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above a given PV limit a very severe form of wear may occur. However, the PV limit for one material has meaning relative to that of other materials, at least in test machinery. Misalignment. The difficulty with misalignment is that it is an undefined condition other than that for which contact pressure between two surfaces is usually calculated. Where some misalignment may exist, it is best to use materials that can adjust or accommodate themselves, that is, break in properly. Misalignment arises from manufacturing errors or from a deflection of the system-producing loading at one edge of the bearing, or it may arise from thermal distortion of the system, etc. Thus a designer must consider designing a system such that a load acts at the expected location in a bearing under all conditions. This may involve designing a flexible bearing mount, or several bearings along the length of a shaft, or a distribution of the applied loading, etc. Designers must also consider the method of assembly of a device. A perfectly manufactured set of parts can be inappropriately or improperly assembled, producing misalignment or distortion. A simple tapping of a ball bearing with a hammer to seat the race may constitute more severe service than occurs in the lifetime of the machine and often results in early failure. Misalignment may result from wear. If abrasive species can enter a bearing, the fastest wear will occur at the point of entry of the dirt. In that region, the bearing will wear away and transfer the load to other locations. A successful design must account for such events. Duty Cycle. Important factors in selecting materials for wear resistance are the extent of shock loading of sliding systems, stop-start operations, oscillatory operation, etc. It is often useful to determine also what materials surround the sliding system, such as chemical or abrasive particles. Maintenance. A major consideration that may be classified under sliding severity is maintenance. Whereas most phosphor bronze bushings are allowed a contact stress of about 1.4 to 7 MPa, aircraft wheel bushings made of beryllium bronze are allowed a maximum stress of 620 MPa, as mentioned before. The beryllium bronze has a strength only twice that of the phosphor bronze, but the difference between industrial and aircraft use includes different treatment of bearings in maintenance. Industrial goals are to place an object into service and virtually ignore it or provide infrequently scheduled maintenance. Aircraft maintenance, however, is more rigorous, and each operating part is under regular scrutiny by the flight crew and ground crew. There is scheduled maintenance, but there is also careful continuous observation of the part and supplies. Thus it is easier for an error to be made in selection of the lubricant in industry than with aircraft, for example. Second, the aircraft wheel bearing operates in a much more standard or narrowly defined environment. Industrial machinery must operate in the dirtiest and hottest of places and with the poorest care. These must be considered as severity conditions by the designer.
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34.4.4 Break-In Procedure Another vital consideration in the selection of materials is to determine whether or not a break-in procedure is necessary or prohibited. It cannot be assumed that the
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Downloaded from Digital Engineering Library @ McGraw-Hill (www.digitalengineeringlibrary.com) Copyright 2004 The McGraw-Hill Companies. All rights reserved. Any use is subject to the Terms of Use as given at the website.
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sliding surfaces made to a dimensional accuracy and specified surface finish are ready for service. Sliding alters surfaces. Frequently, sliding under controlled light loads can prepare a surface for a long life of high loading, whereas immediate operation at moderate loads may cause early failure. It is useful here to distinguish between two surface-altering strategies. The first we refer to as break-in, where a system is immediately loaded or operated to its design load. The incidence of failure of a population of such parts decreases with time of operation as the sliding surfaces change, and frequently the ability of the system to accommodate an overload or inadequate lubricant increases in the same time. The surfaces have changed in some way during running, and this is break-in. Run-in, however, is the deliberate and planned action that is necessary to prepare surfaces for normal service. The wear that occurs during run-in or break-in can be considered a final modification to the machine surface. This leads to the possibility that a more careful specification of manufacturing practice may obviate the need for run-in or break-in. This has been the case with the automobile engine in particular, although part of a successful part surface-finish specification often includes the exact technique for making the surface. Only 30 years ago it was necessary to start and run an engine carefully for the first few thousand miles to ensure a reasonable engine life. If run-in were necessary today, one would not see an engine survive the short trip from the assembly plant to the haul-away trucks. It is difficult to determine whether or not some of the present conservative industrial design practices result from the impracticality of effecting a run-in of some products. For example, a gear box on a production machine is expected to function immediately without run-in. If it were run in, its capacity might be greatly increased. But it is also well known that for each expected severity of operation of a device, a different run-in procedure is necessary. Thus a machine that has been operating at one level of severity may be no more prepared for a different state of severity than if it had never been run. A safe procedure, therefore, is to operate a device below the severity level at which run-in is necessary, but the device could actually be overdesigned simply to avoid run-in.
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34.4.5 Modes of Wear Failure The fifth consideration is to determine acceptable modes of wear failure or surface damage of machinery. To specify a wear life in terms of a rate of loss of material is not sufficient. For example, when an automotive engine seizes up, there is virtually no loss of material, only a rearrangement such that function is severely compromised. Thus in an engine, as well as on other precision slideways of machines, surface rearrangement or change in surface finish is less acceptable than attrition or loss of material from the system.Again, in metal-working dies, loss of material from the system is less catastrophic than is scratching of the product. In truck brakes, some abrasiveness of brake linings is desirable, even though it wears brake drums away. This wear removes microcracks and avoids complete thermal fatigue cracking. However, in cutting tools, ore-crushing equipment, and amalgam filling in teeth, surface rearrangement is of little consequence, but material loss is to be avoided. A final example of designing for an acceptable wear failure is a sleeve bearing in engines. Normally it should be designed against surface fatigue. However, in some applications corrosive conditions may seriously accelerate fatigue failure. This may
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Downloaded from Digital Engineering Library @ McGraw-Hill (www.digitalengineeringlibrary.com) Copyright 2004 The McGraw-Hill Companies. All rights reserved. Any use is subject to the Terms of Use as given at the website.
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