SUMMARY

ASSEMBLY MANUAL

3 4 5 6 7 8 9 11 14 15 15 18 21 23 24 25 26

Symbols and Units ISO Series and SNFA production Bearing identification code Precision Assembly Tolerances Form Errors Diameter of Abutment Shoulders and Corner Radii of Seatings Diameter of Bearing Shoulders and Corner Radii Marking Lubrication Grease Oil Nozzle Position Bearing handling Clamping of bearing rings Calculation of the axial clamping force Tightening procedure 1

BEARING DAMAGE ANALYSIS

28 28 29 29 30 30 31 31 32 32 33 33 34 35

Excessive loads Overheating Brinnelling False Brinnelling Fatigue Reverse Loading Contamination Lubrication Corrosion Misalignment Excessive Radial Play Excessive Ring Fit Electrical Arc Damage Natural Frequencies

SNFA angular contact, super precision ball bearings

ASSEMBL Y MANUAL

are recognised for their high performance capabilities, especially where the demands of precision and speed are at their greatest. SNFA bearings satisfy ISO dimensional requirements (18, 19, 10, 02) as well as AFBMA international regulations (Std. 20), These tolerances are listed in the general SNFA catalogue. The content of this publication shall be viewed as a supplement of, and complimentary to, the data that is contained in the SNFA General Catalogue and it is intended for SNFA bearing users. It provides a useful set of assembly instructions, but does not presume to provide specific instructions as each application has its own particular requirements.

Symbols and units of measurement

d D B dm C33 Co Ra Vh Cr M n ndm : : : : : : : : : : : : : Bearing bore diameter External bearing diameter Bearing width Contact angle Average bearing diameter Dynamic load capacity Static load capacity Axial rigidity Maximum speed of a single, spring preloaded, oil lubricated bearing, = 15 (Series BS200 and BS = 62) Low speed bearing assembly rolling torque Mass Rotational speed Speed factor mm mm mm degrees mm daN daN daN/m revs /min daN mm Kg rpm rpm mm

Other symbols appearing within the text are described in the section in which they are found.

SNFA series
SEA SEB VEB HB EX

ISO
18 19 19 19 10

Characteristics
Average load capacity Speed up to 1,500,000 ndm (oil) Good load capacity Speed up to 1,500,000 ndm (oil) Good load capacity Speed in excess of 2,000,000 ndm (oil) Speed > 2,000,000 ndm, complete with oil lubrication via the outer race and integral O-rings (... / GH) Grease lubrication complete with seals (... / S) High load capacity Speed up to 1,500,000 ndm (oil) Good load capacity Speed in excess of 2,000,000 ndm complete with oil lubrication via the outer race and integral O-rings (... / GH) Speed up to 1,600,000 ndm complete with grease lubrication and seals (... / S) Speed > 2,000,000 ndm, complete with oil via the outer race and integral O-rings (... / GH) Grease lubrication complete with seals (... / S) High load capacity Speed up to 1,500,000 ndm (oil) Mainly axial load High rigidity and axial load capacity As per BS 200

VEX

10

HX E 200 BS 200 BS (Special)

10 02 02 -

Comparison Table of SNFA Bearings with other makes

This table is provided for purely indicative purposes and is not binding as regards the technical characteristics and performance.

SERIES ISO 18 ISO 19 ISO 19 ISO 19 ISO 10 ISO 10 ISO 10 ISO 02 ISO 02

SNFA SEA SEB HB..VEB HB../S EX HX - VEX HX../S VEX../S E 200 BS 200

FAG BARDEN B 71800 B 71900 HS 71900 HSS 71900 B 7000 HS 7000 HSS 7000 B 7200 76020 200 H 100 H 1900 H

FAFNIR

GMN

NSK

RHP

SKF 71800 71900 S71900 B

SNR 71800 71900

9300 WI S 61900 99300 WN 9100 WI S 6000

7900 BNC 19 7000

7900

XS 7900 71900 CE 7000 7000

99100 WN SH 6000

200 WI

S 6200

7000 7000 CC BNC 10 X-T 7000 7000 CE S 7000 B S 7000 C 7200 7200 7200 BSA 2

7200

ISO series and SNFA production

ISO 18 ISO 19 ISO 10 ISO 02

SEA 10 150

SEB 17 280 VEB 8 120

EX 6 240 VEX... 6 120 VEX/S 20 120 HX 30 70

E 200 7 140

ASSEMBL Y MANUAL

HB 30 120

BS 200 12 75
BORE

D
13 14 16 17 19 21 24 26 32 37 42 47 52 58 65 72 78 85 90 95 100 110 115 120 125 130 140 150 165 175 190 200 215 225 240 250 270 300 320 350

B
3.5 3.5 4 4 5 5 5 5 7 7 7 7 7 7 7 9 10 10 10 10 10 13 13 13 13 13 16 16 18 18 20 20 22 22 24 24 24 28 28 33

D
15 17 19 20 22 24 28 30 37 42 47 55 62 68 72 80 85 90 100 105 110 120 125 130 140 145 150 165 180 190 210 220 230 250 260 280 300 320 360 380

B
5 5 6 6 6 6 7 7 9 9 9 10 12 12 12 13 13 13 16 16 16 18 18 18 20 20 20 22 24 24 28 28 28 33 33 38 38 38 46 46

D
17 19 22 24 26 28 32 35 42 47 55 62 68 75 80 90 95 100 110 115 125 130 140 145 150 160 170 180 200 210 225 240 260 280 290 310 340 360 400 420

B
6 6 7 7 8 8 9 10 12 12 13 14 15 16 16 18 18 18 20 20 22 22 24 24 24 26 28 28 33 33 35 38 42 46 46 51 56 56 65 65

D
19 22 24 26 30 32 35 40 47 52 62 72 80 85 90 100 110 120 125 130 140 150 160 170 180 190 200 215 230 250 270 290 310 320 340 360 400 440 480 500

B
6 7 8 8 9 10 11 12 14 15 16 17 18 19 20 21 22 23 24 25 26 28 30 32 34 36 38 40 40 42 45 48 52 52 55 58 65 72 80 80

6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280

Bearing identification code

X
FORM

50

/NS /S

CE

DD

E SE VE H BS

DIMENSIONAL SERIES
A B X 2 ISO 18 ISO 19 ISO 10 ISO 02

CONTACT ANGLE
L 0 1 2 3 62 12 15 18 25 62 M F .....daN

PRELOAD
LIGHT MEDIUM HIGH Special preload in daN Axial play in m

.....m

BORE DIAMETER (mm)

FOLLOWED BY: R... STANDARD BEARINGS U SPECIAL BEARINGS TU Universal Universal Triplex DU Universal Duplex

5
SET PAIRING

STANDARD VARIATIONS
/NS /H1 CERAMIC BALLS LUBRICATION HOLE THROUGH THE OUTER RACE COMPLETE WITH SEALS LUBRICATION HOLE THROUGH THE OUTER RACE AND O-RINGS/GROOVES H1 LUBRICATION HOLE THROUGH THE OUTER RACE AND O-RINGS/GROOVES CHROMEX 40 RACEWAYS AND CERAMIC BALLS

DD

FF

/S /GH

/G1

/XN

TD

TDT

PRECISION
5 7 9 ..... ABEC 5 ABEC 7 ABEC 9 SPECIAL

CAGE MATERIAL
C PHENOLIC RESIN P POLYAMMIDE 6.6 L BRASS B BRONZE X SPECIAL MATERIAL

CAGE LOCATION
E I EXTERNAL INTERNAL 3TD

Bearing precision
Dimensional and functional tolerances for ABEC 5, ABEC 7, ABEC 9 (AFBMA STD 20) bearings
Internal ring
Nominal dimension of bore in mm

(Values in microns)
>0 10 > 10 18 > 18 30 > 30 50 > 50 80 > 80 120 > 120 150 > 150 180 > 180 250 > 250 315 > 315 400 > 400 500

ASSEMBL Y MANUAL

dmp

Kia

Sia

Sd

VBs

Bs

B1s

ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9 ABEC 5 ABEC 7 ABEC 9

-5 -4 -2.5 4 2.5 1.5 7 3 1.5 7 3 1.5 5 2.5 1.5 -40 -40 -40 -250 -250

-5 -4 -2.5 4 2.5 1.5 7 3 1.5 7 3 1.5 5 2.5 1.5 -80 -80 -80 -250 -250

-6 -5 -2.5 4 3 2.5 8 4 2.5 8 4 1.5 5 2.5 1.5 -120 -120 -120 -250 -250

-8 -6 -2.5 5 4 2.5 8 4 2.5 8 4 1.5 5 3 1.5 -120 -120 -120 -250 -250

-9 -7 -4 5 4 2.5 8 5 2.5 8 5 1.5 6 4 1.5 -150 -150 -150 -250 -250

-10 -8 -5 6 5 2.5 9 5 2.5 9 5 2.5 7 4 2.5 -200 -200 -200 -380 -380

-13 -10 -7 8 6 2.5 10 7 2.5 10 6 2.5 8 5 2.5 -250 -250 -250 -380 -380

-13 -10 -7 8 6 5 10 7 5 10 6 4 8 5 4 -250 -250 -300 -380 -380

-15 -12 -8 10 8 5 13 8 5 11 7 5 10 6 5 -300 -300 -350 -500 -500

-18

-23

13

15

15

20

13

15

13

15

-350

-400

-500

-630

Outer ring
Nominal dimension outer in mm

(Values in microns)
>0 6 >6 18 > 18 30 > 30 50 > 50 80 > 80 120 > 120 150 > 150 180 > 180 250 > 250 315 > 315 400 > 400 500

Dmp

Kea

Sea

SD

VCs Cs C1s

ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC ABEC

5 7 9 5 7 9 5 7 9 5 7 9 5 7 9 5 7 9

-5 -4 -2.5 5 3 1.5 8 5 1.5 8 4 1.5 5 2.5 1.5

-5 -4 -2.5 5 3 1.5 8 5 1.5 8 4 1.5 5 2.5 1.5

-6 -5 -4 6 4 2.5 8 5 2.5 8 4 1.5 5 2.5 1.5

-7 -6 -4 7 5 2.5 8 5 2.5 8 4 1.5 5 2.5 1.5

-9 -7 -4 8 5 4 10 5 4 8 4 1.5 6 3 1.5

-10 -8 -5 10 6 5 11 6 5 9 5 2.5 8 4 2.5

-11 -9 -5 11 7 5 13 7 5 10 5 2.5 8 5 2.5

-13 -10 -7 13 8 5 14 8 5 10 5 2.5 8 5 2.5

-15 -11 -8 15 10 7 15 10 7 11 7 4 10 7 4

-18 -13 -8 18 11 7 18 10 7 13 8 5 11 7 5

-20 -15 -10 20 13 8 20 13 8 13 10 7 13 8 7

-23

23

23

15

15

Values identical to those of the corresponding inner ring of the same bearing

N.B.: Bearings with special tolerance limits can be supplied on request.

dmp Dmp

= Deviation of the mean bore diameter from the nominal (dmp =dmp - d). = Deviation of the mean outside diameter from the nominal (Dmp = Dmp - D).

VBs, VCs = Ring width variation: the difference between the largest and Smallest measurements of the inner race width and outer race width measurements respectively. Bs, Cs = Deviation from the nominal value of a single inner race or a single outer race width (Bs = Bs - B ecc.). B1s, C1s =Deviation the nominal value of a single inner race width or a single outer race width of a set manufactured for paired mounting or a universal bearings (B1s = Bs - B ecc.).

Kia, Kea = Radial runout of the assembled bearing inner ring and the assembled bearing outer ring respectively. Sia, Sea = Sd = SD = Side face runout of the assembled bearing inner ring and the assembled bearing outer ring respectively. Side face runout with reference to the bore (of the inner race). Taper of the outer race external diameter cylindrical surface relative to the outer ring side face.

Assembly tolerances

Bearing assembly and fitting tolerances are extremely important for both assembly and bearing operation. The values shown in the following table are a guideline for the design of the shaft, housing and bearing location. Given that precision angular contact ball bearings are widely used in machine tools, the tolerances shown are mainly for this field of application where the shaft rotates whilst the outer race is stationary. If the application is reversed, i.e. the inner race stationary and the housing/outer race rotating, then the fit between outer race and

housing will need to have increased interference to prevent creep during operation. The same applies to any shafts that are subjected to high rotational loads (e.g. winding shafts). The values given in the following table are valid for steel shafts and housings. Critical situations may occur where there is a high temperature gradient between shaft/housing and the bearing raceways and these will require special consideration. Thermal effects need to be carefully analysed and assembly tolerances adjusted to prevent either excess bearing preload or loss of preload and subsequent failure.

Shafts and Housings for precision ABEC 7 and ABEC 9 bearings

STEEL SHAFTS (rotating)

Nominal shaft Diameter in mm

< Shaft diameter tolerance in m ISO

6 10 0 -4 -

10 18 0 -4 -

18 30 0 -4 h3

30 50 0 -5 -

50 80 0 -5 h3

80 120 +2 -4 -

120 180 +3 -5 -

180 250 +4 -6 -

250 315 +5 -7 7

STEEL HOUSINGS

Nominal seat diameter in mm Support locked axially Support axially free

< Tolerance in m ISO Tolerance in m ISO

10 18 +5 0 H4 +7 +2 -

18 30 +6 0 H4 +8 +2 -

30 50 +7 0 H4 +9 +2 -

50 80 +8 0 H4 +10 +2 -

80 120 +7 -3 +10 0 H4

120 180 +9 -3 +12 0 H4

180 250 +11 -3 +14 0 H4

250 315 +13 -3 +16 0 H4

315 400 +15 -3 +18 0 H4

N.B.: Please refer to our Technical Office for special applications

Shafts and seats for precision ABEC 5 bearings

STEEL SHAFTS (rotating)

Nominal shaft Diameter in mm

< Shaft diameter tolerance in m ISO

6 10 0 -5 -

10 18 0 -5 h4

18 30 0 -6 h4

30 50 0 -7 h4

50 80 0 -8 h4

80 120 +3 -7 -

120 180 +4 -8 -

180 250 +5 -9 -

250 315 +6 -10 -

STEEL HOUSINGS

Nominal seat diameter in mm Support locked axially Support axially free

< Tolerance in m ISO

10 18 +8 0 H5

18 30 +9 0 H5 +11 +2 -

30 50 +11 0 H5 +13 +2 -

50 80 +13 0 H5 +15 +2 -

80 120 +12 -3 +15 0 H5

120 180 +14 -4 +18 0 H5

180 250 +16 -4 +20 0 H5

250 315 +19 -4 +23 0 H5

315 400 +21 -4 +25 0 H5

Tolerance in m +10 +2 ISO -

N.B.: Please refer to our Technical Office for special applications

Errors of form and squareness (Maximum permissible theoretical tolerance)

ASSEMBL Y MANUAL

ISO 1101
Roundness Cylindricity Runout Parallelism Concentricity Roughness

ABEC 5 ABEC 7 ABEC 9 IT 3 2 IT 3 2 IT 3 IT 3 IT 4 IT 2 2 IT 2 2 IT 2 IT 2 IT 3 IT 1 2 IT 1 2 IT 1 IT 1 IT 2

0,4 m 0,4 m 0,2 m

8
ISO 1101
Roundness Cylindricity Runout Parallelism Concentricity Roughness ABEC 5 ABEC 7 ABEC 9 IT 3 2 IT 3 2 IT 3 IT 3 IT 4 IT 2 2 IT 2 2 IT 2 IT 2 IT 3 IT 1 2 IT 1 2 IT 1 IT 1 IT 2

0,8 m 0,4 m 0,4 m

Nominal diameter in mm

< IT 0 IT 1 IT 2 IT 3 IT 4

6 10 0,6 1 1,5 2,5 4

10 18 0,8 1,2 2 3 5

18 30 1 1,5 2,5 4 6

30 50 1 1,5 2,5 4 7

50 80 1,2 2 3 5 8

80 120 1,5 2,5 4 6 10

120 180 2 3,5 5 8 12

180 250 3 4,5 7 10 14

250 315 6 8 12 16

315 400 7 9 13 18

Tolerance of form and squareness in microns

Diameters of shoulders and corner radii of seatings

(The maximum radii of seatings shall correspond to the relevant bearing rmin and Rmin)

d
D 6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280
Values in mm

SEA SERIES
damin DLmax rmax Rmax D

SEB SERIES
damin DLmax rmax Rmax D 17 19 22 24 26 28 32 35 42 47 55 62 68 75 80 90 95 100 110 115

EX SERIES
damin DLmax rmax Rmax 8.5 9.5 11.0 12.5 13.5 15.0 19.0 20.5 24.5 29.0 34.5 40.5 46.0 50.5 55.5 14.5 16.5 19.0 20.5 22.5 25.0 28.5 31.5 37.5 43.0 50.5 56.5 62.0 69.5 74.5 0.15 0.15 0.15 0.15 0.3 0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1 2.1 3.0 3.0 D

E 200 SERIES
damin DLmax rmax Rmax

19 21 24 26 32 37 42 47 52 58 65 72 78 85 90 95

12.0 14.0 17.0 19.0 23.0 28.0 33.0 38.0 43.0 48.5 53.5 58.5 63.5 69.5 74.5 79.5

17.0 19.0 22.0 24.0 29.0 34.0 39.0 44.0 49.0 54.5 61.5 68.5 74.5 80.5 85.5 90.5

0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1

22 24 26 30 32 35 40 47 52 62 72 80 85 90 100 110 120 125 130

11.0 11.0 13.0 14.5 16.5 18.5 21.5 26.5 30.5 36.5 44.0 49.0 54.0 57.5 63.0 71.5 76.5 81.5 86.5

19.0 21.0 23.0 25.5 27.5 31.5 35.5 40.5 46.5 55.5 63.0 71.0 76.0 83.0 92.0 100.5 108.5 113.5 118.5

0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0

0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1 3.0 3.0

30 37 42 47 55 62 68 72 80 85 90 100 105 110 120 125 130 140

19.5 27.5 0.15 24.0 33.5 0.15 29.0 38.5 0.15 34.0 39.5 44.5 50.0 54.0 59.5 64.5 69.5 75.5 80.5 85.5 91.5 96.5 101.5 107.5 43.5 50.5 57.5 63.0 68.0 75.5 80.5 85.5 94.5 99.5 104.5 113.5 118.5 123.5 133.0 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1

61.5 83.5 0.6 66.5 88.5 0.6 71.5 93.5 0.6 77.5 103.0 0.6 82.5 108.0 0.6

100 84.5 95.5 110 90.5 104.5 115 95.5 109.5 120 100.5 114.5 125 105.5 119.5 130 140 150 165 175 110.5 116.5 126.5 138.0 148.0 124.5 134.0 144.0 157.0 167.0

125 88.0 117.0 0.6 130 93.0 122.0 0.6 140 100.5 130.0 1.0 145 104.0 136.0 1.0 150 109.0 141.0 1.0 160 170 180 200 210 225 240 260 280 290 115.0 121.0 131.0 143.0 153.0 164.0 175.0 188.0 201.0 211.0 150.0 159.0 169.0 188.0 198.0 212.0 226.0 242.0 259.0 269.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

140 92.5 128.0 1.0 150 98.5 137.0 1.0 160 103.0 147.0 1.0 170 112.0 153.0 1.1 180 116.0 164.0 1.1 190 200 215 230 250 122.0 130.0 143.0 152.0 165.0 173.0 181.0 192.0 209.0 225.0 1.1 1.1 1.1 1.5 1.5

150 165 180 190 210 220 230 250 260 280 300 320 360 380

117.5 128.0 140.0 151.0 161.0 171.0 181.0 192.0 202.0 215.0 234.0 254.5 278.5 299

143.0 157.0 170.0 180.0 199.0 209.0 219.0 238.0 248.0 266.0 286.0 305.5 342.0 361

0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

1.1 1.1 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1

190 159.0 181.0

310 220.0 290.0 1.0 340 242.0 319.0 1.5 360 262.0 339.0 1.5

Diameters of shoulders and corner radii of seatings

(The maximum radii of seatings shall correspond to the relevant bearing rmin and Rmin)

ASSEMBL Y MANUAL

d
D 6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280
Values in mm

VEB - HB SERIES
damin DLmax rmax Rmax D 17 19 22 24 26 28 32 35 42 47 55 62 68 75 80 90 95 100 110 115

VEX - HX SERIES
damin DLmax rmax 8.5 9.5 11.0 12.5 13.5 15.0 19.0 20.5 24.5 29.5 36.5 41.5 47.0 53.0 57.5 64.5 69.5 74.0 80.5 85.5 14.5 16.5 19.0 20.5 22.5 25.0 28.5 31.5 37.5 42.0 48.5 55.5 61.0 67.0 72.5 80.5 85.5 91.0 99.5 104.5 0.15 0.15 0.15 0.15 0.3 0.15 0.15 0.15 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 Rmax 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.5 1.5 1.5 32 35 40 47 52 62 72 80 85 90 D

BS 200 SERIES
damin DLmax rmax Rmax D

BS (special) SERIES
damin DLmax rmax Rmax

19 22 24 28 30 37 42 47 55 62 68 72 80 85 90 100 105

10.5 13.0 15.0 17.5 19.5 24.0 29.0 34.0 39.5 44.5 50.0 54.0 59.5 64.5 69.5 75.5 80.5

16.5 0.15 19.0 0.15 21.0 25.5 27.5 33.5 38.5 43.5 50.5 57.5 63.0 68.0 75.5 80.5 85.5 94.5 99.5 0.15 0.15 0.15 0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1

10

17.0 20.0 23.0 27.0 32.0 39.0 45.0 51.0 56.0 61.0

26.5 30.0 34.0 40.0 45.0 53.5 61.5 69.0 74.0 79.0

0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6

0.6 0.6 0.6 1.0 1.0 1.0 1.1 1.1 1.1 1.1

47 47 62 62 72

23.5 27.0 34.0 39.0 45.0

40.0 40.0 53.5 53.5 61.5

1.0 1.0 1.0 1.0 1.1

1.0 1.0 1.0 1.0 1.1

110

74.0

96.0

0.6

1.5

130

91.0 114.0

0.6

1.5

110 85.5 104.5 120 91.5 113.5 125 96.5 118.5 130 101.5 123.5 140 107.5 133.0

125 91.5 113.5 0.6 130 96.5 118.5 0.6 140 104.0 126.0 1.0 145 107.3 132.5 1.0 150 112.5 137.5 1.0

150 117.5 143 165 128 157

0.6 0.6

1.1 1.1

170 127.5 152.5 1.0 180 135.5 164.0 1.0

2.0 2.0

Shoulder diameter and corner radii of bearings

SE - E SERIES
d
D 6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280
Values in mm

SEA SERIES
d1 D1 rmin Rmin D

SEB SERIES
d1 D1 rmin Rmin D 17 19 22 24 26 28 32 35 42 47 55 62 68 75 80 90 95 100 110 115

EX SERIES
d1 9.2 10.3 12.1 13.6 15.6 17.0 20.7 22.7 27.2 31.7 37.9 43.9 49.2 54.3 59.3 D1 14.0 15.7 17.9 19.4 20.4 23.3 26.9 29.3 34.8 40.3 47.2 53.2 58.8 65.7 70.8 rmin 0.15 0.15 0.15 0.15 0.3 0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.5 1.5 Rmin 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1 2.1 3.0 3.0 D

E 200 SERIES
d1 D1 rmin Rmin

19 21 24 26 32 37 42 47 52 58 65 72 78 85 90 95

13.1 15.1 18.1 20.1 24.1 29.1 34.1 39.1 44.1 49.6 55.1 60.7 65.7 71.7 76.7 81.7

16.1 18.1 21.1 23.0 28.1 33.1 38.1 43.1 48.1 53.6 60.0 66.5 72.5 78.5 83.5 88.5

0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1

22 24 26 30 32 35 40 47 52 62 72 80 85 90 100 110 120 125 130 140 150 160 170 180 190 200 215 230 250

12.1 13.1 14.8 16.3 18.0 20.8 24.2 29.0 33.8 40.3 47.8 53.3 58.8 62.4

17.9 18.8 21.3 23.7 26.0 29.1 32.8 38.0 43.2 51.7 59.2 66.8 71.5 77.7

0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.5 1.5

0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1 3.0 3.0

30 37 42 47 55 62 68 72 80 85 90 100 105

21.1 25.7 30.7 35.8 41.7 47.2 52.7 56.7 62.8 67.8 72.8 79.3 84.3

25.9 32.0 36.4 41.4 48.3 54.8 60.3 65.3 72.3 77.3 82.3 90.5 95.5

0.15 0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1

11

65.8 79.2 70.8 84.2 75.8 89.2 82.4 97.6 87.4 102.6

69.0 86.1 77.4 94.6 83.0 102.0 88.0 107.0 93.0 112.0 99.4 106.0 113.9 120.1 126.5 132.3 139.7 152.3 162.8 177.0 120.6 129.0 136.4 144.9 153.5 162.7 170.3 182.7 197.1 213.0

100 86.7 93.5 110 93.2 102.1 115 98.2 107.1 120 103.2 112.1 125 108.2 117.0 130 140 150 165 175 113.2 119.8 129.8 141.8 151.3 122.0 130.6 140.6 153.2 163.7

110 89.3 100.5 120 96.0 109.2 125 101.0 114.2 130 106.0 119.2 140 112.4 127.5

125 94.0 111.0 130 99.0 116.0 140 106.4 123.6 145 110.5 129.5 150 115.5 134.5 160 170 180 200 210 225 240 260 280 290 122.0 128.5 138.5 151.7 161.7 173.2 185.0 199.0 212.9 222.9 143.6 151.5 161.5 178.3 188.3 201.8 215.0 231.0 247.2 257.2

150 165 180 190 210 220 230 250 260 280 300 320 360

122.4 134.0 146.4 156.4 168.6 178.6 188.6 201.7 211.7 224.8 244.8 264.8 291.0

137.5 151.0 163.6 173.6 191.5 201.5 211.5 228.4 238.4 255.2 275.2 295.2 329.1

0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0

1.1 1.1 1.5 1.5 2.0 2.0 2.0 2.0 2.0 2.1 2.1 2.1 2.1 2.1

190 163.3 176.7

310 234.1 275.9 340 257.2 302.8 360 277.2 322.8

380 311.0 349.0

Shoulder diameter and corner radii of bearings

VE SERIES
ASSEMBL Y MANUAL

H SERIES
HX SERIES

d
D 6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280
Values in mm

VEB SERIES
d1 D1 rmin Rmin D

HB SERIES
d1 D1 rmin Rmin D 17 19 22 24 26 28 32 35 42 47 47 55 62 68 72 80 85 90 100 105 36 42.5 48.5 53.5 58 63.9 68.9 73.9 80.9 85.9 41.2 47.7 53.7 59.7 64.2 71.3 76.3 81.3 89.3 94.3 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 55 62 68 75 80 90 95 100 110 115 125 130 140 145 150

VEX SERIES
d1 9.2 10.3 12.1 13.6 15.6 17.0 20.7 22.7 27.2 32.2 38.7 44.2 49.7 55.7 60.2 D1 14.0 15.7 17.9 19.4 20.4 23.3 26.9 29.3 34.8 39.8 46.3 52.8 58.2 64.2 69.8 rmin 0.15 0.15 0.15 0.15 0.3 0.15 0.15 0.15 0.3 0.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 1.0 1.0 Rmin 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.5 1.5 1.5 55 62 68 75 80 90 95 95 100 D

d1

D1

rmin Rmin

19 22 24 28 30 37 42 47 55 62 68 72 80 85 90 100 105

11.3 14.0 16.0 19.1 21.1 25.7 30.7 35.8 41.7 47.2 52.7 56.7 62.8 67.8 72.8 79.3 84.3

15.7 17.9 19.9 23.9 25.9 32.0 36.4 41.4 48.3 54.8 60.3 65.3 72.3 77.3 82.3 90.5 95.5

0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6

0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.6 0.6 0.6 0.6 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1

12

39.5 45.5 51 56.4 61.4 68.2 73.2 78.2 84.9

45.5 51.7 57.2 63.8 68.4 77.1 82.1 87.1 95.4

0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6

1.0 1.0 1.0 1.0 1.0 1.1 1.1 1.1 1.1

67.7 77.3 72.7 82.3 77.3 87.7 84.3 95.3 89.3 100.7 95.8 100.8 108.3 112.4 117.4 109.2 114.2 121.7 127.6 132.6

110 89.3 100.5 120 96.0 109.2 125 101.0 114.2 130 106.0 119.2 140 112.4 127.5

110 90.7 99.6 120 98.2 107 125 102.9 112.3 130 107.9 117.3 140 114.9 125.3

150 122.4 137.5 165 134 151

0.6 0.6

1.1 1.1

150 124.4 135.9 165 136.9 148.4

0.6 0.6

1.1 1.1

170 132.4 147.6 180 141.4 158.6

1.0 1.0

2.0 2.0

Shoulder diameter and corner radii of bearings

BS (SPECIAL) - BS 200 SERIES

d
D 6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75
Values in mm

BS 200 SERIES
d1 D1 rmin Rmin D d1

BS (SPECIAL) SERIES
D1 rmin Rmin

32 35 40 47 52 62 72 80 85 90

22.0 25.0 28.5 33.5 38.5 46.0 53.5 60.0 65.0 70.0

22.1 25.1 28.6 33.6 38.6 46.1 53.6 60.1 65.1 70.1

0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6

0.6 0.6 0.6 1.0 1.0 1.0 1.1 1.1 1.1 1.1

47 47 62 62 72

33.5 33.5 46.0 46.0 53.5

33.6 33.6 46.1 46.1 53.6

1.0 1.0 1.0 1.0 1.1

1.0 1.0 1.0 1.0 1.1

13

110

85.0

85.1

0.6

1.5

130

102.5

102.7

0.6

1.5

Marking
ASSEMBL Y MANUAL

In assemblies of large and medium diameter bearings, a complete description including variant codes (contact angle, level of precision, coupling type, etc.) is applied to each bearing in the set. For smaller bearings full marking may be applied to one bearing only and the others partially marked with base type, trademark and country of origin (e.g. SNFA, Italy). The deviation in microns from the nominal value, for both the bore and

outside diameter of each bearing, is marked at the highest point of eccentricity for that ring. By positioning that point diametrically opposite the point of maximum eccentricity of the shaft, optimum assembly concentricity will be achieved. Other symbols that might also appear on the ring faces include manufacturing references: e.g. date of manufacture, set number, etc.

14
SIZE CODING AT POINT OF MAXIMUM ECCENTRICITY SNFA TRADE NAME

BEARING PART NUMBER

Fa

COUNTRY OF ORIGIN

The V marking applied to the outer diameter of the bearing indicates the direction of the thrust applicable to the inner rings of the bearing set. The arrow is located at the point of maximum eccentricity (maximum radial thickness) of the outer rings.

Greasing of bearings
To reduce the risk of contamination during spindle assembly and to ensure correct lubrication it is recommended for customers to have bearings greased by SNFA. This operation is preformed in a clean room using specialist equipment immediately after the bearings have been washed. In this way the cleanliness of the bearing, the correct amount of grease and its uniform distribution are ensured.

Lubrication

Lubrication reduces friction and hence heat generation inside the bearing by separating the rolling and sliding surfaces and works even under high contact stress. Lubricants will also protect the metal surfaces against corrosion.

Grease

This is the most common form of lubrication as it is simple and easy to use. When operating conditions (speed, temperature and cleanliness) are within the limits stipulated by the grease manufacturers, bearings require no special maintenance or subsequent topping up. This is often called life-long lubrication. Selection of grease type is critical for bearing operation and depends on: operating temperature, life, protection, noise level.
APPLICATION Speed (ndm) Load

A wide range of commercially available high quality synthetic greases is now available. Products satisfying the limits in the table below are most frequently used. Bearings operating at high temperatures, such as electrospindles, must be lubricated with long-life grease that has an adequate base oil viscosity and high wear resistance.

15

GREASE NLGI Consistency 2 2 2 2 Soap

Up to 600.000 Up to 600.000 Up to 900.000 Over 900.000

Light / medium High Medium Light

Lithium Calcium / lithium Calcium / barium / lithium Calcium / barium / lithium

The effectiveness of the grease reduces in time due to operating conditions such as temperature, stress and contamination levels and its chemical and physical characteristics.

Grease life

However, these parameters are hard to estimate, so the grease life hours Lg are calculated using statistical data. Figure 1 the elements needed for assessing the life of good quality synthetic greases in optimum operating conditions. The upper part of the life curve relates to operating conditions at moderate temperatures (e.g. spindles fitted with a belt transmission). The lower part of the life curve, on the other hand, relates to applications where there is another heat source (e.g. electro-spindles) that significantly increases the temperature of the bearing with negative effects on the lubricant. From the diagram it is clear that, in applications that feature high operating temperatures, bearing life is more significantly dependent upon the grease life than it is on material fatigue properties.

Grease life (Lg in hours)

Fig.1

ASSEMBL Y MANUAL

(Lg in hours)

Speed factor ndm

16

Running-in This activity is extremely important if

spindle operation is to be guaranteed and especially so if the lubricant is grease. Running-in ensures that all spindle components settle down after assembly and, if grease lubrication is being used, that is uniformly distributed. Bearing and lubricant life and performance are directly linked to the correct running in of a spindle and the procedures used. In the case of grease based lubrication it is important to adhere to the following guidelines: 1 - Start off with a reduced rotation speed n1 nmax 0,1 2 - Gradually increase the speed, in steps that are approximately 15% of the maximum speed: n nmax 0,15

Wait at least 15 minutes after the bearing operating temperature has stabilised before increasing the speed. During the run-in period it is essential to monitor the bearing temperature, using a probe that is in contact with the bearings (figure 2). If at any time the temperature should rise to 55oC then the running in should be stopped, the spindle allowed to cool and the process restarted from the pervious stage, with the rotation speed being increased in half steps. The temperature of 55C is precautionary in nature. The bearing is in fact capable of handling uniform temperatures up to approximately 100C, but it is a good idea not to exceed this limit as the temperature might reach a far higher level for a short time within the body of the bearing itself.

Running-in a SNFA VEX40 9CE1 DDL complete with grease lubrication

24000
nMax

Fig.2

20000 16000 [rpm] 12000 8000 ~ 15' min. 4000 0 0 40 80 120 160 200 240 280 320 t [min]
n1

Grease Quantity

The quantity of grease used varies according to the type of bearing and operating speed. As such, the quantity is calculated by multiplying the factor K (a function of the

maximum anticipated rotation speed, expressed in ndm - figure 3) by the value of the reference quantity highlighted in table 4.

Factor K
Fig. 3

17

Table 4 - Basic quantity of grease

cm3 Reference quantity

In the case of smaller bearings, where the amount of grease used is small, it is recommended first to immerse the bearing in a mixture of solvent and grease (3 - 5%), then to dry it by evaporation in the open air, before finally adding the lubricant that is needed. This will guarantee that the lubricant spreads uniformly across all bearing surfaces.

Factory Greased Bearings

Very often, SNFA bearings are supplied with the type and quantity of grease requested by the customer. This solution offers operating and economic advantages for the customer as the bearing is greased during the manufacturing route with greater control over the cleanness, quantity and distribution.
Hole (mm)

Oil lubrication

Oil lubrication is mandatory when greasing limits are exceeded. A number of different oil based lubrication systems are available and for the machine tool sector, the best known are: Oil injection Oil mist Air-Oil.

ASSEMBL Y MANUAL

Oil injection

Oil injection is preferred for bearings having to operate at very high speed, high load and where conditions do not allow oil mist lubrication owing to the need to cool the bearings. Oil is injected into the bearings through nozzles placed so as to lubricate the ball/race contacts with minimum churning. Drainage channels must be provided to prevent oil from stagnating and/or churning and hence generating heat. Besides ensuring proper lubrication the oil crossing the bearing also removes the heat generated by the bearing operation and by

entering from external sources and will maintain temperatures at an acceptable level. The assembly should also include oil filtering, a heat exchanger to dissipate heat removed from the bearings and an adequate oil reserve. A suitably sized reservoir facilitates heat dispersion and the settling out of any debris, it also avoids early lubricant ageing. This type of lubrication system requires accurate and proper analysis. Precise rules for calculating oil flow take account of the bearing type and the assembly. The oil viscosity range for an oil injection system is usually ISO VG10 or VG15.

18

Viscosity grade ISO VG VG VG VG VG VG VG VG VG VG VG VG 2 3 5 7 10 15 22 32 46 68 100 150

Average kinematic viscosity at 40C mm /s (cSt) 2.2 3.2 4.6 6.8 10.0 15.0 22.0 32.0 46.0 68.0 100.0 150.0
2

Limits of kinematic viscosity 40C mm2/s (cSt) Maximum Minimum 1.98 2.42 2.88 3.52 4.14 5.06 6.12 7.48 9.00 11.00 13.50 16.50 19.80 24.20 28.80 35.20 41.40 50.60 61.20 74.80 90.00 110.00 135.00 165.00

Quantity of oil for lubrication with cooling Bore (mm) Quantity of oil (l/h) > 50 120 15 ...120 120 280 60 ... 300

50 2 ... 24

Oil mist

Oil mist lubrication is widely used, especially in high-speed applications as it provides the following advantages: A reasonable level of efficiency, even with a complex bearing arrangement. Low temperatures, reduced power absorption. Low cost assembly. Simple construction (channels, spacers, etc.) Good protection for the bearing against outside contamination (pressurised environment). Oil mist lubrication equipment also needs to be designed in accordance with precise standards that take into account the design features and speed of the bearings being lubricated. Oil Mist control unit manufacturers can provide the specific data that is needed. The recommended oil viscosity for oil mist lubrication is ISO VG32.

Air / oil

A significant characteristic of this system is the use of high viscosity synthetic oil (generally ISO VG68) that, even in small quantities, ensures the presence of a resistant oil film between the rolling elements and the bearing raceways. This provides both reduced ball rolling resistance and, simultaneously, good bearing behaviour even under high stress.

The system is only moderately polluting as it has: A low level of oil consumption, A controlled atomisation effect. Indeed, in this system, the air (the carrier) and the oil are supplied to the bearing via side nozzles (figure 5) or via holes in the external ring of the bearing itself (please refer to the following page for H1 and G1 bearings), without any mixing en route.

19

Fig. 5

Notable results have been achieved in the high frequency and high power electro-spindle sector using air / oil lubrication. High speed VEB and VEX bearings with the NS/H1 or NS/G1 designation (ceramic material balls and outer ring with radial lubrication holes), and air / oil lubrication are capable of achieving high rotation speeds in excess of 2,500,000 ndm. An approximate calculation of the quantity of oil (Q) that is needed is obtained using the following formula:

ASSEMBL Y MANUAL

for each bearing Q = 1.2 dm mm3/h where dm is the bearing mean diameter (in mm).

The air / oil flow to the bearings must be homogeneous and without any losses along the way. It is therefore strongly recommended that each bearing be supplied individually even if, at times, a more complex delivery system is required.

20
CONVENTIONAL

H1

G1

Minimum oil

Any system capable of sending the quantity of oil to a bearing that is strictly needed in order for it to operate correctly is considered to be minimum in nature. This type of lubrication can also be used in

high-speed bearings, by injecting small quantities of oil directly into the bearing itself. A control unit and circuit that guarantees continuity of pressure and flow controls the type and dose of oil used.

Nozzle position.
Maximum performance is achieved for all oil lubrication systems when the lubricant flow reaches the bearing contact areas with minimum turbulence. Nozzle positioning, as indicated in the table below, is therefore strongly recommended.

P and S values for nozzle position

Diameter d
P
6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280 P and S dimensions in mm

SERIES SEA
S

SEB - VEB
P S P
10.10 11.30 13.30 14.80 16.50 18.20 21.90 24.10 28.70 33.50 39.70 45.70 51.10 56.60 61.60 68.10 73.10 78.10 85.20 90.20 97.00 102.00 109.50 113.60 118.80 126.00 132.80 142.80 157.10 167.10 178.90 190.80 204.50 219.50 229.00 240.30 264.10 283.60

EX
S
0.90 1.00 1.20 1.20 0.90 1.20 1.20 1.35 1.50 1.75 1.90 1.90 1.90 2.30 2.30 2.30 2.30 2.30 2.80 2.80 3.00 3.00 3.10 3.10 3.25 4.00 4.25 4.25 5.40 5.40 5.65 5.75 5.50 6.55 6.05 6.20 6.90 6.40

VEX
P
10.10 11.30 13.30 14.80 16.50 18.20 21.90 24.10 28.70 33.80 40.30 46.10 51.60 57.60 62.30 69.60 74.60 79.30 86.50 91.50 98.50 103.50 111.00 115.40 120.40 135.40 144.90

E 200
S
0.90 1.00 1.20 1.20 0.90 1.20 1.20 1.35 1.50 1.65 1.65 1.90 1.85 1.85 2.10 1.90 1.85 2.05 2.15 2.25 2.70 2.70 2.65 3.05 3.05 3.05 3.50

P
13.10 13.80 16.10 17.90 19.60 22.30 25.70 30.80 35.50 42.40 49.90 55.80 60.90 65.20 72.20 80.20 86.00 91.00 95.80 102.70 110.00 116.00 123.80 130.30 137.20 144.40 157.20 168.60 182.50

S
1.00 0.70 1.30 1.55 1.60 1.45 1.55 1.75 1.65 2.05 2.05 2.50 2.10 2.75 3.15 2.80 3.00 3.00 2.75 3.30 4.00 2.05 3.70 3.75 4.85 4.65 4.85 5.70 5.50

12.10 13.40 15.40 18.40 20.40 24.50 29.50 34.50 39.50 44.50 50.00 55.60 61.30 66.40 72.40 77.40 82.40 87.40 94.10 99.10 104.10 109.10 114.60 120.90 130.90 144.00 153.20 165.60 0.30 0.30 0.30 0.30 0.35 0.35 0.35 0.35 0.35 0.35 0.45 0.55 0.65 0.65 0.65 0.65 0.65 0.90 0.90 0.90 0.90 1.40 1.10 1.10 2.20 1.85 2.20 14.80 16.80 19.80 22.00 26.70 31.80 36.80 43.00 48.70 54.20 58.40 64.60 69.60 74.50 81.50 86.50 91.50 98.60 103.50 108.50 115.40 125.40 137.40 149.80 159.80 173.30 183.30 193.30 207.40 217.30 231.10 251.10 271.00 298.90 318.3

0.85 0.75 0.75 1.15 0.90 1.05 1.05 1.00 1.25 1.45 1.45 1.65 1.85 1.85 1.75 2.20 2.15 2.15 2.55 2.50 2.50 3.00 2.95 3.40 3.40 3.35 4.65 4.65 4.65 5.65 5.60 6.30 6.30 6.20 7.95 7.30

21

Influence of the amount of lubricant contamination on bearing behaviour and life.

The level of bearing cleanliness affects both bearing life and efficiency. It is therefore extremely important to achieve an application where the bearings operate free of external contamination. With grease lubrication it is essential that all precautions are taken to prevent the ingress of contaminants both during the greasing process, assembly and operation. Spindle sealing has a significant role to play in keeping the bearing system free from debris during normal operation. The new range of SNFA sealed bearings can also offer designers new options in ensuring longer life. In the case of oil lubrication the basic demands for cleanness also apply but there is the added requirement of ensuring that the oil remains adequately free from contaminating particles. The contamination level will need monitoring. The frequency of monitoring will be governed by; the rate of contamination, the effectiveness of the sealing and the standard of the filtration and filter size.
ISO 4406 CONTAMINATION LEVEL
Number of particles
in 1 cm3 in 100 cm3

22

ASSEMBL Y MANUAL

Particle dimensions, microns

Number of fields

Of oil

18 /13

Apart from particulates, oils are also contaminated by the ingress of cutting oils and coolants etc. The oil properties are reduced so adversely affecting bearing life. This problem should be minimised by good sealing of the spindle. Contaminating particle classifications are available that specify size limits and amounts per 100cm3 of oil. With reference to classification ISO 4406 and ISO 4572 (figure 6) and the high precision sector, especially the high performance electro-spindle sector, it is advisable not to exceed a maximum contamination level of 11/8 and a filtering efficiency of B3 200.

13/ 10 10

/7

Particle dimension, microns

Fig. 6

Bearing handling

Angular contact super precision SNFA ball bearings are manufactured and packaged under strictly controlled environmental conditions. The end user can only take full advantage of bearing performance by using them properly and observing the following advice very carefully: Store the bearings in the original packing and in a dry environment. Plan the assembly sequences carefully. Operate in a suitable environment. Inspect components close to the bearings and check their cleanness. Check on the drawing that the bearing designation on the box is correct. Open the package only when the bearings are required for installation In the case of grease lubrication, introduce the correct amount of grease and distribute it evenly. In the case of synthetic grease, issues might arise relating to incompatibility with the protective oil. Whenever possible wash the bearing in well filtered products compatible with the environment and bearing materials and dry it immediately using dry and filtered compressed air. On no account should the bearing be spun using the air jet. Assemble the bearing in accordance with the instructions enclosed in the packaging (excessive force must be avoided). If necessary preheat the bearing bore or outer housing to ease assembly.

23

Fitting and clamping of bearing rings.

Bearings are tightened axially on journals or into housings with either ring nuts or end caps. These must be designed and manufactured to have: High geometrical precision. Good mechanical strength.

Prevent any relative movements of the components and so avoid any fretting corrosion during operation. Guarantee correct bearing location without resulting in any kind of deformation. Minimise material fatigue. Correct assessment of the force Pa is difficult given the uncertainty of the parameters that are in play. However, as a general guide, the tightening force Pa and the resultant value of the tightening torque C for the ring nuts and end caps can be calculated using the following rules:

ASSEMBL Y MANUAL

Reliable locking (to avoid loosening during operation).

The clamping force, Pa, which is obtained either by tightening the ring nuts or end caps, is of significant importance and shall be able to:

24

Calculation of the axial tightening force, Pa

The value for Pa can be obtained from:

Pa = Fs + ( Ncp Fc ) + Pr

Where:

Pa Fs Fc Pr Ncp

Axial clamping force (daN) Minimum axial clamping force (daN) Axial fitting force (daN) Bearing preload (daN) Number of preload bearings

Values for Fs and Fc are listed on the following page by bearing series and bore diameter. The preload value Pr, is specified in the bearing data table or, when dealing with a special preload, in the bearing designation. For a more accurate calculation please contact the SNFA Technical Office.

Tightening torque calculation

With values for Pa the value of the tightening torque C (daN mm) can be calculated:

C = K Pa C = K Pa / N b

for the locking nut for bolts in the end cap.

K is a based on the screw thread (see the table on page 26) and Nb is the number of screws on the end cap. Details and recommendations on the tightening procedures are included in the SNFA bearings assembly manual.

N.B.: The tightening torque value C calculated using the above method is only valid for: - Locking bearing sets that comply with the tolerances that are recommended in this catalogue. - Locking bearings and spacers only and not other components (e.g. gearwheels). - A maximum axial workload of less than 2 Pa. - Good quality ring nuts or end caps where the thread is lightly oiled. The SNFA technical department can provide the requisite advice if the above conditions cannot met.

Calculation of the axial tightening force

d
Fs
6 7 8 9 10 12 15 17 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 120 130 140 150 160 170 180 190 200 220 240 260 280

SEA SERIES
Fc

SEB - VEB - HB SERIES

Fs Fc

VEX - EX - HX SERIES
Fs
26 31 45 60 65 70 100 100 160 180 250 330 410 450 500 600 650 700 850 900 1100 1100 1600 1400 1500

E 200 SERIES
Fs Fc

BS 200 - BS (SPECIAL) SERIES

Fs Fc

Fc
43 41 49 49 55 47 49 49 65 50 55 75 75 75 65 80 75 70 80 75 120 140 170 150 140

33 37 43 55 60 95 120 140 160 180 240 290 330 330 470 500 550 550 750 800 800 850 900 1100 1200 1700 1600 2100 24 21 18 16 25 21 18 21 18 19 18 23 24 26 24 23 30 55 50 48 46 45 60 60 90 80 100 50 60 65 75 130 160 190 260 310 380 310 410 450 480 650 650 700 900 950 1000 1200

28 28 28 28 28 40 34 30 44 50 48 38 43 40 37 50 48 65 90 85 85 100

49 49 65 85 100 95 130 230 240 340 550 600 700 600 750 1100 1300 1400 1500 1700 1900 1900 2700 2700 3100 3700 4500 4800 5900

55 60 60 70 70 60 70 85 75 80 120 120 120 100 110 130 130 130 130 190 250 250 300 310 330 360 430 450 500 120 140 190 260 320 480 650 800 900 1000 75 75 80 95 95 95 130 140 130 130

25

1500

150

2100

210

1300 1600 2300 2400 2700 2800 3000 3700 3900 4800 5200 5700 7700 8300

90 120 160 150 180 170 160 220 260 320 290 270 400 400

2000 2200 2700 2900 3400 3800 5100 6400 6800 6600 7900 8600

180 190 270 250 270 290 350 450 500 550 600 550

Tightening procedure
Closure using ring nuts
Use a torque spanner initially to tighten the ring nut to a level that is approximately three times greater than C (this operation is important). Loosen off the ring nut. Retighten the ring nut to a torque of C. Close the anti-locking device according to the manufacturers instructions.

ASSEMBL Y MANUAL

Closure using end caps and bolts

26
Fig. 7

A residual gap must remain between the end cap and the housing face (figure 7) once the force Pa has been applied and the tightening procedure is complete. Use a torque spanner to tighten the bolts to a torque that is 2- 3 times greater than the recommended value of C. The operation should be carried out gradually moving across the diameter for the next bolt. Loosen off the bolts.

Re-tighten the bolts to the specified torque C (in the same manner as before) Measure the residual gap L between the end cap and the front face of the housing (see figure 7). Reduce the spigot depth by an amount that is equal to the residual gap L or compensate for the gap using spacers. Tighten the screws gradually to the MAXIMUM torque as recommended by manufacturers of the components.

It is important to remember that the spigot depth obtained using the above technique is valid for that set of bearings only. It is important to always repeat the spigot depth measurement procedure when assembling new/replacement bearings.

Spacers

The spacer configuration that is given in the above figure is recommended in any case where the spindles operate out of the horizontal when it is important to guarantee that the grease remains close to the bearings. THREAD
M4 M5 M6 M8 M 10 M 12 M 14 M 15 M 16 M 17 M 20 M 25 M 30 M 35 M 40 M 45 M 50 M 55 M 60 M 65

Coefficient K used to calculate the tightening torque

FACTOR K NUTS BOLTS

0.8 1.0 1.2 1.6 2.0 2.4 2.7 2.9 3.1

THREAD
M 70 M 75 M 80 M 85 M 90 M 95 M 100 M 105 M 110 M 120 M 130 M 140 M 150 M 160 M 170 M 180 M 190 M 200 M 220 M 240 M 260 M 280

FACTOR K NUTS
9.0 9.6 10.0 11.0 11.0 12.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 21.0 22.0 23.0 24.0 26.0 27.0 29.0 32.0

1.4 1.6 1.9 2.0 2.1 2.2 2.6 3.2 3.9 4.5 5.1 5.8 6.4 7.0 7.6 8.1

N.B.: The K values in the table are for fine pitch threads only.

BEARING DAMAGE ANALYSIS

BEARING DAMAGE ANALYSIS

27

BEARING DAMAGE ANALYSIS

EXCESSIVE LOADS
Excessive loading of the bearings demonstrates itself in many ways. The first is for a wide contact tracking band that may be discoloured by the heat generated, the second is fatigue spalling developing around microscopic pits and scratches in the raceway and the third is spalling starting from inclusions within the material body. The first will generate in to the second and the resultant spalling will develop as shown on the ring. Spalling originating from inclusions will also develop around the ring and they could also appear as shown. Whatever the beginning, the life of the bearing will be short. The problem can be resolved by reducing the external loads or by using bearings with a higher load capacity.

28

OVERHEATING
Overheated rings and balls display colouring that varies from golden yellow through to blue. Overheating occurs because there is an application problem, because the bearing is overloaded, because the lubrication is not good enough or because there is no way the heat developed within the bearing can escape. If the bearing runs at temperatures in excess of the tempering temperature for any period of time not only will they begin to discolour they will begin to soften and eventually become misshapen. Bearing fatigue life will be reduced. The most common cause for this problem is related to lubrication. As shown, the ball tracks are discoloured brown indicating that the track surface has been in excess of 200C. At this temperature the lubrication will be poor if not destroyed. This leads to more heat generation and eventual premature failure. To control this problem, confirm that the lubrication is adequate for the operating conditions (loads, rotational speeds and temperature) and try to ensure a good heat path away from the bearing.

BRINNELLING
When a bearing is subjected to very high loads (it is not important if they are applied gradually or are impact loads) and the contact stresses are in excess of the elastic limit, indentations are formed. This is Brinnelling. Brinnelling can appear as discrete indents if the bearing has not rotated or as high wear if the bearing has been running during the time of the high loading. Brinnelling of a bearing is often first noted by high noise levels. The most common causes of Brinnelling are: Assembly and / or disassembly using inappropriate tools (e.g. hammer). Accidentally dropping previously assembled components. Incorrect assembly and / or disassembly procedures. Never assemble bearings onto the shaft by applying pressure to the external ring, but rather ensure that pressure is applied directly to the internal ring. This prevents the balls and the rings from being subjected to excessive static loads.

29

FALSE BRINNELLING
False Brinnelling resembles brinnelling but it is generated differently. When the static bearing is vibrated the ball/track contacts begin to suffer fretting corrosion. The products of this mechanism are abrasive so they tend to accelerate the process. As the bearing is static any lubricant present is ineffective. To stop this happening there is a need to lock together the shaft and housing to prevent relative movement or fully isolate the part from the vibration source.

BEARING DAMAGE ANALYSIS

FATIGUE
Fatigue-related failure takes the form of spalling of the raceway surface. It generates either from the surface where there are high contact stresses around microscopic pits or scratches or from below the surface where stress concentrations occur around inclusions, leading to crack propagation. Fatigue spalling usually propagates gradually during operation and is evident on both the inner and outer rings as well as the balls. The problem is usually detected through increased vibration and noise levels.

30

REVERSE LOADING
Angular ball bearings are designed to support axial loads that act in one direction only. If a reverse load is applied the contact area between the ball and the outer ring moves towards the non-thrust side which has a lower shoulder height. The result is that the ball/raceway contact ellipse becomes truncated resulting in high contact stresses and rapid failure. Not all reverse load situations result in the bearing actually attempting to take thrust in the wrong direction. Most often the reverse load is sufficient to overcome the preload. This is termed off-loading. When this occurs the balls are allowed to spin and take up another preferred axis of rotation and hence develop another tracking pattern. Where complete reverse loading occurs the signs of damage will be excessive bearing noise and poor spindle operation. This may be confused with other failure causes, however, on disassembly and inspection of the balls, a deep line will be witnessed in the tracking band (caused by running over the shoulder) and the track/smaller shoulder corner radius of the bearing ring will be damaged.

Contact stress

CONTAMINATION
Contamination can be one of the main reasons for bearing rejection. The presence of particles in the bearing leads to indentations in the raceway as the balls roll over them. These indentations then increase the general noise level of the bearing. The indentations also act as stress raisers from which fatigue spalls can generate. Wear rates, and all that that brings with it, are enhanced. Contaminants may include: Dust that is blown in by the air supply, Machining debris left behind after spindle or housing manufacture, Abrasive particles from grinding wheels etc normally found in a workshop. Typically, bearings may be contaminated if the person handling them has dirty hands or uses dirty tools, or if they are located in dirty surroundings, or indeed if contaminated lubricants and washing liquids are used. It is good practice to provide assembly areas away from any machines and preferably in an area that is enclosed with a controlled atmosphere. Bearings should be stored in their original packaging until they are needed. Should bearings need to be washed prior to fitting or greasing, then well filtered liquids must be used. Seals play a significant role in preventing bearing contamination, and should always be damage free and hence effective.

31

LUBRICATION
Tracking bands on rings and balls that are discoloured blue or brown are a good sign of lubrication problems. This happens because the lubricant film has been unable to maintain sufficient thickness to prevent surface to surface contact. Lubrication failure could mean that it is wrong for the application or that the supply is marginal and hence a full film can not develop. It is necessary to always ensure that the specified lubricant, delivery system and quantity is correct for the application. A matt tracking band indicates that wear is taking place but there is no significant heating. This will progress very slowly to rejection. If the tracking bands are discoloured then the heat build up is more significant and the rejection will happen earlier. Diagnosis may be difficult as only a small part of the machines duty cycle may cause the problem. It is therefore necessary to look at the worst case and decide if it is significant. Bearing failure caused by lubrication problems can be dramatic. The cage can burn or melt and the track becomes red hot and material deformed and pushed out of the way by the passing balls. When rotation stops, the balls which are likely to be completely misshapen, become welded to the raceway. Lubrication issues can be resolved by selecting the optimum lubricant that is suited to the specific application and also by eliminating any causes that could lead to an abnormal increase in the operating temperature.

BEARING DAMAGE ANALYSIS

CORROSION
Corrosion displays itself in the form of red-brown marks on the ball and the rings. This happens when the bearing is exposed to environmental or chemical corrosive agents The result is a significant increase in wear and vibration levels which together act to reduce the pre-load. In some cases, corrosion can actually give rise to fatigue-related failure. Keeping the bearing dry and avoiding contact with corrosive agents is the best prevention.

32

MISALIGNMENT
A tracking band that does not run parallel to the stationary ring shoulder is the result of misalignment. The tracking band on the rotating ring will be wider than normal. Misalignment is a problem associated with poor manufacturing or assembly. Abutment shoulders must always be square to the bearing seat and seats in housings or on shafts must always be concentric. If burrs or machining debris are not removed from the assembly they can become trapped between the parts and also lead to misalignment. The maximum acceptable misalignment depends greatly on the bearing, the type of application and will certainly need to minimised as speeds increase. As is shown here with the tracking band being wider on one part of the ring than on another, misalignment can develop over time as parts move or during operation as parts deflect under load.

EXCESSIVE RADIAL CLEARANCE

Incorrect selection of the fit between the bearing outer ring and the housing or the inner ring and shaft can result in relative vibratory movement between the surfaces leading to fretting corrosion. Fretting corrosion generates small metallic oxide particles that are brown in colour. These particles are abrasive and wear the surfaces. This increases the play even further and an ever rapidly increasing problem occurs. Wear of the bearing side faces and wear of the raceway by intruding debris causes a loss of preload. Couple this with a loss of bearing fit and subsequent ring rotation and the result is poor spindle performance and spindle rejection.

33

EXCESSIVE RING FIT

When fits on bearing rings are excessive, the radial play of the bearing may be reduced to the point where there has been a significant change in contact angle. Reducing the contact angle in a predominantly axially loaded bearing means that the contact load is increased and that, in turn, means a wide and often discoloured tracking band. High interference also means high hoop stresses that, when added to the contact stress, effectively reduces bearing fatigue life. Always ensure that the fits are adequate at operating conditions and take account of any thermal gradients as well as any speed effects.

BEARING DAMAGE ANALYSIS

ELECTRIC ARC DAMAGE

When an electrical current passes through a bearing, it tends to arc between non-contacting balls and raceways leaving visual patterns that range from random pitting to fluted patterns. Bearings that have suffered this sort of damage produce vibrations and noise and may have a short fatigue life.

34

Natural Frequencies

The vibrations produced by a bearing are significant indications of its condition and, more generally of the condition of the machine in which it is fitted. Indeed, damaged bearings or failing machinery often first present as increased vibration levels. Using vibration analysis equipment and comparing the spectrum the equipment produces with the bearing natural frequencies, it is possible to work out if the vibrations are the result of damage to the bearing or to other machine components. The bearing natural frequencies are functions of their geometry and are determined using the following formulae:

Outer ring ball pass frequency: n Z BPFO = 1 - cos 60 2 dm

[Hz]

Inner ring ball pass frequency: n Z BPFI = 1 + cos 60 2 dm

[Hz]

Ball Spin Frequency: n dm BSF = 0.5 - cos2 60 dm

[Hz]

Cage Rotation Frequency (Fundamental Train Frequency): n FTF = 0.5 1 - cos 60 dm

[Hz]

n: Internal ring rotation velocity [revs / minute] : Contact angle [degrees] - Z: Number of balls - : Ball diameter [mm]

35

The table below provides an initial analysis of the reasons that give rise to anomalous vibrations: Vibration measurement direction

Fault

Dominant frequency

Comments
Faults on rolling elements generate vibration peaks at the spin rotation frequency and subsequent harmonics (BSF, 2xBSF, 3xBSF, etc). In addition, the cage rotation frequency (FTF) often modulates the frequencies in question, creating smaller peaks corresponding to BSFFTF, 2xBSFFTF etc. The frequency of vibration varies continuously. In addition, cage guided rolling elements generate vibrations that deviate from BSF. When a defect is present on the rolling track, the balls generate a vibration that corresponds to their pass frequency, BPFI and BPFO respectively, if the damage is to the inner or outer ring. In general, the phenomenon develops with time and also damages the rolling element that in turn begins to generate signals at BSF and its harmonics (see above) In any situation in which insufficient lubrication is provided, peaks can be created in the field of a few kHz of frequency. This is due to contact between the micro-unevenness of the surfaces. The most common cause of rotor vibration is the presence of an unbalanced rotating mass. This is when the rotor axis of rotation does not coincide with the geometric axis, thereby creating major vibrations at the rotation frequency. Another common cause of vibration is the imperfect axial alignment of the rotor supports. Rotor supports that are not perfectly coaxial in nature generate vibrations that increase in magnitude according to the degree to which the supports are misaligned and as the speed increases. The generated vibrations reflect the rotor rotation frequency and its subsequent harmonics. When there is excessive movement between two components (e.g. a bearing and its journal) major vibrations will be generated at the shaft rotation frequency and sub-harmonics (0.5 x n/60).

Demaged rolling element

BSF

Radial

Damage cage

BSF - FTF

Radial - Axial

Damaged rings

BPFO -BPFI

Radial

Lubrication

Variable

Radial - Axial

Unbalanced rotor

n/60

Radial

Misalignment

n/60

Radial - Axial

Excessive play

0.5 x n/60

Radial - Axial

SNFA - MANUALE DI MONTAGGIO E DANNEGGIAMENTI - 1 edizione - 10/2003 - italiano/2m