Cage/Shaft Speed Ritio vs. Thrust Load Per Ball.
140 HTI-961,8
this discrepancy
- Differential frictional heat rejection between

the inner and outer raceway contacts tends to
alter the bearing kinematics and hence frictional
forces. "
For lighter loading, the pressure distributions

in the contact zones tend to stray from the class-
ical ellipsoidal distributions associated with
Hertzian contacts.
g Lubricant beh.yior tends toward non-Newtonian as .;

sliding speeds increase.
Another important result of Harris' work-(155) is his

observation that the ball to raceway spin to roll ratio
for theP6plawski and'Mauriello-(157) bearing tests tends-'
1to zero only in the region of severe skidding. In fact,-
the spin to roll ratio at the inner and outer raceways
under high loads tended to approach a common value as
load was increased in the Poplawski and Mauriello bearing
"tests.,'This is in direct contrlqet with the raceway con-
trol hypothesis which states that tC spin to roll ratio-
should be zero on the controlling race and some finite
value on the other race. Thus, the Harris analysis indi-
cates that the raceway control hypothesis cannot be valid
in the normal operating regimes of fluid-film lubricated, -
angular-contact ball bearings.
T More recently, Walters'(159) has presented a comprehen-
sive analysis of the motions of balls End separator motion
in ball bearings assuming elastohydrodynamic lubrication
at the ball-race contact. The ela..tohydrodynamic model
used was that proposed by Kannel and Walowit (134). Some
general results of his calculations for a high speed
gyroscope spin-axis bearing include:
e Raceway control does not occur. On the con-

trary, spinning (or pivoting) is about the same
at each contact or the spin vector may oscillate
depending on operating conditions. This is in
agreement with Kingsbury's observation-- on a simi-
lar bearing (160) and with Harris' analys~s.
* The angular velocity vector of the ball docs not

lie exactly in the plane of the ball mass center
and spin axis but lags because of the gyroscopic
moment. At 24,000 rpm bearing operation, this
amounted to a crossrace ball slip of about 1000
rpm.
141
/
a In a perfect geometry bearing under pure thrust
load there are no force patterns tending to cause
equilibrium in a few revolutions. The meagerness
of the lubricant supply complicates the situation
because the balls impact the separator causing
sbarp increases in force and high accelerations.
More lubricant tends to soften the impact.
0 Static force-balance-type calculations are probably

meaningless because for realistic bearings the
balls are continuously a6celerated and dezelerated.
The work of both Harris (158) and Walters'(159) confirms

the inadequacy of raceway control hypothesis and show the
necessity of including elastollydrodynamic lubrication
traction forces in both roller and ball bearings.
9.- ROLLI*G ELEMENT BEARING FAILURE MODES
Because of their extreme versatility and low operating friction, rolling-ele-

ment bcarings are widely used as a component in gas turbine engines and asso-
ciated equipment. Failure-rate data for rolling-element bearings is needed to
predict the reliab1 ity of gas turbine systems. In general, failure-rate data
for rolling-element bearings has not been available in the past and, as a re-
siilt, the ability to predict gas turbine system reliability has been hampered.
Because 6f the lack of actual failure-rate information for rolling-element

bearings, their expected life is usually determined by calculation of a theo-
retical fatigue life. Unfortunately, most rolling-element bearings do not
fail as a result of fatigue. The fatigue failure mode is the limiting mcde,
but the bearing fails in this way only if all other hazards such as wear,
lubrication failure, etc. are avoided.
Before realistic, rolling-element, feilure-rateestimates can be made, it is

necessary to identify the failure modes other than fatigue which contribute to
the overall bearing failure rate, and to categorize available failure informa-
tion in terms of the various failure)modes. Many of theae failure modes in
addition to fatigue are related to the elastohydrodynamic lubrication process.
Therefore, it is necessary to examine the extent to which these failure modes
are dependent on elastohydrodynamic lubrication.
a. Classification of Failure Modes for Rolling-Element Bearings
Classification of rolling-contact failure mechanisms have been made

by many different workers in the rolling-element field. Most author-
ities on rolling-contact bearings - for example, Allan (161) and
Palmgren (162) - devote portions of their texts to the illustration
of varioui types of failures. A comprehensive listing of the visual
appearance of contact failures is given by Kaufman and Walp (163).
Another good reference to rolling-element failure mechanisms is the
handbook by Bisson and Anderson (164)., Simpson (165) has categor-
ized failures of rolling-contact bearings with illustrations of
142
TABLE X
FAILURE MODES OF ROLLIMl-ELEMENT BFARINGS
I. CONTACT FAILURES
1. Wear Failures
a. Mild Wear
b. Severe Wear
2. F railures
a. Cold Flow
-- b. Overheat Softening
3. Contact Fatigue Failures

-- a. Subsurface Fatigue
b. Surface Fatigue
4. Electrical and Magnetic Failures
II. NONCONTACT FAILURES
1. Bulk Failures
a. Overload Cracking
b. Overheat Cracking
c. Bulk Fatigue
d. Fretting of Fit Surface
e. Permanent Dimensional Changes
2. Cage Failures
3. Lubricant Failures
III. PERFORMANCE FAILURES
143
I
various faults and defects. Fatigue failures of rolling-element bear-
ings have been systematically classified by Wren and Moyer (166) with
illustrative examples of each failure mode. The Russian, Edigaryan
(167) claims that the life of rolling-element bearings is dependent on
only three basic failure mechanisms. A recent classification of roll-
ing-element failure modes is that by Tallian (168). Other good reviews
are given by Cheng and Orcutt (169), Smalley et al (170), O'Connor and
Boyd (171), and Moyar and Morrow (172).
Table X represents a classification of failure modes for rolling-ele-

ment bearings based on the references cited above. The second group
collects the noncontact failures into a single category. The last
category refers to applications where a bearing may be considered to
have failed even though such bearings would still be satisfactory for
less exacting applications.
Most of the classifications of rolling-element failure modes emphasize
the fatigue failure mode. This, in a sense, is unfortunate since, as
estimated by Zaretsky (173) only ten percent of the bearings that fail,
fail by fatigue. Although not the most cpnon mode of failure, fatigue
is the limiting form of failure in those cases where all environmental ""
factors are controlled. For this reason most bearing manufacturers
quote bearing load-carrying capacities in terms of the load that bear-
ings will sustain for a given finite fatigue life.
b. Contact Failures
Those failures which originate in the volume of bearing material sub- --

ject to contact stress, are classified in the Contact Failure Mode.
Most of the recent literature is concerned with this general category
of failures.
-,(l) Wear Failures
The races ane rolling elements of rolling-element bearings undergo
wear unless totally separated by a lubricant. The character of
the observed wear can be classified as mild or severe.
(a) Mild-Wear Failure Mode
In he mild-wear mode the rolling contacts in the bearing

wear",very slowly, but many bearings have to be replaced pre-
maturely because of'this wear due to decreasing work accuracy.
The rate of mild wear depends upon three main factors.
I
* Degree of Lubrication
In bearings which are\eitherunlubricated or poorly lub-
ricated such as with jet, engine fuel or cryogenic fluids,
wear is the predominate failure mode. Wear in these
fluids ie so great that a sufficient number of cycles
never accumulates to form the familiar subsurface spald
of contact fatigue.
144
e Amount of Lubricant Contaminatio1
Significant amounts of wear can also occur if abrasive

contaminants are present in the lubricant.
Amount of Sliding
A
In rolling-contact bearings, where high rates of slip

between the rolling elements and the races occur, rates
-- of wear are correspondingly high. This condition exists
primarily in lightly loaded rolling-element bearings.
i_Tallian (168) characterizes this failure mode by the appearance

of wear particles in the lubricant and abrasion of the contact
surface. Generally, the surface character is impaired only
gradually, and in some rolling bearings, considerable wear can
occur before they become unfit for operation. Diagnosis of
,mild-wear failure can be accomplished by geometrical or weight
measurement of the material removed.
The effect of mild wear on rolling-element bearing life has been

studied by Eschman (74). He found that more bearings fail from
wear than from fatigue. His workindicates that if rolling-
element bearings are adequately lubricated and operate in a
clean environment, weaxis negligible. However, these ideal
conditions do not generally prevail in the field, and bearing
wear occurs at an accelerated rate. Hence, the environmental
conditions are as decisive for the wear failure mode as load is
for the fatigue failure mode. Field experience provides many
examples for which wear terminates the service life of bearings
and it must be considered'when evaluating the service life.
In Ref. 175, Brothers and Halling, using model techniques,

illustrated the small-scale slip processes which occur between
[1
' a rolling element and its track. These slip mechanisms arise
from applied loading and the geometric conformity of the system.
Creep measurements arising from such slip are presented and com-
pared with theoretical predictions. The wear resulting from
this slip was determined using the radioactive tracer measure-
ments.
In a concurrent paper, Halling and Brothers (176) also describe

an experimental study of the wear in the contact zone between
a rolling ball and its track. The ball was subjected to a
r .normal load and a small resisting torque; the rate of wear re-
V sulting from the ensueing microslip was determined using a
radioactive tracer technique. The effect of load, speed, hard-
ness, and surface finish were investigated, the latter property
having negligible effect on the results. The results were used
- to obtain an equivalent macroscopic-sliding-wear law, which was
found to deviate from that normally associated with mild wear,
particularly in relation to the effects of load and velocity.
145
N, satisfactory explanation of this velocity dependence was
fFund.
Tallian et al (177, 178), cite experiments in which the rolling-

element wear rate was determined for a number of mineral oils
and synthetic fluids. The wear rate of a radioactive (acti-
vatei) ball was measured, using scintillation counting of the
lubricant and of washings from the test configuration. A run-in
period exists if the test is started with new balls; thereafter,
the wear rate becomes steady. The experiments were conducted
in the partial elastohydrodynamic range; in this range, the
equilibrium wear rate can be expressed as a function of the
following variables:
a. The real area of asperity contact
b. The slide/roll velocity ratio
For constant geometric conditions - i.e., constant slide/roll

velocity ratio and constant contact material - the wear rate
can be expressed to good approximation at follows:
V =-kPI (52)
where T
P= Load
V = Volume of material worn away
I = Distance slid
k = Wear coefficient dependent on the materials, lubri-

cant, surface condition, and ball spin
The load P is the fraction of the contact load which is being

carried by the contacting asperities. Another fraction of the
load P is, of course, carried by whatever fluid film remains
between the two contacting bodies.
Eq. 52 is proposed on the assumption that the real area of con-

tact is proportional to the total load P applied to all contact
zones existing simultaneously; i.e that
Ac = k' P (53)
This proportionality follows from the statistics of the con-

cluding surfaces as discussed previously on pagel28.
146
Substituting Eq. (53) into Eq. (52) one obtains the wear rate
per unit distance travelled.
k
V/t=(-) A, (54)
This equation states that'the wear rate is, for a given set of
conditions, lubricant and surface geometry, proportional to the
total area of asperity contacts existing simultaneously.
For sufficiently high surface velocities or low loads, a full

film is formed and none of the load is carried by the asperities.
In this region, the film thickness is determined by the elasto-
hydrodynamic pressure balance along. As the load increases or
speed drops, the film thickness decreases and asperity contac;'
occur where the local film thickness drops to zero.
The local lubricant film thickness between opposing asperities,

_r as shown in Fig. 72, can be expressed as
h(x) - h0 - y1(x) - y2 (x) (55)
For a function h(x), the fraction of the abscissa axis occupied

by ordinate values not exceeding a fixed value is given by the
cumulative amplitude distribution F(h). Therefore, the fraction
of the contact area, over which the film thickness does not ex-
ceed a given minimum, h0 is
A /A F(h )
where
I A
c
=
*
area occupied by film thickness less than h
0
A
-k' total Hertzian contact area
Eq. 49 can be used to calculate Ac /A.
According to this partial elastohydrodynamic asperity contact

model of Tallian, et al (177, 178), the wear rate must go to
zero when g is so large that no asperity contacts take place.
For low enough speeds, the wear rate per unit track length
shorld be expected to reach a value independent of g . These
postulates appear to be compatible with the experimental results.
The highest wear rate obtained by Tallian, et al (177, 178) was

10- 4 mg/in track length, and it was observed for go 1
1. This
147
/'!
amounts to removal of a layer of approximately 400 microinches
thickness from the rolling track during the time the balls
travel one million inches on each other. This is quite discern-
ible wear for a rolling contact and will, in long run deetroy
the accuracy of the configuration. Thus, a contact operating
under the very high Hertz pressure pmax = 680 kpsi cannot run
.long with the thin elastohydrodynamic film corresponding to
= . For higher values of go 3, the wear rate is about
l0 times lower and, at these levels, it is negligible as a
failure mode.
The wear law cited states that the wear constant k is (as a
first approximation) independent of the elastohydrodynamic con-
dition, and characterizes wear properties (boundary lubrication
properties) of the lubricant/material combination of the rolling 2
contact for the specific geometry and kinematic situation of a

test.
The effect of the magnitude of sliding on wear rates seems to

depend on the elastohydrodynamic condition. With an almost
complete elastohydrodynamic film the effect of sliding on wear
seems to be minor. Whenrthere is less film and more substantial
asperity contact, the Aear rate increases by a factor of 10 or
more as a ball-to-b 1 configuration is made to roll with a
high amount of sli ng (typical of high contact angle ball bear-
ings) instead of ero sliding.
One can use the escribed concepts of mild wear of well-lubri-

cated rolling c ntacts to compare lubricants for their wear pre-
venting action n rolling contact, and to predict the wear life
of a practical configuration on the basis of relarively simple
wear experimen s pro ided that the lubricant, surface geometry,
and contact c figuration are identical in experiment and prac-
tice, and tha Fo is known in both cases.
Bamberger et. al. (80) have evaluated the wear preventing action
in rolling contact of three advanced lubricants, a synthetic
paraffinic oil, a fluorocarbon, and a 5P4E polyphenyl ether.
Their results show that if partial elastohydrodynamic conditions
prevailed, bearing failure was mainly from wear. They demon-
strated that, by reducing bearing load for the paraffinic and
fluorocarbon oils to insure a full elastohydrodynamic film,
failure was primarily due to fatigue. With the 5P4E polyphenyl
ether, wear and surface distress occurred, indicating partial
elastohydrodynamic lubrication for all operating conditions.
Their results validate the use of the elastohydrodynamic film
parameter as criterion for evaluating the effectiveness of an
elastohydrodynamic film.
Recent work by Landen (179) presents time rates of mild wear of

two cylindrical SAE 8620 steel rollers as a function of film
thickness. The rollers were 3.3 and 2.7 inches in diameter and
148
0.5 inches long. The larger roller was ground with a 50 cham-
fer on each end to limit the contact length, L, to 0.180
inches -nd reduce end effects. Most of Landen's data was taken
at a load.w, of 13,000 lb/in of contact length and at this
load the contact width, 2b, was 0.056 inches.
The rollers were carburized to a case depth of .090 to .110

inches with a surface hardness. of Rc 61 to 64 and a maximum
axial surface finish of 5 to 10 microinches centerline average.
A straight mineral oil (SAE 30) was used in his tests.
Landen (179) showed that wear of rolling surfaces is divided

into a constant wear mode and a transient wear mode depending
on the oil film thickness. For values of specific film thick-
ness less than about 0.2 a constant wear rate prevails but the
magnitude of the wear rate depends on operating conditions.
For specific film thickness values greater than about 0.2 wear
occurs for a short time and exhibits a continual change in the
time rate of wear until either a constant rate results or wear
stops.
Table XI presents an approximate classification of the various

modes as a function of specific film thickness. These classi-
fications caa be separated into threee classes which are re-
jspectively: I and 2, constant wear and no rippling; 3 and 4,
constant wear with rippling; and, 5 and 6, transient wear with
continuous film formation. This grouping is shown in Fig. 80
in which the specific film thickness is plotted as a function
of slip. The operating conditions producing constant wear
rates are shaded. The beginning of rippling and the beginning
of continuous film formation occur at smaller values of calcu-
lated oil film thickness as the slip increases from 0.1 to 1.0.
At specific film thickness of roughly 0.16, Landen (179) ob-

served the development of a ripple pattern on the slower moving
surface. Both the wavelength and amplitude of this ripple
I pattern depended upon the value-of-the slip parameter. Fig. 80
defines the range of film thickness and slip parameter over
which this phenomena occurs.
Both Landen (179) and Queener (180) have shown Cia: the total
wear can be expressed as the sum of the constant wear ml = kPI
and the transient wear m = mo (I-E-nt). The total wear is
then
-
m = kP +m 2 (l-e ) (57)
The coefficients k and n depend upon the specific film thick-

ness and the slip parameter. Unfortunately, Landen's (13)
evaluation of these coefficients was not carried out with
149
?1
F TABLE XI
Classification of Mild Wear Modes in Rolling Contact

i U I = .6 in - 72 In/sec U-U 1 = .1 - 1.0
sec is -
Classification Approximate Spec.ific Film Thickness --
(I) Constant wear rate, distinct .02 - .04

surface scratch marks
(2) Constant wear rate, diffuse .05 - 1
surface scratch marks.
(3) Constant wear rate, ripples .08 - .16
on faster surface.
(4) Small transient, followed by high, .11 - .22
constant wear rate ripples on faster surface.
(5) Large transient followed by small constant, .12 - .24
wear or zero wear rate, continuous colored
film on u 2 surface.
(6) Small transient followed by small constant .20 - .40
wear rate or zero wear rate, continuous
colored film on faster surface.
.6x10- 6 0
0
0 0
E
.4
o 0 OContinuous
u 0 Colored Surface
0 0 Film (5)(6)
0
00
I .2
~- ,Not Rippled
(1)(2)
l 0_
0 0.2 0.4 0.5 0.8 i
Velocity Parameter (u2 -u1 )/u 1
Fig. 80 Influence of Velocity Parameter (U2 -U1 )/U1
on Constant Wear, Shaded, and Transient

Wear Modes. Surface Conditions Indicated.
(Courtesy of ASLE, Trans. Vol. II, 1968)
150
Krl-681.2
materials and slip ratios of interest in gas turbine bearing
practice. Determination of these coefficients should form a
part of any continuing program in the bearing failure area.
In siuary, the available literature indicates that mild wear

can bea predominate failure mode for bearings under certain
conditions. These conditions are confined primarily to rolling
element bearings lubricated with solid lubricants or very poor
liquid lubricants such as water, liquid metal, or cryogenic
fluids. There is a considerable volume of practical test data
on hand (Devine, et. al., 181) reporting on wear behavior of
solid lubricated bearings but generalizations have not been
published that would permit prediction of wear behavior. The
other condition, for which mild wear can be a predominate fail-
ure mode, occurs when the bearing is operated in. a contaminated
environment. Eschmann (174) has shown that wear rates can be
very high under these conditions leading to early failure of
the bearing due to loss of dimensional accuracy.
(b) Severe Wear Failure Mode
Severe wear of rolling element contact is usually described by the

terms "scoring" or "smearing". No matter what the name, the condi-
tion describes a serious failure of Hertzian contacts. It is
characterized by a substantial, cumulative transfer of material be-
tween areas of moving surfaces. Some degree of sliding is necessary
for the onset of this condition and it is, therefore, encountered in
rolling contacts in which a high degree of sliding is present. This
condition exists in bearings subjected to high angular accelerations
or running at extreme speed and low load where, due to the low trac-
tion transmitted through rollers or both, they may stop rotation
"" around their oswn axis and, subsequently, undergo sliding.
Tallian (168) reports that the time to form a smearing failure, if

conditions ere conducive to smearing, is extremely short. He re-
ports that macroscopically visible metal trA.isfer can occur within
inches of sliding after the moment when the onset of severe wear is
first indicated by an increase in traction. If this type of failure
is allowed to progress,.it is generally self-aggravating and leads
to rapid destruction of the contact.'
The mechanism of smearing is closely related to the basic phenomenon

of the collisions of asperities in a heavily loaded rolling and
sliding contact. According to Cocks (182, 183), when two asperities
slide over each other under a large normal pressure, welded junc-
tions do not subsequently break, but cause one of the asperities
(usually the softer one) to undergo a sub-surface plastic shearing
in a plane slightly inclined to the direction of motion. Unless
this condition is rapidly relieved, it will lead to smear failure.
Effect of Lubricant Film Thickness
Since smearing originates from asperity contact, any lubricant film
151
resulting from elastohydrodynamic action will tend to reduce the
chance of smearing.
The specific film thickness is an influential parameter in defin-

ing the partial elastohydrodynamic region. In the limit as E -40,
more and more asperity contacts occur and substantial transfer of
material occurs. Depending upon the bearing load, temperature, and
amount of contact slip, operation under this condition leads to
severe wear or smearing at best, or to sudden bearing lockup at
worst. The influence of the specific film thickness of this region
of severe wear has been examined by Bodensiek (184). Bodensiek has
concluded that there exists a region of critical specific film
thickness below which scoring will occur. Table XII reproduces his
summary of how lubricated contact conditions are affected by the
specific film thickness. Below about o 1.2, visible signs of
surface distress will occur. The severity of the surface distress
depends by-no means solely on the value of o. The temperature and
boundary lubrication abilities of the lubricant can retard or pro-
mote surface distress in this regime. However, it appears that by
maintaining o > 1.2, generalized surface distress is avoided.
Ibraham and Cameron (185) present some results of film thickness

measurements which appear to show a sudden collapse in film thick-
ness coincident with the point of incipient smearing. Their results
indicate a film thickness at smearing about equal to the surface -%
roughness which is in general agreement with Bodensiek's conclusions.
In a series of aagular-ccitact ball-bearing (25 mmubore) endurance

tests at extreme ter-perature, Peacock and Rhoads (186) found that
smearing failures predominated. Two high temperature lubricants -
were evaluated, Dupont "Krytox" 143 AC perfluoro alkyl polyether
lubricant, and Mobil XRM-177F hydrocarbon lubricant. Their results
indicated that Mobil XRM-177F provided marginal lubrication at 700 F
and that Krytox 143AC was unsuitable at 600 F under the test condi-
tions used.
In a second phase of the project, lubricant-film-thickness measure-

ments were made in the rolling contacts of ball bearings. Four
different types of lubricants (synthetic paraffinic hydrocarbon,
improved ester, polyphenyl ether, and perflouoro althyl polyether)
were tested at varying speeds (up'to 43,000 rpm), loads (up to
250,000 psi maximum Hertz pressure), and temperatures (up to 700 F).
It was found that elastohydrodynamic lubricant films exist at these
extreme conditions but film thicknesses differ (they are generally
lower) from those predicted by isothermal theory and that consider-
able differences exist in the thickness of films formed by the
various types of lubricants.
Effect oi Maximum Surface Temperature
The important relation between the maximum surface temperature and'

smearing of rolling and sliding contacts has been recognized by
152
/L
TABLE XII
SURFACE DISTRESS DATA OF BODENSIEK (184)
APPROXIMATE o RANGE TYPE OF SURFACE DETERIORATION
Over 4.0 None (Full Elastohydrodynamic Lubrication)
1.8 to 4.0 Slight Marking, Mild Wear
1.7 to 1.8 Surface Improvement with Straight Oil
1.6 to 1.8 Surface Improvement with E.P. Additives
Below 1.7 (or 1.6) Scoring, Spalling, Galling, Scuffing,

Seizing
Below 1.4 Pitting (More closely related to

surface compressive stress)
Below 1.1 Abrasive Wear
Below .7 Rippling and Ridging
-1.
Fr
153
many investigators (187-196) in the well accepted critical tempera-
ture concept, which states that smearing occurs when a critical
value of peak surface temperature (temperature at inlet plus peak
transient temperature in-contact) is reached, regardless of the
hydrodynamic film thickness. The broad concept of a critical temp-
erature i's consistent with modern boundary, lubrication theory which
says that good lubricants form adsorbed or themically'reacted films
on the surfaces. These films protect the underlying surfaces as
they slide over one another so.that friction is low and surface
damage is negligible; however, as the temperature of the surfaces is
increased, a point is reached beyond which the films melt, are dis-
solved by the lubricant, or are desorbed from the surfaces. When
this happens, friction goes up, still more heat is generated, and
the surfaces eventually weld and tear with catastrophic results if
the sliding speeds are high enough.
Generelly good correlation between the initiation of smearing And

critical temperature is shown by De Cxushy and Harrison (187) for
rolling-sliding disks, by Leach and KellV;-(188) also for disks, and
by atveesky (189.) for both roller and disk machines. Leach and
kelley (188) present the moft convincing evideifce to support the
critical temperature concept as a criteria for smearing. Their re-
sults"indicate that smearing takes place in spite of very largf
values of specific film thickness.
Fein (190, 191,192) gives a different interpretation to his experi-

mental results for pin on disc and four ball machines. He presents
evidence to show/that the critical temperature is influenced by
speed, load, and surface material as well as by the lubricant. In
some cases, the transition temperaure increases with the ratio of
speed to load, and in others the critical temperature becomes de-
pendent dn thi.; ratio above a certain value. 'The generality of these
results is limited by the fact that the highest speed investigated
was 30 IPS, although the occurrence of smearing at such low speeds
does extend downwards the speed range in which smearing may be ex-
pected.
In the previous discussion, the specific film thickness and the maxi-
mum surface temperature have been identified as the major parameters
governing smearing. A graphical representation of thp region of
smearing or severe wear is shown in Fig. k. This plot uses the in-
verse of the maximum surface temperature as the abscissa with the
specific film thickness as the ordinate.
See next page
154
.
Smearing possi-
ble in the pre- No wear, no smearing
sence of dirt
and foreigh
particles.
S Smearing Slight to severe wear
0 I/T*
00-
(Critical Temperature)
Inverse of Maximum 1/T

Surface Temperature
Fig. 81 Region of Smearing
Region 1 repreacnts no wear or smearing because in this region
a- .o > 4, the asperities are completely separated by a thick elasto-
hydrodynamic film and the maximum surface temperature is below the
-" critical temperature. In region 2 , the maximum surface tempera-
ture exceeds the critical temperature even though there is still a
thick film. Under this condition, scoring is possible if there are
-. dirt and foreign particles in the film. Region 3 represents oper-
rations in the partial film regime, ( go < 4), but below the critical
temperature. In this region, abrasive wear will occur instead of
smearing and the wear rate will be governed by the load, sliding
7 speed, and the specific film thickness. Region 4 is the dangerous
smearing region where the elastohydrodynamic film is not fully pre-
sent and the maximum surface temperature is above the critical temp-
erature.
As discussed previously, recent developments in elastohydrodynamics

have provided reliable formula for prediction of minimum film thick-
ness. At moderate rolling speeds (less than 250 in/sec for mineral
oils), the thermal effects have a negligible influence on this cal-
culationof film thickness and the formula derived from the iso-
thermal theory of Dowson and Higginson (153) can be used.
At high speeds, the isothermal theory is no longer adequate and the

thermal effects must be included in the calculations of the film
thicknesv. A method to calculate the film thickness at high speeds
including the thermal effects will be presented in Section III.
155
____
fi
A principal barrier to wide-spread practical application of elasto-
hydrodynamic principles, such as the film thickness formula, is the
fact that the surface temperature at the inlet regions must be
known with soire accuracy in order to establish the inlet viscosity.
Blok (193), as early as 1937, offered formulae for the flash tempera-
ture rise occurring in a loded contact which, if added to the inlet
surface temperature oi blank temperature, gives the maximum surface
temperature in the contact. In spite of the more recent observa-
tions by Fein (192) to the effect that a transition temperature
criterion is oversimplified, it has gzeat usefulness in judging the
likelihood of severe wear failure. Archard (194) has sumnarized
flash temperature calculations for easy practical use. He shows
that an upper bound of the attainable flash temperature in a con-
tact can be calculated by assuming clat metal to metal contact
occurs over a single contiguous area and by assuming that plastic
flow takes place over the entire extent of this area.
The difficulty with Archard's simple approach to a transition temp-

erature is that calculated maximum-flash temperatures usually turn
out to be unrealistically high, presumably because the fully plastic
contact hypothesis is clearly in error. Archard (194) also supplies
a solution on the assumption that the contact area is a single elas-
tically determined Hertz contact. Tataiah et nl (195) have found
that the flash temperature calculated on the basis of elastic de-
formation yields a reasonale estimate of flash temperature at the
transition to severe wear if the friction coefficient has been de- -"
termined.
O'Donaghue and Cameron (196) report-that errors involved in contact

temperature calculations increase at surface velocity ratios below
0.35. A further source of error arises if the velocities are high,
because an appreciable portion of the heat generated may be carried
from the contact by the lubricant. Yet another hurdle to the appli-
cation of such formulae is the problem of obtaining a realistic
value of the coefficient of friction. The friction force will be a
function of the film thickness, the contact area, the viscosity dis-
tribution, and the surface velocities. The results of Smith (197)
suggest that the influence of surface roughness is small, and
Furey (198) confirms this above a low value of surface roughness.
An approach which can bypass the above problems to some extent is
to rely on full thermal elastohydrodynamic solutions, such as those
published by Cheng and Sternlicht (58), Cheng (93) and Dowson and
Whitaker (58).
Boundary Lubrication Effects
One of the main conclusions to be gained from an evaluation of the

folling element bearing failure literature is that elastohydrody-
namic effects are very important, since no wear failure will occur
as long as surfaces are-separated by-a fluid film. However, if
metal to metal contact takes place through the film, then the
156
conditions of operation will be determined primarily by boundary
lubrication effects.
Leach and Kelley (188) have shown that there is a critical tempera-
*" ture which defines the transition between effective boundary lubri-
cation and severe wear (smearing). This transition point is the
temperature at which polar constituents in the oil are either
melted or de-adsorbed from the contacting surfaces and effective
boundary lubrication no longer exists. If an elastohydrodynamic
film separates the surfaces, then effective lubrication can persist
above this temperature transition point; however, any metal to
metal contacts through the film will result in surface damage.
Boundary lubrication is defined as the region in which the bulk

properties of the lubricant have a negligible effect on the contact
behavior of lubricated surfaces. The chemical makeup of the lubri-
cant and the composition of the bearing surfaces are of major im-
portance. Under these conditions, even minor percentages of certain
constituents in the oil can be conducive to the formation of surface
films which can prevent high friction and surface damage. The pre-
sence of these surface films reduces the friction and amount of
surface damage when metal to metal contact takes place.
O'Donaghue and Cameron (196) have attempted to show that, as far as

*adsorbed surface film characteristics are concerned, there is a
similarity between petroleum oils and a solution of a long-chain
organic acid in a pure hydrocarbon carrier. From thermodynamic con-
siderations, they concluded that an adsorbed film of this material
on a metal surface would have a transition temperature which would
not be markedly different that the transition temperature found for
the same concentration of pure, long-chain polar organic compounds
dissolved in a pure hydrocarbon. This conclusion is of some im-
portance since it pet-nits relating results obtained 4ith pure organ-
ic acids in non-polar hydrocarbon solvents with the results obtained
with petroleum oils with their completely chemical nature.
The ability to form elastohydrodynamic films is not the sole deter-

mining factor in predicting a fluid's success as a bearing lubricant.
The previously cited work of Leach and Kelley (188) showed that
o- bearing endurance data does not necessarily correlate with film
thickness measurements. The boundary lubrication properties of the
lubricant must also be considered.
Surface Lubricating Film Breakdown
There are many different types of lubricating films which reduce

the amount of contact and adhesion between the surfaces. A list
of these films is given below.
157
Surface Lubricating Films
Physically absorbed molecules

Chemically absorbed molecules
Decomposition films from lubricant
Surface-lubricant organic reaction films
Surface-lubricant inorganic reaction films
Surface atmosphere inorganic reaction films
Each of these films has its own unique properties and thus, differ
in the manner in which it provides surface protection. It would
be expected that each has its own unique method of failure. In
general, the failures of these films may be categorized as follows: ""
Inadequate film thickness for-operating conditions

Destruction of films
Deformation
Inadequate Film Thickness for Operating Conditions
When sliding commences between two surfaces, they are usually mis-
aligned and their surface asperities are interlocked. Any films
present on the surface at this time will be broken away. However,
as sliding proceeds, the surface temperature increases and the sur-
faces "run in". Surface films are then more easily formed and less -
likely to be broken away. If the rate of formation is fast enough,
effective sliding will result. The rate of formation of films will
depend upon the type of film formed. Generally speaking, some sort
of a reaction is necessary so the rate of formation is strongly
depending upon the temperature and the concentration of reactants
in the contact area.
The above also demonstrates the fact that, if ,the rate of

removal exceeds the rate of formation, failure will result. This,
of course, is the condition of film wear. One might suggest that,
if the rate of formation was adjusted to overcome galling, it should
be significantly larger than the rate of removal. Hcwever, condi-
tions change drastically after the film is formed (lower friction,
lower temperature), so wear may be the dominant factor until metal
contact results.
Destruction of Films
When the sliding or rolling process becomes severe the interface

temperatures increase. The interface temperature Tican be des-
cribed qualitatively:
158
Tlum
i K. (58)
where K. = thermal conductivity

P = load
U = velocity
f = friction coefficient
n api m are constants, n < 1 depending upon the load m < 1 depend-
ing upon the velocity and the geometry of the contact. These high
temperatures can cause the destruction of the surface filmd for a
variety of reasons:
Melting
Dissolving
Decomposition
Evaporation
The destruction of the film allows metal contact and the possibility
of seizure.
Deformation
Surface films can also be removed from the surface by a process of

fracture or fafigue. Experimental evidence confirms both of these
as real failur, modes, however, they apply more to the hard oxide
films rather tl:n-soft lubricating films. The cause of the failure
is a function of both the deformation of the film at.,' its basis
material as a result of thermal or stress deformations.
Material Seizure
Once the fluid film thickness approaches and the protective lubri-
cant films have been broken through, a seizure process can result,
under certain conditions. These conditions are a function of the
material properties, the friction or adhesion, and the geometry of
the contact.
If the model of a soft surface against a rigid one is chosen, then

it has been found experimentally (199, 200) that as F, the tangen-
tial force, increases, the area of contact increases, and hf de-
creases. This process continues until slip occurs at the interface
(no failure) or fracture occurs away from the interface (metal
tran3fer and failure).
159
Fig. 82 The Two-Dimensional Plasticity Model
Tabor (201) has treated the problem as one of two-dimensional

plasticity and used Hills solution to derive the following ex-
pression for the model ofFig. 82.
2 +9 2 = 9-2 (59)
m
where T, = interfacial shear strength

1m= shear-strength
T =shear stress
p = pressure
Since rm is a material constant this expression demonstrates the

experimental observations.' As F increases, T increases; p must
then decrease. The process will continue indefinitely until p =
0, unless slip occurs at T - i . This will occur for material
combinations of low adhesion (tow friction) since f = Ti/p.
If r4 is high the process will continue and necking will occur away
from the interface. This will ultimately lead to fracture as shown
by the curves dotted lines of Fig. 82. That this process occurs
has been experimentally verified by the work of Greenwood (202),
Cocks (203) and Antler (204). A precise failure criterion has not
been developed; however, it has been suggested that it is associa-
ted with the decrease in area in the necking region, the work
hardening whicu strengthens the interface region, or the ductility
of the material. Whatever the explicit criterion, it is apparent
that it is associated with the ability of the material to deform.
This also conforms to common experience - that brittle materials
are muc better in sliding than a ductile one.
Although our understanding of material seizure is far from complete

and not very rigorous, it is clear that there is some friction,
deformation, failure criterion. That is, the higher the friction
160
I
the more resistant the material must be to deformation to prevent
surface damage.
(2) Plastic Flow Failure Mode
If a rolling-element bearing is overloaded, there will be plastic

flow, which, if severe enough, will destroy the intended contact
geometry by forming "brinnel marks" if the load is stationary, or
by distorting the rolling track if the elements roll. Analysis
of the damage caused by these plastic indentations has been made
by Kaufman (163). By examination of the location and distribution
of the ball paths produced on the raceways, the magnitude and dir-
ection of the load causing the observed damage can be reduced.
These loads may arise from unbalance of rotating parts, unexpec-
ted loads, differential thermal expansion, or tight fits result-
ing in loss of clearance.
Plastic flow on a small scale occurs under quite reasonable loads

(162). This has been recognized by defining a "static capacity"
for rolling bearings by limiting the magnitude of elastic deforma-
tion to an arbitrary but .;mall amount. The static load rating
method for bearings is based on a plastic diameter reduction equal
to 10-4 times the rolling element diameter. For a typical bear-
ing steel this amount of-deformation corresponds to a contact
stress of approximately 500 kpsi.
If the loading is increased sufficiently, local plastic yielding

of the material will occur. It follows from Equation (37) that
yield will first occur in a small region beneath the surface
which is completely contained beneath the surface. Johnson (205)
has shown that this yielding will take one of two forms. The
plastic flow which occurs in the first passage of the load will
induce a system of residual stresses, and under repeated traver-
sals of the load the material will "shakedown" to, a state in which
subsequent traversals of the load can be'supported by purely elas-
tic stresses. If the load is below this so called shakedown limit,
* further plastic defdrmation will cease. On the other hand, at
loads greater than the shakedown limit, plastic deformation will
take place with every passage of the load.
It has been shown by Johnson (205) that the load at which a metal
first yields in rolling contact is given by
2.7 < amax < 3.3- (60)
depending upon which yield criterion is used. Whether or not con-

tinuous plastic deformation will occur depends upon whether or not
the load exceeds the shakedown limit. In pure rolling the shake-
down limit is found to be given by
a = 4-r (61)
max s
161
This represents an increase of 66 percent in load carrying capa-
city above the load for first yield given by Equation (60). Tan-
gential forces introduced by sliding or microslip cause an appre-
ciable reduction in the shakedown limit as shown in Fig. 83.
With a view of establishing a theoretical load capacity of rolling

contact including the influence of a lubricant, the shakedown
theory has been applied to the elastohydrodynamic stress distri-
' bution calculated by Dowson and Higginson (153). This is shown

in Fig. 83 where load carrying capacity, expressed by the ratio
(amax/rs ) is plotted versus the pressure distribution parameter
lW .
Points to the left of Fig. 84 correspond to low speed and heavy

load and approaches Equation 61 for dry contact. Points to the
right correspond to high speed and high viscosity.
Thus, at loads above the shakedown limit, continuous and cumula-

tive plastic deformation is observed; at loads below it,. even
though they cause some yielding initially; after a few revolu-
tions, the system shakesdown to an elastic cycle of stress. The
shakedown limit can be regarded as the theoretical ultimate load i "
carrying capacity of a rolling contact. It represents the best
that can be achieved if other failure modes such as mild wear,
scoring or fatigue did not intrude to cruse premature failure.
(3) Fatigue Failure Mode -
The classical failure mode of rolling-element bearings is contact

fatigue. From analyses of failed specimens, 'fatigue'failures can
be classified into two major categories, those of subsurface ori-
gin and those of surface origin.
(a) Subsurface Fatigue
The subsurface fatigue is characterized by cracks which are initi-

ated beneath the surface. Under repeated high stress, these
cracks gradually grow in length and eventually lead to spalling
of metals. Location of these crabks is usually in the vicinity
of the maximum sht:ar stress, and their rate of growth depends
mainly on the level and the amplitude of the shear stress.
The life of a rolling contact subjectea to subsurface fatigue is

predictable by the celebrated, classical Lundberg and Palmgren
zi-ory (144, 145). They showed that the probability of survival
of a rolling element is a power function of the maximum alternat-
ing subsurface shear stress, the depth at which this stress occurs,
the number of cycles in millions, and the stressed volume. The
stres&ed volume appears because, on theassumptizi that weakest
point is first to produce a flaw, the probability of failure in-
creases with the stressed #olume. It is an assumpticn of this
theory that the maximum alternating shear stress does govern
162
I.
Continuously
1.5 Plastic
FF
0F
0
z
0.5
Critical Stress Critical Streis

Beneath Surface -- &-at Surface
0 0.1 0.2 '0.3 0.4 0.5
Ratio of Tractive Force to Normal

Load F/P
Fig. 83 The Effect of a Tangeittial Force on the Limit

* - of Elastic Behavior and Shakedown L-imit.
(Courtesy of WEAR Journal 9, 1966)
163 MTI-965 1
Sha t-down Limit rI,
-4)6
NC
rl0 10-
-.
C
0-5 0 4 10 3 24
Pressure Distribution Parameter, U/W
Fig. 84 The Intensity of the Bulk Contact Stress.

(Courtesy of WEAR Journal 9, 1966)
-S
164 -o
fatigue failure, and that the stress field is the result of a
Hertzian normal pressure distribution. The constant proportion-
ality and exponents need to bo determined experimentally, and,
therefore the theory provides a failure criterion rather than
absolute values. As such it enjoys popularity and is the basis
of conventional life calculations.
It shculd be noted that Lundberg and Palmgren theory is based on

the subsurface stress distribution of a dry contact and does not
take into account the effect of lubrication. As many investiga-
tions have shown significant dependence of fatigue life to lub-
ricants, it is important to examine how the subsurface fatigue
might be affected by the lubrication.
(b) Surface Fatigue

u oi
Fatigue of the surface origin is distinct from subsurface fatigue
in that the cracks are initiated on the surface and propagated
in the direction parallel to the surface. These cracks usually
do not penetrate deep into the subsurface. As the crack lengch
grows, the metal adjacent to the surface becomes gradually de-
tached chipping away from the surface.
I (c) Effect of Elastohydrodynamic Lubrication on Fatigue
Both theoretical and experimental evidence shows that fatigue

failure is not simply governed by stress distributions resulting
from
playsnormal Rertzian
an important pressures. Elastohydrodynamic lubrication
role in altering the basic Hertzian stress
I pattern and hence influencing the fatigue failure.
Under the influence of elastohydrodynamic lubrication, the classi-

cal Hertzian stress field will be modified by the following fac-
The redistribution of the normal pressure profile

JThe surface tractions
The thermal stresses
The asperity interaction
Modifications due to the first three factors can be readily de-

termined from pressure, surface traction and temperature data
A obtained by using the computer program of Section III. Since
smooth surfaces are assumed in the elastohydrodynamic theories,
the modified stresses are oly meaningful in the regime of full
[1 film elastohydrodynamic lub':ication, and they may be termed macro-
elast~hydrodynamic stresseb.
ii The influence of a sharp secondary pea.t or severe surface trac-

tions due to viscous shear is similar. Both increase the magni-
165
tude of, the maximum shear and octahedral stress and shift them
nearer to the surface. These stress alterations increase the
likelihood of surface fatigue. The degree of worsening depends
on the operating conditions and the pressure-viscosity exponent
of the lubricant. Increase in speed or viscosity in the full
film elastohydrodynamic regime tends to increase the magnitude
of the secondary pressure peak and hence the maximum stresses.
The effect of surface traction is most severe when oils of a
high pressure-viscosity exponent are used under small tr moder-.
ate sliding to roll ratios.
Thermal stresses depend directly on the temperature rise in a

contact. For contacts kaving small sliding to roll ratios,
thermal stresses do not have significant influence on the fatigue
life.
For contacts involving significent sliding velocity, such as

angular contact ball bearings, thermal stresses can reach a sig-
nificant percentage of the maximum Hertzian stress, which can.
appreciably influence fatigue lifP, as life is proportional to
the 9th or 10th pcwer of the maximum stress.
In the regime of partial elastohydrodynamic lubrication, stress

redistribution from the first three f-ctors based on smooth film
elastohydrodynamic analysis becomes overshadowed by the intensi-
fied local surface stresses due to asperity contact. These local
stresses usually result in surtace fatigue of the contacts and
'may be designated as micro-elastohydrodynamic stresses. Fatigue
exper4 .ments in this regime have shown that life decreases with
decreasing values of the specific film.,thickness, o. Thus, in- -.
crease in &peed and viscosity Ln the partial film regime will
suppress failures due to surface fatigue.
The inflVence of surface asperities on fatigue has been investi-

gated extensively both by Dawson (208, 209, 210) and by Tallian,
11dCool'and Sibley (177). They both show that life decreases when
the specific filim thickness decreases. Dawson's experiments,
limited to soft steel disks, eutablished an inverse power re~a-
tionship between life and the inverse of the specific film thick-
ness.
The resuits of Tallian et al (177) apply to rolling contacts, but

are trore qualitative. They simply demonstrate that a three fold
increase in o from 1.7 to 5, induced by varying either the speed
or viscosity can increase life by a factor of ter or more. As
further support a number of experimental workers demonstrate a
general increase of life with viscosity for a particular lubri-
cant type.
The fatigue experiments in the partial elastohydrodynamic regime

suggest that the jnechanism of two colliding asperities in the
presence of a lubricant is extremely important in understanding
166
16
fatigue in this regime. Pioneering work, in-this area has been
contributed by Christensen (211, 212). He found that che maxi-
mum pressure between two spheres approaching each other under
7a
| constant load can exceed the Hertzian prebsure if the speed
and the pressure-viscosity exponent are large.
To sum up the discussion in this section, the influence of as-

perity encounter on surface fatigue is definitely .significant.
A direct measure of the frequency and severity of asperity 'en
counter is the specific film thickness, which depends on the
smooth-f: z elastohydrodynamic or macro-elastohydrodynamic film
thickness. Thr formulae developed by Grubin (82), Dowson and
Higginson (153) for line contacts, and Archard for point con-
tacts (86), are therefore, useful in computing the specific
film thickness, which determines whether or not asperity inter-
actions are important. The calculation procedure used here is
described in Section III.
c. Influence of.Elastohydrodynamic Lubrication on Bearing Life
The previous discussion has shown that elastohydrodynamic lubri-

cation'has a major influence on the mode of failure in a bearing.
Increasing the load of a rolling element bearing, for example,
- can have a major effect on the magnitude of the elastohydrodynam-
ic film thickness, with the amount of direct metal cortact vary-
ing from none to a substantial percentage as the load is in-
creased. The effect also increases with temperature, i.e., as
the lubricant viscsziLy cropped.
Fig. 85 has been prepared as a diagranmatic representation of

the possible effects of film thickness on bearing-lubricant life.
-- At very high film thickness, skidding may occur and the retainer
will travel at too low a speed." This skidding may soon'cause
sliding metal-to-metal contact, surface damage, and increases
in torque. At point A, the film thickness is low enough to cause
pure rolling, a full elastohydrodynamic separating film exists,
-and life is limited.only by lubricant supply.
I
IAs film thickness is Turther decreased toward B, a full elastohy-
drodynamic film separation still prevails, but friction is higher,,
the temperature increases and the rate of lubricant loss increases.
The result is a gradually decreasing life.
- Beyond B, Lhe elastohydrodynamic film has decreased to the point

where sooe metal-to-metal contact occurs. The'failure mode
begins to shift to wear and race damage. The bearing life
'begins to drop rapidly.
As the film is d~creased.to C and beyond, substantial ball-race
interaction is occurring, and the life continues to drop.
-. This discussion~illustrates the several effects film thickness

may have on the life of the bearing-lubricant combination. Im-
167
44
0 g.-,
t -, w
-Jma
- - -
(in)
U..j
(l) CL 0
Go V
j 0
oxo
ui w
LUx
-4
La.. 00
(3-11Y0 S 901) 3:111 MNUS'
I 168
plicit in this discussion, however, is the very significant
additional fact that the influence of film thickness cannot be
considered apart from other variables. For example, the load
effect occurs primarily through its influence on lubricant film
thickness in the contact zone, and it follows that other varia-
bles that also influence that film thickness will shift the
failure mode. Thus, increases in speed and in lubricant viscos-
ity, decreases in temperature, and decreases in surface rough-
ness can be expected to shift the transition zones from one
failure mode to another.
To aid in predicting the bearing lubrication regime and the

failure mode which will dominate in that regime, an Elastohydro-
dynamic Performance Calculation Procedure has been developed and
programmed for the computer. This procedure is discussed in
Section III which follows.
169
/I
SECTION III
ELASTOHYDRODYNAMIC PERFORMANCE CALOULATION
Progress in elastohydrodynm.iic lubrication has advanced to the stage where

development of practical design tools is now possible. The discussion in
the previous section has summarized the available knowledge and identified
the most modern design approaches. Based on this summary, a calculation
procedure has been developed for predicting film thicknesspercent of real
area of contact, and other major variables in the elastohydrodynamic contact
zone. The data calculated by this procedure will serve as a basis on which
fatigue life of the contact and other types of ultimate failure can'be pre-
dicted.
The design tool which has been the major goal of this study consists of a
computer program which calculates all major variables in an elastohydrody-
namic contact. The calculations are based either on the most reliable
theory of elastohydrodynamic lubrication or on the empirical formula'deriv-
ed from the most recent experimental data. As outlined in the previous
section, the input to the computer program consists of:
1. The radii of curvature in the direction as well as perpendicular

to the direction of rolling ior both contacting surfaces.
2. The surface speed for both contacting surfaces.
3. The load.
4. Material data.
5. Lubricant data.
6. Surface roughness for both contacting surfaces.
With these input data the program calculates the following quantities success-
ively by means of a series of subroutines:
1. The nominal film thickness based on isothermal theory (the nominal

film thickness is the film thickness at the entrance region of the
elastohydrodynamic contact).
2. The reduction of film thickness due to thermal and side leakage
effects.
3. The exit protrusion width and depth.
4. Percentage of area-of contact.
5. Contact friction.
6. Pressure distribution.
7. Mid-film and surface temperatures.
8. Subsurface and surface stress distributions.
The use of subroutines provides a convenient way to replace any old methods
of calculation with any new techniques which may be developed in the future
for any one of these variables. Using this approach, one does not have to
rewrite the main computer program as the state-of-the-art of elastohydrody-
namic lubrization advances.
170
/
/
/'
The computer program is primarily intended for use on rolling element bear-
ing contact problems. However, it has been made general enough so that it
is applicable to many other heavily loaded concentrated contact problems.
Thus, it should also find use in the design of gears, cams, and pivots.
1. FLOW DIAGRAM
The calculations performed in the computer program can be represented by

the flow diagram shown in Fig. 86.
2. ANALYSIS
The analysis for the variables listed in the flow diagram are described
in the following sections.
a. Dimension of the Contact Ellipse - "
The semi-major and -minor axes of the contact ellipse for a given
total load P, geometry and material properties are calculated from
Equations 40 and 4 1 on page 119.
b. Load and Spe, d Parameters
When the Heitzian pressure distribution of an elliptical contact is

replaced by an equivalent line contact with the same total load and
maximum Hertz pressure, the effective width of the line contact be-
comes 2
3a
-a4- (62)
effective 2 3
The effective load per unit width for an equivalent line-contact is
w = 3P (63)
4a
The dimensionless load parameter for the equivalent line-contact is

given by
w
E'R' (4
(64)
x
The dimensionless speed parameter is
U
=
0
E'R' (65)
x
where
171
Read and Write Input Data
Calculate the dimension of

the contact ellipse b,a
Calculate dimensionless parameters:

EPHz
ED
D , Qm' Cr' '
m
B', ', D-
EDR
, E
J
Subroutine FTFS
Calculate:
I. the thermal reduction -factor I0
T
2. the side leakage factor 'S
ir
Calcul te:
1. the isothermal minimum film
thickness (hmin) s
2. the minimum film thickness hin
Subroutine EBHM
Calculate the protrusion width e
Fig. 8 Computer Program Flow Diagram.
172 1/ HI-9675
I
I
Subroutine ABAR
Calculate:
,1. the specific film thickness h /a
o n
2. the real''area of contac, A
Subroutine FRCTN
Calculate the coefficient of friction f
Subroutine PRESS
I Generate. the Pressure Distribution P(x)
1
Subroutine TEMPT
-Calculate:
1. the mid-film temperature distri-

- bution T (x)
2. the surtace temperature diitribu-

tions T (x) and T2 (x)
Subroutine STRESS
Calculate the subsurface stress distribution
Figure 86 (Continued)
173 z--9T7
a 00 inlet viscosity lb-sec/in 2
U - rolling velocity in/sec

(66)
2 2
in2/lb
E E2
Thu maximum Hertz pressure parameter becomes
PIHz 3 P
E' 2 yabE' for the elliptical contact (67)
and
PIIZ I -"
" R for the line contact (68)
x
c. I.ubricant Paramezers
C, a a rE'
C!
art = 2" P Z
1* ~.puz(69)
' - 5/T
0
P
2 T 0{
d. Thermal Parameters
2
40 (UI + U 2)
QM " 2KfT
; cfUa3
Qc 0 2
fx (70)
K2 1/2 RE /
TICK 4wE3 ,'
K2 1/2 R'E' 1/4

D 4
i 174 .
J e. Thermal Reduction Factor
The calculation of the thermal reduction factor cph. is based on the

T numerical data developed by Cheng (105). In that report, the value
cpr is plotted against the viscous heating variable Qm with the
following variables as parameters:
5
CV* .10
2
T
0
"" PH
H- dimensionless Hertz pressure
E-U U2 - U 1
I
s slip ratio U
U2
In the analysis of the thermal film thickness, the heat convected by

the lubricapt and the heat conducted by the discs are both considered.
-- In accounting for the heat conduction to the solids, the thermal pro-
perties (Ki, pi, Ci) of steel are used 4.n the calculations. However,
it was found that the surface temperature rise due to the heat of
conductfon to the solids at high speeds is insignificant compared to
the film temperature rise. Consequently, these data should be also
applicable to contacting materials whose thermal properties are not
Jrastically different from those of the steel. To include the heat
of convection, the thermal properties of mineral oils are used. As
discussed in Section II, these properties-do not vary greatly and the
data in Ref. 105 should be good for all lubricants.
In Ref. 105, the curves for c>t indicate that the most influential
parameters is the viscous heating parameter Qm" The other four para-
E4
and s all play secondary roles in governing the
thermal reduction factor. In particular, the influence of the slip
ratio is vpry mild. A review of these curves shows that within the
range of the parameters investigated, the thermal reduction factor
can be represented by
PUZ
T =
fl(l - 0.1 s)(l + f3 -j) (72)
where fJ.and f3 are numerical functions of Qm, o',

*, and are tabula-
ted in Tables XIII and XIV.
These numerical datalare programmed within the subroutine FTFS,-and

cpr is calculated by linear interpolation within the range listed in.
the tables and by linear extrapolaLion 6utside the range.
175
II
TABLE XIII
VARIATIONS OF f WITH R9SPECT TO
,~, and Q
5 1
T. 105
* 1 0,B/' _
o2
_ -T .
15.71 15.71 15.71 23.56 23.56 23.56 31.42 31.42 31.42
Q 0.35 0.5 0.75 0.35 0.5 0.75 0.35 0.9 0.75
0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
0.01 .99 .98 '.98 .99 .97 .97 .98 .98 .98 .
0.02 .98 .96 .96 .98 .95 .94 .96 .95 .94
0.05 .96 .94 .93 .95 .92 .90 .93 .90 .89 -
0.1 .93 .9 .89 .9 .37 .84 .90 .85 .8)
0.2 .89 .86 .81 .86 .81 .76 .84 .78 .74
0.5 .8 .78 .66 .77 .7 .72 .75 .66 .59
1.0 .72 .65 .56 .67 .6 .50 .66 .56 .46

/
2.0 .62 .53 .44 .57 .47 .36 .56 .45 .35
5.0 .47 .37 .3 .44 .32 .24 .43 .31 .23
10.0 .36 .27 .22 .34 .22 .17 .34 .21 .15
176
VARIATION OF WITH RESPECT TO
t103
~
15.71~ ~57 ~~~~n
157 35 114m14 14
5.047 7 54.81 40.71 26.56 231.6 2330.3. 12 313.42 319.42
10.0 4O75 75.6 51.47 2. 26.5 25.6

30 25.6 20.95 19.5
10.0 75.6 107.9 51.4 it 26.5 2.6 5 09 1.
M.
f. Side Leakage Reduction Factor
The side leakage reduction factor for an elliptical contact is deter-

mined by the formula proposed by Cheng (213) based on a numerical
soluition to the hydrodynamic equation in the inlet region of an ellip-
tical contact. According to Ref. 213, the dimensionless film thick-
ness can be expressed as
Rx -( C -- -n
'
(73)
where C, nl, and n 2 are numerical functions of a/b. These values are
shown in Table XV.
TABLE XV
NUMERICAL FUNCTIONS OF C, n I AND n 2
, I=a/b C nI n2
5 1.625 0.74 -0.22

2 1.56 0.736 -0.209
1 1.415 0.725 -0.174
0.5 1.132 0.688 -0.066
Assuming that the film thickness at a/b = 5 approaches that of a line-

contact, then the side leakage reduction factor becomes
- 5 '- C
S- [ -- U ] - (nl)'=5 n2 - (n2)Y=5 (73)
g. Minimum Film Thickness
In calculating the minimum film thickness for the isothermal case, the
formulas proposed by Dowson and Higginson (153) based on their numeri-
cal solution is used.
(hi)i = Rx 6 E' 0.13 (74)
178
multiplying this by the thermal and side leakage reduction factors,
one obtains the actual film tffickness
h. =_ (h minisso (7,5)tM
h. Protrusion Width
In. determining the real area of contact in an elastohydrodynmic con-

tact, it is necessary to know the extent of the protrusion at the
exit of the contact. As indicated by all elastohydrodynamic theories,
the film profile consists of a parallel portion at the entrance follow-
ed by a protrusidn with an approximately half-sinusoidal or parabolic
profile. To date there has been no analysis available to predict the
width of this protrusion. To fill this gap, analysis is made in
Appendix II, and it shows that the protrusion width can be represen-
ted by an expression similar to that of the Dawson-Higginson's film
thickness formula (153).
0.4
- ' 02[2 oU 0 0-:76 (6
2411
2411 )O" E'R1J (76]
I X]
where K is a proportional constant and
I
I =-( (- 3)d (77)
0
e x -(b -e
e)
1.0
Fig. 87 Protrusion Width
179
TABLE XVI " (
ANALYSIS OF e BASED ON CHENG'S ISOTHERMAL THEORY (REF. 93)
0o w h
s = 0.0 E'R'x E'R'x aE' e H=h
e h
xo
0.0 .38 x 1011 2.828 x 105 5650 .198 .861
0.0 1.22 x 10- l1 2.828 x 10- 5 5650 .35 .861

1-11
0.0 3.00 x 10 2.828 x 10 - 5
5650 .. r1 .863
0.0 6.21 x 10- 2.828 x 10 - 5

5650 .715 .870
0.0 11.75 x 10 - 5
2.828 x 10 5650 .890 .875
180
TABLE XVII
ANALYSIS OF e BASED
ON CHENG'S THERMAL THEORY
(L F. 93)
U2 -U 1
---- - :u
- = u0U
oq_w-
U2 E'R' 0R'E'R'
evE'
EtR e =e/b H =- eE
x x
e h0
0.005 2.87 x 10-11 2.828 x 10 - 5 4473
0.005 .49 .854
6.01 x 10 -11 2.828 x 10- 5 4473 .65
0.005 .859
11.662 x 10 -11 2.828 x 10 - 5 44?3 .81?
0.005 .859
18.00 x 10-11 2.828 x 10- 5 4473 1.03 .849
0.020 2.715 x 10- 2.828 x 10- 4473 .465 .854
0.020 5.360 x 10 11 -
2.828 x 10 -5
4473 .65
0.020 .854
9.91 x 10 - I1 2.828 x 10 - 5 4473 .83
0.020 .81-9
16.38 x 10- 11 2.828 x 10- 4473 1.04 .838
0.050 2.50 x 10 11 -
2.828 x 10 -5
4473 .49
0.05C .838
4.87 -c 1011 2.828 x 105 4473 .65
0.050 .838
8.34 x i0 -11 2.828 x 10 - 5 4473 .835
0.050 .838
14.55 x 10- 11 2.828 x 10- 5 4473 1.02 .832
0.100 2.238 x 10- 1 1 2.828 x 10- 5 4473
0.100 1.434 x 10- 1 1 .50 .827
2.828 x 10- 5 4473
0.100 7.611 x 10-11 .667 .838
2.828 x 10 -5 4473 .85 .832
0.100 12.61 x 10-11 2.828 x 10 - 5 4473 1.04 .827
0.250 1.76 x 10 1 -I
2.828 x 10 -5
4473 .50 .795
0.250 3.62 x i0 - 11
0.250 2.828 x 10- 5 4473
5.85 x 10- 1 1 2.828 x 10 - 5 .667 .805
4473 .833
0.250 -I .805
5.52 x 10 1 2.828 x 10- 5 4473 1.00 .805
181
It is noted that if the normalized protrusion shape ItI()does not
vary much with the operating conditions, the I, will not be a func-
0
t:on of OE', E. , and W. Consequently, the above exponential re-
x
lations should give the correct variation of the e with the speed,
load -Ipressure-viscosity parameter.
To validate this approximate theory, the current protrusion-width data

were plotted in Figs. 88 and 89. Fig. 90 shows the relation between
e and the speed parameter. It was found that the Dowson-Higginson
(153), Dowson-Whittaker (114), and Cheng's (105) data all give a slope
almost exactly equal to 0.4, thus validating the exponential rela-
tion with the speed parameter. Fig. 90 plots F against W for two
values of U. These curves give an exponent between -0.79 and -0.85
for w and an exponent between +.13 and +.21 for G, which agree well
with that arrived from the analysis.
In Cheng's thermal elastohydrodynamic data (93), it is shown that the

F also varies slightly with the slip ratio (U9 - Uj)/U . The value
of - along with the protrusion depth are tabulated in sables XVI and
XVII. Based upon these data, the protrusion width data can be put
in the following final form.
r p U - -0 76
e = C ~
a ) . (78)
where the value of e and d are listed in Table XVIII.
TABLE XVIII
VARIATION OF e AND C WITH SLIP
U2 - U
I
e C'
U2
0.0 0.4 0.51
0.05 0.41 0.704

0.10 0.42 0.958
0.25 0.43 1.30
These values are used in the computer program to predict the protru-
sion width.
Fig. 88 also plots the variation of Hmin or protrusion depth with U
182
0
-4
x
C4 cn
C-4
C
Ul
I I CNC
$4 0
In~ Cn JJ
ClC
s-I C183
41
-4
jG)j
0
4.'
01
CJ184
JM.4
C\ J E
' 4
-44
cu)
18i
for various slip ratios. It is seen that .1. is close to 0.8, which
is the value used in the computer program regardless of the operat-
ing parameters.
Area of Contact
Whenever the ratio of the nominal film thickness to the effective
root mean square value of the surface roughness of an elastohydro-
dynamic contact is smaller than 4, there will be occasional surface
contact. The extent of the contact area is dependent upon the ratio
of the elastohydrodynamic film thicknezz to surface roughness, tne
shape of the elastohydrodynamic film distribution, and the surface
topography. Tallian, et a] (177) have developed a combined graphi-
cal-numerical approach to predict the extent of the surface contact
for surface topography either determined experimentally or generated
by a random process. Their method gives the relation between the
contact duration, that is the fraction of time during which there is
at least on asperity in contact, and the specific film thickness.
While this method has an advantage of being able to accommodate any
arbitrary surface topography, it lacks simplicity and is somewhat
inconvenient for extended computations. There is a need for a simple
analysis to study the extent of surface contacts in a partial elasto-
hydrodynamic contact. The analysis described here is aimed at achiev-
ing this objective.
This simple analysis is based upon the following two major assumptions:
1) The shape of the protrusion from the sdiooth film elasLohydro-

dynamic theory is approximated by a half-sine wave where the
amplitude and the half-wave length correspond to the depth
and width of the protrusion.
2) The height distribution of the surface roughness is Gaussian

and the surface roughness is two dimensional with a rough-
ness profile made of straight line segments.
Based on the detai. analysis described in Appendix III, a computer

subroutine named ABAR was written which calculates the real area of
contact for a given specific film thickness ratio, protrusion width,
and protrusion depth.
Typical results are shown in Fig. 91 which plots the percentage of

the area of contact A , against the normalized film thickness ho/
where h is the smoo film elastohydrodynamic film thickness at the
inlet, and 7 is the combined standard deviation of both surfaces,
a= ( + a)I/2. Fou." cases are shown in this probability plot. The
straight line is for the condition of zero protrusion width. The
other three cases indicate the effect of the protrusion width or depth
on Al. It is seen that for Ar> 20%, the increase in area of contact
due to the protrusion is negligible. In the region of high h/a,
that is the transitional zone between the full-film and partial-film
elastohydrodynamic lubrication, fhe protrusion has a pronounced effect
186
It
99.99
,99.9
99.8 2
98
98 - h
0
he
80 Due to Gaussian surface roughness
70 cotactis awaysless than one

hnrdpercent when
r ~60o
~ 50 is smaller than negative infinite.

G 40
.4
41 30
41'
0 20 h 0.
* ~o 0
U
* 5.0
$4
h he
2.0 0, -==0.
1.0 eh.
0.5
0.2 h
1.e
0.1 h
0
0.05 e =
h
0
[Fig.
CF
91 Variation of Area of Contact Ratio with h/
[ ~187 1-9
upon rt-e area of contact. These curves also indicate that the pro-
tLusion depth has a stronger effect than the protrusion widthA
J. Fr~ctional Coefficient
Even though the state-of-the-art of elastohydrodynamic theory has ad-

vanced to a fairly sophisticated stage, there exists no reliable
theory to predict friction between two heavily loaded sliding con-
tacts. Because of Lae lack of accurate friction analysis, the de-
termination of the coefficient of friction in this program is achiev-
ed empirically based on the experimental data of Johnson and Cameron.
(129). Since Johnson's experimental data covers only a restricted
range of rolling and sliding speeds and lubricant parameters, the
application of their data to conditions other than those used in the
experiment must be achieved by plotting their data on the pertinent
dimensionless parameters governing friction. In order to identify
these pertinent dimensionless parameters it is necessary to perform
a simplified analysi3 of friction similar to that developed by Crook
(126). The analysis is summarized in Appendix IV.
It is seen from Appendix IV, the coefficient of friction, f, is gov-

erned by three parameters:
os
h
PHZ
8 0-s
lo_ (79)
2 = Kf
G3 o PHZ
Physically, G, measures the effect of shear rate, whereas G2 and G3

represent the thermal heating effect and pressure-viscosity effect
respectively.
Graphs of frictional coefficient as a function of G, and G3 for a

given G2 are shown in Pigs. 92 through 98. In all the graphs the
solid portion of the curve is plotted from Johnson and Cameron's
experimental data, whereas the dotted curve is an extrapolation of the
experimental data to cover broader ranges of speed, load, and lubri-
cant parameters. It is seen that at small values of GI all curves
have a 45 degree slope. This corresponds to the fact that at small
sliding speeds the frictional coefficient varies linearly with sliding
speed. In each graph all curves merge at large values ot GI, to a
common value, which is the so-called "ceiling" found by Johnson and
Cameron and also by Plint (131) as shown in Fig. 49 . The "ceiling"
decreases with increasing G2. The existence of a ceiling in fric-
tion suggests that there is a limiting shear stress in a lubricant
188
ri~~~_____________-
144)
I I
o~~~~~ _-*__ -_
-C. __ ~~ f------
-J~E 0- -4
U).
-I--- 0 CU
0 PI
.4--4
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195'
film.
It should be noted that all the frictional coefficient graphs are

for a given inlet lubricant temperature, 300 C. Change of inlet
temperature affects the frictional coefficient due to the depen-
dence of the limiting shear stress upon the inlet temperature.
Johnson and Cameron (129) and Plint (131) investigated this inlet
temperature effect. Plint's experiment shows that the variation
of frictional coefficient with inlet temperature is approximately
linear and the slope does not seem to vary much with either roll-
ing or sliding speed. The slope was found to be -O.001/F. This
fact is used in Appendix IV to predict frictional coefficients for
inlet temperature other than 300 C.
k. Pressure Distribution
Almost all elastohydrodynamic theories thus far have shown that the
pressure profile for heavily loaded contacts does not deviate much
from the Hertzian elliptical pressure profile. The deviation occurs
mainly in the inlet and the exit regions. Due to the elastohydrody-
namic action'there is a gradual build-up in pressure ahead of the
Hertzian region which is absent in the case of a dry contact. In
the contact zone the pressure profile is essentially Hertzian. In
the exit region, the elastohydrodynamic theories show that there
exists a pressure spike right at the point the protrusion begins.
After the pressure spike, the pressure decays extremely rapidly to
the ambient pressare. This has been previously illustrated in Fig. 13.
Unfortunately, the exact details of the pressure profile at the inlet

and near the pressure spike can only be obtained by solving numeri-
cally the simultaneous elasticity, hydrodynamic and energy equations.
Such an iterative numerical solution for the pressure profile re-
quired a large amount of computation time and the convergence of
the solution is not necessarily guaranteed particularly at high speeds
and high loads. For this reason the full elastohydrodynamic solution
has not been chosen at this time to obtain the pressure profile for
'\this preliminary design tool. Instead, an approximate pressure pro-
file is computed in this program and it is based upon the following
assumptions:
*The pressure build-up at the inlet is calculated by assuming

that the deformation profile follows the Hertzian elasticity
solution.
*The pressure spike occurs exactly at the point where the pro-
trusion begins.
OPrcssure increase before the spike and the pressure decay after
the spike are assumed to be parabolic.
*The magnitude of the spike is determined by assuming that the
196
integration of the pressure profile between the center line of
the contact and the exit is equal to half of the load.
Details regarding the calculation of this approximate pressure pro-

file are included in Appendix V.
1. Temperature Distribution.
In calculating the surface and film temperature distributions in an

elastohydrodynamic contact, the available numerical methods are
reasonably complete and accurate. These methods can be divided into
two categories. The first category is only applicable to the inlet
region and the second category is for the contact region. The inlet
thermal methods are for moderate pressure only, and they contain
special numerical treatments which,avoid the numerical instability
associated vith the reverse flow in the inlet region. The methods
for the contact region are specially designed for high pressure, and
are not suitable for calculations at the inlet where there is a neg-
ative flow. The descriptions of these methods are given below.
(1) Mean Viscosity Method (For the Contact Region Only)
The thermal analysis for this method is based upon the assump-
tion that the viscosity across the film is constant and corres-
ponds to the mean temperature across the film. Using this
assumption, the temperature across the film can be integrated
t o analytically. With this analytical integration, the finite
difference approximation is only necessary along the contact
region but not across the bearing surfaces. This permits one
to solve for the surface temperature and the mid-film tempera-
ture distribution along tne contact region, without the calcu-
lation of the detailed temperature across the lubricant film.
r This numerical method kas been tested successfully for speeds

I up to 2000 in/sec and loads up to 300,000 psi without encoun-
lterih2'any convergence difficulties. However, as mentioned
earlier, this approach is only applicable to regions where
there is no reverse flow. For low and moderate speeds, the
temperature built up in the region of reverse flow at the inlet
is insignificant. Therefore, it is entirely adequate to use
this program alone by starting the temperature calculations at
the point where the reverse flow terminates. However, at high
speeds the build up of temperature in the region of reverse
flow is quite significant, and this program must be used toge-
ther with an inlet program in order to yield accurate tempera-
tures in the contact zone. A detailed thermal analysis based
on a mean viscosity across the film is fully described in Ref.
59.
(2) Two-Dimensional Finite Difference Method (For the Contact Regi,-n

Only)
In this program, the assumption of a mean viscosity across the
197
f:im is removed by employing a finite d:fferernce approximation
of the temperature derivatives across the film. With the
friLte difference formulation, the viscosity variation across
-he film can be incorporated. This program has been usel ,n
solving the thermal elastohydrodynamic problem in Ref. 93,
whi:ch also gives a detailed accouit of the numerical analysis.
The limitattors of this thermal program have no: been fully

explored. So far, no corvergence Jifficulties have been ex-
perLenced for maximum hertz pressure up to 200,000 psi and
speeds up to 800 in/sec. Beyond 800 in/sec, isolated cases
of convergence difficulties have been encountered particular-
ly for the combination cf high speeds and high loads.
(3) Integral Thermal Analysis (For the Inlet Region Only)
This program is primarily written to supplement the mean vis-

cosity method. Its purpose is to determine the increase in
temperature in the reverse flow region and to calculate the
initial temperature required co start the calculation in the
contact zone. The integral thermal analysis is based on the
assumption of a parabolic temperature profile across the lub-
ricant film. By assuming a parabolic temperature profile, the
energy equation can be readily integrated across the film to
yield a first order differential equation which can be solved
for the mid-film temperature. Details of this simplified
analysis are included in Appendix VI.
(4) Two-Dimensional Finite Difference Method (For Inlet Region Only)
This program is designed especially for obtaining the tempera-

ture field in a rapidly convergent lubricant film such as that
in the inlet region of an elastohydrodynamic contact. When the
film decreases rapidly there is reverse flow at the center of
the lubricant film and the presence of this negative velocity
leads to a numerical instability if the conventional technique
is employed in solving the energy equation. In this program
the difficulty of numerical instabilities in the inlet region
is removed by using a repetitive forward and backward marching
procedure. Details of this numerical treatment can be found
in Ref. 105.
In selecting the tools for calculating the temperature distri-

butions in this preliminary design program, Program 1 and 3 are
chosen mainly because: the analysis is simple, the computaLion
time is far less than that required for Program 2 and 4, and
the results are sufficiently accurate for preliminary design
purposes.
m. Reduction Ratio for Pressure-Viscosity Coefficient
In a sliding contact, the calculation of friction and tempetature
198
I
f is critically dependent upon the value of pressure-viscosity coeffi-
cient O at high pressure and temperatures defined in Equation (10)
on page 26. It has been shown by Crook (126-and Johnson ,(129)
that if the value of a is independent of pressure, both the calcu-
lated friction and temperature will-,be too high. This discrepancy
becomes increasingly worse as the contacting pressure increases.
Recently, Allen, Zaretsky, and Townseno (137) have shown that by
using a redced pressure-viscosity coefficient at higher pressures,
good agreement between the calculated and measured friction can be
otLained. This composite pressure-viscosity model is adopted in
this preliminary design program 'o calculate temperature pr-files
in the contact.
Using the composite pressure-viscositymodel of Equations (27a) and

(27b), on page lll,theviscosity can be expressed as follows.
=
In )= 01 p +( I)(I-) VS (80)
90o a1 lp T0 V
o
for p < p
Ln ) = VS + Ka' 1 (p - p*) + [ + iV(p - p*) , (81)
To
0 0
for p > p
where i is'the reduction ratio of the pressure-viacesity coefficients.

'Y2 -' Y2 (82)
a' 1
This viscosity model is used in the thermal calculations. The value

of K' is determioed iteratively by requiring that the calculated ther-
mal friction be equal to the friction found empirically from John-
sca's data."
n. Stress Distributions
Once the normal pressure and tangential traction are calculated in

the program, the surface and subsurface str-ss distributions are
evaluated by using a subroutine STRESS for calculating stress in a
line contact under arbitrarily distributed normal and tangential
load. This calculation is only valid for cases of larger values
of a/b where the stresses at the center can indeed be approximated
by a line contact theory. For elliptical contacts approaching a
circular contact zone, one should either bypass the stress calcu-
lations or consider these values as estimated stresses only.
A summary of the background, governing equations, and methoj of

solutions for the stress calculation has already been discussed
on page 121.
199
Il
SECTION IV
APPLICATIONS
In the earlier sections of this report, the subject of elastohydrodynamic

lubrication has been reviewed and a calculation procedure developed based
on the best available data and theories. We now turn to the application
of the calculation procedure to an actual rolling element bearing. This
will serve as a demonstration of the procedure and will guide the reader
in the future use of the program.
1. ELASTORYDRODYNAMIC PERFORMANCE PROGRAM.
Three examples are given in this section to illustrate the use of the
Elastohydrodynamic Performance Program. Typical bearings from high,
moderate, and low speed applications have been selected to demonstrate
features of the program and its various input-output options. Detailed
input and output instructions along with the program listing are given
in Appendix VII. First, however, some supplementary input instructions
specifically f6r a roller-race or a ball-race contact are listed below.
a. Geometry Input (Card 1): RXI, RX2, RYl, RY2
The sign of a radius of curvature should be positive if the center of

curvature lies within the body, negative if outside the body. For a.
roller-race contact: (if roller is assigned as body number I and race
as body number 2)
RX1 = radius of roller, positive.

RX2 = radius of race, pcsitive for inner race and negative for
outer race.
RYI, RY2 = are not used in the calculation, any numbers can be
used as the input.
For a ball-race contact: (if ball is assigned as body number 1 and

race as body number 2)
RXI = radius of ball, positive.

RX2 = radius of race, positive for inner race and negative for
outer race.
RYI = radius of ball, positive.
RY2 = radius of race groove, negative.
b. Speed Input (Card 9): U2, U1
The input should be the linear velocities of the two contacting bodies
at the point of contact. In bearing applications,it is often nece-
ssary to perform a coordinate transformation so that the center of the
ball/roller is fixed in the transformed coordinates in order to compute
200
[
the linear velocities of the ball/roller and of the contacting race.
Al This is illustrated in Fig. 99.
In Fig. 99, Q. and C are the angular velocities of the outer and
inner races with respect to the bearing center. o R is the orbital
velocity of the ball/roller with respect to the bearing center and
is the angular velocity of the >all/roller about its own center.
in a reference frame in which the ball/roller center, 0, is station-
ary the angular velocities of the ball/roller and of the races are
shown in.Fig. 99b.
The two surface velocities at a contact can-then be easily calculated.

For example, at the outer race contact the two speeds are (no - a R)ro
and w R. The larger one should be assigned as U2 . The smaller one
should be U I .
c. Lubricant Parameter Input (Card 10) VIS, ALF, BET, GAM
The lubricant properties consist of the following four coustants:

2
VIS = go' inlet viscosity of the lubricant, lb-sec/in
ALF = r , pressure-visconity coefficient for T = Toy O R
BET = 0 , temperature-viscosity coefficient, OR
CAM = y , pressure-temperature-viscosity coefficient, in2 -R/lb
The viscosity is assumed to vary with pressure and temperature expon-

entially in the following manner
"" Eaop + (1 -+ )
[. = e T T0 (83)
In general, these constants are not available from the lubricant ven-
dor. In order to determine these constants from the standard viscos-
ity data which are generally available from the vendor, the pressure-
temperature-viscosity data in the 1953 ASME pressure-viscosity report
(23) have been analyzed by a least square fit type of regression pro-
gram based on the above viscosity model.
Using the results from this regression analysis, the following proce-
dure can be used to determine o, 0, and y from the standard lubricant
data given by the vendor which consists of
I00 =viscosity at 100F
1210 viscosity at 210F
VI No.= the viscosity index number
(1) Use Fig. 100 to determine aI00, the value of 0 at To = 100 F. If

the VI number is in the neighborhood of 70-100, use the curve
for paraffinic oils. If the VI number is around 0-20, use the
( curve for napthenic oils. For intermediate VI numbers, extra-
201
OUTER RACE
BALL / ROLLER R R 0
INNER RACE
ro ri ""'
Fi 9a Velocities with Respect to Bearing Centerline.
OR
Fig. 99b Relative Velocities with Respect to Rolling Element.
202 14 -9664
I I'
CL9 0 - -- - -
03b
('4J
_ _ _ _ ____
0 __ _ __
0 $4
00
0*
- - - - - - - - - _ _ __ __ 0
00
00
91 NI'01I
* - - - - - - _ . - - - - - _ _ __203
r
polate between these two curves.
(2) Calculate v by
y = 930 0100 (84)
(3) Calculate o for T = T0 by
60
100 + -Y (85)
0
(4) Calculate 1 by
= 3400 log e[4210J (6 )1001
(This is derived from the relation

131
=
210 10 0 e 56 (87)
d. Example 1 - High Speed Deep Groove Ball Bearing
For the first example we consider a deep groove, split inner race ball
bearing running at 15, 100 rpm and lubricated with MIL 7808 oil at
220 F. The specific bearing dimensions are summarized in Table XIX. -.
TABLE XIX
SAMPLE BEARING NUMBER 1
DEEP GROOVE BALL BEARING
Diameter of Ball = 0.719 inch

Number of Rolling Elements =,20
Cdntact Angle = 250
Inner Race Curvature = 0.52

Outer Race Curvature = 0.515
Pitch Diameter = 5.431
With the above geometrical data, the necessary speed input information
for the ball outer race contact can be calculated by the method des-
cribed on page 200. The results are summarized below
Ball radius, R = 0.3593 in.

Outer race radius, ro = 2.991 in.
Spinning velocity of ball about its own center oo 53,000 rpm.
Angular velocity of outer race ) = 15,100 rpm.
0
204
I Orbital angular velocity of ball w_= 8400 rpm. 2
Speed of ball at contact (Body No. 1) Ul = wo " R 60
I= 1995 in/sec.
Speed of outer race at contact (Body No. 2) U2 (0 - w R)
/ ro0 6R0
= 2099 in/sec.
The individual ball loads were determined from the bearing internal
load distribution for a thrust load of 1560 pounds. The computer
input for the elastohydrodynamic performance program is shown in
Fig. 101,
The output sheet is presented in Fig. 102. Some important results are:
*Maximum Hertz pressure = 201,733 psi

*Minimum film thickness = 1.69 x 10- 5 in
*Percentage of area of contact = 0.16%
*Specific film = 2.98819
*Friction in rolling direction = frictional coefficient x total
load
= 0.0352367 x 310
= 10.94 lb
eMaximum temperature rise in lubricant = 0.1557968 x (220 + 460)
= 106 F, occurring at x/b
= 0.90677
eMaximum temperature rise on the ball surface (body number 1)
0.0485398 x (220 + 460) = 33 F, occurring at x/b = 0.93785
oMaximum temperature rise on the race surface (body number 2)
= 0.0448378 x (220 + 460) = 30.5 F, occurring at x/b = 0.93785
eMaximum normal compressi-e stress in the ball at (y/b = 0.01) =

0.65253 x-17 x 2.01773 x 105 = 2.062 x 105 psi, occurring at
x/b = 0.
*Maximum shear st ess in the ball at (y/b = 0.01) = 0.08003 x
x 2.01773 x 10 2.54 x 104 psi, occurring at x/b = 0.90677

The program has the option of printing out the pressure, temperature,
and stress distribution. This option has been exercised in this ex-
~ample and the complete output has been shown,
In addition to the above there are several other points to note on

the output sheets. The ellipticity of the contact zone a/b is very
low. In general, this is true of most rolling elemEnt bearings. As
a consequence, the side leakage factor is 1.0.
205
100
-~rz
-44
C0 0
-J
4D 4 Ma
OX 0
m N 'As *m
-4
(4) 4 D PJ,-I
000 00
'D C, -4 a xn
.0 o0 0 .0
206
PERFORMANCE OF AN CLASTOHYIRODYNAMIC CONTACT
A BALL-OUTER "ACE CONTACT IN TnE HIGH SPEED BALL BEARING
GEOMETRIAL DATA
RAD. OF HODY 12 I'ivIEm OIwECTION OF ROLLING.(IN) 3.b9S0OE-01 -2.99100E#O0
RAD. OF RODY 1, NORMALTO PULLINb.(IN) 3.59OOE-01 -3.740OOE-01
R.M.S. SURFACE ROUGMNESS OF TODY1,9,(MiCkO IN) '.UOUOOE.UO 4.OOOOOE*O0
MATERIAL DATA
MODULI OF ELASTICITY OF nOue I-SI) 3.0OOOOE#07 3.00000E#07
POISSONS RATIO OF RCO 1,2, 3.330OOE-OI 3.33000E-Ul
THERMAL COIwOUCTIVITT OF 80LY le(b/UEj.F-HR-FT) 2.60000E#O 2.60000E*01

SPECIFIC HEAT OF tODf 1,e.(w/L'-QEG. F) 1.UbUOOE-OI 1.05UOOE-OI
DENSITY OF HODY 1#2*(LB/I1443) 2.d3000E-Ol 2.830OOE-01
OPERATING CONDITIONS
TOTAL LOADv(LB) 3.0O000E#02
INLET TEMPERATURE OF THE LUbkICANT9(UEG. F) 2.20000Ef
SURFACE uFLOCITY OF .ODY Ite,(It/SE 1.99bOO003 2.09900E+03
LUBRICANT DATA
Fig. 102 Computer Output, Example 1.
207
y1-9579
00
Ina
ct- z
* 0
o co 0
(UA1
- 4p.
ujS
0z
LAJ w
00
U LL.
is. 0
uj 3a.
n 0
495
W b- ul - IA -
j A
0 0 0
S
w B S S 0X
J i h i hi h i h
00aa a208 a
Ii 1111a 0
A 6
m 04%0 q O
I -x
Nx
o a.
6- CL %
4 4V4
4 15. Z IA 0l -
a m - 1
U) m 0 - A..
) 4 IZ 0
Iii a 40 M4
I a~ -z -0 -0
4 C 4 6... 3 Ia
u U.I
tr, z
IA D
3~ ~~ 3 0 0 0 M %
Z~ *n * T II wUI
4 153
W 15. W w *JjJ 4 1.3 n.J2095.
FwICTIONAL COFF. 3.52367E-02
ABW NUOMLL) FILM PwIESSU6RE
-4.ODOOOFeJU 9*~t)2ObE#01 ,.Do
-3.5000JF#0U 6.vd734E*01 4,42364E-05
-3.00000F*00 4.A335A#01 i,32W6E-O4
-2.50000E400 3.0s,64A*0.1 419O0iE-O4
-Z.OOUOOF>OO i.hat'tjE*U1 1.OO374L-0J3
-j.755J9F#90 1.09O7bLO1l kob19b1EU03
-i.5107tiF#00 b.4514dE*OO 3*9847$IE>O3
-1.38847F#00 '.hZ7O2E#OL b.39044E-03
-1.26b11EOO0 3.()971/t#00 1.16232E-02
-1.2O0,1EOO0 2.4t)311E*0O 1.66364E-02
-!.1438bE#00 1.498'1LOO0 2.54753E-02
-j.O8me7lEUU 1.4451l4LOO0 4,Z918EU02
-1.02155E#00 1.1174nL*OO o.3OI9SEO02
-1.010W#00O 1.O7',1lt+OO '.6337EO02
-9.79'4bEO01 1.JOOUUf.O _,-i.314b3E-Ol

-9.47R10E-01 1.OOOouE.OO e.012864E-Oi
-9.17293E-01 1.OuO~uL*OO 2.!3510E-01
-8.86717F-01 1.UU0uuL*IjG 4.,431tSE-0
-8.56!'0E-01 1.000OU,*OO j.eS969E-01
-7.949R7EOI1 i.uvuLUOC 3.t6l9OEO01
-7.33835E-01 1.OOOuuE#0O 4.3247E-01
-6.1152YE-0i 1.OuOOujE#OO 5.037OdEO01
-3.6tb911E-1 1.0OuVJ'E#OU t).9'Z2t8E-01

-?.44612E-01i 1.OUOOI)E*OO b.1128E-01
-1,22306E-01 1.OOOU0tf.00 C).318'.IE-O1
7.1Os43E-ID 1.0U1*OO0 6.36620E-01
1.13785O-0I I.iOUOOLU0 b.2UE-O1
3.75700E-Oi 1.04flOUE+OC bld94E-O1
5.6354E-01 1.oOOoEOO tl.es9OlECQI
7.51399E.01 1.1dOOOUE.00 4.20072E-01
7.82474F-01 1.00Oout+00 4.27741IE-01
6*13549E-O1 1000000E#0O '..5O74tdE-OI
8.4462!A-01 1.UOOU0fk.OO 4.89093E-01
* ..75700E-01 1.00000E#00 to.42MiE-01
9.O677t)E-0 H.-.)bm$F.O1 i.72910fr-1
9.178SU'E-Ol A100000JF-01 7.bt049EOZ2
1.011DOUF*0O 1.OUOO00000 1*4d933E-19
-. 01261 -. 04919 eo01eb1
Fig. 102 (continued)
210
Mrl-9581
[I
ITRDUz 1 OU= 6.00000E-01" ERFRx 9.58697E-02
ITRDUz 2. .DU= 9.4372SE-02 ERFR= 1.19505E-01
ITRDU= 3 14DU= 1.1007SE-01 ERFR=-3.83023E-03
XBAR PRESSUwE 7 IEAN TI TZ SHEAR FORCE

-4.0000000 0.0000000 l.OOuOOOU 1.0000000 1.0000000 .0000001
-3.5000000 .0000442 .O000000 1.0000000 1.0000000 .0000001
-3.0000000 .0001327 1.00000000 1.0000000 1.0000000 .0000002
-2.5000000 .00u3411 1.0000000 1.0 000000 0000003
--
2.0000000 .00100i8 1.0000000 1.000000 1.000q000 .000U005
-1.7553885 .001819I 1.0000000. 1.0000000 1.0000000 .0000008
-1.5107770 .003984d 1.000.00 1.0000000 1.0000000 .0000015
-1.3884712 .0063904 1.O0VUO 1.0000000 1.0000000 .0000023
-1.2661655 .0116232 1.0000000 1.0000000 1.0000000 .0000042-'.,
-1.2050126 .0166364 1.0000000 1.0000000 1.0000000 .0000065
-1.1438517 .0254itd l.OUOOOu 1.0000000 1.0000000 0000117
-1.0827064 .0424198 1.02Ib980 1.0031770 1.0035762 .0000235.y
-1.0215540 .0030198 1.0229076 1.0038152 1.0045935 .0001319
-1.0107770 .0463367 1.0222911 1.0042o80 1.0052270 .0002256
-1.0000000 '111758 1.0206154 1.0040*50 1.0050769 @00042r1
-o9R92230 .l?1/72 1.01O1391 1.0039000 1004910b 0007b42
-.97844h0 .1314ft34 1.01590b4 1.0039288 1.00475JI .0Q09779
-.947R696 *dOe(04 J.0bo67 1.00429Je 1.0048624 .0094565
-. 91729 31 .23:101 1-u351692 1.0048400 1.0052921 .0107644
-.8867167 2 2 1.04e17|3 1.005787to 1.006151V .011903
-.8561403 .3?' olez 1.04o203, 1.0068144 1.0011079 .0129327
-.7949874 .3kf.90o. Jcu5e13bd 1.0086013 1.0087871 .0147761
S-.733R345 o4J,'-74,J 1.O669O3 1.o107027 100107956 .0163146
-.61152"S8 .5(037079 1.40jJ6bI 1.014eton1 1.014e2089 .0187841:
-.4892230 .52331 I.u919b2 1.018192d 1.0180143 .02S131
-.3669173 .',9N2180 1.100ebl 1.0e16b33 1.0213838 .OZ1691*0
-.2446115 .617?oue 1.107J439 1.0251012 1.0e47248 .0Z23640
-. 120305( *b31d4M0 1.1117be4 1.0279280 1.027.4139 .0226242
.0000000 .036620V 1.114J62v 1.0306670 ].OJo 409 .0224642
.1878498 .o0b2dbl 1.114b7l 1.0334346 1.OjsJ68 .0216256
.3756996 Do9Ad 1. 1u0141 1.03t)742 JoUJ508?1 .0196500
.5635494 DeO400 1.1010770 1.0 66109 1.0359J46 OlbdSJI
.7513992 .420U7c" 1.Obloll 1.0363340 1.0356666 .0129184
.7824743 .41141J 1.oo70436 1.uJ72978 1.0366082 .0133365*
.8135494 .4bu14eO 1.0,47871 1.0369032 I.OJ62221 o014371 "
.8446245 .49092e 1.0'd38.J 1.0370079 1.036337 .0160302
P756996 .-
34:1141 1.09c674d 1.0375161 1*0'368300 *0184569
.906774' .;1241u2 1.155796d 1.u468 19 1.04308Y4 .0006244
.9378498 .Ulf8bfyl 1.11b9051 l.U485J98 1.04483/8 .0000509
.9689249 .09e122 1.0udi523 1*0468971 1.0437742 .0000095
1.0000000 .0000000 1.0b41161 1.04369d2 1.0411402 .0000049
ARRAY OF X-COORO. FUM SktIb CALCU.

-1.O0000E+00
-8.$6140E-01 -9.89223E-01
-7.94987E-01 -9.78.bE-01
-7.33d3bE-01 -9.47870E-01
-6.11529E-01 -9173E-01
-4.89223E-01 -8.86717E-01
-3.66917E-01
-2.44612E-01 -1.22306E-01 7.,10543E-15 1.87850E-01 3.7 7OOE-01 b.63549E-01
7.51399E-01 7.82474E-01 8.13549E-01 A.44625E-01 8.75700E-01 9.06775E-01
9.37850E-01 9.68925E-01 1.00000+00
211
ARRAY OF Y-COORD. FOk S1RE,.S CALCu.
2
1.U000E-04 .00uOo0-0/
Yu 1.000OOE-02
xST SA SY )AY iSX PSY PSZ PIXY OS

-1.00000 -. 00O0 -. ulAJ4 .Ouu52 -. 00399 -.0183b -.00744 .00718 *00612
SHEAR STRESS AT EvERY 4. 0UO OEb2*ELS
.000S2 .00116 -. UO0e
XST SA SY bAY PSI PSy PSZ PlAY OS

-. 98922 -. 041i1 -. 03elb .OUeOb -. 0!103 -. 032 4 -. 01784 .00X75 .00631
SHEAk STRESb AT EVFRY 45.00O0 UE6kEES
.00?C6 .00-37 -. 00U6
xST S SY bAY PSI PSY PSZ PIXY Os

-. 97e.3g -. 06J43 -. uleo .00102 -. 05964 -o07609 -. 04516 o00828 .01264
SHEAR STh Sb AT LVE.Y 4..U00OO DEb.ELS
.0070e .00'J9 -. U00M2
AST si s$ SAY' PS PSY PSZ PUAY OS

-. 94787 -. 1,26 -. |d717 .00Y26 -. 102 -. 18150 -. 11316 .01959 .03117
SHEAR STRESS AT EVttY *..000UU DEGNEES
.00926 .1726 -. J0t
XST SA SY iAY PSx PSY PSZ PIXY Os

-. 91729 -. ;6473 -. e .00 49 -. e0443 -.24588 -. 14996 .02072 .03928
SHLAR STwkSS AT EVE4Y -5.0u00u OLumEES
.0034Q .02043 -. 00J34#
XST sx SY SAY PSA PSY PSZ PMAY Os

-.8867? -.2'. 92 -. kedid .0004d -. 2-#591 -. 40838 -. 17792 .02124 .04550
SHEAR STwESS AT EvEptY .00.OO00 DEGEES
.0004A .0?1L3 -. 0000
XST Sx SY, bAY PSX PSY PsZ PlXY 05

-. 85614 -. 2MII4 -. 32'1 -. O02J -. 28102 -. 32427 -. 20156 .02162 .0b082
SHEAR STRESS AT EVERY 45.00000 DEGREES
-. 002?3 o02151 .002ti I
XST % SY SAY PSX PSY PSZ PIXY 0S

-. 794q99 -. 340 S -. Jee22 -. 00598 -;33935 -. 38335 -. 24066 .02200 .0b966
SHEAR STRESS AT EVERY 45.uO000 OEGREES
-. 00598 .02117 .005d
AST SA SY SAY PS - PSY PSZ PlXY OS

-. 73383 -. 38861 -. 429J2 -. 0091' -. 3d665 -.431,2b -. 27237 .02231 .06692
-. 00914 .02036 .00914
212
HTI-9588
i
1
I XST SA SY PSI PSy
sAY PS2 PAy Os
-.61153 -. 6*dd -.. 0105 -.01330 -.46051 -. 5054? -. 32166 .02245 .07822
SHEAR STRESS AT E~e .3).00000 DEGEES
I -. 01330 l .01
uJu -- 6 -
x16 !1 by bAT PSA PST Pbz PlAY 0S

* -. 48922 -. 52193 _b2dj
-. -. 01651 -. 51417 -ob6000 -o3b790 eO2262 *08660
SHEAR-STRESS AT EVERY '5.uUOOU 0EONEES
-. 01651 .01545 .ulbpl
AST bx SY bAY PSx PSY PSZ PlAY OS

-. 36692 -.56442 -.!3d91 -. 0lb64 -.5S458 -.59975 -. 38439 .U2b8 .09273
SHEAR STRESS AT EVERY 45.00000 OEGkEES
-. 01864 .01215 .Uld14
I XST SA SY ZAY PSX PSY PSL PIAY uS
'1SHEAR -.24461 -. 59515

STRESS AT EVEiY
-. 02026 .00996
-. 1ou" -. 02U26
60.uOO0O O~bREES
.020e6
-. 58254 -. 627b9 -.040J .022S8 .09704
AST SA SY SAY PSX PSY PbZ PlAY Os

-. 12231 -. 61631 -.b2911 -. 0e13e -. 60001 -. b4501 -.41459 .02250 .09972
.SHEAR
-I STRESS AT EVENY 45.0000 OEbHEL5
-. 02132 .U37ZO .O2Ls
A
1ST Sx - SI SAY PSI PSY PSz PIY OS
.00000 -. 62-363 -. b345)d .0219,. -. 60773 -.6b53 -.41967 .02240 .10089
SHEAR STRESS AT EVERY 4..uOOOO DE6NEES
-- -. 02195 .U044b .(i!1'
Ft XST SA SY SY psx PSY Pbz PUY 0S

.18785 -. 62264 -.623JS -. O2221 -. 60073 -. 64529 -.41492 *U2228 .09976
SHEAR STRESS AT EVENY 45.u0000 DLGNEES
-.02227 *u0037 .02,eI
XST Sx SY SAY PSx PSY PSZ PlAY os

.37570 -. t9:48 -.58832 -. 02166 -.56995 -. 61385 -. 39420 .02195 .09490
-. 02166 -. 00358 .021b6
XST S SY AXY PSX PSY PSZ PIXY Os

.56355 -.S3882 -.52441 -. 02U93 -. 50948 -. 55374 -.35405 .02213 .08563
-. 02093 -. 00720 .02093
213
XST Sx SY SAY PSX PSY PSZ PTXY OS
75140 -.45101 -.'2ie -.Olt7b -.41449 -.45780 -.29047 o02166 #07091
SHEAR STRESS AT EvFY 4b.U0000 DEGkEES
-.01575 -.01486 .0115
XST SA SY SAY vSx PSY PSZ PMy Os

.78247 -,.4898 -.42b9 -.01010 -,44302 -.45291 -.29168 o01494 o07003
SHEAR STRESS AT EVERY 45.uOOOO DEGREES
-.01010 -.01101 .01010
XST Sx SY SAY PSx PSY PSZ PlxY OS

.81355 -.45717 -.4.4938 -.OU/30 -.44515 -o46160 -.3019b *00822 *07170
SHEAR STRESS AT EVERY S.uOOOO DEGREES
-.00730 -.0034 .00730
XST SA SY
TAY PSX PSY PSZ PIXY OS
.84462 -.46406 -.486d3 -.00639 -.46131 -.48959 -o31665 oOI414 *07574
-.00839 .01138 .00839
XST SA SY SAY PSX PSY PSZ PlAY OS

.87570 -.41039 -. 49e44 -. 0iV46 -o31918 -.62365 -.30064 .607224 o09236
-.0S946 .04102 .05946
XST SA SY bSY PSX PSY PSZ PlAY OS

.90677 -.27814 -.1847 -.06496 -. 15138 -.31144 -015412 .08003 .07481
SHEAR STRESS AT EVERT 45.uO000 OEGkEES
-.06496 -,04674 .0644b
XST SX SY SAY PSX PSY PSZ PlAY OS

.93785 -.1.5949 -.07132 -0078 -.06667 -.16414 -.07686 .04874 o04375
SHEAR STRESS AT EVERY 45.00000 DGREES
-.02078 -.04408 .02018
XST SX SY SAY PSX PSY PSZ PlAY OS

.96892 -.10105 -.02076 -.01380 -.01845 -. 10336 -. 04056 .04245 o03596 -"
SHEAR STRESS AT EVEVY 45.00000 DEbREES

-.01380 -.04015 .013,40
XST Sx 'SY bXY PSX PSY PSZ PlAY 05

1.00000 -o06964 -.00077 -.00446 -90004b -.06993 -.02345 o03472 .02889
-.00446 -.03443 .00446
102 (continued)
214
MTI-9586
n
3l The thermal reduction factor is significant, .81, which means that
the actual film thickness is 19 percent less than isothermal theory
rThis would predict.

particular bearing's failure history was one of fatigue. This
is borne out by the elastohydrodynamic calculation which indicates

ample film thickness and essentially no metal-to-metal contact. The
maximum temperature in the film is less than the flash temperature
for this oil-material combination and the bearing is operating in
- region 3 of Fig.81 on page 155. Thus, fatigue is the expected mode
of failure.
e. Example 2 - Roller Bearing
The second example is a roller bearing operating at 4500 rpm with

MIL-L-7808 oil at bh inlet temperature 220 F. The bearing geometry
[. is summarized in Table
V
TABLE XX
.ROLLER BEARING
1 I Roller Diameter 0.3150 inches

Number of Rolling Elements = 20
.K Pitch Diameter = 2.5595 inches
K .Mounted Radial Clearance = 0.0012 inches
Total Roller Length = 0.315 inches
Flat Length of Roller 0
Crown Radius = 15.0 inches
End Radius = 0.020 inches
As in the previous example, knowledge of the bearing geometry, inter-

nal load distribution, and speed permits calculation of the elasto-
hydrodynamic input data for the inner race as shown in Fig. 103. The
output data is presented in Fig. 104. The pressure, temperature, and
stress distribution are not shown to conserve space. A summary of
the output parameters includes the following important results.
*Maximum Hertz Pressure = 233,313 psq

Minimum Film Thickness 3.69 x 10 in
*Percentage of Area Contact = 25.7975%
*Specific Film = 0.652562
*Friction in Rolling Direction Per Unit Length of Roller =
0.0524 x 1400 = 73.4 lb/in
*Maximum Temperature Rise on the Roller Surface (Body Number 1)
= 0.014715 x (220 + 460) = 100 F, occurring at x/b = 0.94815.
oMaximum Temperature Rise on the Inner Race Surface (Body Num-
ber 2) 0.013929 x (220 + 460) 9.50 F, occurring at x/b
215
r Ok
z
-
X N
w
Aj 49 w co
In0 0 0:
Uta.
00
41
~ ~~.
Aj~ JwU 41u ij
w i - w wtd
Lw
F- 0N0 I 0 q
zn:- 0.PCl
- ~ ~ .-. 4E
N -4
216
J PENFO.RMANCE OF AN CLASIOh4YDHOOYNAMIC CONTACT
I A ROLLER-INNER RACE CONTACT IN THE H1LAVILY LOADED kOLLER ULAkING
GEOMETRIAL DATA
-*RADo OF BODY 192 IN ImE ul"ECTION OF ROLLIN~iCIN) I.b75OOE-01 l.12200E.OO

R.M.S. SUfkFACE RtIUGHivESS OF 8ODY 1v~v(o4ICRO IN) 4.OOOOOE.OO 4.OOOOOE#OO
II MAfERIAL DA
MODULI OF ELAII1CITY OF tuOL~ 3~..S

.OOOoOE*uz 3.OOOOOE*07
POISSONS #;A719') OF RO0,Y 194. 3.s3000E-01 3.33000E-01
TI4ER14AL CONUUCTIvITY O nof, Jq2 ,Ct4/UE(,.F-t1k-FT) 2.bOUOOL+Oi 2.60UOtOL.O
SPECIFIC HEAT CF i1OPY Ieo,/Lbj-DEG. F) 1.05oOOE-01 1.05uOOE-01
DENSITY OF kiOTi 1929(Lt/N*1J 2.8300OL-01 2*830OOE-01
-~ OPERATING CONDITIONS
F LINE CONTACT LIGAU*(LI-4' 1.40000E+03

LIINLET TEMPERATU.t O)F rh LUmICA.4dI,(7. F) eu0L2
SURFACE VELOCITY tsF "OOY 19Z*IrN/SEC) ?.90000E#02 3.OUOOOE~u2
* Fig. 104 Computer output, Example 2.
217
MI- 'S2
rr
m~~- c 14 z4
L) 0
ASS IS
V 41
'A 0
'A'
00
w u.
41.3>
IA N x~- -
w V) M W M a a0
i *A x , w w z ' '
14 or3 x1 CJ 4 w4
o a218
a a
II0 . .
0l
00 0 0 A
to) isu 0 80 .5
uj
3 *A
Ai 0 0 4
j ui
8 A ~ 0 i
0l 'A
'0 -t C'
4 z
-
-D
T -i
0 - U
I- ZJ w
go 1.-& -
3 WNa 3
219
0.94815
*Maximum Temperature Rise in Lubricant = 0.0253456 X (220 + 460)
= 17.3 0 F, occurring at
x/b = 0.94815
OMaximum Normal Compressive Stress in the Roller at (y/b = 0.01)
= 0.6712 x y x 2.333 x 105 = 2.46 x 105 psi, occurring at x/b
=0
iT
*Maximum Shear tress in the Roller at (y/z = 0.01) = 0.08629 x
x 2.313 x 10 = 3.16 x 104 psi, occurring at x/b = 0.94815
Bearings in this application exhibited a shorter fatigue life than the

already short life predicted using conventional techniques (215, 216).
A possible reason for this can be traced to the low specific film,
go = .b5, and large percentage of area of contact, 26%.
The elastohydrddynamic lubrication is 1n the partial film region in

this application. In the partial elastohydrodynamicofilm regime, the
load is shared by the hydrodynamic fluid film and the contacting as- --
perities with a majority of the load supported by the fluid film. The
effectiveness of hydrodynamic action is measured by the specific film
thickness, first introduced by Dawson (208, 209, 210). Dawson arrived
at this parameter in a series of fatigue tests designed to study the
effect of surface finish on fatigue life. He discovered the import-
ant fact that in the partial film regime there exists a straight line
relation between fatigue life and specific film thickness on a log-log
basis. This means that pitting fatigue life, N (N being the number of
cycles to pitting), can be expressed in terms of go by a power relation
N = c9a (88)
where c and a depend on the material properties of the solids, speeds,

loads, geometry, and lubrication in the partial-film regime.
Values of c and a for the material lubricant combinations of interest

in this study have not yet been measured but Equation 88 corroborates
the reduction in fatigue that was experienced in practice.
Also note that the maximum film temperature is very low so smearing
failure would not be expected.
f. Example 3 - Low Speed Angular Contact Bearing
Using the Elastohydrodynamic Performance Program as illustrated in

the previous two example, the contact of the ball and the outer race
of a low speed angular contact was analyzed for the conditions of
Table XXI below.
'-
.. TABLE XXI
SAMPLE BEARIN
LOW SPEED ANGULAR CONTACT BEARING
:J[!Bore -3.54 inches
Outer Diameter 5.51 inches

Number of Bills =16
Ball Diameter = 0.534 inch

Contact Angle - 250
Load - 30 pounds thrust (nominal)

Lubricant - mineral oil impregnated
phenolic retainers at
220F
Speed - 60 rpm
Inner Race Curvature - .52
Outer Race Curvature - .52
The input and output data for the sampel calculation are shown in Figs.
i5C and 106. Several conclusions can be drawn from this data, First,
internally generated thermal effects are unimportant since the thermal
and isothermal film thicknesses are almost identical. Additional per-
tinent information is summarized below.
[*MaximumHertz Pressure
0 Minimum Film Thickness
= 47,222 psi
= 9.94372 x 10" 0 in
*Percentage of Area Contact = 4.6%
* Specific Film - 1.75782
*Friction in Rolling Direction = 0
*Since the Normalized Protrusion Width 5 = 0.553517, the
Pressure Calculations Breaks Down. A Message was Printed Out.
Due to the low loading, the calculated fatigue life of, this bearing is
extremely long. Because it is operating close to the partial elasto-
hydrodynamic region, mild wear is a possible failure mode. To inves-
tigate this failure mode, the elastohydrodynamic program was repeated
for different loads and oil temperatures. The results are summarized
.in Table XXII.
221
Z A
x
m 10
44
4t4
* 0 4.1 .0 4
0
4 .n
~- 0
I~ -Z r
L)% 4
* A* L 'A.:. J W a
1 10
22
wi. PER4FORMANCE Of AN ELASTOHYOI4ODYNANIC CONTACT
A BALL-OUIER. ACE COI~iJAC1 IN TtiL VLQY L1b6iTLY LOADED dALL BEARING
GEOr4ETRIAL i)ATA
RAD. OF tIODY 1,e~ Iiv 1it ViktC1Ovd UF tejLLING9CIN) 2*6700OtL-01 -2,7S5OOE*0O
RAD. OF BODY 1.2 ~WWMAL (V ROLLIN69CIN) 2.67000E-01 -2i83000E-01
ReMoS. SUPFACE IRUdti1,vSS Of ajODY 19Z,(MiCRU IN) 4.OOOOOE.OO 4.OOOOOE-AO
MATERIAL DATA
MOD0ULI OF ELASI ICITY OiF 600Y 19,: W,1) 2.90000E+07 2.90000E*O7
POISSONS RATIO OF .'OOY 1.2. 2.90000E-01 2.90000E-01

THERM4AL CONDUCTIVITY OF tiOOY 19kv(B/UEG.F-*R-FT) I.40000E~oI 1.40000E*Oi
SPECIFIC HEAT OF i30I0Y 1'2,It/LB-OEG. F) IoI0000E-O0I 1.10000E-01
DENSITY OF fSOOY 1..~/N*)2,80000E-01 2.80000E-01
OPER~ATING CONDITIONS
TOTAL LOAD, (IR) I &I~bOOE#OO
INLET TEMPERATURWE OF THE LUdkdCANTCUEG. F) 1.OOOOOE'02

SURFACE VELOCITY OF FMJDY 1ee(IN/SEC) 6.75000E+OO 6.75000E#00
Fig. 106 Computer Output, Example 3.
223
MTfI-9589
w i& S
:0 I-I
0 0o
-J
0 0
0 (n
JI.-
II
U I
Ai ILi I.-.
0330 5 3
A-
0 4 I 0
* -
* r
u- cr D -
0P - L .i
4i 3 4 c *.
0, CL) 0- V
U S224
0 a 0
m000 400
0I I
*- in i A j n a
(VO a aD 'x O
* 0 0 3c 0 0
*- ~ . O x'b-
*i -CD-
w : .
N 0L
4t
4 9 j L 0 l
x 0
m 4
Ln 0
z~ + '.) L)< -
-A) . A 0 N _ * 0 rl r4
D Aj
4Z L
w i
L:
IL X)
Li tLi2.
-c * 0 0L
I.- Z 4
w 0 0 (
w w - w 0. 4 L LU I-C
4 fl 225
TABLE XXII
LOW SPEED ANGULAR CONTACT BEARING FILM
THICKNESS AND AREA RATIO AS A FUNCTION OF OIL TEMPERATURE
h 0 sin) ToA A
Load Race 0C 22C 50C 0C 22C 50C 0OC 22 C 50C
30 Outer 30.2 9.94 4.11 5.35 1.76 0.725 C .046 .243

30 Inner 28.2 9.25 3.82 4.99 1.64 0.656 0 .059 .264
60 Outer 28.5 9.37 3.87 5.05 1.66 0.666 0 .054 .261
60 Inner 26.5 8.71 3.61 4.69 1.54 0.620 0 .068 .276
120 Outer 26.8 8.82 3.66 4.75 1.56 0.629 0 .063 .273
120 Inner 24.) 8.20 3.39 4.41 1.45 0.599 0 .078 .283
This table shows that at the upper end of the temperature range, the
film thickness is small compared to the surface roughness, resulting
in a high degree of asperity contact. At the low end of the tempera- .
ture range, the film thickness is large, implying that wear will not
occur. Such a range of alternatives suggests a great need for care-
ful temperature control if this bearing is to operate successfully.
The table suggests one other important point, the surface finish is a
major parameter and must be carefully measured and controlled. A
change from a 4 jin to a 2 gin finish would probably reduce the wear
rate, initially at least by about 2/3.
As discussed in Section II, Tallian, et a! studied rolling and sliding

wear using a rolling four ball apparatus. They found that the wear
divided by the rolled over track and the total asperity contact area
equalled a constant, k, of approximately 10 micrograms per cubic inch.
Using Equation (52) of Section II, the amount of wear to be expected

over the life of the bearing can be calculated provided the wear co-
efficient k is known for the particular material-lubricant combina-
tion. Dimensional changes due to wear can be as high as .001 or .002
inches over the life of the bearing in applications of this type.
2. CALCULAfION OF FRICTIONAL FORCES AND SPIN TORQUE AT A BALL-RACE CONTACT
In the previous examples, only rollingand slip in the direction of

motion have been considered. The discussion of Section 11-8 demonstrates
that both gyroscopic slip and ball spin may occur at the inner or outer
race of arn actual ball bearing. Therefore, to fully evaluate the per-
226
formance of a ball bearing, the frictional forces between individual ball
and race must be calculated, assuming ball motion about all axes
The commonly used methods (215, 216) assume Coulomb friction at contact.
A recent paper (137) employs elastohydrodynamic lubrication theory for
line contacts to calculate the frictional torque on a spinning ball in
a non-conforming groove. In that paper Crook's simple friction analysis
(120) was used to calculate friction but frierional stresses in thedir-
ection of the major axis of the contact ellipse, outside a circle of
radius of the semi-minor axis of the ellipse, were neglected, and the
analytical results were made to match the measurements by bending appro-
priately the pressure viscosity curve at an arbitrarily chosen high
pressure.
In this application the empirical method for determining friction for a

lubricated line contact (Appendix I~is utilized to calculate the fric-
tional forces and torque acting on the ball at a ball-race contact in
terms of normal contact load, velocities, ball-race geometry and elastic
properties, and lubricant parameters.
a. Method of Analysis
Assuming Hertzian contact theory applies, a ball-race contact area is

an ellipse in the xy plane perpendicular to the normal contact load,
P, as shown in Fig. 107. There, b and a are the semi-minor and semi-
major axis of the ellipse respectively, u and v are the rolling and
lateral sliding velocity component of the ball at the contact respec-
tively, co is the spinning velocity component of the ball about the
axis normal to the contact ellipse, and ur is the rolling velocity
of the contacted race.
The contact ellipse is divided into a numbe- of strips parallel to

the x-axis. Each strip is assumed to be a toller rolling in the x-
direction. The frictional force in the rolling direction, dFx, act-
ing on a strip is determined from Equation IV-3 by first calculating
the three friction parameters from Equation IV-2. The appropriate
sliding velocity for calculating these parameters is the difference
between the rolling speed of the strip, u - osy, and the rolling
speed of the race, ur, namely,
u u- sD
y - u (89)
According to Hertzian stress distribution, for the strip at y
1.5P2
Tab (90)
The film thickness, h, is calculated by the Dowson and Higginson's

formula
227
V y
A u
Ur
I 1I
u0s
ffi6 a
T I d
I I
ig10 o atEIp
I I-66
228
U 1.'7 "
.[t
h -R' 1. 6 (91)
In Equation (91) U is the average rolling speed, given by:,
U u-sy +ur1/2, (92)
and w is the load per unit length in y
w(1- (93)
0b a2
The total frictional force acting on the ball in the x-direction, Fx,
is simply the sum of all dFx over the whole ellipse, i.e.,
yra b
F = dF f f w dy (94)
y-a -B
The correct sign of dFx should be opposite to that of u - os y - ur'

We shall assume that the distribution of shear stress, Tx, is uniform
across the strip and that the ratio of the perpendicular shear stress,
-y, to the parallel shear stress, Tx2 is equal to the ratio of the
shear rates in the respective directions. It follows that
(95)
y 2 lu - 03sy- uJ
where 2A is the width of the strip. The lateral frictional force F

can then be easily obtained by integration, i.e., Y
a A
F = S ydx dy (96)
-a -A
Slu + fy Ur dy (97)
-a
229
Finally, the frictional torque M about the normal to the ellipse is
z
calculated as follows:
y=a a A
=- y dF + T y x dx dy (98)
yz-a -a -A
a f w ( s2 b (1- Y
r--
b. Results
A computer program (Appendix VIII) was writte1ifto obtain the fric-

tional coefficient for each strip and to calculate the frictional
forces at the contact by numerical integration. The input data
include:
Bearing Material Properties: El. E2, VIP V2

Lubricant Parameters: o, 1I1 Kf, 9
N
Operating Conditions: u, v, cs, Ur, P, T0
Ball-Race Geometry: R, r, RG
G
In the above, R is the radius of ball, r the radius of race, and R

the radius of race groove. Other symbols have been previously defined.
A few cases of pure spinning were studied to compare the present method
of analysis with the experimenta data by Allen, et al (137). The
input data are: E1 = E 2 = 3 x 10 psi, vI = V2 = 0.3, a= 0.92 x 10-4/
-5 2
psi, 01 =
0.028/F, Kf = 0.1 BTU/F-hr-ft, o g = 6 x 10 lb-secin
at 30 0C, To = 300 C, u = v = ur = 0, R = 0.25 in., r = c, and RG =
0.255, 0.275, 0.3 in. (corresponding to percent conformity = 51, 55;
60 respectively). The calculated spinning torque, Mz, at spinning
velocity a) 'of 1050 rpm as a function of maximum Hertz stress toge-
ther with the xperimental data taken from Ref. 137 is shown in F*
108. It is seen that the agreement is qtite good.
To illustrate the effect of ball spinning on the friction of a ball-

race contact, the following case was studied: R = 0.25 in., Rc =
0.275 in., r = 2.5 in., u = 300 in/sec, v = 1 in/sec, ur =303 in/sec,
WS = 0 to 3000 rpm, P = 150 lbs., To =86 F, and same lubricant and
bearing material as those of the previous cases. The result is shown
in Fig. 109. It is seen that, as expected, the4 Trictional torque, Mz,
230
JrC% I C4
- a.
OD b
h..4
'44
0-M0
IL, N-4%b
CL 0
-j-
H-'m
ij ..
ql--ui A,
Vt - ___ _ __ __ ____ __231

d/YA d/ J
(0 C~0
0 0
40 *
(0 1
CL
44
oM -
o 0
0 0
C5 C5
232
increases with spinning speed, but the rate of increase decreases at
high value of sptnntng speed, The frictional force in the rolling
direction, F , decreases with spinning speed. This is because that
the effect of sliding speed decreases as spinning speed increases,
The existence of a small hump for the later frictional force, F , is
doe to the fact that at small spinning speed Fy increases as thl re-
sult of the slight increase of the frictional coefficients. At very
large spinning speed the effect of lateral sliding speed vanishes.
The BALFTN program is intended for use as a subroutine in a larger

bearing dynamics program such as thae published by Jones (215, 216).
It provides a more advanced method for calculating ball, frictional
forces than used by either Harris (156) or Walters (159). Thermal
effects are accounted for and the calculation of friction forces is
based on empirical methods.
I 23
233
SECTION V
CONCLUSIONS AND RECOMMENDATEON3
C,
Although technical work on elastohydrodynamic lubrication has been going on
for some eighteen years both here and abroad, there has been littlelopportun-
ity to compile and assess the significance and the interrelationshiks of the
diverse research results available today. This report represents qIch an
assessment and, in it, all of the available data on heavily loaded rolling and
sliding contact lubrication has been surveyed, compiled and summari ed. Out
of this assessment, an immediately useful design procedure has bee generated
and a plan for continued research evolved as outlined below.
1. CONCLUSIONS
Progress in elastohydrodynamic lubrication has advanced t the stage

where the development of pracrizal design tools is now po sibie.
Based on an assessment of the literature, a computer pro am wa.
written which calculates all the major variables in an e astohydro-
dynamic contact including film thickness, area of contac , friction,
pressure distribution, temperature dist :ibution, and str ss distribu-
tion. The relation of these factors to bearing life and type of
ultimate failure has been illustrated by sample calcula ions.
Conclusions about the accuracy with which the above pai meters can
be calculated are summarized below.
a. Film Thickness
The film separation between steel rolling and sliding con-

tacts can be accurately predicted by film th/ckness formulae
proposed by Dowson and Higginson (91) for ro li1-"g speed up
to 250 in/sec. For high speed contacts, th/ red'ction of
film thickness due to thermal effects may b determined by
the data provided by Cheng (93). However, there is still a
disagreement between these data and the x-lray data (104)
with regard to the effect of load. It is ticertain whether
the discrepancy is due to certain factors neglected in the
analysis or due to the inherent inaccuracy of the x-ray
technique at these small film thicknesses/.
b. Area of Contact/"/ //
All available experimental data indicat/ that the surface
roughness distribution of rolling element bearings can be
assumed to be Gaussian. If it is further assumed that dis-
placed asperities move vertically down and do not spread
horizontally, calculation of the real of area of contact is
simple. However, the above model does not allow for rela-
tive motion between the surfaces or for the fact that roll-
ing element bearing surface topography is not constant but
234
changes from one Gaussian distr.bution to another, as the
bearing wears.
c. Friction
Presently available elastohydrodynamic theories are far

from adequate in predicting the frictional force between
two heavily loaded contacts. There are two major reasons
for this lack of correlation between the present elestohy-
drodynamic theories and the measured friction data. First,
there is a complete absence of static viscosity data at
extremely high pressures. Since the shear stress at a
boundary is a product of the viscosity and the shear rate,
and since the viscosity is extremely sensitive to both
pressure and temperature in the high pressure region, the
calculation of friction is inaccurate when using extrapo-
lated viscosity data measured at the moderate pressures or
by using an empirical pressure-temperzzure-viscosity func-
tion. A second reason for the lack of correlation is the
use of the static viscosity data for conditions where the
pressure, temperature, shear stress and shear rate all
undergo a tremendous rate of change. Under these circum-
stances, the flow properties may not have enough time to
reach equilibrium and behave in the fashion measured in
static experiments. These are the two major reasons which
have prevented the development of a satisfactory analytical
tool in predicting the traction between elastohydrodynamic
contacts.
To overcome this lack of an adequate friction theory, em-

pirical data of Johnson and Cameron (129) was used for de-
termination of friction in the Elastohydrodynamic Perform-
ance Calculation. Since Johnson's experimental data covers
only a restricted range of rolling and sliding speeds and
lubricant parameters, the application of their data at
conditions other than those used in their experiment
was achieved by expressing their data in terms of pertinent
dimensionless parameters.
d. Pressure Distribution
Almost all elastohydrodynamic theories thus far have shown

that the pressure profile for heavily loaded contacts does
not deviate much from the Hertzian elliptical pressure pro-
file. The deviation occurs mainly in the inlet and the
exit regions. Due to the elastohydrodynamic action there
is a gradual build-up in pressure ahead of the Hertzian
region which is absent in the case of a dry contact. In
the contact zone the press-are profile is essentially
Hertzian. In the exit region, the elastohydrodynamic
theories show that there exists a pressure spike right at
the point the protrusion begins. After the pressure spike,
235
the pressure decays extremely rapidly to the ambient
pressure.
Unfortunately, the exact details of the pressura profile at

the inlet and near the pressure spike can only be obtained
by solving numerically the simultaneous elasticity, hydro-
dynamic and energy equations. Such an iterative numerical
solution for the pressure profile required a large amount
of computation time and the convergenze of the solution is
not necessarily guaranteed particularly at high speeds an d
high loads. For this reason the full elastohydrdynamic
solution has not been chosen at this time to obtain the
pressure profile for this preliminary design tool. Instead,
an approximate pressure profile was computed in this pro-
gram. It assumes that inlet deformation profile. follows
the Hertzian elasticity solution and the the pressure spike,
occurs exactly at the point where the protrusion begins ex--
cept at very low loads.
e. Temperatute Distribution
In calculating the surface and film temperature distribu-

tions In an elastonydrodynamic contact, the available nu--
merical methods are reasonably compiete and acgurate. These
methods can be divided into two categories. The first cat-
egory is only applicable to the inlet region and the second
-category is for the contact region. The inlet thermal
methods are for moderate pressure only, and they contain
speuial numerical treatments which avoid the numerical in-
stability associated with tbh reverse flow in the inlet
region. The methods for the contact region are specially
designed for high pressure, and are not suitable for calcu-
lations at the inle u where there is a negative flow. -The
'descriptions of these methods are give-, below.
In selecting the tools for calculating the temperature dis-

tributions in the Elastohydrodvnamic Performance Calcula-
tion, a mean viscosity method for the contact region and an
integral thermal analysis for the inlet region were used.
These methods were chosen mainly because: the analysis is
simple, the computation time is short and the results are
sufficiently accurate for design purposes.
The limitations of this thermal program have not been flly

explored. So far, no convergence difficulties have been
exper.enced for maximum Hertz pressure up to 300,(00 psi
and speeds up to 2000 in/sec.
f. Stress Distributon
Numerical methods must be used to calculate the :re com-

ponents in a solid for an arbitrcrily distributed surface
236
traction. A numerical solution based on the elasticity
solution for an elastic half-space was used in the calcula-
tion procedure to determine the three principal stresses,
the maximum shear stress as well as the octahedral stress
for any given point in the contact zone,
This calculation procedure is only accurate for larger

values of elliplicity, where the stresses at the center can
be approximated by line contact theory. This approximation
is valid for most rolling element bearing calculstions.
In aummry, a calculation procedure for predicting all the major variables

in an elastohydrodynamic contact has been developed and programmed for com-
puter computation. The procedure is based on the state-of-the-art and best
current theories. Although, of necessity containing many approximations,
the computed operating parameters are comparable with experimental evidence.
The program provides a means for relating these operating parameters to the
lubrication regime and type of failure mode.
2. RECOMENDATIONS
An equally importanL objective of the work conducted in this study

is the identification of areps in the eLastohydrodynamic field re-
quiring further experimental and analytical exploration. The choice
of areas for further investigation is based primarily )n the con-
tribution of the proposed -vk tcward the development of practidal
design procedures and methods* of predicting contact failure.
Consequently, more sophisticated or extensive numerical solutions

fir the thermal-elastohydrodynamic problem in the contact zone than
used in this work or available in the general literature is not re-
commended as such efforts will not materially increase our predic-
tive capability in elastohydrodynamics. Based on our review of the
state-of-the-art, four areas of investigation appear to offer the
greatest possibility for improving our ability to predict elastohy-
drodynamic behavior. These are outlined below.
a. Friction
The most importaat subject for further work in elastohydrodynamics

today from a bearing engineer's point of view is the prediction
"
-,of contact triction. Accurate values'of contact friction-are
needed for calculation of contact temperatures and prediction of
rolling element bearing dynamics. Present elastohydrodynamic
theories predict-values of friction several times higher than
measured values. The most likely reason for this is our im-
perfect understanding of lubricant rheology under high pressure,
temperature, and shear rctes. The basic problem is a rheologi-
cal ire and its complete solution must await better understand-
ing of lubricant rheology. While work proceeds on lubricant
rheology, however, useful design information can be obtained by
adopting an empirical approach such as discussed in Section III
/JI
I,'
of th:s report. The empirical correlation described ir.Sectic.-
III is based entirely on the limited data published by Johnson
and Cameron (129). Further experimental friction measarements
are required to verify this correlation over wider ranges of
pressure, temperature, shear rate, and lubricant properties.
Such empirical friction data is needed to serve as a-stop gap
design measure until a fuller understanding of lubricanr rheclo-
gy is achieved.
b. Film Thickness
Until recently, methods for the prediction of elastohydrodynamic

film thickness have been considered quite accurate. However.
recent film thickness measurements obtained by the x-ray technique
have cast doubt on the earlier methods based on capacitance mea-
surements by showing an unexpected load dependence both at high
and low rolling speeds. It is difficult to account for this
discrepancy between the x-ray and capacitance measurements. It
is therefore recommended that a direct experimental compariscr.
be made between the two methods under identical test conditions.
c. Contact Zone Topography
The degree of asperity contact is a significant parameter be-

cause it is a measure of the effectiveness of the elastohydro-
dynamic film and a realistic gage of bearing wear and smearing.
The model used for the Elastohydrodynamic Calculation Procedure
developed in this work is a simple one and does not account for
relative motion between the surfaces in contact or the changing
surface topography arising from normal bearing operation.
It is proposed to extend the analytical model used in the pre-

sent analysis to include relative motion of the surfaces and
changing surface topography with time. In addition, the model
should include a more detailed shape of the exit protrusion
because it determines the extent of asperity contact, particu-
larly when the contact zone geometry deviates significantly from
the line contact assumption used in the present analysis.
To corroborate this analysis, electr:Ccal conductivity measure-

ments should be made with either a ball or roller geometry. In
addition, a statistical representation of the test surface micro-
topography should be recorded with a surface roughness tester,
frequency analyses of the roughness signals performed, and the
appropriate statistical parameters correlated with asperity
contact rate, area of contact, film thickness, and change of
surface topography as the surfaces wear.
d. Lubricant Rheology
Many of the unsolved problems in elastohydrodynamics appear re-

lated to an imperfect understanding of lubricant rheology a:
238
high temperature, pressure, and shear rates. This then is the
S "bi problem, and unfortunately the most difficult. This lack
of knowledge about lubricant rheology under severe conditions
cannot simply be overcome by extending the range of measurements
using present experimental methods, as these methods are not
suitable under such operating conditions.
Therefore, the first task is to develop experimental techniques

to determine lubricant rheological properties under high pressure,
temperature, and shear rate conditions. Once this is accomplished
measurements should be made of the rheological parameters of the
candidate lubricants including variation of viscosity with pres-
sure, temperature, and shear rate. In addition, the short-time
lubricant behaviors should be determined.
In parallel with the above experimental activity, major analyti-

cal effort should be directed toward developing appropriate rhe-
ological models capable of predicting friction and film thick-
ness under extreme operating conditions.
In summary, four primary areas in elastohydrodynamic research, contact fric-

tion, contact film thickness, contact topography and lubricant rheology have
been identified as requiring better understanding before better techniques of..
predicting elastohydrodynamic behavior can be developed.
Fo
239
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74. Murray, F.F. and Lewis, P., "Vaduum Operation of Oil-Lubricated Bearings,"
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244
I 75. Fein, R.S. and Krautz, K.L., "Chemistry of Boundary Lubrication of Steel
by Hydrocarbons," AILE Trans., Vol. 8, No. 1, 1965, p. 29.
76. Klaus, E.E. and!ersh, R.E., "Paraffinic Resin - A High Quality Lubricant
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77. "Super Refined Hydraulic Oils," Anon. Bulletin from Humble Oil and Refin-
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3 78. Parker, R.J., Zaretsky, E.V., and Anderson, W.J., "Rolling Contact Lubri-
cation Studied with Polyphenyl Ethers at Reduced Pressures," NASA TN D-
3130.
79. Reichard, D.W., Parker, R.J.,.and Zaretsky, E.V., "Studies of Rolling

Element Lubrication and Fatigue Life in a Reduced Pressure Environment,'.
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80. Parker, R.J., Bamberger, E.N., and Zarets~y, E.V., "Evaluation of Lubri-
jIPresented
cants for High Temperature Ball Bearing Applicatiors," ASME Paper 67LUB21,
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81. Godfrey, D., "Chemical Changes in Steel Surfaces During Extreme Pressure
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82. Grubin, A.N. and Vinogradova, I.E., Central Scientific Research Institute
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83. Crook, A.W., "The Lubrication of Rollers - I," Phil. Trans. Series A 250,
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84. Crook, A.W., "The Lubrication of Rollers - II. Film Thickness with Rela-
8tion to Viscosity and Speed," Phil. Trans., Series A 254, 234, 1961.
85. Sibley, L.L. and Orcutt, F.K., "Elastohydrodynamic Lubrication of Rolling

Contact Surfaces," Amer. Soc. Lubr. Engrg., Vol. 4, No. 2, p. 234, 1961.
86. Archard, J.F. and Kirk, M.T., "Lubrication at Point Contacts," Proc. R.
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87. Christensen, H. "The Lubrication of Rolling Contacts. Measurement of Film

Thickness," Acta Polytech. Scand. Mech. Engrg., Series 15, 1963.
88. Dyson, A., "Flow Properties of Mineral Oils in Elastohydrodynamic Lubrica-

tion," P il. Trans. R. Soc., Series A 258, p. 529, 1965.
89. Cameron. R. and..regory, R.W.,. "Measurement of Oil Film Thickness Between

.Rolling Discs Using a Variable Reluctance Technique," The Institute of
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Theory of Lubrication," Iz. Akad. Nauk S.S.S.R. (OTN) 2. p. 209, 1951.
245
91. Dowson, D. and Higginson, G.R., "A Numerical Solution to the Elastohy-
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92. Archard, u.D., Gair, F.C., and Hirst, W., "The Elastohydrodynamic Lubri-
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93. Cheng. H.S., "A Refined Solution to the Thermal-Elastohydrodynamic Lub-

rication of Rolling and Sliding Cylinders," Mechanical Technology
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94. Dowson, D. and Higginson, G.R., "New Roller-Bearing Lubrication Formula"

Engineer, London, 192, 158, 1961.
95. Moes, H., In Communications, Institute of Mech. Engrg Proc. 1965-66,

Vol. 180, pt. 3B.
96. Koets, O.J., "A Survey of the Isothermal Theory of Elastohydrodynamic -

Lubrication," Univ. Tech. Rept., Delft, 1962.
97. Martin, H.M., "Lubrication of Gear Teeth," Engineering, London, Vol. 102,
199, 1961.
98. Weber, C. and Saalfeld, K., "Schmierfilm bei Walzen mit Verformuny,"
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99. Kannel, et al, "A Study of the Influence of Lubricants on High-Speed

Rolling-Contact Bearing Performance," Technical Report No. ASD-TR-61- --
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100. Kannel, et al, "A Study of the Influence of Lubricants on High-Speed .

Rolling-Contact Bearing Performance," Technical Report No. ASD-TR-61-
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101. Kannel, J.W., "The Measurement of Pressure in Rolling Contacts," Lubri-

cation and Wear Group Symposium on Elastohydrodynamic Lubrication,
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103. Kannel, et al, "A Study of the Influence ,f Luibricants on High-Speed

643, Part VII, 1967.

643, Part VIII, 1968.
105. Cheng, H.S., "Calculation of Elastohydrodynamic Film Thickness in High-

Speed Rolling and Sliding Contacts," MTI 67TR24, 1967.
106. Archard, J.F. and Kirk, MJ., "Film Thickness for a Range of Lubricants
Under Severe Stress," J. Ach. En'rg. Sci. 6, 101, 1964.
246
i 107. Archard, J.F. and Cowk1i. E.W., "A Simplified Treatment of Elastohy-
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Wea.r Group Symposium on Elastobydrodynamic Lubrication, Paper 3 (Instn.
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108. Gohar, R. and Cameron, A., "The Mapping of Eiastohydrodynamic Contacts,"

ASLE Preprint 66-LC-21.
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Dept. of Engrg., Univ. of Leicester, July 1968 (To be Published.)
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(3), 171, 1954.
112. Osterle, J.F. and Stephenson, R.R., "A Direct Solution of the Elastohy-
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365, 1962.
113. Wernick, R.J., "Some Computer Results in the Direct Iteration Soluction
of the Elastohydrodynamic Equations," MTI.Technical Report 62TR38, 1963.
II
114. Dowson, D. and Whitaker, A.V., "The Isothermal Lubricatfon of Cylinders"
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K rington, D.C.) Oct. 1964, ASLE Preprint 64-LC-22.
115. Sternlicht, B., Lewis, P., and Flynn, P., "Theory of Lubrication and
{ Failure of Rolling Contact," J. Basic Engrg., Trans. ASLE Vol. 83,

Series D, No. 2, p. 213, 1961.
116. Dowson, D. and Longfield, M.S., "Distribution of Pressure and Tempera-

ture in a Highly Lna0ed Lubricated Contact," Proc. Lubr. and Wear Con-
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117. Longfield, M.D., "Pressure Distributions in a Highly Loaded Lubricated

Contact," Lubr. and Wear Group Symposium on Elastohydrodynamic Lubr.,
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118. Orcutt, F.K., "Experimental Study of Elastohydrodynamic Lubrication,"

ASLE Paper No. 65AM423.
119. Kannel, J.W., "The Measurement of Pressure in Rolling C6ntacts," Lubr.

and Wear Group Symposium on Elastohydrodynamic Lubr., Paper 11 (rnstn.
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120. Crook, A.W., "The Lubrication of Rollers - III. A Theoretical Discus-

sion of Fric-ion and the Temperatures in the Oil Film " Phil. Trans.
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247
121. Bell, J.C., Kannel, JW., and Allen, C.M., "The Rheological Behavior of
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M PT Report 64TR6.
123. Cameron, A. and Newman, A.D., Proc. Conference of Steam Turbine Research
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124. Misharin, J.A., "Influence of the Friction Conditions on the Magnitude

of the Friction Coefficient in the Case of Rolling with Sliding," Pro-
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125. Benedict, G.H. and Kelley, B.W., "Instantafieous Coefficients of Gear

Tooth Friction," Trans. ASLE, Vol. 4, 1959.
126. Crook. A.W., "The Lubrication of Rollers - IV Measurements of Friction

and Effective Viscosity," Philosophical Trans. Series A 255, 281.
127. Smith, F.W., "Rolling Contact Lubrication - The Application of Elasto-

hydrodynamic Theory," J. of Basic Engrg, Trans. of ASME, Vol. 87, Series
D, No. 1, March 1965, p. 170.
128. Dyson, B., "Frictional Traction and Lubricant Rheology in Elastohydro-

dynamic Lubrication," To be published.
129. Johnson, K.L. and Cameron, R., "Shear Behavior of Elastohydrodynamic Oil
F Ilm at High Rolling Contact Pressures," Proc. of Instn. of Mech. Engrs.
1967-1968, Vol. 182, p. 307.
130. Jefferis, J.A. and Johnson, K.L., "Sliding Friction Between Lubricated
Rollers," Proc. of Instn. of Mech. Engrs., 1967-1968, Vol. 182.
131. Plint, M.A., "Traction in Elastohydrodynamic Contacts," Proc. of Instn.

of Mech. Engrs., 1967-1968, Vol. 182, p. 300.
132. Dowson, P. and Wholmes, T.L., "Effect of Surface Quality Upon the
Traction Characteristics of Lubricated Cylindrical Contacts," Proc. of
Instn. Mech. Engrs., Vol. 182.
133. Barlow, A.J. and Lamb, J., "The Visco-elastic Behavior of Lubricating
Oils Under Cyclic Shearing Stress," Proc. R. Soc., A, 253, p. 52, 1959.
134. Kannel, J.W. and Walowit, J.A., "Simplified Analyses for Tractions-Be-
tween Rolling-Sliding EHD Contacts," to be published in ASME Trans.
J. Lubr. Tech.
135. Dietrich, M.W., Parker, R.J., Zaretsky. E.V., and Andefson, W.J., "Con-
tact Conformity Effects on Spinning Torque and Friction," ASME Paper
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248
I\
1 136. Parker, R.J., Zaretsky, E.V., and Anderson, W.J., "Spinning Friction
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Series F, Vol. 90, No. 1, January 1968, p. 330.
137. Allen, C., Townsend, D., and Zaretsky, E.V., "Elastohydrodynamic Lubri-
cation of a Spinning Ball in a Non-Conforming Groove," ASME Paper No.
169-LubS-ll.
138. Hertz, H., "Uber die Beruehrung fester elastischer Koerper," 1881;
"Ueber die Beruehrung fester elastischer Koerper und ueber die Haerte,"
1882: reprinted in "Gesammelte Werke von Heinrich Hertz, Vol. 1, pp.
155-173, 174-196, Leipzig, 1895, English translations in H. Hertz,
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139. Smith, J.O. and Liu, C.K., "Stresses Due to Tangential and Normal Loads
i on an Elastic Solid with Application to Some Contact Stress Problems,"
I Trans. of ASME J. of Applied Mechanics, June, 1953, pp. 157-166.
f 140. Lubkin, J.L., "Contact Problem," a chapter of Handbook of Engineering

Mechanics by W. Flugge. Chapter 42. McGraw Hill.
141. Dawson, D., Higginson, G.R., and Whitaker, A.V., "Elastohydrodynamic

iLubrication - A Survey of Isothermal Solutions," J. of Mech. Engrg. Sci.
I Vol. 2, p. 121, 1962.
142. Thomas, H.R. and Hoersch, V.A., "Stresses Due to the Pressure of One
Elastic Solid Upon Another," University of Illinois Bulletin 212, July
15, 1930.
143. Timoshenko, S. and Gocier, J.N., "Theory of Elasticity;" McGraw Hill,

Second Edition, New York, 1379.
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Acta Polytech. Mech. Eng. Ser., Vol. 1, November 3, 1947.
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Acta Polytech. Mech. Ser. Vol. 2, No. 4.
146. Greenert, W.J., "The Toroid Contact Roller Test as Applied to-the Study
of Bearing Materials," J. of Basic Engrg., Tr~ns. ASME, March 1962.
147. Poritsky, H., "Stresses and Deflections of Cylindrical Bodies in Con-

tact with Application to Contact of Gears and of Locomotive Wheels,"
* Trans. ASME J. of Applied Mech., Vol. 72, 1950, pp. 191-201.
* 148. Cheng, H.S. and Wernick, R.J., "Stresses in Lubricated Rollers Consid-
ering Arbitrarily Distributed Normal and Tangential Loads," MTI 65TR61,
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150. Tallian, T.E. et al, "Lubricant Films in Rolling Contact of Rough Sur-
faces," ASLE Trans., Vol,. 7, 1964. 'k
151.- Greenwood, J.A. and Williamsor, J.B.P.,, "The Contact of Nominally Flat
Surfaces," Proc. of R. Soc., London, Vol. 295, Seiies A, 1966, p. 300.
152. Williamson, J.B.P., Pullen, J. ., and Hunt, R.T., 1969 Surface Mechanics
New York, ASME.
153. Dawson, D. and Higginson, G.R., "Elastahydrodynamic Lubrication,"Perg-

ainon Press, 1966.
154. Harris, T.A., "An Analytical Method to Predict Skidding in fg-ESpeed

Rollr Bearings," ASLE Trans. Vol. 9, pp. 229-241, 1966.
155. Boness, R.J., "The Effect of Oil Supply on Cage and Roller Motion in a
Lubricated Roller Bearing," J. of Lubr. Tech., Trans. ASME, Series F,
Vol. 92, No. 1, 1970, pp. 39-53.
156. Harris, T.A., "An Analytical Method to Predict Skidding in Thrust-Loaded

Angular-Contact Ball Bearings," to be published.
157. Shevchenko, R. and Bolan, P., "Visual Study of Ball Motion in a High-
Speed Thrust Bearing," SAE Paper No. 37, January 14-18, 1957.
158. Poplawski, J.V. and Mauriello, J.A., "Skidding in Lightly Loaded High-
Speed Ball Thrust Bearings," ASME Preprint 69-LubS-20.
159. Walters, C.T., "The Dynamics of Ball Bearings," to be published.
160. Kingsbury, E.P., "Ball Motion in Angular Contact Bearings," Vol. II -

Ball Bearing Proceedings, Gyro Spin-Axis Hydrodynamic Bearing Symposium,
M.I.T., December 12-14, 1966.
161. Allan, R.K., "Rolling Bearings," Sir Isaac Pitman & Sons, Ltd., 1946.
162. Palmgren, A., "Ball and Roller Bearing Engineering," S.H. Burbank & Co.,
Third Edition, 1959.
163. Kaufman, H.N. and Walp, H.P., "Interpreting Service Damage in Rolling
Type Bearings - A Manual on Ball and Roller Bearing Design," Amer. Soc.
of Lubr. Eng., 1953.
164. Bisson, E.E. and A,,derson, W.J., "Advanced Beariing Technology," Nat'l
Aeronautics and Space Admin., Wash., D.C., NASA SP-38, 1964.
165. Simpson, F.F., "Failure of Rolling Contact Bearings," Proc. Instn.

Mech. Engrs., 169, pt. 3D, 1964, p. 248.
166. Wren, J.J., and Moyer, C.A., "Modes of Fatigue Failures in Rolling
Ele.ent Bearings," Proc. Instn. Mech. Engrs., 179, Pt. 3D, 1964,
-. 236.
250
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I
167. Edigaryan, F.S., "Basic Types of Wear in Anti-Friction Bearings,"
Russian Engr. Jour., XLVI, 4, 1966.
168. Tallian, T.E., "Special Research Report on Rolling Contact Failure Con-
trol Through Lubrication, SKF Report AL66Q028, Sep 1966.
169. Cheng, H.S., and Orcutt, F.K., "Summary Report on Elastohydrodynamic

Lubrication and Failure of Rolling Contacts," DDC report AD-481 826,
Mar 1966.
I 170. Smalley, A.J. et al, "Review of Failure Mechanisms in Highly loaded

Rolling and Sliding Contacts, DDC Report AD-657 337, May 67.
171. O"Connor, J.J. and Boyd, J., "Standard Handboolo of Lubrication Engineer-
ing," McGraw Hill Book Co., New York, 1968.
172. Moyar, G.J., and Morrow, A.V., "Surface Failure of Bearings and Other
Rolling Elements," Univ. of Illinois Engr. Experiment Station, Bulletin
469, 1964.
173. Zaretsky, E.V., "The Changing Technology of Rolling Element Bearings,"

Machine Design, Oct 66, p 205.
174. Eschmann, Paul, "Rolling Bearing Wear Life," ASME Paper 67-WA/Lub-2, 67.
175. Brothers, B.G., and Hailing, J., "Effect of Geometric Conformity Between
I Rolling Bodies on the Slip and Wear in the Contact Region," Proc.
Instn. Mech. Engrs., 3rd Cony. Lub and Wear, 179, Pt. 3, 1964, p. 134.
176. Hailing, J., and Brothers, B.G., "Wear Due to the Microslip Between a
S Rolling Body and its Track," ASME Paper 64-Lub-30, 1964.
177. Tallian, T.E., McCool, J.I., and Sibley, L.B., "Partial Elastohydro-
dynamic Lubrication in Rolling Contact," Elastohydrodynamic Lubrication
Symposium in Leeds, Paper No. 14, Inst. of Mech Engrs, London, 1965.
3 178. Tallian, T.E., Brady, E.F., McCool, JoI., and Sibley, L.B., "Lubricant
Film Thickness and Wear in Rolling Contact, ASLE Trans, 8, 4, 1965,
p. 411.
179. Landen, E.W., Slow Speed Wear of Steel Surfaces Lubricated by Thin
Oil Films," ASLE Trans. 11 6-18 (1968).
180. Queener, C.A., Smith, T.C. and Mitchell, W.L., "Transient Wear of
Machine Parts," Wear 8, 391 (1965).
181. Devine, M.J., Lamson, E.R., Cerim, J.P., and Carrol, R.J., Session 4,
Lubrication and Wear Conference, London, 196 .
182. Cocks, M.F., "The Formation of Wedges of Displace Metal Between Sliding
Metal Surfaces," Wear 8, 1965, p. 85.
251
183. Cocks, M.F., "Shearing of Junctions Between Metal Surfaces," Wear, Jul/
Au;, 9, 4. 1966, p. 320.
184. Bodeniiek, E.J., "Speciric Film Thickness - An Index of Gear Tooth

Surface Deterioration," AGMA Aerospace Gear Cenference, Denver Se' 1965.
185. ibrahim, M., Cameron, A., "Oil Film Thickness and the Mechanism of
Sco-ing in Gear Teeth," Paper 20, Proc. Conf. Lub. and Wear, Bournemouth,
Inst. Mech Engrs 1963.
186. Peacock, L.A., and Rhoads, W.H., "Extreme Temperature Aerospace Bearing
Lubrication Systems," NASA CR-72446, 1968.
187. DeGruch, V.J., "Development of an Edge Type Disk Machine and Preliminary
Studies of Vai-ous Gear Materials Lubricant Combinations," Proc. Conf.
Lubrication and Wear, Bournemo.th, I:st. Mech Engrs, 1964, p. 160.
188. Leach, E.E., Kelley, B.W., "Temperature - The Key to Lubricant Capacity"
ASLE Trans, 8, 1965, p. 271.
189. Matveesky, R.M., "The Critical Temperature of Oil with Point and Line
Contact Machines," Jour Basic En:., Trans ASM 87, 1965, p. 754.
190. Fein, R.S., "Effects of Lubricants on Transition Temperatures," ASLE

Trans 8, 3, 1965, p. 59.
191. Fein, R.S., Rowe, C.N., Krenz, K.L., "Transition Temperatures in Slid-
ing Systems, ASLE Trans 2, 1, 1959, p. 50.
192. Fein, R.S., "Transition Temperatures with the Four Ball Machine," ASLE
Trans 3, 1, 1960, p. 34.
193. Blok. H., "Surface Temperatures Under Extreme Pressure Conditions,"

Congr. Mondiale Petrole Assoc. Franc. des Techniciens du Petrole, Paris,
1937.
194. Archard, J.F., "The Temperature of Rubbing Surfaces," Wear, 2, 1959,

p. 438.
195. Tataiah, K. et al, "Summary Report on Project I of a Basic Study of

the Sliding Contacts in Rolling Bearings," U.S. Dept. of Navy, Bureau
of Naval Weapons, Contract Now-65-0182f, DDC AD-617 35, SKF Industries
Report AL65L045, 1965.
196. O'Donoghue, J.P., and Cameron, A., "Temperature at Scoring," Paper 6,

Symposium-Elastohydrodynamic Lubrication, Inst. of Mech Engrs., London,
1965.
197. Smith, F.W., "Lubricant Behavior in Concentrated Contact Systems - The

Castor Oil-Steel System," Wear, 2, 1959, p. 250.
198. Furey, M.J., "Surface Roughness Effects on Metallicz Contact," ASLE

Trans 6, 1963, p. 49.
252
I
199. Courtney-Pratt, J.S., and Eisner, E., "The Effect of Tangential Force
on the Contact of Metallic Bodies," Proc. Roy Soc., Ser A, 238, 1957,
p. 529.
200. Parker, R.C. and Hatch, D., "The Static Coefficient of Friction and
the Area of Contact," Proc. Phy. Soc. 63, 1950, p. 185.
201. Bowden, F.P. and Tabor, D., "The Friction and Lubrication of Solids,
Part II, Oxford (London) 1964.
202. Greenwood, J.A. and Tabor, D., "Deformation Properties of Friction

Junction," Proc. Phy. Soc. B, 68, pt. 9, 1955, p. 609.
203. Cocks, M., "Role of Displaced Metal in the Sliding of Flat Metal
Surfaces," J. Appl. Phy. 35, 6, 1964, p. 1807.
204. Antler,.M., "Wear, Friction and Electrical Noise Phenomenon in Severe

Sliding Systems," ASLE Trans. 5, 1962, p. 297.
205. Johnson, K.L., "A Review of the Theory of Rolling Contact Stresses,"
Wear 9, (1966) 4-19.
206. McKelvey, R.D. and Moyer, C.A. "The Relation Between Critical Maximum
Compressive Stress and Fatigue Life Under Rolling Contact," Paper No. 1
Proceedings of the Symposium on Fatigue in Rolling Contact, Institution
of Mechanical Engineers, London, 1963.
207. Tsukizoe, T. and Hisakdo, T., "On the Mechanism of Contact Between Metal
Surfaces - The Penetrating Depth and the Average Clearance," Journal of
Basic Engineering, Trans. ASME, Series D, Vol. 87, No. 3, Sept. 1965,
pp. 666-674.
208. Dawson, P.R. "Effect of Metallic Contact on the Pitting of Lubricated

Rolling Surfaces," J. Mech. Eng. Sci. 4, No. 1 (1962).
209. Dawson, P.H. "The Effect of Metallic Contact and Sliding on the Shape
of the S-N Curve for Pitting Fatigue," Paper No. 4 Proc. Symp. Fatigue
.1 in Rolling Contact, I. Mech. E. 1962.
210. Dawson, P.H. "Further Experiments on the Effect of Metallic Contact on

the Pitting of Lubricated Rolling Surfaces," Elastohydrodynamic Lubri-
cation, Symposium in Leeds, Paper 7, Inst. of Mech. Engrs. London.
211. Christensen, H., "Nature of Metallic Contact in Mixed Lubrication,"

Proc. Inst. Mech. Engrs. 180, Part 3B, (1965-66).
212. Christensen, H., "Elastohydrodynamic Theory of Spherical Bodies in

Normal Approach Motion," MTI Report No. 76TR21 (1967).
253
213. Cheng, H.S., "A Numerical Solution of the Elastohydrodynamic Film
Thickness in an Elliptical Contact," Journal of Lubrication Technology,
Trans. ASME, Vol. 92, Series F, No. 1, pp. 155-162.
214. Dowson, D. and 'Whitaker,A.V.. "A Numerical Procedure for the Solution
. of the E1zszohydrodynamic Problem of Rolling and Sliding Contacts Lubri-
cated by a Newtonian Fluid," Lubrication and Wear Group Symposium on
Elastohydrodynamic Lubrication, Paper 4, Institution Mech. Engrs.,
London.
215. Jones, A., "Ball Motion and Sliding Friction in Ball Bearings", ASME
Transactions, Journal of Basic Engineering, March 1959.
216. Jones, A., "The Mathematical Theory of Rolling-Element Bearings",

Mechanical Design and Systems Handbook, Section 13, McGraw-Hill, 1964.
I5
APPENDIX I
TYPICAL PROPERTIES OF VARIOUS CLASSES OF LUBRICANTS
1-1. MINERAL OILS

Mineral oils are very complex natural products which are predominantly omposed
of molecules containing carbon and hydrogen (hydrocarbons). Depending on the
origin of the crude oil and refining technique, the basic molecular structure
may be largely straight-chain paraffinic type molecules, oz it may have a high
percentage of aromatic molecules (ring structures). The oils do not consist
of one single type of molecule, but rather contain molecules of various chain
lengths and molecular weights with a distribution around a mean molecular
weight. To complicate matters further, a random sample of mineral oil may
also contain hundreds of different types of compounds in trace amounts. These
trace compounds can have marked effects on certain properties such as color,
surface tension, boundary lubricating characteristics, etc. However, these
trace compounds have little or no effect on the bulk properties of the oils
stch as viscosity and compressibility. The bulk properties are determined by
the predominant type of molecular structures in the oil. Thus, if the struc-
ture is mostly of the aromatic ring type of structure, tather than paraffinic,
the molecules will be more closely packed and the bulk oil will have lower
compressibility, higher density, and poorer viscosity-temperature chara cer-
istics than the corresponding paraffinic oils.
Mineral oil base lubricants are available in a range of bulk viscositiEs. Some
typical grades are listed below:
TABLE I-I TYPICAL VISCOSITIES OF STANDARD PETROLEUM OILS
- Typical Viscosity Density, Flash Pour

Centistokes gramsicz' Point, Point,
0
Petroleum Oils 100 F. 210 F. at 6U F. F. 0F.
Automotive:
SAE 1OW 41 6.0 0.870 410 -15
30 114 11.3 0.891 460 - 5
Industrial gear:
80 69 7.9 0.934 365 -25
90 287 20.4 0.930 450 -10
140 725 34 0.937 500 0
Turbine:
Grade 1010 10 2.5 0.864 280 -70
Light 32 5.4 0.872 410 0
Medium 65 8.2 0.877 455 10
Heavy 99 10.8 0.885 470 10
Hydraulic:
Light 32 4.8 0.887 370 -45
Medium 67 ' 7.3 0.895 405 -15
Heavy 196 14.0 0.901 495 10
Extra low t'mp. i4 5.2 0.884 230 -80
Wide temp. 56 I10.5 0.871 310 -45
Contidued
255
TABLE I-I TYPICAL VISCOSITIES OF STANDARD PETROLEUM OILS - CONTINUED
Typical Viscosity Density Flash Pour

Centiscokes grams/cc Point, Point,
Petroleum Oils 100 F. 210 F. at 60 F. 0F. 0F.
Steam Cylinder 390 27 0.895 500 55

810 45 0.910 600 35
1400 64 0.904 650 60
It is important to note that these are nominal physical property data. Varia-
tions from batch to batch are normally on the order of 5 to 10 percent. Pure
hydrocarbonswith known structure and physical properties are available, but
these are too low in viscosity to be used as lubricants.
The super-refined petroleum oils appear to be interesting candidates for this

work. Many of these are paraffinic base oils (straight-chain hydrocarbons)
which have been carefully deep de-waxed and super-refined to produce lubri-
cants with minimum aromatic content. Many of the trace compounds which are
normally present in mineral oils are also removed in this processing. The
resulting lubricants are characterized by low pour points, excellent viscos-
ity temperature properties and high thermal and oxidative stability. It is
also claimed that they have much better shear stability than the more can-
ventional polymer additives which are used to control the viscosity of mineral
oils (Ref. 76). Some typical physical properties of commercially available,
super-refined oils are given in Table I-II.
Special oil blends can also be obtained from some of the major oil companies
which have the same bulk viscosity at some specified temperature, say 100 F,
but widely different viscosity-temDerature and viscosity-pressure character-
istics. These oils are prepared by blending to obtain predominantly aromatic
or paraffinic structures.
Synthetic hydrocarbons are also available from some of the oil companies.
These offer the advantages of having known chemical structures and higher
purities. Table I-III shows some physical property data on typical oils from
one source.
Although the mineral oils are of major importance from a commercial stand-
point, the uncertainties regarding purity, chemical structure, etc., make
them poor candidates for laboratory studies when the goal is to gain e better
understanding of some phenomenon.
, To sum up, generalizations about mineral oils are meaningless because it is

possible to obtain materials in this class of mineral oils with a very wide
range of physical properties. The problem is to decide which properties are
important and then base the selection on these criteria.
256
TABLE I-I TYPICAL PHYSICAL PROPERTIES OF SUPER-REFINED MINEFAL
OIL (FR& REF. 77) CONFcRMING TO .LO 7277
Specific Gravify at 60F 0.887

Density - g/ml
0 F 0.91
100 E 0.87
300 F 0.80
500 F 0.73
Flash Point COC, 0
F 45
Adiabatic Bulk Modulus (100F)

0 psig 270,000 psi
1000 psig 280,000
2000 psig '295,000
40U0 psig 320,000
5000 psig 330,000
Viscosity - Centistokes
-65F-
0F. 10,289
100F 78.08
0
212 0 F 8.24
550 F 0.96
Viscosity Index 78
ASTM Viscosity/Temp. 0.775
0 0
Slope 100 F/210 F
0
Pour Point -30 F
Specific Heat- BTU/Ib/F
100:F 0.47
2000F 0.517
4000F 0.611
Thermal Conductivity - BTU/hr/ft/ F
100F 0.0791
200 F 0.075
400'F 0.0668
- Molecular Weight (calculated) 400
Mass Spectrometer Analysis %
Isoparafins 5.3
1-Ring Naphthenes 23.8
2-Ring hdphthenes 2t.2
3+-Ring Naphthenes 44.7
257
"A'A
TABLE I-III TYPICAL PROPERTIES FOR MOBIL SYNTHETIC HYDROCARBON FLUIDS*
PROPERTY A B C
Kinematic Viscosity, Centistokes
at 400OF 1.1 2.0 6.1

2100F 3.8 9.4 42.6
W0OF 16.8 64.7 493.0
0F 45829.0
-40F 2159.0 29850.0 >99000.0
-650 F 11011.0
Pour Point, OF <-65 <-65 -60
Flash Point, OF 430 495 520
Fire Point, OF 480 560 565
Autogeneous Ignition Temp., F 700 750' 815
Total acid no., rg. KOH/gm Oil 0.07 0.01 0.05
Volatility,jWt. % 4000 F, 6-1/2 Hr. 12.6 2.2 1.2
Density at 1000F, 0.8056 0.8244 0.8389

200F 0.8082
300F 0.7341 0.7582 0.7777
400 0 F 0.6998 0.7232 0.742,8
Specific Heat at 1000 F 0.497 0.498

300F 0.670 0.612 0.635
400OF 0.691 0.642 0.692
* Data furnished Ly Mobil Research and Development Corporation.
I
I
258
I
1-2. POLYPHENYL ETHERS
The polyphenyl ethers were the result of extensive effoxts by many investiga-
tors to develop high temperature, radiation-resistant lubricants. Chemically,
the two go hand in hand, i.e., those organic materials with the best resist-
ance to oxidation or thermal degradation are also the most resistant to
radiation damage. A typical structure for the polyphenyl ethers is as follows:
.41C - 0 , C - 0 - C- 0 - -
SC- 0 C C
This particular compound is made up of alternating phenyl rings connected by

oxygen atoms. It is often called 5P4E, which means that there are five phenyl
rings and .four oxygen atoms joining these rings. (The atomic structure
-C-O-C- is called an ether linkage). A 4P3E compound would have four phenyl
rings and three oxygen atoms linking the rings.
The density and bulk modulus of the polyphenyl ethers is high, indicating
close packing and low compressibility for these oils. The 5P4E and the 4P3E have
high pour points ( + 1OF to +35F) and relatively poor viscosity-temperature
behavior. In many respects, the polyphenyl ethers are similar in structure
to the aromatic base petroleum oils (except for the ether linkages, and the
fact that they are pure compounds). For this reason, the physical behavior
of oils in each of thexQ two classes is similar.
The results of several investigations (Refs. 78-80) have indicated that the
polyphenyl ethers are poor lubricants in rolling contact bearings. This was
ascribed to the fact that these oils do not form elastohydrodynamic films at
high unit stresses. However, the reasons for this behavior are not clear at
this time.
ypical physical property data on the four ring and five ring polyphenyl
ethers are given in Table A-IV. No data on viscosity-shear behavior were
found.
1-3. ESTERS
An ester is the product of the reaction between an alcohol and an organic

acid. For example, if ethyl alcohol is reacted with acetic acid, a molecule
of water is split off by the following reaction:
CH3CH20H + HOOC-CH 3 - C CH2OOCH3 + H20
ethyl alcohol + acetic acid - ethyl acetate + water
The resulting compound is a mono-ester, ethyl acetate, with a pleasant,

f",,i ':, n~rod-, uhich boils at 770C.
259
TABLE I-IV TYPICAL PHYSICAL PROPERTIES OF POLYPHENYL ETHERS
4-Ring 5-Ring
Viscosity-Centistokes
280F 13,000 cs
1000F 63.2 355
2100F 6.0 13.1
4000F 1.31 1.25 (5000F)
Density - g/nil
1000F 1.17 1.18

2100F 1.12 1.14
4000F 1.04 1.06
Pour Point + 10F + 350 F
Flash Point j + 510F + 550F
Specific Heat-BTU/lb/F
0
100OF 0.36 ,0.40
200 F 0.40 0.43

500F 0.50 0.53
0
Bulk Modulus (3000 psi, 200 F) 235,000 psi
Thermal Conductivity
BTU/hr/ft/ F
100O -- 0.078
0 0.077
400 F --
260
:i
!
Most of the synthetic ester lubricants are being made from organic acids
having two aci groups (dibasic acids). Three of the most important members
of this class are sebacic acid, adipic acid and azelaic acid. These have
the following structure:
HOOC C - C C - COOH
"" H H
n
where n = 2 for adipic acid

n = 5 for azelaic acid
n 6 for sebacic acid
By reacting these di-basic acids with suitable alcohols, diesters can be pre-
pared with very satisfactory physical properties. One alcohol, 2-ethyl
hexanol, has been used widely for this purpose. It has the structure:
H H H H H H
H C C - C - C - C - C - OH
H H H H HHCH H
HCH
H
Using the letter R to represent the hydrocarbon portion of the dibasic acid,
and R' to represent the hydrocarbon chain of the alcohol, the reaction be-
tween the dibasic acid and two molecules of alcohol is:
HOOC - R - COOH + 2R'OH - R'OOC - R - COOR' + 2H120

dibasic acid alcohol diester
If the dibasic acid is sebacic and the alcohol is 2-ethylhexanol, the- result-
ing diester is di (2-ethylhexyl) sebacate. This diester is typical of those
MIL-L-7808 formulations which contain diester base fluids. By compounding
the oil with a suitable additive package, a satisfactory lubricant can be
obtained for aircraft gas turbine engines.
In general, the esters have physical properties which are very similar to the
petroleum oils. This is not unexpected, since they are predominantly straight
chain hydrocarbons with the same atomic make-up. They have lower pour points
and better viscosity-temperature properties than conventional mineral oils.
Some typical datp are given in Table I-V.
261
TABLE I-V TYPICAL PHYSICAL PROPERTY DATA ON ESTER'BASE LUBRICANTS
MIL-L-7808(a) MIL-L-23699 (b)
Viscosity-Centistokes
- 65!F 10,498 es 7759 cs (-400F)

+100 0F 13.44 27.5
+2 109 3.23 5.06
Specific Gravity
+10F.936 0.987
+210%F .892 0.939
+300%F 0.854 0.904
Pour Point Below - 75 0F Below - 70 0170
Flash Point - -- 500OF
Specific Heat- Btullb/ F

0
+100 F .473 0.447
+300 F 0.55 0.515
Thermal Conductivity
BTU/hr/ft 10r
+200OF 0.0867 .0859

+4000D 0.072 .07 16
(a) 0-67-22
V (b) 0-70-4
262
1I
1-4. SILICONES
The silicone oils are linear polymers with a structural shape that is similar
to the straight chain hydrocarbons. Instead of a chain of - C - C-carbon
atoms, the silicones have a chain of repeating - -0-Si-O-Si- units for a
backbone. Some typical structures are shown below:
CH OH
13 1 .
H3C - CH
S-0- Si - Si - CH3 where n can be any integer
3 Ch 3 Ck3
Straight chain Dimethyl Silicone

OH
HO-CSi 3 - [ OH -
-Si-O 0 -
CH3
sii 00S1C.-
CH
s -OH3
C n
Methyl Phenyl Silicone
These molecules have weaker intermolecular forces than the hydrocarbons, and
the molecular chains are much more flexible. Because of their wide molecular
spacing, the silicones are easily compressed and have low bulk moduli. A
generalized relationship for the bulk modulus of silicones s a function of
pressure, temperature and density is presented in Ref. 68. !The most outstand-
ing characteristic of the silicones is their small change i viscosity with
temperature. The dimethyl silicones are particularly good prom this respect.
*. Pour points of most of the dimethyl silicones are on the order of -60 F. By
synthesizing molecules wit. branched chains, the pour point can be reduced to
below -100 F.
The viscosity of the silicone oils is markedly dependent on shear rate,

especially the more viscous, high molecular weight silicones. This effect is
much more pronounced with the silicones than it is with mineral oils and most
other synthetic fluids.
The -C-Si bond in the dimethyl silicones is the weak link as far as oxidative
or therial degradation is concerned. To improve the resistance of the molecule
to temperature effects, phenyl groups can be substituted for methyl groups.
This results in some loss in favorable properties, such as pour point and
viscosity-temperature characteristics.
Aside from their relatively high cost, the most outstanding disadvantage of
'the &ilicones is their poor boundary lubricating characteristics for steel
sliding on steel. Considerable effort has been expended on this problem
with little success. The effect is specific since it has been found that
steel vs. bronze combinations are effectively lubricated by the silicone oils.
263
It has been hypothesized (Ref. 81) that the silicone oil decomposes at the
metal surface to form inorganic silicides which inhibit conventional anti-
wear or extreme-pressure additives from reacting and providing beneficial sur-
face filns.
In an attempt to improve the lubricating qualities of these fluids, several

types of halogenated silicone oils have been developed. Probably the most
commonly known fluid of this type is the chlorinated silicone. Recently,
fluids have been developed containing fluorine substitution, and the informa-
tion which is available on these oils indicates that they are very promising
with most of the attributes of the straight silicones and, in addition, they
can provide better boundary lubrication.
On the following pages, extracts of the specifications for the MIL-L-9236 B

aircraft turbine oil and the new, high temperature MIL-L-27502 ester base
lubricant are given for general information on qualification requirements. --
I
!
264
1-5 EXTRACTS FROM SPECIFICATION MIL-L-9236B, 4 MARCH 1960
t Lubricating Oil, Aircraft Turbine Engine, 400 F
Intended Use: Lubricating oil for specific models of aircraft gas turbine
engines.
Requirements
e Viscosity, centistokes: at 400 0 F, min. 1.0

at lO0F report
" Viscosity stability, at -65 F. The two determinations in the 3 hour

test shall not differ by more than 6% of lowest value and both shall
be less than 21,000 centistokes. All determinations in the 72 hour
test shall be less than 24,000 centistokes.
0
* Flash point, F, min. -425
9 Pour point, 0F, min. -75
* Spontaneous ignition temperature, F 750
r Evaporation loss: Not more than 15% by weight when tested at 400 F
fcr 6 1/2 hours.
* Gear Tests:
Load-carrying ability at 165 F: Average minimum 56% of refer-

ence oil "B" rating.
Load-carrying ability at 400 F: Report load at which 22.5% of
working tooth area is scuffed.
Gear fatigue: Determine limit of fatigue pitting under specified
conditions.
e Bearing stabilization temperature: The oil shall not cause the bee-
ing temperature to stabilize over 500F when tested in the ERDCO
bearing test rig. Time required to reach stabilization temperature
shall be less than 60 minutes. Bulk oil temperature 4000F.
e Bearing shall operate satisfactorilg in WADD bearing test rig for at

least 50 hours. Oil reservoir, 425 F. Bearing outer race, 525 F.
* 100-Hour engine endurance test. The oil shall perform as well or

better than the reference oil qualified under this specification.
* Used Oil control: Increase in oil viscosity at 100 0 F after the engine
test shall not exceed 75%. Must be as good or better than the refer-
ence oil.
265
V
o Additional requirements include:
Synthetic rubber swelling test

Foaming tests
Deposition test
Compatibility, turbidity
Storage stability
Workmanship
266
1-6 EXTRACTS FROM4 PROPOSED SPECIFICATION MIL-L-27502. SUPERSEDING MIL-L-
9236B, 4 MARCH 1960
Lubricating Oil, Aircraft Turbine Engine, Ester Base
Intended Use: For specific engines and power equipment requiring an e.ter
base oil with an approximate temperature range capability of
-40 to +428 0 F.
Requirements
* Viscosity, centistokes: at 500 0 F, min. 1.0

at 210F, and 100 F report
at -40, at 35 minutes 15,000 max.
at 3 hours 15,900 max.
at72 hours 17,000 max.
* Flash Point 0F 475

0
* Pour Point F, max. -65
* Autoignition temperature 0F, min. 770
o Evaporation loss: Not more than 5% by weight when tested at 400F
for 6 1/2 hours.
9 Specific heat: at 5000F 0.48 min.
at 1400F 0.40 min.
9 Neutralization number 0.5 max.
* Specific gravity report
* Shea:7 stability percent viscosity loss 4.0 max.
o Gear Tests: Load carrying ability at 165F. The average of eight
relative determinations shall be multiplied by the refer-
ence oil specified average value of 2900 ppi and the
resulting load-carrying ability shall be equal to or
greater than 2400 ppi. Load carrying ability at 428F.
. The lubricating oil shall be subjected to eight deter-
minations and the average value shall be equal to or
greater than 1000 ppi. The reference oil "c" average
(8 determinations) shall be reported.
* 100-Hour engine endurance test. A modified J-57 turbine engine
shall be operated using the test oil for 100 hours under test condi-
tions as specified\3y the qualifying aAtivity.
* Additional requirements include:
Elastomer compatibility
Corrosion characteristics
Deposition characteristics
Compatibility, turbidity
267
APPENDIX II
ANALYSIS OF PROTRUSION WIDTH
The pressure in the EHD line contact is governed by the one-dimensional

Reynolds Equation,
d 6
= uo(Ul + U2) (h -h*) (11-I)
3
dx h
e- p
where q = 1-
d(l- e" = 60 po (U1 + U2)b H - 1 (11-2).
d h*2 H3
(- e-*) 6P01+ u2bf H 1 d2 (11-3)
Referring to the diagram below, the limits in the exit region are from
I-e to = 1.0.
h*h
e e
Figure II-i
268
Z'i
1.0
H - I ( 1-4)
e )'
1- = 6p, ( Ul + U2 b
" " p~wl-e
0 -1
6a o(U I
2
+ U2)b
J i.0 H I
3--- dx (11-5)
0~x
=H -
-- .( -- ) d d 'Equation(II- becomes
*InhE'*6ducing x' =- dx
=
6c Lo(U1 + U2)b H - I d' - (11-6)
2 3
h
h* 0o H
--
LetI1
Let I I
= -J dH
C3
It follows that
.2
__ 2 12 (11-7)
2 Rx U+
6,y uu0(U U
: I .x e R, R' 22
u UU)\Ji I
\ E' I.
2 R'
"*
- h*. 2 __x i (11-8)

x 12cr io(U + U2 I
From Dowson Higginson film thickness formula,
+
H* .2 0(U I U2) 1.4 .26
V) = K (a') 2 E'R' 26 (n-9)

x x
269
- 1 H* 1 (11-10)
241 (1U + u2)
1 X ,) (0 E'R' -
x x
Substituting (11-9) into (II-10), one obtains the final expression for the
protrusion width,
- K 2 L0(U1 + U2)
e - 241 ( 2 E'R' ) .
,x
2.70
-U. APPENDIX III
ANALYSIS OF AREA OF CONTACT
III-1 ANALYSIS
Smooth-Film Profiles
Fig. III-1 shows the assumed smooth-film deformation shape of an

elastohydrodynamic line contact. At the entrance, the flat profile
forms a uniform film between the surfaces; whereas at the exit the pro-
trusion forms a constricted film. In this figure,
h is nominal film thickness
- e is the protrusion width
h is the exit film thickness

m
It is convenient to non-dimensionalize the last two quantities to give
.' e = e/b
H = h/h
m m 0
where b is the half-Hertzian width.
The isothermal film profiles obtained by Dowson and Higginson (153) may
be used to estimate the value of 6 and H for given load and speed para-
meter..
111-2 SURFACE-ROUGHNESS PROFILES
For a ground surface, Williamson (152) has shown that the height distribution
or any arbitrary cross-section of the surface profile is very close to
Gaussian distribution. This evidence lends support to the assumption used
earlier by Tsukizae and Hisakado (207) to investigate the penetrating depth
and the average clearance between two contacting surfaces.
According to Ref. 207, a typical surface roughness profile can be shown as in

Fig. III-2a. It is assumed that this prbfile is made of straight-line seg-
ments having equal angle of inclination, 0, with a flat surface (see'Fig.
111-3).
If the height 2.ta !n Fig. III-2a is divided into a number of equal segments
Au, then the number of crosses made by a straight line at a distance u from
the median line within a sample length L is represented by the distribution
histogram Fig. III-2c. The probability density of the surface height distri-
bution can be written as,
271
of Contact
2b -_ _ _ _ _ _ _ _ _ _ _
Fig. 11:-1 Smooth- Film Elastohydrodynamic Deformatj on Profile.
2.72
J f (u)
= 1 exp [ (f )2] 111
where
f = deviation from median line of

profile curve
ar = standard deviatiGn
From the height distribution, one can readily determine the area of intersec-
tion between an ideal, rigid, plane surface and a rough surface at f = f as
follows:
f(u) du
A = L . f, u (111-2)
+t f (u) du
where Acis the area of intersection per unit width. If one ignores the change
of the surface profile due to the plastic deformation, then the area of inter-
section is simply the contacting area. Fig. III-2b shows the variation of the
contacting area curve as a function of u. This is generally known as the
Abbott's bearing area curve.
Elastohydodynamic .Cotacting Area
In Fig. 111-4, the surface roughness profile is now superimposed upon

the elastohydrodynamic profile, and the area of surface contact for a
differential length dx becomes,
dAc = F (h) dx (111-3)
where
"[f (u) du
S..F (h) = h
J"f (p) du
It follows that the total area of contact per unit width becomes
Ac = F (h) dx (111-4)
a
273
Median Xu
T-11 du
(b) Abbo-t's Bear- (c) Distri- (d) Distri-

(a) Profile Curve ing C-arve bution bution
Histogram Curve
Fig. 111-2 Method of Drawing Distribution Curve from Profile Curve
Width Direction
Length Directio
/ R Median Plane -
Fig. ftI-3 Geometry of Two-Dimensional Surface Roughness
274
Introducing
c 2a'
X
a
h
where a is the standard deviation of the surface roughness profile, one

obtains
1
Ac F/ (h) dx- (111-5)
c 2
For an elastohydrodynamic contact shown in Fig. III-I the profile may

be represented mathematically by the following two 'curves:
g= ; for -1 < x,< (l-e) (111-6)
-(H((111-7)
I go 1 - (1-H) sin T fLir (l-e) <'x <1
The total area of contact becomes,
A (2-e) F (o) +' F (g) dx (111-8)
where t in Eq. (111-8) varies according to Eq. (111-7).
Now let t , F (g)'becomes,
Ji"f (t) dt
! F () =
ff (t) dt
275
!f~t) dt -of (t)dt
2f~f( t) dt
2 24(t)II-
2 !,
where
t2
1 2
J 0 ,,2 e dt (IIl-10)
EquatiGn (111-8) can be readily integrated numerically to obtain the

contacting area ratio, A ,for a given set of parameters: -,
h
= specific filmo thickness, _C0
Gb
h
Hm = exit film ratio, -
0
e = dimensionless exit protusionui dth, e/b
276
-. of Contact
b b
VN
Iie
Fig. 111-4 Geometry of a Rough-Surface Elastohydrodynamic Contact
277
APPENDIX IV
SIMPLIFIED ANALYSIS OF FRICTION
Frictional coefficient for a lubricated line contact is to be determined em-

perically based on the experimental data by Johnson and Cameron (129). In
order to cover a broader range of load, speeds and lubricant parameters, the
experimental data must be presented in terms of the relevant parameters that
govern friction. Following Crook's analysis (12) it can be shown that the
coefficient of friction
f PZ h e et ( + 1) d(2E (IV-l)
TTpHZ h0 +1)l
LIo 81 u s 2
where 4 8K ) e
tio- = inlet viscosity at inlet temperature T0
u = sliding velocity (U1 - U2)
PHZ = maximum Hertz pressure
h = film thickness in the contact zone

0
p = pressure in the contact zone
b = half width of the contact zone
= temperature-viscosity coefficient based on the viscosity

function
= e) p - o(TTo)
a = pressure-viscosity coefficient
Kf = thermal conductivity of lubricant
In the derivation of Eq. (IV-l) the effect of the temperature rise of the
contacting surfaces h, been neglected. Crook (120) shows the surface temper-
ature rises are not very imp'jrtant to the calculation of frictional coefficient
From Eq. (IV-l) one sees that the coefficient of friction, f, is governed
by the following three paraseters:
218
ru
LL0 US
G1= P h
Rz 0
2
G8Kf ' (IV- 2)
G3 = *PHZ
Physically G measures the effect of shear rate, whereas G2 and G3 represent

the thermal Aeating effect and pressure-viscosity effect respectively.
Graphs of frictional coefficient as a function of G1 and G for a given G 2

are shown in Figs. 92 through 98. In all the graphs tRe solid '3ortion of
curve is plotted from Johnson and Cameron's experimental data, whereas the
dotted curve is extrapolating of the experimental data to cover broader
ranges of speed, load, and lubricant parameters. It is seen that at small
values of G all curves have a 45 degree slope. This corresponds to the fact
that at small sliding speeds frictional coefficient varies linearly with
sliding speed. In each graph all curves merge, at large G 1 , to a coumoa value,
which is the so-called "ceiling" found by Johnson and Cameron and also by
" Plint (131). The "ceiling" decreases with increasing G. The existence of a
ceiling in friction suggests that there is a limiting s9ear stress in a lub-
ricant film.
It should be noted that all the frictional coefficient graphs are for a given
inlet lubricant temperature 30C. Change of inlet temperature affects the
frictional coefficient due to the dependence of the limiting shear stress
upon the inlet temperature.effect.
Plint's experiment shows that the variation of frictional coefficient with

inlet temperature is approximately linear and the slope does not seem to vary
much- Ith either rolling or sliding speed. The slope was found to be -0.001/EK
This will be used to predict frictional coefficients for inlet temperature
other than 300 C.
Symbolically the frictional coefficient, f, is determined as follows:
f(T) = f (GI, G2, G3, 300C)- 0.001 (To - 860 F)
279
APPENDIX V
CALCULATION OF APPROXIMATE ELASTOTI ORODYNAMIC PRESSURE PROFILE
V-I. GRID SPACING
The entire conLact region is divided into three regions: the inlet,
the central, and the exit region as shown in Fig. V-i. The inlet
region is bounded by -4.0<x < _, where 7 is the point where the
pressure profile begins to matc# the Hettaian pressure profile. It is
assumed that the transition pressure between the inlet and the central
region occurs when
SPA
e = 150 (-)-
(V)
or
'PA = 5
- 5 b
_ 5- (V-2)
It follows that
Xa J- (-VA-
__ (V-3)
At the far side of the inlet region (-4.0 < x < -. 2.0), form equal divi-
sions are used. It is followed by non-uniform grids as shown in
Fig. V-1. The central region is bounded by 3 < < (1 - 27) with 12
non-uniform spacings before the center line and 4 uniform spacings
after the center line. The exit region is divided into 8 uniform
spacings of e/4.
V-2. INLET PRESSURE
The pressure at the inlet is obtained directly by integrating the

Reynolds equation at the inlet,
280
Ix
__ _ 17
0 aI bz - 0
0- JO '-a .44
C14,
00
0a
41 'AT[ *bZ
0 C,, J
4)0
K: JO
IE ba1 '-a
9/1 0
k "4
jo tqa*b
Zc
m
~*o;0 z-
I,,
1- - 6s2 (h*) 2+
2-4.U2)b fH 0 H3-1 -
where H(x) is based upon the Hertzian inlet deformation profile.
1 - e-u" "
It follows that the ratio becomes
i- e- A
1 e S (V-5)
-e - PA SA
where
SH- f -C Hl H3 dx and
SH'-dx (V-7)
From the above relations, the pressure at inlet can be expressed as
P -4log [1- (1- e ) -A ] (V-8)

(Ye A
V-3. CENTRAL PRESSURE
The pressure distribution in the central region is the elliptical

Hertzian profile,
)p = - i_2 (V-9)
IT PZ 18
282
!-
i ;: V-4. EXIT PRESSURE
Typicaily, the exit pressure distribution in a heavily loaded elasto-

hydrodynamic contact would be that shown in Fig. V-2. The pressure
spike usually occurs at 7 - 1 - , that is the beginning of the pro-
trusion. In the region (1 - 2-) < 3 < (1 - i), the pressure rise
rapidly to the maximum pressure pB' and it is assumed that the increase
-' of pressure in this region follows a parabolic profile. In the region
(1 - e) < 1 < 1, the pressure drops sharply to the ambient pressure.
In-estimating the pressure here, it assumed that at the spike the
pressure takes a finite jump.from p to the Hertzian value pBB and then
decays to the ambient pressure paragolically.
To determine the peak pressure pB' it is further assumed that the gain-
ing in load represented by the area A
bolic pressure can be written as
p(x) =
5.
D
x)
Accordingly, the rising para-
V- )+
XD
n +
D (V-lO)
for (1- 2e) <x <(1- e)
where
= D and -x -2
PD T D
Likewise, the decaying parabolic pressure can be expressed
p(x) = PBB (V-11)
"* where
2 -\l2
PBB = e-(I-
)
S - It follows that the gaining in load WG before the spike can be written
as
2- (V-12)
[BWG - (PB PD) ) +PD1 dx

2e28
283
of contact
Fig.' V-2 Exit Pressure Calculation
284
I ., ~ and the loss in load WL after the spike is
IL I ':
" .~ l- x p~Bd (V-t3)
Equating WG and WV one obtains
WL-D Dx1 dx
I e
For extremely lightly loaded cases, e may exceed 0.5. In which case,
the method described here will break down and there will be an error
message printed out in computer program and both the pressure, the tem-
perature, and the stress calculations will be bypassed in the program.
285
APPENDIX VI
INLET TEMPERATURE CALCULATION
An integral method is used to calculate the temperature distribution in the

inlet region. The output of this calculation will be employed in the sub-
routine TEMPT, which is to calculate the texpereture field in the contact
zone, as a function of the initial conditions.
In the method the temperature profile of the lubricant in the inlet region is
assumed to be a parabolic in terms of surface temperatures and center film
temperature, i.e.,
2
2
(VI-I)
T(x y) = 1 2
(2TI +2T Ch
2 - 4T)2
- +(-3T "
T2 + 4T,c ) h + TI,
T,
where h is the film thickness, T1 and T2 are the surface temperatures at y =

0 and y - h respectively, and T is the center film temperature at y - h/2. -.
These three temperatures, T1 , T2 end T , are to be determined by requiring
that the assumed temperature profile (A -1) satisfythe boundary conditions at
the two surfaces and the energy equation integrated across the film thickness, -.
which is as follows:
h h h
cff (pu PUK
+pvT)dy -y f 2dy f Y dx
l
h
u L
p oT
dy (VI-2)
In the above equation, c, o, K and i are the specific heat, density, heat
conductivity and viscosity of lubricant respectively, u and v are the velocity
components in the x and y direction respectively.
This method of analysis is analogous to the boundary layer integral method

in the viscous flow theory. For obtaining numerical solutions this method
is simpler than a full finite difference method since the two-dimensional
system is reduced to a quasi one-dimensional one.
Since the surface Lemperatures do not rise appreciably in the inlet region,
T and T ere assumed equal to the constant inlet temperature T . Lubri-
cant denity is set to be constant. The film thickness is given by tC
Hertzian displacement profile. In non-dimensionalized form the profile is
286
as follows:
h = l+B x x -1)-
22
n ( ++- x -1)
] (VI-3)
where
h
h
0
h = film thickness
h = film thickness in the contact zone

0
b2
B
2R'h
x o
b = half length of contact zone
R' = 'equivalent radius in the rolling direction
x
-- X
b
x = coordinate in the rolling direction
The velocity profile in the inlet region is obtained by integrating the

Reynolds equation twice:
- 22U UI 2
3 (l
1 U1 (i
u 3(l- )y + [-- - y)
y+u1+u2 (I-41
-N
* where
u = U
u =flow velocity
U1 ,U2 speed of body 1, 2
y h
y = coordinate perpealdicular to the rolling direction
Under the assumptions mentioned above and with the temperature profile Eq. VI-
1, the non-dimensionalized integrated energy equation takes the following
-287
(I
form:
1 .2
c d h u[4(1-0)y +4( l)-y+l]cy

c
B 2 Jo c C
2/ 0 1
f LL(2)2 dy - 4 cc(vI-5)
1m -2
where
PoCf(U 1 + U )b3
= 16 Kf R 2
2
0 (U1 + U2 )
Qm - 2KJo -
00 = density 0 at inlet temperature T0
LI M viscosity L at T0
T
LI
IL
LO
This equation is integrated, using Eqs. :(Vj.,3).:and (VI-4) for h and u respec-
tively, to qbtain the center film temperature Qc" The viscosity function
exp 8 is employed in the integration.
0
The integration is started where h - 6. The' temperature there 'is assumed equal
to the inlet temperature T o. The integration stops near the entrance to the
contact zone where there is no longer reverse flow. This position is calcu-
lated from the velocity profile Eq. (VI-4).
The above calculation is contained in the subroutine THILT in the main elasto-
hydrodynamic computer program.
288
,,, I
3 F .
APPENDIX VII
EIASTOHYDRODYNAMIC PERFORMANCE COMPUTER PROGRAM
VII-l. INPUT ROUTINE
The Fortran statements for the input routine are listed below.
Input Routine
120 READ (NR, 3) RXI, RX2, RYl, RMS1, RMS2

READ (NR, 3) El, E2, Vi, V2
READ (NR, 3) CONS1, CONS2, CPSl, CPS2, RHOSl, RHOS2
READ (NR, 3) EPST, EPSRD, DTF
READ (NR, 2) ITT, ITRDU, NRITE, NPTS, NSTRS
IF (NSTRS-EQ-l) GO TO 90
READ (NR, 2) JJFS, NTHE
READ (NR, 3) (Y(J), J = 1, JJFS)
90 WRITE (NW, 500)
S !READ (NR, 1)
READ (NR, 3) WT, TEMI, U2, Ul
READ (NR, 3) VIS, ALF, BET, GAM, CONF, CPF, RHOF
READ (NR, 3) PSTAR, NGF
IF (NEXT-EQ-2) GO TO 120
CALL EXIT
1 FORMAT (72H
2 FORMAT (1715)
3 FORMAT (8EI0.3)
END
Instruction for Input Cards
Card 1 FORMAT (8E10.3)

RXI = radius of body number 1 in the direction of rolling, in.
RX2 = radius of body number 2 in the direction of rolling, in.
RYI = radius of body number 1 in the direction normal to roll-
ing, in.
RY2 = radius of body number 2 in the direction normal to roll-
ing, in.
-RMS = root mean square surface roughness of body number 1,
micro-in.
RMS2 = root mean square surface roughness of body number 2,
micro-in.
- Card 2 FORMAT (8E10.3)

El = modulus of elasticity of body number 1, psi.
E2 = modulus of elasticity of body number 2, psi.
Vl = Poisson's ratio of body number I
V2 = Poisson's ratio of body number 2
289
CONS1 = thermal conductivity of body number 1, BTU/F-hr-ft.
CONS2 = thermal conductivity of body number 2, BTU/F-hr-ft.
CPSI = specific heat of body number 1, BTU/lb-F.
CPS2 = specific heat of body number 2,3 BTU/lb-F.
RHOSI = density of body number 1, lb/in .
RHOS2 = density of body number 2, lb/in 3 .
EPST = calculating the convergence factor for temperature
at each grid point, recommended value is 0.0001.
EPSRD = this is a convergence factor for the iterations to
determine the secondary pressure viscosity coeffi-
cient, recommended value is 0.0005.
(In calculating the temperature distribution, the viscosity is assumed

to vary with pressure exponentically. Two coefficients are used to
represent the pressure-viscosity relations, one in the low pressure
region, and one in the high pressure region. The"cut-off pessure
separating the low and high pressure region is denoted by p . For
p < p*, the high pressure-viscosity coefficient, a,, is used; whereas
for p > p , a reduced pressure-viscosity, 1, is used. al is con-
sidered as given and can be found from the static pressure-viscosity
data; p is the cut-off pressure and for most lubricants, the approxi-
mate value of p* is near 60,000*psi. If the maximum Hertz pressure
is less than 100,000 psi, p is set in the program equal to pHZ/ 2 ). ""
(In this program, the value of * is not given. An iterative proce-

dure is used to' determine the ratio of *2/ot1 such that the friction
calculated from the thermal theory with a value of a2/ matches the
friction predicted empirically from Johnson and Cameron s friction ""
data. EPSRD is the maximum error allowed for the difference between
the calculated friction and the empirical friction).
DTF = an increment of temperature required to start the iter-

ation at each grid point. The recommended value is 0.1.
RDU = initial ratio of o/ l" For moderate load 0.5 is
recommended. For heavy load (pjM - 500,000 psi) 0.1
should be used.
Card 5 FORMAT (1715)
ITT = maximum number of iterations allowed for the temper-
ature calculation at each grid point. 20 is recommen-
ded.
ITRDU = maximum number of iterations allowed for the talcu-
lation of 012 /w1" (RDU = 012ci ) . 10 is recommended.
NRITE - control for diagnostic output data.
NRITE = 1, no diagnostics
NRITE = 0, print out diagnostics
NPIS = 0, calculating pressure, temperature, and stress dis-
tributions.
= 1, bypass pressure, temperature, and stress calcula-
tions.
290
K NSTRS control for stress calculations
NSTRS = 0, calculating stresses
NSTRS = 1, bypass stress calculations
Card 6 FORMAT.(1715)
THIS CARD IS ONLY REQUIRED FOR NSTRS --0.
JJFS = the last grid is an array of y-coordinates where the

subsurface stresses are to be calculated. The y-
coordinate is measured from the surface into the body.
NTHE = number of plane angle 0, between 0 and 90 degrees, to

be examined for variation of shearing stresses.
Card 7 FORMAT (8EI0.3)

THIS CARD IS ONLY REQUIRED FOR NSTRS =0.
(Y(J), J = 1, JJFS) = an array of normalized y coordinates at

which the subsurface stresses will be calculated.
Half Hertzian width .a is used as the normalizing dis-
tance. In the x-direction, the stresses will be cal-
culated within the interval -a < x < a.
Card 8 FORMAT (72H

This card reads in a description of the case to be run. A
maximum of 72 characters is allowed.
r .. Card 9 'ORMAT (8E10.3)

WT = normal load in the contact. In the case of an ellip-
tical contact, WT is the total load of the contact.
In the case of a line contact, WT is the load per unit
length of the line contact.
-TEMI = initial temperature of the lubricant, OF.
U2 = surface speed of contacting body number 2 in the roll-
-ing direction. (U2 must be greater than Ul), in/sec.
UIl = surface speed of contacting-body number 1 in the roll-
ing direction,, in/sec.-
Card 10 FORMAT (8EI0.3)

VIS = go2 inlet viscosity of the lubricant, lb-sec/in 2 .
ALF = t, pressure-viscosity coefficient, in2 /lb. (o is, the
pressure-viscosity coefficient in the following vis-
cosity function,
.=Jew + ( + yp)11
BEL = 0, temperature-viscosity coefficient,0 R.

GAM = y,2 pressure-temperature-viscosity coefficient,
'~1in2 CONF
-0R/lb.
= thermal conductivity of the lubricant, BTU/F-hr-ft.
291
CPF = specific heat of the lubricant, BTU/lb-F.
RHOF = density of the lubricant, lb/in 3 .
Card 11 FORMAT (8Ei0.3) *

PSTAR = this is p which separates the.two pressure-viscos-
ity coefficients, a, ard Tr
2 . For most lubricants,
the approximate value of p is near 60,000 psi.
However, if t1e maximum Hertz pressure is less than
100,000 psi, p is set equal to PHZ/ 2 in the pro-
gram.
GFC = the frictional coefficient in this program can be-

either calculated by subroutine FRICT or entered
as a given quantity. The variable.GFC is used to
read in the given frictional coefficient., If the
friction is calculated by subroutine FRICT, set
GFC = 0.0.
Card 12 FORMAT (1715)

LINCON = control for the case o a line contact or an ellip- --
tical contact. For a line contact, ready LINCON =
I. For an elliptical /contact, read LINCON = 0.
NEXT = control for further c ses to be run.
NEXT = 1, more cases to come.
NEXT'- 0, last case, go to exit.
NGF = control for calculating coefficient of frictional
coefficient by FRICT.
NGF = 1, bypassing subroutine FRICT, and frictional
coefficient is read ifn as GFC.
NGF = 0, frictional coefficient is calculated by
FRICT.
VII-2. OUTPUT EXPLANATION
Items of output will be explained below in the order of computation.
a. Write-Out of the Input Data: including geometrical data, material ""

data, operating conditions, and lubricant data.
b. Thermal Parameters:
PO (U2
QM 2KfT
) 3
CONV PCf (U2 + U1
16Kf (R') 2
292
Dl =
D2C
= ( Kl)" (:w' 3
UP1: /
D2, = same as Dl except with subscript 2.
c. Contact Dimensions:
B = b, half Hertzian width in the rolling direction, in.

A = a, half Hertzian width in the direction normal to roll-
ing, in.
A/B = a/b, ratio of semi-major to minor axes of the elliptical
contact.
-1/3
M = b 43+ BE__
d. Load, Speed, and Lubricant Parameters:
_ (U2 + U1
UBAR = U = "-
2E'R'
X
G a
AFA = 1PH
GHA
BTA = 2
1 TPHZ
T
0
""T
WBTA = "--
o
Equivalent line contact load ; for the elliptical contact.
PHZ/ED =.
E'R' 4w
"X
"" ~PHZ/ED =PZ
El
4w
2=
Slide to Roll Ratio U2 + U
I
3ng o(UI + U2)E'R'

AM0122
w
293
e. Reduction Factors:
Self explanatory.
f. Isothermal Minimum FILM and Minimum FILM: in inches.
g. Dimensionless Protrusion Parameters:
Protrusion width e
b
h - hm
Protrusion Depth = h
h
0
Percentage of Area Contact real area of contact per unit length

2b
2b
h
Specific Film
h. Frictional Coefficient =frictioal force

total load
i. Film Shape and Pressure Distribution:
XBAR =.
b
h
Normalized Film
h 00
Pressure =
11
2, PHZ
Note: For extremely lightly loaded cases such that the protrusion
width t exceeds 0.5, the pressure calculation in the program breaks
down (see Appendix V). A message will be printed out for such
cases and the pressure, the temperature, and the stress calcula-
tions will be bypassed.
7.j. Temperature Distributions:
First the value of RDU = 2/ is printed out at each iteration,

which is to match the determined frictional coefficient. Then
the temperatures at various positions (XBAR) are printed out:
T MEAN - mean-film temperature PT

T 1 W surface temperature of body number 11/To
T 2 W surface temperature of body number 2 / To
SHEAR FORCE = surface shear stress / (t PHZ)
1
294
!
7f
k. Stress Calculations:
First the :a rrays of the normalized x and y coordinates, at which

stresses are calculated, are printed out. The half Hertzian width,
-. a, is used as the normalizing distance. The y-coordinate is mea-
sured from the surface into the body. The normalized stresses at
various x at a fixed y are printed out next. i PHZ is the nor-
malizing stress:
XST x
b
SX = normalized normal stress in x-direction

SY normalized normal stress in y-direction
SXY = normalized shear stress
PSX normalized principal stress in x'--direction
PSY normalized principal stress in y'-direction
PSZ = v I (PSX + PSY), normalized principal stress in z'-direction
v1 is the Pogsion's ratio of body 1. For body 2 this
should be corrected by the ratio of the Possion's ratios.
PTXY = (PSX - PSY)/2, normalized maximum shear stress.
1 2 2 21/2
OS = 3[(PSX - PSY) + (PSY - PSZ) + (PSZ - PSX)] normalized
maximum octahedral shear stress.
90
Then, normalized shear stress at every ( - ) degree measured
- - from the x-axis will be printed out. NTHZ is an input integer
(see input Card 6).
VII-3. NOHENCIATURE FOR INPUT AND OUTPUT
= inlet viscosity.
UU2 = surface velocity of body 1 and 2.
Kf , = thermal conductivity of the lubricant.
T = inlet temperature.
p = density of the lubricant.
cf specific heat of lubricant.

f1 1 -
x xl Rx2
b = half Hertzian width.
Pl,2 = density of body 1 and 2.

CI, 2 = specific heat of body I and 2.
1,2.
K1,2 = thermal conductivity of body l and 2.
295
L%
A "J A
I - S
1 -T21
I(j-I-- I
L 1
= Possion's ratio of body I and 2

1,2
w = load per unit length for a line contact.
P = total load of the contact.

1 ( _1_+ I )
2 Rxl Rx2
B 1 1 + 1
2 Ryl Ry2
see Card 10.
PHZ = maximum Hertz pressure.
al,1 2 r.m.s. surface roughness of body I and 2.
e = protrusion width -
eb
x rolling direction coordinates
y coordinates perpendicular to rolling direction
296
PROGRAM PN45(INPUTOUTPUTTAPE5=INPUTTAPE6SOUTPUTTAPE22)
C PERFORMANCE CALCULATION OF ELASTOHYOROOYNAMIC
I C
C
CONTACT
C THIS PROGRAM CALCULATES THE FOLLOWING FOR AN END CGNTACI

C A) EXIT MINIMUM FILM THICKNESS
C 8) EXIT PROTRUSION WIDTH
C C) PERCENT OF AREA OF CONTACT
C D) COEFFICIENT OF FRICTION
- C F) SURFACE TEMPERATURES
C F) CENTER FILM TEMPERATURES
C G) SUBSURFACE STRESS DISIRIOUTION
C THE INPUT DATA ARE AS FOLLOWS-
C
C GEOMETRICAL DATA -
C RXI = RADIUS OF BODY I IN THE DIREC7ION OF
C ROLLING 9 IN.
C RX? = RADIUS OF BODY 2 IN THE DIRECTION OF
C ROLLING 9 IN.
C RYI = RADIUS OF BODY 1 NORMAL TO ROLLING 9 IN.
C RY2 = RADIUS OF BODY 2 NORMAL TO ROLLIN IN.
C RMSI = R*M.S. SURFACE ROUGHNESS OF BODY 1 MICRO* IN.
C RMs2 = R*M.s. SURFACE ROUGHNESS OF BODY 29 MICRO. IN.
C
C
C
C
C MATERIAL DATA -
C
C El = MODULUS OF ELASTICITY OF BODY 19PSI
C E2 = MODULUS OF ELASTICITY OF BODY 29PSI
C VI = POISSONS RATIO OF BODY I
C V2 = POISSONS RATIO OF BODY 2
C CONSI
C CONSI = THERMAL CONDUCTIVITY OF BODY 1BTU/OEGF-HR-FT
C CON%2 = THERMAL CONDUCTIVITY OF BODY 2,BTU/DEG*F-HR-FT
C CPSI = SPECIFIC HEAT OF BODY 19BTU/LB-DEG*F
C CPS2 = SPECIFIC HEA! OF BODY 2,BTU/LB-DEG.F
C RHOSI = DENSITY OF BODY 1,LB/IN**3
C RHOS2 = DENSITY OF BODY 2,LB/IN**3
C
C
C
C OPERATING CONDITIONS
C
C WT,= TOTAL LOAD 9 LB
C U2 = SURFACE VELOCITY OF BODY 2 9 IN/SEC.
C U2 = SURFACE VELOCITY'OF BODY 2 9 IN/SEC.
C U2 = SURFACE VELOCITY OF BODY I i IN/SEC.
C TI = INLET TEMPERATURE OF THE LUBRICANT , DEGFo
C
C
C
C LUBRICANT DATA
C VIS = INLET VISCOSITY LB-SEC/IN**2
C ALF = PRESSURE-VISCOSITY COEF. IN'*2/LB
C BET = TEMPERATURE-VISCOSITY COEF. DEG. R
C GAM = PRESSURE-TEMPERATURE-VISCOSITY COEF. IN**2-DEF*R/LB*
C CONF = THERMAL CONDUCTIVITY BTU/DEG*F-HR-FT
C CPF = SPECIFIC HEAT BTU/LB-DEGF
C RHOF = DENSITY LB/IN**3
297
C R~EAD INPUT DATA
DIMENSION AMDA(24)oFMA(24),AOBA(24)
DIMENSION SLIPA(9),CCA(9),EEA(9)
COMMON K1K*~KtOKt~t~K*RN*I
COMMON RX1,RX2,RYlHY2,RMS1,RMS2,E1,E2,vI9V2
COMMON CONS1,CONS2.CPS1,CPS2,RHOS1,RHOS2,WTTEMIU2,UI
COMMON VIS.ALF,8ETGAMCONFCPF ,RHOFPSPSTAR
COMMON AFA,8TA*GMA*A98vAM9SLIP9 RXP.RYPEP.OM.CONVO(2),COMP,AHZ,
lPHZ#WBARvUHARPHiZEGG.EOOWBOA 9Ww
COMMON FCOEEBARFEETFEE5,HMINtSPFILMA8ARSHM
COMMON EPSTEPSRDDTF.TWF1IrIRDUITINRITE
COMMON Xi(503,hE(50),P(SO),T(50),TI(2,50),F(2,50),SNS(50)
COMMON XSTTXDEXtYSTT.YDEYXST(31),Y(31) ,JJFSoKKFSNTHENOPL
NRz5
NWu6
DATA(AMDA(1),I1292)/ 0.0,O.05,O.1,0.15,0O.225O.3,O.35,0.4,0.45
1'0.5,0.55'0.6.O.659O.790.75,0.8,0.85,0.9,0.92.0.9490.96,0.98e1.O/
DATA(FMA(I).I=1,24)/1.0,1.03591.072.1.112,1559,19591.24,1.299
11.35,1.4191.48591.b6.1.65.1 .7791.89592.06592.29,2.60.3.O956.3o3973 -
293*8275.4,5319*5*94696*/
DATA(AOBA(I).191924)/1.0,O.935,O.875,0.82,0.765,0.710Op6,tO.615,
1 0.S7,0.525,0.480.0O.4490.4,0.358.0.3j2,0.282.0.24,O.I95,0.14875,
20el2897909107S9O9O83ld4,0.055l89o0.0/-
DATA(SLIPA(I) ,Iulg9)/0090.O5,0,).0.jO1.590.25~3o0.35gO.4/
DATA(CCA(I),Iul,9)/0.5,0.71,0.92,11lo23,1.3,1.35,1.38,l.4/
DATA(EEA(I) .131,9)/0.4,0.41,0.42,O.4255,0.4285,0.43,0.4390.43,0.43
I/ 1-) I,
120 READ (NR93) RXRX2sRY1,RY2,RMS1,RNS2
READ (NR,3) EloE2tVl.V2
READ (NR931 CONSICONS2,CPS1,CPS2,ROSRsOS2
READ(NR93) EPST9EPSRDsDTF9RDU
READ(NR*2) ITTt ITRDUoNRITENPTSNSTRS
IF(tdSTRS *EQ. 1) Go To 90
READ(NR92) JJFS.NIHE
NOPL,1
READ(NR93) ( YCJ) JuliJJFS)-
90 WRITE(NW9500)
I
500 FORMAT41hl)T
WRITE (NW96)
WRITE(NW94)
READ(NRol)
READ(NR93) WTvTEMI,1J29U1
READ(NR,3)VISALF.BETGAMCONFCPFRHOF
READ (NR93) PSTAR*GFC
READ(NR92)LINCONgNEXTtNGF
WRITE (NW91)
WRITE(NW*4)
WRITE (NuelO)
WRITE (NW911) RX1wRX2
IF(LINCOt4.EQ.1) 60 70 600
WRITE (NU912) RY19RY2
600 WRITE (NW913) RMS1,RMS2
WRITE (NW930)
WRITE (NW*14) E1,E2
WRITE (NW915) VI9V2
WRITE (NW,16) CONS1,CONS2
WRITE (NW.17) CPS19CPS2 -
WRITE (NW*31)
298
IF(LINCON .EQ- 1 ) WRI7E (NW,57) WT
7T IF(LINCON .EQ. 0 ) WRIIE (NW,19) WT
WRITE (NW,21) TEMI
WRITE (NW920) UlU2
WRITE (NW,32)
WRITE (NW,221 VIS
3
WRITE (NW92 ) ALF
WRITE (NW924) 83EI
WRITE (Nk*25) GAN
WRITE (NW926) CONF
WRITE CNW,27) CPF
WRITE (NW*28) RHOF
PS=200000.
TWF11I.
RXP= j.0/RX1+1.0/RX2
RYP= 1.0/RY1*1.0/RY2
0
TEMI=TEMI*46 .
AA=0.5*RXP
DDO0.5RYP
RXP = 1.0/RXP
RYP = .0/RYP
AMD=(AADD0)/(AADD0) 4
CALL TLU (AIDFMAMDA9FMA92 ) 24
CALL TLU (AMDAOBAMDAA0BA9 )
P1=3*1416
EP = Pi /((i.o-Vl**2)/El1-(1 O-V2**2)/E2)
33 3333 3
SB=FM*(0.75*P1*WT/ (AADD)/EP)**0.
wW 0,75*WT/S3
IF(LINCON .EQ. I ) WW=WT
EDOW= EP*2*0/PI
WB ARWW/EDOW/RXP
UBARVYIS (UlU2)*0e5/EDOW/RXP
IF(LINCON.EQeI) 60 70 100
IF(AMD-0.9) 101,1019100
100 SA= 2.0*(WW*RXP/EP)*0hS5
PHZE= (WW/EP/RXP) #*O*S/PI
PHZ=EPPZE
GO TO 105
101 SA= SB*AOB
PHZE= 1 5*WT/ (PI*SA*St5*EP)
105 CONTINUE
A1.0=S
SLIP=(U2-Ul)/U2
SRRAT=(U2-U1 )/(U2*U )*2.0 2
AM46o*VIS*(Ul*U2) *EP*HXP/WW**
PHZzEP*PHZE
IV(PHZ.LT * 1 ES) PSI AR=PHZ/2*
QMzVIS (Ul.U2)**2/ (CONF*TEM1 )*2.315
Flu (WW/EP) O*3/RXP
FZ=SQRT (FI)
Fla(FI/4*)**O.ZS
GI=PI*RHOSI*CPSI*CONSI
62xPI *RHQS2*CPS2*CO4S2
CONVIRHOF*CPF*(U14J2) .VZ/CONF*21600o
D(2)sCONF0.5SSQI.' t./(62*J2) )/Fl/208.
AFA sALF*PHZ*Pl/2oO
BTAZI3EI/1E41
GMAxGAMOPHZP/2o* /lEMI
GG a ALF*EDOW
299
BOAxI .0/AO8
IF(LINCON.EQ*1) BOAzlOe
CALL FTFS (FEET9FEES)
IF(LINCONi.EQ. 1) FEESx1.0
SHMITzRXP* GG*-0.6*U8AR'*0.7/WBAR*40*I3 *1.6
SHMz SHMIT *FEET*FEES
B02oO*WW/(EP*SHMI
CALL 'lLU(SLIPqCC*SLIPA9CCA99)
CALL TLU(SLIPtEE*SLIPA*EEA,9)
EBAR=CC*GO* .
EBARxEBAROIJBAR**EE
ESARxEBAR~wBAR*O (-0.74)
HMIlNxO&S
SPFILMS~HM/SQRT (RNS1**RMS2**2)p1000000.
PT~z1 ."HMIN
C WRITE OUTPUT DATA
WRITE .NN,45)
WRITE '(NW946)OM9CONV
WRITE INW94?)D(1)9D(2)
WRITE (NW935)
WRITE (NW936)
IF(LINCON*E~o.) GO TO 601
WRITE (tdb.37)SASB
WRITE CNW938)BOAtFM
GO TO 602
601 WRITE(NW960) SA
602 WRITE (P4W939)
WRITE (NW942)UBAR
WRITE- (tdW43)GGAFA
WRITE (NW944)BTA9GMA
WRITE (NW940)WWoWBAR
WRITE (NW*41)PHZoPhZE
WRI-TE(NW*55)8*SRRAT
* WRITE(NW956)AM
WRITE (NW949)
WRITE (NW948) FEETvFEES
WRITE (NW950) S#IM179SHiM
WRITE(NW,5l)
WRITE (NW,52)E@ANPTD
CALL AREA (EBARqHMItISPFILMvABAR)
ABAR.100O.*ABAR
WRITE (NW9S3) ABARoSPFILN
IF(NGF.EQa1) GO TO 110
CALL FRICT
110 IF(NGF.EQ.1) FCOEzGFC
WRITE (NW954) FCOE
IF(NPTS.EQ.1) GO 10 200
IF(EBAReGE.0.5) GO 70 603
CALL PRESS
CALL TEMPT(RDU)
IF(NSTRS *EQv 1) 60 TO 200
KKFSx27
DO 190 KzlKKFS
KKKzK,14
190 XST(K)xXH(KKK)
XSTT=-l .0
h
XDEX=O.25
YSTT=-0 .5
YDEYO .25
CALL STRESS
GO TO 200
300
*603 WRITE(NW*604)
200 IF(NEXT oEQ*'1) GO TO 120
CALL EXIT
1 FORMAT(72H
I
I 2 FORMAT(1715)
3 FORMAT(8E10.3)
4 FORMAT (/
5 FORMAT( 40X 45H4 PERFORMANCE OF AN ELASTOHYDRODYNAMIC CONTACT
6 FORMAT( 40X 5***********#********e* )
10 FORMAT(// 40X 1711 GEOMETkIAL DATA t//)
11 FORMAT(55H RAD, OF BODY 192 IN THE DIRECTION OF ROLLING,(INP
12 FORMAT(55H RADe Or BODY 1,2 NORMAL TO ROLLING,(IN)

141 E12.592X9El2.5/)
1FORMAT(55H MODULI OF ELASTICITY OF BODY 1,29(PSI)
I* E12*5,2XE12.5/)
15 FORMAT(55H POISSONS RATIO OF BODY 1,29
16 FORMAT(55H THERMAL CONDUCTIVITY. OF BODY 1,2,(B/DEG.F-HR-FT)
19 E12.5,2XE12e5/)
18 FORMAT(55H DENSITY OF BODY 1,2,(LB/IN**3)
It E12.592XE12.5/)
19 FORMAT(55H TOTAL LOAD, (LB)
1* E12.5/)
20 FORMAT(55H SURFACE VELOCITY OF BODY 192,(IN/SEC)
30 FORMAT(/// 40X 14H1 MATERIAL DATA 9///)
31 FORMAT(/// 40X 21H1 OPERATING'CONDITIONS 9///)
32 FORMAT(/// ISH LUBRICANT DATA 9///P
21 FORMAT(55H INLET TEMPERATURE OF THE LUBRICANI,(DEG. F)
1. E12*5/)
22 FORMAT(55H INLET VISCOSITY,(LB-SEC/IN**2)
It E12*5/)
23 FORMAT(SSH PRESSURE-VISCOITY COEF., (IN**2/LB)
24 FORMAT(55H TEMPERATURE-VISCOSITY COEF.,(DEG. R)
1. E12.5/)
25 FORMAT(55H PRESSURE-rEMPERATURE-VISCOSITY COEF. (IN*iDEG.R/LB)
I, -. 19 E12,5/)
26 FORMAT(55H THERMAL CONDUCTIVITY OF LUB.,(9/OEG.F-HR-FT)
19 E1295/)
27 FORMAT(55H SPECIFIC HEAT OF LU89, B/LB-DEG*F)
1t E12*5/)
28 FORMAT(551 DENSITY OF LU8.,(LB/IN**3)
35 FORMAT(/// 40X 221.CALCULATED PARAMETERS I
36 FORMAT W/ 40X 1811 CONTACT DIMENSION II
37 FORMAT(35H "ALF HERTZ WIDTH(ROLLING DIRe)9IN. 9X E12*598X
1 38HHALF HERTZ WIDTH(PERP. TO ROLLING)9IN* 2X E1295)
38 FORMAT(41 A/B 40X E12oS 98X IN1K 39X E12.5/)
39 FORMAT( /// 40X 3711 LOAD9SPEEO.AND LUBRICANT PARAMETERS /1//)
40 FORMAT(33H EQUIV# LINE CONTACT LOAD(LBIN) lIX E12*5 98X 4HWBAR
:1 136X E1295 I
301
41 FORMATC20H HERTZ PRESSURE(PSI) 24X E12,598X 6HPHZ/ED 34X E12.5/)
42 FORMAT(511 U8AR 39X E12,5 /)
43 FORMAT(3t 66 41X (12.59 8X 31IAFA 37X (12.5/)
44 FORMAT(41 BTA 40X E12.59 8X 3hGMA 37X E12.5/)
45 FORMAT(/// 40X 2011 THERMAL PARAMETERS II
46FORMAT( 3H ON 41X EIZ959 8X 4hCONV 36X E1295/)
47 FORMAT( 3H1 DI 41X (12.5. OX 2HD2 38X (12.5/)
48 FORMAT(25k THERMAL REDUCTI"ON FACTOR 19X E12.59 OX 19HSIDE tEAKAGE
IFACTOR 21X E12.5/)
49 FORMAT(/// 40X 1811 REDUCTION FACTORS II
50 FORMAT(21H IS0TH. MIN* FIINCIN) 23X (12.5 '.8K I3HMIN. FILM(IN)
127X E12.5 /)
51 FORMAT(/// 40X 3611 DIMENSIONLESS PROTRUSION PARAMETERS //I)
52 FORMAT0iTH PROTRUSION WIDTH V7K El2o5t 8X 16HPROTRUSION DEPTH
124X E12.5/)
53 FORMAT (27N PERCENTAGE OF AREA CONTACT 17X E12*5.8X l4hSPECIFIC
VILM 26X E12.5 /)
54 FORMAT(17H FRIC7IONAL COEF. 27X E12.5/)-
55 FORMAT(16H 8=290*Ww/EP/SHM 28X (12.5, 8X 36HSLIDE TO ROLL RAT!
10=2WU2-UI)/(U2*Ul) 4X (12.5)
56 FORMAT(31 AN=6.*V1S*(U1.U2)*EP*RXP/WW**2 13X (12.5)
57 FORMAT(55H LINE CONTACT LOAD*(LB/IN)
19,E12*5/)
60 FORMAT(35H HALF HERTZ WIDINh(OLLING OIR*)9IN* 9X (12.5)
604 FORMAT(/// 41H1 THE PROTRUSION WIDTH IS GREATER THAN 0.5 58H PR
1ESSUREtTEMPERATUREgANO STRESS CALCULATIONS ARE BYPASSED
END
SUBROUTINE TEMPT (RDU)
C START%
DIMENSIOk AD(2),ADC(2).SUMT(2),TT(2),AF(2,50).FUC2,50).PP(50),
1 DCC?)
COMMON KIKCKGKAKOKDKB.KEKFKRNRNW
COMMON 'RK,RX2-RY1,t2RMS1,RMS2,E1.E2,ViV2
COMMON CONS1,CONS2,CPS1,CPS2.NHOS1,RHOS2,WTTEMI9u2,UI
COMMON VISALFBEY.GAMCONFCPFRHOFPSPSTAR
COMMON AFA9BTA9GMA9A,89AMqSLIP* RXP.RYPEPOMCONvO(2) .COMP.AHZ,
1PHZ*WBARtUBARvPHZE*GGoEDO~W90A *WW
COMMON FCOE.EBARFEETFEESHMINSPFILM.ABAR.SHM
COMMON EPSTEPSRDOTFTWFIITIWUTTNRITE
COMMON Kt(50)HE(50),P(50),T(50),TI(2,50),F(2.50).SHS(50)
FUNA(KY)zAFA*K. (BTA.GM4A*X)*(1./Y-1.)
FUNB(KUtZ) z(U*(0.33333*U.Oo5*COMP*K).Z/6.O)
FUNC(KU.Z):u*(3.0*(U.COMP*K) *L)
FUND(X.YZ)zRDU*AFA*(X-Z).(81A.HDU*GMA*(K-Z))*(1./Y-1.)
ROUT zRDU
WRITE (NW9802)
U1BARU/(Ul*U2)
SLP=(SLIP/(2*0-SLIP))
SLPG=SLP*SLP
IF(GM-0*5 )77597759776 -
775 XINIn-SQRT(390/8*190)
TINI=1*0
G3=FUNB(P(Kl) .0.75.SLPO)
OELTTSEXP(FUNA(P(KI).1.0))*3*UM
GOTO 777
776 CALL THILT(Q)4,I8TACONVBU1BARKNITINb;NR1TE)
IF(TINI.EO.(1.)) 60 TO 775
DELTT=TINI-1*0
302
777 00 4 K*KI*KF
T(Kizl.0
TI (19K)=1.0
4 TJ(2,K)=1.0
Fj DO 755 KxIKA
TEMPzXINI-XHtK)
IF(TEMP)75097559755
750 KT=K
TEMP=DELIT / (4.O.X11(KT))
T (K)=TINI
T(K.1)=TINI(X-dKT.1I)-XH(KT) )*TEMP
A T(K.2)=TINI.(XH(KT.2)-XH(KT))*TEMP
T(K,3)=TINI, (XH(KJ.3)-XH(KT) )'IEMP
I755 GO TO 401
CONTINUE
401 FABBA=AM*BB/SORTF( A)
500,NKF =KF
I Fl =B/A**O.25
FI=SQR7F( (2.0-SLIP)/(I.0-SLIP))
F12=SQRTF (2.0-SLIP)
AD(I)=D(1)*Fl
AD (2)=0 (2)'Fl
CABB=CONV*SQRTF (A)/B/B
FF=EXPF(FUNA(P(KT)9,T(KT)))
FH=I .0-1 .0/HE (1T)
F10 =FUNC(P(KT)oFISLPO)
F(lKT)=AD(1)*(FIO-2.O*SLIPFI)FF/HE(KT)*QM
F(2,KT)=AD(2)*(FlO.2oO*SLIP'Fh)'FF/HE(KT) '014
KKT=KT* 1
IF (NRITE)88987988
87 WRITE(NW92)
88 CONTINUE
ITRDU~l
RDU=RDUT*0.95
6 Do 40 K=KKTgNKF
ii HlHE(K)
A21 KKK =K-KT.1
C CHECK KKK LESS OR GREATER THAN 3
IF (KKK-3) 10910.25
10 GO TO (11,11,20),KKK
11 SUMT(1)=T(KI)
f~i~j15 SUMT(2)= (1(I)

IT=1
FH1 .0-1 .0/Hi
G3=FUNB(P (K),FHgSLPO)
12 IF(P(K)-PSTB)65096509651
650 F5=FUNA(P(K)gT(K))
GO TO 652
_051 F5=FUND(P(K),T(K),PSTB).AFA*PSIB
652 IF(ABSF(F5)-70.0)70970971
71 NERR=i
WRITE(NW972)K9F5
GO TO 40
70 FF=EXPF(F5)
G5=FF*63
FDETz(T(K)-T (K-i) )/(XH(K)-XH(K-1))
*1 FCDET=CAeB*H1*FDEI /60
F2O=CABB*FDET
F23=(FH*3.0'(FH.COMP*P(K) ).SLPQ)*FF
F31=F23-2 .0*FF*SLP*FH
303
F32zF23*2o0*FF*SLP*FH
F(2.K)zAD(2)*(TI(1,K)-I1(2,K).F32*QM-F20)/HI
DO 50 Jzl*2
50 TT(J)xSUMT(J)SQRTF XH(K)-XII(K-1))0(1.3333333*F(J.K)*
1 0,66666666*F(JtK-1))
F7a(-4CTT(1)TT(2))*0*5*(QM *5-FCOET))/T(K))
IF(F7)760,760,190
760 T(K)=(T(K)-1.0)*0*95.1*0
TM2*T (K)
GO TO 763
190 FC2zkOGF(F7)
IF -IT-1) 20092009205
200 DTmDTF*(T(K)-T(K-)-)
TMI zT(K)
T (K)aT (K) .DT
GO TO 220
205 DFCx(FC2-FCI)/(TM2-TMI)
DTK=FC2/OFC*TWF 1
T141 xT(K)
T(K)xT(K)-DTK
IF (ABSF(OTK)-EPST) 210921092r5
215 IF (IT-ITT) 2209720.8tb
220 FC~xFC2
TM2xT(K)
TI(19K)alTT(1)
TI (2,I%)xT(2)
763 IF(NRIJE)76697649766
764 IF(ITROU-1)7669765*766
765 WRITE(t4W994) FI1FCOET*F(29K)9F(19K)9G59F7
WRITE(NW,3)XH(K),T(K),IT71(1,K),TI(2,K),FC2
766 IF(IT-ITT).770.770985
770 IT aIT+I
GO TO 12
210 IF(NRITE ) 81980.81
80 WRITE(NW93) XI(K)9T(K)9IT9TI(IK)9TI(2#K)
81 GO TO 40
85 WRITE(NW*86)
NERRal
G0O7010Q*
20 Fl 1wSORTF'(XH(K)-XH(K-M)
F2 xSQRTF(XH(K)-X1(K-2))
DO 21 14.1,2
21 SUMT(M)s*T(KI)*0*5*(F(M9K-1) /F1.F(M#K-2)I/F0
1 (XH(K-1)-XI1(K-2))
KEOx2
GO TOJ 15
25 6O TO (35930)tKEO
30 KKFuK-3
KEOxI
GO TO 33
35 KKFzK-4'
33 KKzK-1
DO 31 M=1*2
DO 31 J=KltKK
31 FO(MJ)xF (MqJ)/SQRTF(XH(K)-XH(J))
DO 32 M1012
SUMT(14)xTIKI)
0O 32 JzKltKKF92
304
32-SUMT(M)=SUMT(M)+(FD(M.J) *4.0*FD(MtJ*1) I+FD(MtJ.2)
I 1U )*(XH(J,1)-X1(J)) /3.0
GO TO (609150)oKEO
150 DO 61 M=192
fT61 SUMT(M)=SUT(M)05*FDMIK'1) +FD(MK-2) )*(XH(
1 K-1)-XH(K-2))
60 T (K)=(T (K-1)-T(K-2) )/(XH(K-1)-XH(K-2) )*(XH(K)-XH(K-1) ) T (K-I)
DO 160 M=192
160 TJ(MtK)=rI(MgK-1)
GO TO 15
40 CONTINUE
F3=(VIS*(U2eUl)/SIM)/(WW/AHZ)*SLP
DO 720 K=KIKF
* - IF(P(K)-P5,TB )11097109711
710 F6=EXP(FUNA(P(K),1 (K))
6O TO 712
711 F6=EXP(AFA*PSTO.FUND.(P(K),T(K)'PSTB))
712 SHS(K)=F6/iE(K)*F3
720 CONTINUE
FRC=0.0
KKF=KF-2
DO 725 K=KI,'KKF*2
725 FRC=FRC,(SHS(K),4.*SHS(K,1,,SHS(K,2))*(XH(K,1)-XH(K))/3.0
FRC2=FHC-FCOE,
IF(ITROU-1)660*660,661
660 RDUl=RDU
ROU=RDUT*1*05
6040O 730
661 DFRC=(FRC2-FRC )/ (RDU2-RDU1)
IF(ABSF(FRC2)-EPSRD) 100,100,726
726 DRDU=FRC2/DFRC
IDUI=RDU
-a RDU=RDU-DRDU
IF(ITRDU-ITT) 73097309740
730 FRCI=FRC2
RDU2=RDU
ERFR=FI1C2
WRITE(NW995) ITRDU-PRDUoERF14
SITROU=ITRDU41
-. GO TO 6
740 WRITE(NW,96)
GO TO 100
100 CONTINUE
600 CONTINUE
WRITE (NW9801)
DO 800 K=KIKF
800 WRITE(NW,94) XH(K),P(KhoT(K),TI(1,K),TI(2,K),SHS(K)
RETURN
1 FORMAT (1HO,6E12*5)
2 FORMAT (53H1 XII 7 IT TI T2
3 FORMAT (IH 9F12979E12*591493E12*5)
8 FORMAT W6 12.1)
72 FORMAT (20H1 EXP ARG TOO BIG 9I49E12*5)
86 FORMAT(20H DIVERGE TEMP)
-*90 FORMAT(F12*7914)
93 FORMAT (lIH 91714)
94 FORMAT (IH 96F12&7)
*195 FORMAT(/7H ITROU=9 15,6X,5HRDU= ,E12*5,6X, 5HERFR=tE12.5/)
96 FORMAT(20H DIVERGE RDU)
801 FORMAT(7X 4HXBAR 6X 81IPRESSURE 5X 6HT MEAN 8A 2HT1 1OX 2HT2 4X liii
305
ISHEAR FORCE) --
802 FORMAT(///)
END
SUBROUTINE THILT(QM#BETAOCB 9uIAXXTT9NRITE)
DIMENSION TC(200),A(200),VT(9),VIST(9 )9VS0(9),HLZOO)'
Fl (ARG)=-ARG*SORT (ARG*2-1.)-ALOG(-ARG*SQRT(ARG*02-1.))
SPil .-2.*IUl
/
DXz0.05
HST=6.
TIzI.
IF(XS.GE.(-I.)) XS=-l.-o00I
11 XS=XS-((IlSP-1.)/B-FZ(XS))/(2.*SQRT(XS**2-l.))
IF(XS.GE.(-1.)) XS=-l.-0.001,
MP=V,*B*F1 (XS)
IF (ABS(HP-HSP).GT*(O.1)) GO TO 11
XSsXS.0.S10./
IF(XSP.GE.(1I.)) XSP=-1*05
- A~Xz-S0RT((t1ST-I* /H,1.0)
IF(XO*GE*(-I*)) XOz-1.-O.001
10 XOX-(S-o/-IX)/2*QTk*2l)
IF(XOGE.(-l.)) XOx-I.-0*01
HSxl.*B*FI (XO)
IF 'A8S(IS-HST)oGT.tO.1)) 60 TO 10
X~sAINT (X0*10*)/10.
H(1)sl*#B*FI (XO)
IF(NRITE-.EQ.l) GO TO 90
WRITE46980). XOH(1)
90 IF(XO*GE.(-1.l )IGO TO 65-
TC(l)zrl
X(1)=XO
MzO
N=O
K=0
J=1.
H(J)=l(J)l
J PH=12 -1/H(J)
Al:-2.*PI,/5...CP/3.*2.*Ul/3.
A2='-Pt/IO.,SP/6..IJ/3.
IF(M.E(J.11 GO TO 40
IF(IK.EQ* 1) GO TO 60
22 AASxAA -
25 YxO*
SUMSO.
DO 30 K=199
VIST(K)=EXP(BETA*vT(,)
VSG(K)36.*(PH*Y)*2,l2.*PHIY*(S-3.*PH),(SP-3.*PI)*
SUM=SUM.VIST lK)*VS U(K)
30 Y=Y.0.125
TGLz:(SUM-VIST(1)*tVSO(I)/2.-VIST(91*VSO(9)/2.)*0.l2S,
11=B*e2.OM/QC.IGL/H(J)/2.
IF(N.EQ.l) G0 TO 50
AA=(8J-82)*6X/2.*AA
.X(J)=X(J)tDX/2,,
60O TO 2G
306
[1 40 TC(J)=(AA/H(J)-A2)/Al
N= 1
GO TO 25
50 N=O:-
-AA=(B1-2)*DX.AAS
6O TO 70
65XX-1.J
TT=1.
~ :"; 70 CONTINUE
6IF(NRITE.EQ.1)l GO
WRITE(6980) XXTT
TO 95
80 FORMAT(4EI4.4)
95 CONTINUE
RETYJ'N
END RC
*DIMEJSIO G(3tG()A37iFT(13?7tZ7*?tZ-.
COWO KIKC ,KGiftAKO.KKBKIEKF.KIt'R.NW
COMMON RX1,RX2,RY1,RY2,RMS1,RMS2,E1,Eaev1,V2
COMMON CON4S1lCONSZ-,CPS1,CPS2RiOS1,.RHQS2,WT,1EM19u29,u.
~'COMMON VISALftBET.GAMCONFCPFIHOFPSVPSTAR.
.4 COMMON AFA98rA'9iiMAA,~,AM9SLIP# RXPRYPEPQMCONVD(2Y~,COM.,AHZ,
.4 1PHZqWBAR.UBARPHZE.GG*EDOWB0A 9WW
COMMON FCOE.EBARFEETFEES.HMINSPFILMABARSHM
COMMON EPSTEPSRDDT- ,.TWFI1TRDUITT.NRITE
COMMON XH(50),HE(50)-,i'50),T(50),TI(250)F250)SiS(56)
>1 1 0.01359
f)ATAFTN()91=113)/*000290*0.79 OVItv.0*00239 0.006?9
0.021, 0;9379 0.046, 0.0529 0.0615, 0o0685q'0.;0775/
DiATA(FTN(1),I=1 4,26 /0.9000,79'0,0029 0.00399 0.00659 0.01500
IATo(.0N21 ,I=53,0.04290.0959 005, 0.049, o90030.,0.048/

1 0.0549 0.035, 00,5 0.0635. 0.06 9 00259 0.0775 .'S
DATA(FTN(I).I=66,78) /-0.0215, 0.0127 0.037 00417 ,0.075
1 0.051. 0049 0.06,A055 0.06 0.066 7 00719 00775/
DATA(FTN(I),1=5991)/09 / 0.025. 0.0349 0.04, .0.045, 0.0589
1 0.054, 0*05659 062, 0655 006759 00719 0074. .07/
DATA(FTN(I)91=69,10)/0 /000.02159 0.00129 0.0029 00065, 004759
1 0.019 0.0369 0.046, 0.059 0o06459 0072 0079,7/ 5
DATA(FTN(I)91=710,)/0. 000259004, 00065 0035 0024,
1 0.0289 0.043590.02) 0.0559 0.0659 007, 0.07/0075
DATA(FTN(1),1118,0)/ 0002700081 0.014 ,02 0.00 002'9
1 0,059 0039 0.0,51. 0.05759 0.06590.068, 0.0757/07

DATA(FTN(1)91I3,130)/ 000279 00501 0025 0.04, 0.04 ,
1 0.0445, '0054#0.06, 0.064, 0.069, 0.0739 0.077/
307-
DATA(FrN(I)91=14491S6)/ 0.0129 0.02259 0.029. 0.034b, 0.043,
1 0.0489 0.0529 0.0599 0.0639 0.0669 0.070. 090739 0.077/
1 0.056s 0.0619 0.064. 0.0679 0.07159 0.0759 0.077/

DATA(F7NCI),I=1709182?)/ 0.021. 0.03359 0.041. 0*04559 0.053,
1 0.0569 0.0599 0.064. 0.0689 0.07, 0*.0739 0.0769 0.077/
LATA(FTNCI) .I=183.195)/.000169.00055,0.001190.0019.p 0.0058.0.011,t
1 0.018. 0.033. 0.0429 0.0489 0.06, 0.0689 0.075/
OATA(FIN(1),.=157,169)/ 0.019, 0.03?.
DATA(FTN(1),I=1969208)/.00079.00219 0."039,
0.00439 0.0415
0o007. 0.05,0.054.
0.015. 0.0239
1 0.0Z7o 0.039. 0.0469 0.0529 0.0629 0.07. 0.075/
OATA(F7N(D1).=209o2?1)/ 0.0018. 0.00539 0.01. 0.Olb, 0.0255,
1 0.034, 0.037.o 0.048. 0.0549 0.0589 0.06 0.073, 0.075/
DATA(FTN(I)*1=2229234)/ 0.00469 0.011. 0.018. 0.0249 0.0379
U 0.0399 0.044, 0.0525. 0.057, 0,061o 0.068, 0.074. O.07b/
DATA(FTN(1U.I=2359247)/ 0.0082. 0o0I7. 0.0259 0.03. 0.0429
10.0489 0.052o 0.06. 0.064, 0.066. 040709 0.074, 0.075/
DATA(FTN(I),1=248*260)/ 0.015, 0.026. 0.034. 0,04. 0.049.
1 0.054.0.058. 0.063, 0.0679 Qo0699 0.0739 0.075# 0.07b/
DATA(FTN(DI).=2619273)/ 090189 0.0289 0.0369 0.043, 0.052.
1 0AO579 0.06, 0.065, 0.068. 0.07. 0.074, 0.0759 0.075/
~DATACFTN(I)ol=2749286)/*00015go000469*0019 0o0017. 0.005.t 0.01.
1 0.0169 0.034. 0.04. 0.046. 0.059. 0.067o 0.073/
DATA(FTN(I),Iz287o299)/0.00064,0.002. 0.00399 0.00649 0.015.
1 0.021. 0.0269 090399 0.046. 090529 0.062. 0.068. 09073/
DATA(FTN(II1=3009312)/ 0.0017. 0.00489 0.0099 0.014, 0.025,
I 0.031. 0.036. 0.047, 0.0539 0.05?. 0.0659 0*069b. 0.073/
OATA(FTN(1)91=3139325)/ 0,0439 0.01. 0.017, 0.023. 0.033.
1 .0399 0.043. 0o052. 0.0589 0.061. 0.066, 0.07. 0.073/
DATA(FTN(I).I=326.33d)/ 0.0078. 0.016. 0.0249 0.0299 0.04,
1 0.0'.6; 040!51* 0C0579 09062. 0.0649 0.068. 040719 0.073/
DAIA(FTN(I).I=339,351)/ 0.01459 0.0249 0.033. 0.0399 0.048,
1 0.0539 0.056. 0.0629 0.066. 0.067. 0.07. 0.0729 0.073/
O)ATA(FTN(I).I=352.364)/ 0.016. 0.027. 0.03559 0.041. 0.0!>29
1 0.0569 09059. 0.0649 0.061. 0.068, 0.071. 0.073, 0.073/
DATA(FTN(1),I=3659377)/o0001,.00027,.00055,0.0009,0.00299
1 0o0059. 0.019 0.0259 0.03b. 0.043# 0.054. 0.062. 0.068/
DATA(FTN(I),I=378,390)/.00044..0013,0.00269 0.0044. 0.012.
1 0.018' 0.024s 0.036, 0.044. 0.048, 0.0579 0.063. 0.0b8/
DATA(FTN(1)9I.=3919403)/0.0019 0.00299 0o00569 0#0099 0o01859
1 0.02559 0.03. 0*0429 0.04859 0.053. 0.06, 0.0649 0.068/
DATA(F7N(1),1=404.q#16)/0.0015, 0o0045o 0.00859 0.013. 0.0249
1 0.032. 0.036. 0.041. 0.053, 0.057o 0.063, 0.0659 09068/
OATA(FTN(I),147'429)/0.U038o 0.0093. 0.01559 0.021. 0.032.
1 0,038. 0.042o 09052"o 0.0569 0.06, 0.0649 0.066, 0.068/
UATA(FT'a(I)91=4309442)/0.00889 0.017. 0.02459 0.03,'0.049
*I 1 0.465. 0.051. 0.058. 0.061.0.063. 0.0669 000679 0.068/
OATA(FTN.(1.I1=443,4'55)/0.0129 0.022. 0.02959 0.0359 0.0455.
1 0.-051o,0.055,o 0.06 19 0.0639 0.0659 0.067, 0.068.9 0.068/
LATA(FTNI) .1=45694(58)/.000059.000149.00027,o00045go00149
1 9.0b279 0.0046o 0.0139 0.0239 0.0299 0.0424 0.0529 0.055/
DA(FTN(I) .1469,481)/o00012,.00042..00085,0014..00449
* 1 0.008*4. 0.0139 0o.245, 0.032.o 0.037o 0.0455, 0.0539 0,055/
DATA(FTN(r),I=482,49)4)/.0004,.0012, 0.00249'0,004. 0.011.
1 0.017. 0 0239'0.03,459 0.0399 0.04259 0.048, 0.05359 0.055/
D*ATA(FTNII).1=4959501l/0.00159 0.00429 0.008. 0.012. 0.0239
0.0o29. 0.033. 0.0395. 0.0439 0.045, 0.050. 0.05359 0.055/
OATAtFTNi1).' 1 =5089520)/0.00349 0.00849 0.014, 0.01959 0.039
'0.0369 0.04, 0*0469 0.048. 0.049. 0.051.p 0.054. 0.055/
A1A (FTNLI)1 1'521 ,953)/0.0056-P 0.013. 0.02, 0.0269 0903759
**1 0.042. 0.'045. 0.0499 0.05. 0.052") 0.05O25, 0.054, 0.0b5/
- - I 368
DATA(FTP4(I),I=5349546)/0*00719 0.0159 0.0239 0.03, 0.049
I 0.045. 0.048, 0,051. 0.0529 0.053. 0.0549 0.055. 0.055/
DATA(FTN(1).1=5479559)/o00003,.00009,.00018,.0003..0009.
1 0.00199 0.0039 0.009. 0.016. 0.023. 0.037. 0,045. 0.051/
- DATA(FTN(1) .I=560.572)/,00019.00026..00058..0009..00299
1 0o0057. 0.00929 0.021. 0.0299 0.0349 0.041. 0.041. 0.051/
DATA(FTN(I).1=5739585)/.000259.00074.0.0015. 0,00249 0,00129
1 0.013. 0o018. 0.028. 0,035. 0.039. 0*045. 0.048. 0,051/
DATA,(FTNII)tI=5869598)/0.000549 0.0016. 0o00339 0,0052. 0.014,
1 0*0229 0.02659 0.0359 .04. 0.042. 0.04659 0.049. 0.051/
DATA(FTN(I)91=599q611)/0o0013v 0.00369 0.0069. 0.011. 0.023.
1 0.029. 0.03259 0.03959 0.0449 0.0469 0.0485. 0.050. 0.051/
4 DATA(FTN(I),I=612.624)/0.0015. 0.041. 0.008, 0.0129 0.02359
1 0.0294 Bl-011. n~A 4-1h 0.04659 0.0499 0.05059 0.051/
DATA(FTN(I).1=625q637)/0o00189 0o00529 0.00949 0.014. 0.02559
B -- 1 0.031. 0.0359 0.042. 0.0459 0.047. 0.05. 0.051. 0.051/
DATA(AG1(I),I=1913)/1.E-89 3oE-8. 6.E-89 I.E-7. 3.E-79 6.E-7.
I 1.E-69 3-E-69 6.E-69 I.E-S. 3-E-59 1.E-49 1.E-3/
DATA(A62(1).I=197)/5.E-79 1.E-6. 5oE-69 I.E-5. 5.E-59 SoE-49 1.E-3
OATA(A63(I)q1=197)/13o329 15.2. 17.8. 19.. 21.19. 27.139 100*/'

20 FORMAT(///)
f
WRITE (NW920)
j TEPP=TEMI/546.-1.
VIS3=VIS*EXP (BTA*TEMP)
ALF3=ALF+GA#4*TE1MP/TEM i
OM3=QM/V IS*VIS3*T EM /546.
FEETT=FEET
FEEST=FEES
QMT=QM
QM=SM3
BTAT=BTA
BTA=BTA*TEM 1/546.
f AFA=AFA/ALF*ALF3
CALL FTFS(FEETgFEES)
IF(NRITE 5.0.51 O 0
50WRITE(NW931) 61. 62, 3, VIS3 ETFE~VI39M
30 FORMAT (8E411G.) .. 4 2,1..1 3E2561VSZ 25
501 IF(G1.EQ.0.S3/VIO)TOo*AF
245*Oo/ETTFE
1IF(62.EO..) GO TO 245
62=10VI*U-l*2BT(4.EM)8*CN*7/30
IGAGI(3))40.0.
IF(NRTE)
595309
60 UZ(I.J)=FTN(13*ItJ)
GO TO 100
70 UZCI.j)=EXP(ALOG(FTN(1.1.J) )*(ALUG(FTN(2,IJ) )-ALOG(FTN(1.I.J) ))/(
IALOG(AGI(2))-ALOG(AGI(1)))*(ALOG(Gl)-ALOG(AGI(l))))
100 CONTINUE
DO 200 K=197
IF((;3-AG3(7)) 1409160#160
140 IF(G3.LT.AG3(l)) GO TO 170
CALL TLu(G3,VZ(K)9AG3,LeZ(jvK)v7)
GO TO 200
(160 VZ(K)=UZ(7*K)
GO TO 200
170 VZ(K)*UZ(1.K)-(UZ(2.K)-UZ(1.K) )/(AG3(2)-AG3(l) )*(AG3(l)-G3)
IF (VZ(Ku.LEsO.0) VZcI~z1.E-5
200 CONTINUE
IF(G2-AG2(f)) 2049206.206
20'. JF(62*LT.AG2(l)) GO TO 207
CALL TLUG(62#Fik3tAG2*VZ*7)
GO TO 210
206 FR3=EXP(ALOG(VZ(b)).(ALOG(VZ(7))-ALOG(VZ(6)))/(ALOG(A62(7))-ALOG(A
162(6 ))(ALOG(62)-ALOG(AG2(6))))
GO TO 210
207 FR3=IXPALOGVZ(2))(ALOG(VZ())-ALOG(VZ(2)))1v(ALOG(AG2(l))-ALOG(A
IG2(I))*ALOGG2)AL~bAG2()*)
210 IF(NRITE) 20b.205924.0
205 wRITE(Nw*2) FP3
2 FORP4AT(5t' FR3=oE12.5)
5 FORMATC7F9S.)
WRITE(NW95) UZ
WRITE(NW95) VZ
240 FCOE=ALO(G(FR3)-0.149*(ALOG(THEIA)-ALOG(30.))
FCOE =E xi A COE)
GO TO 250
245 FCOF.=0.
250 CONTINUE
RETURN
END
SUBRWOUTINE TLU(Ao89C.IJ.N)
C LINEAR INTEkPOLATIUN ROUTINE
C A= INDEPENDENT VAkIAHLE
C d= DEPENGENT VAPIAHLE (ANSWER)
C C= INflEPENULENT TAHLf
C U= DEPENDUENT TABLE
C N= NUMBEW OF POINTS IN TAtBLE
c INDEPENT TAB3LE MUST 8E SORTED. EITHER ASCENDING OR L)ESCLNDING
DIM4ENSION~ C(iJ.DC1)
IFIN-1) 1.293
1 8=0.
GO TO 100
2 H=D(l)
Go TO 100
3 1L1,
MU=N
8 IF(MU-MLI) /I5*i59
9 M=(MU*ML)/2
IF (C(l1)-C(2))I11.2.10
10 IF(C(M)-A)13912914
11 IF(A-C(PMfl13912,14
12 B=D(M)
GO TO 100
13 MU=M
600TO8
310
14 MLzM
60 TO 8
15 BzD(ML).(D(NU)-D(ML))*( (A-C(ML) )/(C(MU)-C(ML)))
100 RETURN
END
SUBROUTINE TLUG(A98,C9DN)
C I LOGRITHMIC INTERPOLATION
C A= INDEPENDENT VARIABLE
C B= DEPENDENT VARIABLE (ANSWER)
C C= INDEPENDENT TABLE
C D= DEPENDENT TABLE
C N= NUMBER OF POINTS IN TABLE
C INDEPENT TABLE MUST BE SORTED9, EITHER ASCENDING OR DESCENDING
DIMENSION C(1)90(1)
IF(N-1)19293
1 8=0.
GO TO 100
2 B=D(1)
GO TO 100
3 ML=l
MU=N
8 IF(MU-ML-1) 1591599
9 M=(MU.ML)/2
IF(C(l)-C(2) )1192910
10 IF(C(M)-A)13912914
11 IF(A-C(M))13912914
12 8=D(M)
GO TO 100
13 MU=M
GO TO 8
14 ML=M 4
GO TO 8
15 B=EXP(ALOG(D(ML)),(ALOG(D(MU))-ALOG(D(ML)))*((ALOG(A)-ALOG(C(NL)))
1 /(ALOG(C(MU))-ALOG(C(ML)))))
I 100 RETURN
END
SUBROUTINE PRESS
COMMON KIKCKGKAKOKDKBKEKFKRNRNW
COMMON RX1,RX2,RY1,'RY2,RMS1,RMS2,ElE2,V1,V2
COMMON CONS1,CONS2,CPS1,CPS2,RHOS1,RHOS2,WTvIEMlU2,UI
COMMON VISALFBETGAMCONFCPFRHOFPSPSTAR
COMMON AFABTA9GMA*A9H9AMSLIP9 RXPRYPEPOMCONV,D0(2) .COMPAHZ,
IPHZtWBARUBARtPHZE,669EOOWBOA ,WW
COMMON FCOEEBARFEETFEES,-HMINSPFILMABARSHM
COMMON EPSTEPSROD7DFTWFI1TRDUITTNRITE
COMMON XH(50),HE(50),P(50)iTI50),TI(2950),F(2,50ISHS(50)
DIMENSION SUMA150)
C ESTABLISH X-H(K),
KC=9._
KG=15
KA=17
KO=29
KD=33
KB=37
KF=41
KR=41
XH(1)=-4.0
DX=0.5
KKI'=Kl,1
U 100 5b N=KK1,KK4,
311
50 XH(K)sxh(K-1) *UX
P(KA)=5.O/AFA
XH(KA)=-SQRT (1.0-(3.1416*P(KA)*0.5)**2)
DX=-XH(KA)/4.0
XH(6)=XH(53 .DX
XH(7)=XH(6) .DX
XH(8)=XP.'7) .DX*0.5
XH 19) zXh (8) DXO .5
00 55 K=10913
55 XH(K)zXXH(K-1J.OXOO.25
DXz(1.0.XH(KA) 300.S
KKAzKA-3
DO 60 K=KKAKA
60 XH(K)=XH(K-1)*DX
DXs-XH (KA),8.
KKA:KA.1
KA4 KA.4
D0 65'K=KKAtKA4
65 XH(K)BXH(K-1)*DX*0.25
XH(KA.5)zXHIKA*4) .DX*0.5
XH(KA*6)xXH(KA+5) .DX*0.5
KA7=KA. 7
DO 66 KSKA7,KO
66 XH(K)*XH(K-1)+OX
DXsO.25*(1.0-2oOOEBAR)
KKO=KO. I
.D0 70-RzKKOKD
70 XH(K)*XHCK-1)+0X'
DXu0.25*EBAR
KKD=KD. 1
KkKF=KF-I1-
DO 75 K=KKDKKKF
?5 XH(K)nXH(K-l)+DX
XII KF) .0.9999999999
IF(NRITE)779?697?
76 WRITE(tNw,2)(AH(K)#KuI.KF) -
C ESTABLISH HEMK
77 KKAuKA-l
DEXHUXH (KA-2) -XHI(KA)
DO 80 Kxl.KKA
XHKK=Xi4(K)*DEXH
TEMPuSQRT (XHKK 0*2-1.0)
80.HE(K)*I.0.B* (ABS(XHKK *1EMP)-ALOG(A8S(ABS(XHKl )+TEMP)))
DO 85 K=KAKB
85 HE(K)=1.0
KK92KB+ I
* ' DO 90 K=KKB*KF
90 HE(K)=1.0-(1.0-H4IN)*SIN(3.1416*(XH(K.-XHCKB) )/(l.0-X&1(KB)))
IF (NRITE)92991992
91 WRITE(NW92) (HE(K)9K=1,KF)
C ESTABLISH P(K)
* .92 SUMA(1)=O0A
DO 100 Kx29KA
FK1x(HE (K-I )-1.0)/hE (K-I) **3
FK2=(HE(K)-.)/4E(K)**3
100 SUMA(K)=SUMA(K-1).(FKI.VK2J*0,5*(XH(K)-XH(K-1))
P(1)=0.
DO 105 K=29K.
P(K)=AL06l(.0-SUA(K)/SUMA(KA)*(.O-EXP(-AFA*P(KA))))/AFA
-- 312
105 P (K)=-P (K)
P12=0*63662
KKA=KA. 1
DO0 110 K=KKAKD
ii110 P(K)=SQRT(1.0-XH(K)**2)*PI2
P(KD)=PI2*SGRT(1.0-(IoO-2.0*EBAR)**2)
PBB=PI2*SQRT(1*0-(I*O-EBAR)**2)
KKD=KD'1
KKB=KB.1
DO 115 K=KKBoKF
-Fl=-PB8lv((1.0XH(K-1))/EBAR)**2,PI2*SQRT(1.0-XH(K1I)**2)
F2=-PBB*((1.0-XI1(K))/EBAR)**2,PI2*SQRT(1.0-XH(K)**2)
115 WS=W5.(Fl.F2)*05*(XH(K)-X1(,K-1))
SUM4=0.0
SUM5=0*0
DO 120 K=KKDKB
Fl=( (XH(K-1)-XI4(KD) )/EBAR)**2
F2=( (XH(K)-XH(KD) )/EBAR)**2
F3=P(KD)*(1.0-Fl)-PI2*SQRT(1.0-XH(K-1)**2)
F4=P(KD)*(1.O-F2)-PI2*SQRT (1.0-XH(K)**2)
SUM4--SUM4,(F1,F2)o.*5*(XH(K)-XH(K-1))
120 SUM5-SUM54(F3,F4)0.5*(XH(K)XI(K-1))
l(KB)=(W5-SUM5)/SUM4
Do 125 K=KKDtKB
125 P(K)=(P(KR)-P(KD))*((XH(K)-XH(KD))/EBAR)**2.P(KD)
F ~DO 126 K=KKBKF
126 P(K)=PBB*((1.0-XI1(K))/EBAR)**2
WRITE (NW,1)
14 1 1 FORMAT(I0X 4HXBAR 6X 12HNORMLZD FILM 5X 8HPRESSURE
DO 130 K=KIKF
130 WRITE(NW,2)XH(K),HE(K),P(K)
-*2 FORMAT(3X 6(3X E12.5))
RETURN
END
SUBROUTINE STRESS
C STRESS CALCULATION FOR EHD (MODIFIED AND COMPILED ON SCI-TEK)
C REVISED FUR TIME DEPENDENT RESULTS, 2-14-69 9PN452 9 REEL NOo//13
C BASED ON ORIGINAL VERSION~ OF 4-9-64
C NSW DIAGNOSTIC OUTPUT CONTROL, NSW= 1 DIAGNOSTIC OUTPUT
DIMENSION SX(31),SY(31).TXY(31),PSX(31),PSY(31),PTXY(31)
DIMENSION AP(31),AQ(31),BP(31),BO(31),CP(31),CO(31)
DIMENSION ZU2(31)gZUO(31),OS(31)tPSZ(31)9 RTXY(50931)
DIMENSION I8UF(1000)9XARRY(31),YARRY(3I) 9Q0M)
COMMON KIKCKGKAKO.KDKBKEKFKRNRNW
COMMON RX1,RX2,RY1.RY2,RM4S1,RMS2,E1,E2,VlV2
COMMON CONS1,CONS2,CPS1,CPS2,RHOS1,HHOS2,WTTEMl.U2,U1
COMMON VISALFBETGAMCONFCPFRHOF9PSPSTAR
COMMON AFA9BTA*GMA9AB9AMqSLIPv RXPRYPE ,QM.CONVD(2),COMPAH'Zt
1PHZWBARUBAR9PI$ZEGGEDOW*BOA ,WW
COMMOh! FCOEEBARFEETFEESHMINSPFILMABARSHM
COMMON EPSTEPSRDDTFTWFIITRDUITTNRITE
COMMON Xh(50),HE(50),P(50).T(50),TI(2,50),F(250.,SHS(50)
COMMON XSTTXDEXYSTTYOEYXST(31),Y(31) ,JJFSKKFS#NTHEtNOPL
A WRITE (6,700)
JJF=JJFS
K KF=KKF S
~1 ANU=V1-
DO 20 K=KIKF
20 Q(K)=SHS(K)
NSW=2
520 FORMAT (75H-STARTING VALUE OF X INTERVAL OF X -STARTING VALUE 0
IF Y INTERVAL OF Y )
313
522 FORMAT (4XE12.5.,7XE12.58XE12.5,7XE12.5)
152 ANTZNTHE-1 -
DELAz3. 14159265/ANT
DE~i9oo/ANT
KFPI=KKF.1
KFP2zKFP 1.1
WRITE (6.512)
WRITE(692) (XST(K)tK=1,KKF)
WRITE (6.701)
WRITE (69514)
WRITE '-(692) (Y(J)q Jul, JJF)
WRITE (69701)
00 300 Lxl*JJF
YJsY(L) -
Y2uYJ*2
WRITE (698) YJ
XH7=XST (J)
UKIX7 -XH(KI)
UKF=Xk7 -XH(KF)
YKI2uY2*UKI**2 0064
YKF2xY2+UKF**2 0065
YP.KlaY2/YK12 0066-
Y2KFxY2/YKF2 0067
YUKI*YJ*L5KI/YK12 0068
YUKF=YJ*UKF/YKF2 0069
SS~P(I *UK-P(F)YUF-QKl*Y2I*(KF*YKF0070 -
SXYxP(Kl)@Y2KI-P(KF)*Y2KFQ(Kl)*YUK1-Q(KF4)*YUKF 0071
SSY.-SSX 0072
GO TO (58959)tNSW
58 WRITE(692) SSXoSXYtSSY
59 N2=KF-2005
DO 350 IaKA9N2,2 07
IIw(I1/ *007
IF(L-1) 3569355,356 --
355 ZU2(IIDXH71 -XH(1*2)

ZUO(II)=XH7 -Xh(1)
HSosl.0/(2.0*(XH(1.1)-XH'!) )'*2) 0081 -
Z~sZU(11)0082
ZOauO(II) 0083
Z13XH7 -XH(1*1)
Po=P(I) -~0085
*PlwP(I+.1 0086
P2xP(1#2) 0087
50 WRITE(692);ovZI9Z2vP0*PI9P2,HSQ
5NPOu1 0090
357 QQAz(Z2*(PO*Z1-2.64P1ltZ0).P2*Z0*Zl)*HSQ. 0091
00OQxz(PO(Z1,Z2)-4.0*P1*Z1,P2*(ZOZ1))*HSO 0092
QQC2(P0-C~o0'P1.P2)*HSQ 0093
GO TO (52953)ONSW
52 WRITE1692)QQA*QQBPQQC
53 GO TO (3589359)9 NPO 0096
358 AP(II)00QA 0097
OP(II)SQQB 0098
CP(II)xQgc 0099
PozO(I) 0100
PlzO(-I.1 0101
P2zQ(1.2) 0102 -
NPOx2 0103
Go To 357 0104
314
359 AG(11)=QQA 0105
'1 0QD=)QQ0 0106
CO(I1)=QQC 0107
356 AI=AP(II) 0108,
CI=CP(JI) 0109
CY2=CI*Y2 0110
AP3Y=A1-3*0*CY2 0112
AP2Y=AI-2*0*CY2 01
APY=AI.CY2 0113
AI=A(11)0114
CI=CQ(II) 01
CQY2=CI*Y2 0116
A03Y=AI-3.0*COY2 01
A02Y=AI-2.0*COY2 0118
AQY=AI+CQVw2 0119
Z2=ZU2(11) 0121
7O=ZUO(11) 02
I FLOG=ALOG( (Y2,Z2**2)/(Y2,ZO**2))
FTANATANi (Z2/YJ)-AIAN (ZO/YJ)
CP1=CP(JI) 0124
CQI=Co(I1) 0125
BPI=BP(I1) 0126
801=80(11) 0127
UY= (Z2-ZO) *YJ 0128
u3Y=3 * 0uY 0129
UU2=2.O (Z2-ZO) 0130
U2Y2=Z2**2-L0**2 0131
YAN=YJ*F TAN 0132
YV=JFO 0133
aOG=YJ*YLOG 0134
GO TO (55956)oNSW
55 WRITE (6,2)AP3Y.AP2YAPYAG3YA,2YAOYU3YUU2,UZY2,YTANYLOGY2LOG 01
56 SSX=SSX-CPI*U3Y-AP3Y*FTAN-PI*YLOG(HQIUU2CIU2Y2-3.08QIYTAN 0137
1,AQ2Y.*FLOG) 0138
SX=X-P*TNCIYLGCIUYA3*TN81YO 0139
350 SS'=SSYCP1*UY-APY*FTAN-B0I#YTAN-CI*Y2.OG -0140
SX(J)=-SSX*0.3175 0141
SY(J)=-SSY*0.3l75 0142
TXY(J)=-SXY*0.3175 0143
SHEA(0.5iSX(J)-Y(J)))2+TXY(J)2 0144
315
fill PTXY(J)uSQRT (SHEA)
53x(SX(J)*SY(J )Qe5 -0146
PSA(J)sPTXY(J)*S3' 0147
PSY(J)aS3-PTXY(j) 0148
PSZ(J)*(PSX(J)*PSY(." u*ANU
OS(J)=SQRT ((PSX(j) -ISY(J)) 0**(PSX(J)-PSZ(J))**2.(PSY(J)-PSZ(J)) 0150
10*2)/3*0 0151
WRITE (6910)
WRITE (6,12) XST (J),SX(J) SY (J),IXY (J).PSX (J),PSY(J) ,PSZ(U) ,PTXY (J),
105(J)
ANG2=Oo
D0 410~ MMUINTHE
S199SIN(ANG2)
* CO9wCOS(ANG2)
RTXY(JMM)s0.5*(SX(J)-SYCJ) )*SI4.TXY4J)*CO9
10 ANG2*ANG2*DELA
* ~ RITE(69518)DEG
WRITE' (69.2) (RTXY(J9MM),MMzINTHE)
WRITE (6914) -
400 CONTINUE
ANGL*O.
GO TO (3009602)*NOPL
602 NKTz1
603 D0 600 T1.KKF
IF(NKT-1) 604.6049600
604 XARRY(I)xXST(I)
600 YARRY(I)*RTXY(I9NKT)
XARRY(KFP1)aXSTT
XARRY (KFP2) aXDEX
YARRY(KFP1)*YSTT
YARRY (KFP2) UYOEY
IF(NKToNE*I). GO TO 530
CALL'PLO7S(IUuF*100.2)
CALL PLOT.(0*090959-3)
CALL AXIS(090,090,IOHUISTANCE-X,-10,5.0,0.0,XARRY(KFP1) ,AARRY(KFP2
CALL AXIS(0.0.U,0921HSHEAR STRESS SIGMA-XY,21,6.0.90.QaYARRY(KFP1)

19YARRY(KFP2))
CALL SYMBOL(Oo5909014929t VARIATION OF SHEARING STRESS90*0929)
530 CALL LINE(XARR~Y9YARRY9 IKKF91919NKT)

APsAP-&.a
CALL SYMBOL(0o5,AP,0o149NKTv0*0,-I)
* CALL SYt4SOL(999oAP,0*1492H= 90.092)
CALL NUMBER (999.999.,O.149ANGL90,092)
CALL PLOT(0*90..-3)
IF(NKT-NTHE) 61095609560
610 NKTUNKT.*1
ANciLzANGL*DE3
GO TO 603
560 CkLL PLOI(12.090*09999)
GO TO 300
300 CONTINUE 0155
RETURN
I FORMAT(72H
2 FORMAT( 6E14*5)
4 FORe4AT(15IS)
8 FORMAT (5X2HY=*IXE12*5//)
10 FORMAT (5A3HXST.8XZHSX.8X2HSYSX3HSXY,7X3HPSX,7X3HPSY, fl,3HPSZ,6X4HP
1TXY#7X2H0S)
316
12 FORMAT(12(IXF9.5))
14 FORMAT (IN//)
500 FORMAT(14H POISSON RATIO)
Z
502 FORMAT (3511 KF JJF NC KKP NTHE NGPL
504 FORMAT(34H DIMENSIONLESS NORMAL LOADING QK)
506 FORMAT38H DIMENSIONLESS TANGENTIAL LOADING P(K))
508 FORMAT(37H DIMENSIONLESS WIDTH XH(K)
512 FORMAT(37H ARRAY OF X-COORDs FOR STRESS CALCU.
514 FORMAT(37H ARRAY OF Y-COORD* FOR STRESS CALCU.
518 FORMAT(23H SHEAR STRESS AT EVERY9F1O.5,8H DEGREES)
700 FORMAT(///)
'71FORMAT(/).
\SUBROUTINE
END
AREA(EBARHMINSPFILMA8AR)
DIMENSION HH(5I)vFH(51)
II KS=9
,Cl=l./SQRT(2o)
IF(SPFILM) 10911911
10 FHO=0.5.0.5*ERROR(ABS(SPFILM)*Cl)
GO TO 12
11 FHO=0.5-0.5*ERROR(ABS(SPFILM)*Cl)
12 ABAR=0.50 (2.'-EHAR) *FHO
FKS=KS
DO 20 K=1,KS
TEMPO0.5*ERROR(ABS(HH(K) )*Cl)
IF(HH(K) )14415915
14 FI(K)=0*5*TEMP
GO TO 20
15 FH(K)=095-TEMP
20 -CONTINUE
DX3=(EBAR/(FKS-1*))/3.0
KKS=KS-2
DO 3.0 K=19KKS92
30 ABAR=ABARDX3*0.5*(FH(K),4.0*FH(K,1),FHiK.2))
RETURN
END
FUNCTION ERROR (X)
E=1 .0/(1.040*3275911*X)
S=(((((0.940646070*E)-1.287822453)*E.1.25969513)*E-0.2521'28668)
1*E+0*225836846)*E
S;$*EXP (-F )*1.128379161

E ROR= .0-S
RETURN
END
SUBROUTINE FTFS (PITtPHIS)
REAL N1'N2
DIMENSION AQM(11),AIPHA('3),BETA(3),FAB(1i,393),tU(393),V(3),
182(59393).GAA(4),C(4),NI(4),N2(4),W(393),AX(3)UM3(5)
COMMON KIKCKGKAIKQIDOKI3KEKFKRNRNW
COMMON RX1,FA2.RY1,P'Y2,RMS1,RMS2,E1,F2,V1.V2
COMMON CONS1,CONS2,CPS1,CPS2RHOS1RHOS2WTTMi4~,,2,UI
COMMON VISALFBETGAMCONFCPFRHOFPSPSTAR
COMMON AFA98TA#6MA9A,~qAMSLIP9 RXPRYPEPQMCONVD(2),COMPAHZ9
1PHZ9WBARiU8ARqPHZE,G.EDOWqBOA ,WW
COMMON FCOEEBARFEETFEES.HMINSPFILMABARSHM
COMMON .EPSTEPSRDOTFJWFI1TRDU,ITT .NRITE
COMMON XH,(50),HE(50).P(50).T(50) TI(2950).F(2,5O).SHS(50)
DATA (8ETA(1)9I=1,3)/0.35,0&5,0.75/
317.
LIATA /(ALPHA(I).I=1,3)/15.71923.564,312419/
DATA CFAB(ljI=1911) /1.0..99..98..96..939.899.8,.129.629.479
1 .36/
DATA (FAB(I)9I=12922) /1.0..989.969.949,.986..78..65..539.379
2 .27/
DATA (FAS(I),i=23933) /1...99..98,.939.89..81..66,.56,.44,.3,
3 .221
DATA (FAS(I).=34944) /l.,.99,.98.95,.9..86..77,.679.57,.449
4 .34/
DATA (FAB(1)9I=45955) /1...979.95..929.87..81..7,.6..479.329.22/
DATA (FAB(1)9I=56966) /I...979.94,99.849.76..62,5,369.24,.17/
Zx DATA (FAB(I)oI=67977) /1...98..96..93,9..84..759.66..569.439
5.934/
DATA (FA8(I)tI=78,88) /1.,.98.9S95 ,.985,.78,.66,569.459.319
6 .21/
DATA (FAB(I)91=89999) /1...98,.949.89,.82,.74..59,.46,.35,.23,
7 .15/
DATA(82(1)9I=195) /0.,0o,0.,47*5*107o8/
DATA(82(I)91=69l0) /0.,3*6912.8,48.8,75o6/
DATA(B2(1) .1=11915) /0.93.95912.4940e79.5I.4/
DATA(B2(I) .1=21925) /0.93.78.11*4.1796.26.S/

BATA(82(1)91=26930) /Cov4o3498*2930*192596/
DATA(02(1) .1=31935) /0.9..4.1912*9925.6/
DATA(02(1)tI=36940) /O.98.3#12.49I3.75q20.9/
DATA(02(1),1=41945) /O.,4*6912.0919*4919*5/
DATA(GAA(I)qI1.4)/5*.2.,1...5/
DATA(C(I).1=1.4)/1.62591.56.1.415.l32/
DATA(Nl(l).11.94)/.74..7369.7259.688/
DATA(QM8(I),1=1.5)/0.0.0.5.1.0.5.0.10./
DO 100 I113
DO 100 J=193
IF(GN.LEoAQM(11)) GO T0 20
U(I.J)=EXP(ALOG(FAB(11,ItJ) )-(ALOG(FAB(I0,1,J) )-ALOG(FAS(I1.1.J)))
1/(ALOG(AQM(11)?-ALOG(AOM(10)))*(ALOG(QM)-ALOG(AQM(Il))))
6O TO 100
20, CALL TLU(ON.U(I.J) ,AQM.FAB(1,I.J),I1)
100 CONTINUE
AVl~sAFA*100000./P1Z
ALBTzBTA/AFm
IF(NRITEoNE.0) GO To 101
50 FORMAT(8E12*4)
WRITE(NW950) ON.AFI4.ALBT
101 DO 200 KxI,3
CALL TlU(ALBTV(K).BETA.U(I1.K)93)
200 CONTINUE
CALL TLU(AFMXFABoALPHAoV,3)
Do 300 11=193
DO 300 JJ=193
IF(ON.LE.014B(5)) GO TO 30
W(1IJJ)=EXP(ALOG(2(5!IJJ))(ALOG(B(5Ii.JJ))ALOG(32(4,Ii.J
IJ)) )/(ALOG(OMB(5) )-ALOG(QMB(4) ))*(ALOG(OM)-ALOG(QM815))))
G0 TO 300
30 CALL TLU(ONW(IIJJ).QMB,82(1,II.JJ)95)
300 CONTINUE
DO &00 KKki#3
CALL TLU(ALBT*AX(IKK),IETAgW(1.KK)93)
318
400 CONTINUE
CALL TLIJ(AFMX12*ALPHA9XA,3)
CALL TLU(I3OA9XCvGAA9C,4)
CALL TLU(HOAgXN19GAAtN1.4)
CALL TLIBOAgXN2.GAA9N294)
IF(BOA*GJ.5.) PHIS=J.
IF(BOA.GT.5,) GO T0 450
P4IS=(XC/C(1) )*( (UBAR*GG)**(XNI-N1 (1)) )*C(PHZE*(3,i41l,9/2.) )**(
IXN2-N2(I)))
450 PHIT=XFAB*(1..(-.1*SLIP))*(.-X82P1ZE)
1010 FORMAT(//,1A,3HF =qE12o5)
1011 FORMAT(1X94HO2 =gE12'.5)
1012 FORNAT(1X,3HC =9E12.5)
10123 FORMAT(1A,4HN1 =9E12.5)
1014 FORiMATC1Xv4HN2 .=9E12.5)
RETURN
END
319
APPENDIX VIII
CALCULATION OF FRICTIONAL FORCES

AT A BALL-RACE CONTACT COMPUTER PROGRAM
All the calculations mentioned in Section IV-B are included in the computer
program BALFTN. In addition to calculating the frictional forces and torque
at a ball-race contact, it provioes the option to compute the derivatives of
forces and torque with respect to speeds and load. With the aid of Fig. VIII-
1, where a ball-race contact is shown, the instruction for input cards and
the description of output data are given below.
VIII-l. INPUT INSTRUCTION
Card 1 Read NGLG, IDY, NDV

FORMAT (LO5)
I NGLG = I Speed input will be linear velocities.
= 2 Speed input will be in terms of angular veloci-
ties of ball and race.
IDY Number of strips across the major axis of the
contact ellipse. 40 is recommended.
NDV = I Only frictional forces and torque will be calcu-
lated. Forces acting on each strip will be ..
printed out.
= 2 Derivations of forces with respect to speeds and
load will also be calculated. Forces on each
strip will not be printed out.
Card 2 Read R. RG, Ri, W2, WR, WL, WS

FORMAT (8EI0.3)
If NGLG = 1, this card should be omitted.
R = radius of ball in inches.
RG = radius of race groove in inches. It should always be
negative.*
RR = radius of race in inches, positive for inner race and
negative for outer race.
W2 = angular velocity-of race in rpm, used to calculate
rolling velocity of race; ur = IRRJ - W2 - 60
_1
WR = rolling angular velocity of ball in rpm, used to

2Tr
calculate rolling velocity of ball, u = R WR - 60
WL = sliding angular velocity of ball in rpm, used to
calculate lateral sliding velccity of ball,
v=R'WL---
60'
WS = s in Fig. VIII-l, spinning velocity of ball about
z-axis in rpm.
I/ 320 /
r/
Card-3 Read R, RG, RR, Ul, U2, VI, WS
FORMAT (8E10.3)
If NGLG = 2, this card should be omitted.
R, RG, RR = have been explained in the instruction for
Card 2.
Ul = u in Fig. VIII-1, velocity of ball in the rolling
direction x, in in/sec.
U2 = ur in Fig. VIII-I, velocity of race in x-direction,
in in/sec.
Vl = v in Fig. VIII-l, lateral sliding velocity of ball,
in in/sec.
WS = Ws in Fig. VIII-l, spinning velocity of ball about
z-axis, in rpm.
Card 4 Read ALPHA, BETA, VIS, FK, WT, T!

FORMAT (8El0.3)
ALPHA = v, pressure-viscosity coefficient of lubricayt in
the viscosity function p = ,Lo eQ + 1I(T - To) in
in2/Ib.-
BETA = 01, temperature-viscosity coefficient of lu~ricant
in the above viscosity function, in OF.
VIS = 90' viscosity of 2 lubricant
. at inlet temperature
TO) in ib-sec/in
FK = thermal conductivity of lubricant, in BTU/F-hr-ft.

WT = P in Fig. VIII-1, normal contact load, in lb.
TI = inlet temperature, in OF.
Cird 5 Read EB, ER, SB, SR

FORMAT (8EI0,3) 2
EB = Young's modulus of elasticity of ball, in lb/in
ER = Young's modulus of elasticity of race, in lb/in 2 .
SB = Poisson's ratio of ball.
SR = Poisson's ratio of race.
Card 6 Read DU, DV, DWS, DWT

FORMAT (8EI0.3)
If NDV = 1, this card should be omitted.
DUI = 1/2 6u, where nu is the increment in u (rolling
velocity of ball) to calculate derivatives with
6F 6F
respect to u, e.g., 6u - u, in in/sec.
DV = 1/2 6v, where Av is the increment v (lateral slid-

ing velocity of ball) to calculate derivatives with
respect to v, in in/sec.
fvelocity DWS = 1/2 Aus, where &-% is the increment in w s (spinning

of ball) to calculate dErivatives with
respect to Ws, in rpm.
PWT= 1/2 6P, where AP is the increment in P (normal con-
tact load) to calculate derivatives with respect to
P, in lb.
-/
/ 321
/R R
/+
Al/
C*/
Fig. /III
ABl-aeCnat
32/
MTI9/4
II
VIII-2. OUTPUT EXPLANATION
The first section contains the write-out of the input data. Symbols
and units used have been explained in the instructions for input.
The second section includes the calculated area of contact ellipse

Jand maximum Hertz stress:
B b, semi-minor axis of contact ellipse, in in.

A = a, semi-major axis of contact ellipse, in in.
PHZ = pHZ, maximum Hertz stress, in lb/in 2 .
If NDV = 1, the next section contains details of all forces and

moments acting on each strip. If NDV = 2. this section is omitted.
The still next section represents the calculated forces and moments
acting on the ball. In each line the second number is a normalized
quantity. Contact load. P is isei as the normalizing force and the
product of the load and ball radius. PR is employed as the ,ormaliz-
ing moment.
The last section (if NDV = 1, this section is omitted) contains the
derivatives of forces and moment with respect to speeds and load.
Let Fx be the force in the x-direction acting on the ball, F the
force in the y-direction, and Mz the moment acting on the ba~l about
the z-axis:
6F
DFX/DU - 6 , *in lb-sec/in.
6F
DFX/DVS - x .in Ib-sec/r.
6F
DFX/DWS - W xs in lb/rpm.
6F
DFXiDW = P , in Ib/ib.
6F
DFY/DU = 6u , in lb-sec/in.
S6F
DFY/DV = -"V in lb-sec/in.
6F
DFY/DWS = Y in lb/rpm.
6Ws
6F
DFY/DW = 6P- in lb/lb.
323
DHZ/DU =-
Cu
in lb-sec.
6m
DAMLIDV = u ' i lb-sec.
E*1Z/DWS = 6Z , in in-lb/rpa.
6z
D&/iDW =-;- in in.
324
rC C
C
C
PROORAN BALFTN(INPbT.O)UTPUT.TAPE5ZINPUT.TAPE6ZOUTPUT)
FRICTION CALCULATION OF ANGUJLARC CONTACT BALL BEAR~ING
INPUT DESCRIPTION---
RzRAOIuS OF BALL.Ih.
PG=W.OOVE ukADJUS 04- iACE91%.
C RR=RADILUS OF RACEvIh.
L C
C
C
TJ=INLET TEMPER~ATURHE* OEG.F.
wRzINOLLING ANG. vEL. OF tIALL. mPe4.
VL=LATEkCAL ROLLING vEL. OP BAlL. RPM.
wS=SPINNING VEL. OF 6ALL. k1PM.
C
C W2=ROLLING VEL. OF iWAC~v kPM.
C UlvVl=ROLLINiG AND LA~TI'AL VEL. (IF SALL. IN/SEC.
C W=TOTAL LOA0. LBF.
C U2=.RjLLING VEL. OF oiACh. IN/Sr.L.
C VIS=INLET vISCOSIIY. LdF-StCIN**2
C ALP11A=PASSU(RE-V15COSITY LtJEF.s IN**2/LdF.
C BETATEPENATUtRE-VISCOSITY COLI-.. /OEG.F.
C FK=rTlEWHfAL CONSUCTIVIlY Of LUd1CICANT. 8fU/OEG.F-tlk-FT
DIMENSION ADA(24)qFMA(24)vAOdA(24)
DIMENSION U(3).V(3).gSS(3).wT1(i).SW()SA3)S1(3).P1Z(3).Y(60).
* IiATIO(6)FFXX(39396)jFFYY(39396).TM4(3.3.6)
COMMON t,1.62vG3.UCOE. THETA
DATA(AMGA(l)#I=I#24)/ .0.9.190.15820.76bO.U.1l0.0.59.40.4
190.570.,5.6o.tO..440.75.O.t$.8.3tO.90.O240. 9b49.90.489./
2 0.2897.D*0 7.4O#.03t4,.9.t89Ub 0b.3202O/40.9,.18

kEAtO(5.1) NR.LG*IO~vNOhf
1 FOtRMAT(1015)
IF(NkLG.E'J.1) 00 O 0~
GO TO 30
*20 READ(S.2) W99Gv.ksU1.U2#Vi~wS
30 RFAD(592) ALP11AvbLtA.VI~oFKvWT I
IF(OV.i(.3 60 TO 31
RFAU(S.2) fOU.DOV'.S.w7
U(2)U,Cj
U (3)=U1-OU
V(3)=V1-DV
-. WSS(2)=dS.DwS
4SS (3 =dS-LowS
MTT (i')=w7wT~
4TT (J)=wl-DwT
2 FORHAT('8EIO.3)
3 FOIRMAT(// 3H 9= E12.4.bA 4H1 l~b= E12.4#5A 411 Nkz E12.4)
31 WRITE(6.3) Ndot3.km~
4 FORM4AT(/ 411 UI= Ele.445), 4,H U2= EIZ.495X 4H1 Vi= L12.495A 4H1 WS= El
12.4)
ORITE(6941 ux9U2.VI*W5
dRITt(6s,5) ALPHA9t3ETA.'VIS
5 FORMAT(/ 711 ALPH1A= le1.4#5A 6H1 6LTA= E12.4.hX 1111 VISCOSITY= E12.4
325
o FORMAT(/ 6ml LOAU= c.12.495A 311 I:. E12.4)
THETA: U 1-32.) /1I.6
RYP=j I /sqI :/RG

AA=O.5c.~xP
00
D0.5*YPi
REP:! */RXP
AN4D: AA-0O) / AA.UL,)

CALL TLU(IAMD.F$.AM)AS9FAi24.)
CALL TLUIAHOAOI3,A4DAsAObA924)
DY:2?./ 10 Y
1)0 -* 1=1-3
SBII)=FP4IO.71>3.1..1bluTTII)/CAA.0O[)/EP)**O.33333
IF (NUV.EU.1) i.0 hIUt

45 CONTINUE
7 FOPMAI(// l~im ELLIrTIL AAES A= E12.49.,X Jm 6= Ele.4)
6 RITE (b.8) IiHI1

8F0AT(/ 5H P,-,/= 02.4)j
IF(NkjV.EU.2?) GOI TO 3 1
9; FOPMAT// Sx imY /A r,,"WtLtl/!N) JA 8H1'HLIPSI) 4.A 5HHdIN) 7A ZMGI 9

IX ?riG2 9A edm63 4A 1"F 7A brifA(LB) SX 6tHFYILt4) 9X 2$A YX iHH /
2 )
35 VIS3=VJS*EAP9i~lA' IT 1-06.))
HNm=.5ALP1A.f3VI
-*O.7EO*#.O3*WAt'0.43
GIT=VIb3OIALPrA/AL)*O.hI(VIS/VIS3)**O.I
G2T=VI53*e-ETA/ I8.*tK*O.2Ib) .
1=1
J: I
K: I
L~l
N: I
48 FFY=O.
FF x0.
Tm2i:O.
JFiSS.EO.O.) rO 10 4J
YS: ItJI) -Us?) /SS
GO TO 44'
'.3 Y(I)I)..OY/2.
GO TO 4.2
4.4 NN=1
326
IF4y(ft).L!.(1.-0T/2.)) G0 T0 41
y (PW) =yl;-Oy
RAT 10("04)=1..- Y M) -*2
42 yIN"* 1 =y om-JY
RAT' 1 P?#)=.- A#1 *
OWVM)LT(1) NMZP4M-
IF 1 IV.EO.2) GO TO 4.9
1#9 DO 50 M=2*W,4
vW=SwtL1 e.AT IO(sP)

H.r"UA%*.7iw**0 * I
PPKZPZ(L I St(T MAT l (64))

US=ASs(u2-u~lJ.SS *y (P))
G1=GltUr-/ppmz
62=62T*U5*2
G3=AL3*PPNZ
CALL FRCT%
FX=-FC0E*d*VY*bo(LI
IF CUCI)-SS*Y('41J .LJ.UJ2) fA=-I
FFX=FFX*FX
VFY:FFW*FY
TFX=-FX'*CP)*St(L)
TN1= Tml' Fx
TFY=-FCGfuSS*SA (Li ***AT10 (MI /3./UtpL)Y
TM2=TM2*TFY
IF (NDV.EO.2) G~o TO 5v
WRITE cb9l0J YN,,I'Lt.1L.3CEFVT~.r
10 FO.RMATC12EI1.3)
50 CONTINUJF
TM4:TMl#7M2
FFXX (I .J#NI=FFA
FFYY(19J*NU=FTFY
IF(Msv.EU.I) $0 TO 80
IF(C.$E3).R.(.Gifl~I-. ~.i1.1.ORcL.T.I1 6 10 :
Go TO 48
55 I1
IF(J.E.3).R..6.I.OkCL-Ub1i CGO Toj 56
J=J.1
$0 10 4.8
56 irl
!F((K.GE.31.OP.CL.G7.1); GO TO 57
N=N. 1
$0 TO 48
57 K1I
IF(L.CGE.3) $0 TO 58
327
80 FFFASFFXX(19191)/WT
FFFY:FF IV0*1,91)/wI
WRITE(6911) FFAA(1921).IFFrX
11 FORMAT(// 44$ FRICTION IN ThE 01I*CTION OF ROLLING (Lb.)s E120#954.
sr30.5)
12 FORMAT(/ 41$ FRI1CTION IN ItiE LATER~AL UIIfECTIOe 11.8.)z EIZ.49bx FIS
1.5)
WRITE(6912) FFYY(1.11)eFFFY
13 FORMAT(/ 26$ SP~INNING IOR~uE (IN-LB.)s E1ZS.45X FI@.b)
WRITE(6913) TMN(1.1.IhtFTN4
IF(NOV.EO.1) 60 T0 120
wRJTE(6*81. FxOU
dl FORMAT(// Z0$ OFA/Ou L(/IN/SEL)s E12.4)
WRITE(6982) FXOV
82 FORMAT(/ 20$ Oix/OV (L8/It./sEC)= C12.4)
WRITEc6t83) FXLIWw)
d3 FORMAT(/ jdh OFA/DwS (LB/5RPM)z E12.4)
WRIJE(6.84) FXDW
84 FORMAT(/ 16m OFX/Ow (LB/Lb)x E12.4)
WR!TE(6905) FYDU
8S FORMAT(/ 20H DFY/OU (LH/IN/SEC)= E12.4)
WRITE(6.86) FYOV
86 FORMAT(/ 20m DFY/Ov (Lb/lh/SEC)z E12.4)
WRITE(6987) FYOWS
87 FORMATI/ Idn DF'r/OwS (L9/hPq= E12.4)
WRITE(6988) FYOW
88 FORMAT(/ 16h DFY/LUw (Li6/Lb)= E12.4)
WRITE (6989) TODUj
89 FORMAT ( 23$ DMZ/U, (.I-Lb/1N/!SEC)=E12.4)
WRITE(6990) TMOV
90 FORMAT(/ 23'l DMZ/OV (:N-LII/IN/SEC)= E12.4)
WRITE(69911 THOwS
91 FORMAT(/ 21$ DOZOwS (lN-Lu/R'M)z E12.4)
WRITE(6992) TM~w
92 FORMAT(/ 19$ Ln4Z/Ow (IN-LB/LB)= E12.4)
120 STOP
END
SUBROUTINE FNCTN
DIMENSION AGI(131-.AG !(?).AU3().FTN(1J.1,7).UI(17).VZ(7)
COMMON G19629639FCOE*THiETA
DATA(FIN(1).I=1,13)/0.0002b.O.0007, Oo0O14. 0.0023. 0.0067t
1 0.00359 0.0219 0.031. 0.0469 0.052. 0.0615v._065v 0.0775/
OATA'(FTN(I)9I=i49Z6) /0.00079 0.002. 0.00399 0.00659.0*0150r
1 0.02 0.029. 0.042. U.04959 0.0549 0.0625. 0o069s'0.077tj/
DATA(FTN(1),I=27*J9)/ 0.0026. 0.0078, 0.014. 0.018. 0.028.
1 0.034- 0.0385. 0.04859 0.U549 0.058. 0.0649 0.0695, 0.0775/
DArA(FTN91=40952) /0.0077. 0.017.0.0239 0.027. 0.035.
328
DATA(FJNt(I)vl63v6S)/0.019.v 0.028b. 0.0340 0.037. 0.044. 0.046.
1. 0.05 * 0.056. 0.06. 0.06359 0.069. 0o0125. 0.0775/
DATAfFTft(j),13669?b1 0*O02159 0.032. 0;0379 0.0416. 0*041S9
I 0.051. 0.054. 0.06. 0.0635. 0.066. 0.01. 0.013. 0.0775/
DATA(FTtd(I)91=79991) / 0.0245.0.0349 0.04, 0.0435. 0.06,
1 0.054. 0.0565. 0.062. 0.0655. 0.0675. 0.071. 0.0749 0.0i75i
DATA(FTN(I).1z929104)/0.0002,0.0006. OoOO129 0o.U29 0.006. 0.012 9
1 0.019. 0.036. 0.047. 0.064. Oo06459 0.072. o*PnIZ
DATA(FThf11,I=106,117)/0.0006.0.002, 0.004. 0.0665. 0.016. 0.0249
1 0.028. 0.0439 0.052, 0.0S56 u.066S. 0.012. 0.07
DATA(VTId(1)91z118.130)/ 0.00279 0.0081s 0.014. 0.01 9 0.0285,
10.035a 0.0395. 0.Oblo P1.0579 0.061. 0.068. 0.0725. 0.077/
DATA(FTtII).1=131*143)/0.00669 0.0kb. 0.021. 0.0259--t.0349 0.04 9
1 0.0445. 0.054. 0.06. 0.06.. 0.069. 0.073. 0 077/
DATA(FTMII).1=144*156)/ 0.012. 0.0225. 0. 0;49 0.0345b. 0.044.
1 0.048. 0.052. 0.0599 0.0639 .06. 0.070. 0.073. 0.077/
oATA(FIN(I);I=1579169)/ 0.019. 0.032. 0.039. 0.04159 0.05,0.05..
1 0.056, 0.061. 0.0649 0.061. 0.07159,0.0759 0.077/
DATA(VTNII)9j1170.101)/ U.021. 0.0335s 0.041. 0.04559. 0.063.
1 0.056. 0.059. 0.0649 0.068. 0.01. 0.073. 0.016. 0.017/'
DATA(VTN(1) .I=183.19b1/.00016.OOO5b0.00119.0.019.0.001!8.0.011.
1 0.0181 0.033. 0.0429 0.04d. 0.06. 0.0689 0.Or/- .kb .03
DATA(FTNf1).I=196.208J/.00079.U021. 0.00439 0.0079 .01o00
1 0.027. 0.0399 0.046. 0.062. 0.062. 0.07. 0.015/
DATA(V1N(1)vJ=109.*221)/ 0.Ob1dq 0.00,3.^ 0.01. 0.016. 0.02b551
1 0.0349 0.0379 0.048. 0.054. 19.0509 0.066. 0.074. 0.015/
DATAiF7N(I).I=22223.k/ 0.00469 0.011. 0.016. 0.024. 0.0379
U 0.039. 0.0449 0.05259 0o067, 0.061. 0.068. 0.074o 0.075f
DATA(FTNfIJ.I=235v247)/ 0.0082. 0.017. 0.02S9 0.03. 0.04Z,
DATA(FTtd(j13.24bv260)/ 0.015. 0.026. 0.034. 0.04. 0.0499

I 0.05490.05dt 0.063. u.0679 0.6699 0.0739 0.07!6. 0.075/
DATA(FTN(1).J=2619273J/ 0.018, 0.028. 0.036. ii.0 43 . .02
1 0.057. 0.06. 0.066. 0.06e. 0.01. 0.0749 0.075,p 0.0-15/
DATA(FTN(I).I1=27'..486)/.00015*..06046..001. 0.0017. 0.005. 0.01.
K1 0.016, 0.0349'0.049 U.0469 Oon~ 0.061. 0.073/
DATA(FTN(IJ.1=28792 9l/0.00064.0.0029 0.00399 0o00649. 0.015.
1 0.021. 0.0269 0.0399 0.046. U0529 0.062. 0.060. 0.073/
DATA(FTN(1).I=300.31?)/ 0.0011. 0.0048. 0.009t 0.014. 0.0259
1 0.031. 0.036. 0.04.79 0.0539 0.0579 0.065. 0.0696. 0.073/
DATA(FP4d(I).1=313.42b)/ 0.0439 0.01. 0.017. 0.023. 0.033.'
.0399 0.0439 0.0'2. 0.0589 0.061. 0*066. 0.07. 0.074/
DATA(FTN(I)#j=326v338)/ 0.0078. 0.0169 U.0249 0.0299 0.04.
(0.04.69,0.0519 0.057. U.0629 0.064.. 0.068. 0*,071. 0.013/
(DATA(FTN(1)91= 199351)/ 0.0145. 0.0249 0.0339 0.0399 0.048,
0.053. 0.056 0'0629 U.0669 U.0679 0.01. 0.012. 0.073/
DATA(FIN(I)9.I- .364)/ 0.016. 0.027. 0.0355. 0.041. 0.0tbe.
1 0.056. 0.059. 0.0649. 0.0679 0.068. U01. 0.073. 0.013/
DATA(FIN(1J.1=365,3771/.0001,.00027..00055.0.0009.0.0029,
1 0*0059. 0.01. 0.025. 0.036. 0.043. 0.054. 0.0629 0.068/
r ~DATA(F7h(1.1=3789390)/.0004 4.003.0.00269 0-0044.0 0.012.
r 1 0.0189 0.024. 0.046. 0.04'.. 0.048, 0.0,p7q 0.0639 0.06S/
DATA(FTN(J)11391q403)/0.001. 0.00299 0.0056. 0.009. 0.01859
1 0.0256. 0.03, 0.0'.29 0.04.859 0.0539 0.06, 0.064. 0.068/ -
DATA(FTNCI)91=4049416)/0.00159 0.0045. 0.00859 0.013. 0.0249
1 0.0329 0.036. 0.0479 0.053. 0.0579 0.0639 0.066. 0.068/
DATA(FIN(1.I=417.429)/0.00389 0o00939 0.0155. 0.021. 0.0329
1-0.038. 0.0429 0.062. 0.0569 0.06. 0.0'.. 0.066. 0.068/
DATA ,(FTN(I) ,i=430.442)/0.0088o 0.017. 0.0245. ,0.03. 0.04.
1 0.04659 0.051. U.0589 0.061.0.0639 0.0669 0.067. 0.068/
IL
329
DATA(FT~d(DI.I439-'5,/0.0I2v 0.0229 0*02959 0o0359 0.04S5.
1 0.0519 0.OiSe 0.061. 0.0639 0*0659 0.067. 0.066. 0.068/
OAYAC(FIN(I 191=564o)/.00005..Q0014..000270.00045..0014
1 0.60279 0.0046. 0.015. 0.023. 0.0299 0.0429 0.052. 0.Ob5/
DATA(FTNt!).1=69941).000129.00042.00085.0014..00449
1 0.00840 0.0130 0.02'. . 0.0329 0.037. 0.04559 i.653, 0.0t5/
0ATA(ru.(1).I=4832..ovd/.0004.O0l2 0.0024. 0.004. 0.011.
b~ 0.017. 0.Oe3o 0.03459 0.039. 0.04.259 0.048. 0.0535. 0.065/
- ATA(FIN(I)9!'.95#5d7)/0.00IS9 U.00429 0.001s 0.012. 0.023.
1 0.029. 0.0339 0.039b. 0.04.39 0.045. 0.0soo,*0.05JS. 0.066/
DATA;FlN(I)*I=5oSd.20)/Q.00349 0.0084.. 0.014. 0.019S9 0.o0s.
1 0.0369'*0.U. 0*04.69 0.048. 0.049. 0.051. 0.05'. 0.065/
OATA(FT9N(DI.I133)/0.00569 0.013. 0*0Z9 0.0e6t 0.Q3759
1 0.04.d. 0.045. 0.0499 0.056. 0.O5et 0*0655 0.051#. 0.0!5/
DATAIFTN(IJI:9=*3.i46,)/0.0071. 0.015.e 0.023. 0.03. 0.04.
1 0.045. 0.04d. 0.051- U.0529 0.0539 0,0549 0.055. 0.055/
DATA(FIN(1).I=,'.7.65'9)/.00003..00009..00018,.000J..0009.
1 0.0019 0.00J9 0.009. 0.016. 0.0e3. 0.0s1. 0.0459 0.051/
O)ATA(F7N(I).1='0.61e/.00019.O026..00058,.000V.9.00299
1 0.0057. 0.009?. 0.021. 0.0299 0.034. 0.041. 0.0479 0.051/
DATA(FrN(I).I= 73.6)dS)/.000e~5..0007490.0015. 0.00249 0.00729
1 0.013. 0.0169 .0e~ 0.03 , 0.039. 0.04S. 0*0'.d. 0.051/
DATAIFTN(1U,1=tb.9,49S/0.000t)49 0.0016. 0.00a39. 0.005Z9 0.014.
I 0.6k2. .U.026i. 0.03:3, 0.04. 0.042. 0.04659 0.049. 0.051/
OATAtFI.N(1).I=,9.o11l)/0.0013. 0.003b. 0.0069. 0.0119 0.023.
1 0.0/9. 0.0356 0.03Yiv 0.044. 0.046. 0.04.859 0.050. 0.051/
DATA(Fl1NC1).I~bl .624)/0.0015, (J.U410 0.008. 0.012. 0.02359
I 0.0295. 0.013. 0.04. 0.044. 0.0465. 0.0494 0.0!)05. 0.05L/
DATA(FIN(I)=.n~r26,c3I)/0.001139 0.005e, OeV0949 0.014. 0.02S59
1 0.031. 0.('3to 0.042. 0.04 . 0.0479 0.05. 0.0510 0.051/
I 1.A-69 .3.t-6. 6.E-6- I.L-59 3.E-St I.E-'.. I.E-3/

I/
OATA(AG3J(1),!I.7)/IJ.s/. Ib.e. 17.h. 19.. e1.19. 21.13. 100./
IF(C.2.t'J.0.) 60O 10 e4U
On 100 1=1.1
DO 100 J=101
IF(G1-Aui(13)) ..0.60*4u
40 IF((.vI.LT.AGI(I)) GO W( 70
CALL T'j'u.LI~.~IIN1IJ.3
GO TO iou '
60 U7C!.J)=IPTNI.,.1.j)
60 It' luO
70 I*J)=t.PALOG(Pi NtlI~l-J)*ALOG(FTN(2,I9J))-ALOG(ITN(1.19J)l))/-
1ALOG(AGI(2fl-ALOG(AC,1(1fli'(ALOG(bl)-ALOGCAGI(l))))
100 CONTINUE
00 200 A=197
IF(63-AGj(7)) 14U,160.1c'U
140 IF(G3.LT.AG3(I)) OQ Tu 170
CALL TLUfC6i.V/(K).AG3.uZ(1.*K),7)
60 TO e00
160 VZ(K)=uiC7.K) .
GO To 200
170 VZ(K)=01(.K)-(LL I/K)-UL(1.K))/(AG3(/1-AG3(1) )*(AG3(1)-G3)
IF (VZ(FK).LE.0.0) VZ(K)=1.E-tp
200 CONTINUE
330 *
X CALL TLIJ6(629FR39AG29VZ97j
6010O2101
206 FR3sEXP(ALOG(VL(6)).(ALOG(VZ(1))-ALOG(VL(6)))/(ALOG(AGZ(7))-ALOG(A
162(6)) )*(ALOG(62)-ALO4,(AG2(6):))
162(2)) )O(ALO6(G2)-ALO6(AG2(2)))
210 FCOE=ALOG(FR3)-0.1'9*(ALOG(T"EIA-ALO&(30.))
FCOEsEXP (FCOE)
GO TO 250
240 FCOE=O.
250 CONTINUE
RETUIkN
END
SUBROUTINE TLU(A~bvC909N)
DIMENSION C(1)#D(l)
IF (N-i) 1.2.3
IO T81O100
2 8=0(1)
Go To 100
3 ML1I
8IF(MU-ML-1) 15.1b.Y
9 M=(MU*ML)/2
10 IF(C(M)-A)13.l,14
11 IF(A-C('4))I3,le*14
12 8=n (m)
60 TO 100
13 MU=H
- GO TO
14ML=M
15 G=(-OTU I(M)-((A-C(ML))/(CiS4U)-C(ML)))
100 RETUriN
ENr)
SUBROU7INE TLUt,(A969C909N)
DIMENSION C(1)90(1)
IF (N-i) 1,2.3
L1 4=0.
Go To 100
2 8=D(1)
GO To 100
3 ML1l
MU=N
8 IF(MU-ML-1) 15915,9i
9 M=(MUML)/Z
10 IF(C(14)-A)13912914
11 IF(A-C(M))13*Ie914
12 O=D(M)
GO TO 100
14 ML=14
GO TO H
15 B=EXPLILOG(D(ML))*(AL~b(V(MU))-ALOGAUt(ML)))'((ALOG(A)-ALUG(C(ML)))
1 /(ALUG(C(MU))-ALOG(C(mLWf))
100 RFTUHN
END
F 331
"
11CT A Tr- 'TT
Secunty Classification
DOCUMENT CONTROL DATA -R & D
(Security classification of title, body of abstract and indexing annotation must be entered when the overall Aport is classifed)
I ORIGINATING AC TIVITY (Corporate author) 2ZA.REPORT SECURITY CLASSIFICATION
Mechanical Tec'.Lnolo-- !ncorDorated I T~.ASTF'TTO.

Zb. GROUP
N/A
3 REPORT TITLE
ELASTOHYDRODYNAMIC LUBRICATION PRELIMINARY DESIGN MANUAL
d DESCRIPTIVE NOTES fType ofreport and inclusivedates)
First Annual Reprt Feb 1969 - Feb 1970

S. AUTHOR(S) (First name, middle Initial, last name)
John M. McGrew S. F. Murray

A. Gu
H. S. Cheng __
0. REPORT DATE 7a. TOTAL NO. OF PAGES 17b. NO. OF RIFS
August 1970 333I 216
U. CONTRACT OR GRANT NO 94. ORIGINATOR'S REPORT NUMSER(S)
Contract F33615-69-C-1305
b. PROJECT NO. 3048 None
Task 304806
c. sb. OTHER REPORT NO(S) (Any OM*rnumberat
,at may be asaigned
th e
Tport)
,, None
10. DISTRIBUTION STATEMENT
This document ir subject to special export controls and each transmittal to foreign
governments or foreign nationals may be made only with prior approval of the Air Force,
Aero Propulsion Laboratory, Wright-Patterson Air Force Base, Ohio 45433
I1. SUPPLEMENTARY NOTES 12. SPONSORING MILITARY ACTIVITY

None- Fuel, Lubrication, & Hazards Division
_ Wright-Patterson AFB, Ohio 45433
I). ABSTRACT
The available'data on elastohydrodynamic lubrication are summarized. Based on an

assesswent of these data, a design procedure is developed for evaluating the perform-
ance of an elastohydrodynamic contact. The procedure includes the calculation of
minimum film thickness, real area of contact, traction, pressure distribution,
temperature profile, and subsurface stress distribution in the contact, based on
either available theory or on experimental data. A computer program listing plus
illustrative examples are included. Determination of film thickness and tractio4
are identified as areas in elastohydrodynamic lubrication requiring further
investigation.
DD INOV01473 UNCLASSIFIED
Security Cl~ssification
Security Classification
14. LINK A LINK 9 LINK C
It
KEY WORDS
ROLE WT ROLE WT ROLE WY
Security Classification

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UNCLASSIFIED

NEW LIMITATION CHANGE

AFAPL ltr 29 Apr 1971

THIS PAGE IS UNCLASSIFIED

PRELIMINARY DESIGN MANUAL

C- .Mechanical Technology Incorporated

TECHNICAL REPORT AFAPL-TR-70-27

This docur-ent is subject to special export controls

Air Force Aero Propulsion Laboratory

other than in connection with a definitely related Government procurement operatin,

regarded by implication or otherwise as .n any manner licensing the holder or any

other person or corporation, or conveying any rights or permission to manufacture,

This document is subject to special export controls and each transmittal to

Base, Ohio 45433.

considerations, contractual obligations, or notice on a specific document.

THIS DOCUMENT IS BEST QUALITY

PRELIMINARY DESIGN MANUAL

Mechanical Technology Incorporated

TECHNICAL REPORT AFAPL-TR-70-27

This document is subjet to special export controls

Air Force Aero Propulsion Laboratory

This report was prepared by Mechanical Technology Incorporated,

F33615-69-C-1305. The contract was initiated under Project No.

rection of the Air Force Aero ProDulsion Laboratory, with Mr.

M. R. Chasman (APFL) acting as project engineer.

This report covers work conducted from 1 February 1969 - 1

HOWARD F. JONES hief

The available data on elastohydrodynamic lubrication are summarized. Based

This abstract is subject to special export controls

The authors acknowledge the contribution of Dr. W. 0. Winer

and Dr. Williamson consulted on the subject of surface

I. INTRODUCTION AND SUMMARY 1

(4) Lubricant Density 38

3. PRESSURE DISTRIBUTION ' 58

a. Theories for Moderately Loaded'Contacts------------------- 60

a. The Area of Contact Between Rough Surfaces '127

(2) Plastic Flow Failure Mode 161

(c).-Effect of Elastohydrodynamic Lubrication

1. FLOW DIAGRAM 171

g. MinimumFilm Thicknesses 178

k. Pressure Distribution 196

n. Stress Distribution 199

a. Geometry Input ------------------------------------------- 200

2. CALCULATION OF FRICTIONAL FORCES AND SPIN TORQUE AT

'I. PROPERTIES OF CANDIDATE LUBRICANTS 255

III. AREA OF CONTACT 271

VI. INLET TEMPERATURE ANALYSIS 286

VII. ELASTOHYDRODYNAMIC PERFORMANCE COMPUTER PROGRAM 289

1. Steamline or Viscous Flow ----------------------------------------- 15

33. Mid-Film Temperature -------------------------------------------- 82

56. Friction vs. Sliding Speed Curve---------------------------------- 103

II-1. Pxotrusion Width Diagram ------------------------------------ 268

I. Candidate Synthetic Lubricants 7

II. Some Normal Paraffin Hydrocarbons 11

III. Viscosity Unit Conversion Table 16

V. Typical Densities of Various Oils 38

VI. Coefficients of Thermal Expansion, for Various Types of Oils 39

VII. Solubility of Various Gases in Petroleum Oil or Diesters 40

VIII. Typical Thermal Properties of Lubricants 44

IX. Measured Film Thickness Between Rolling Disks 53

XIII. Variation of f, with Respect to a, 1'/, and Qm 176

XIV. Variation of f3 with Respect to c, 13/a, and Qm---------------- 177