Bearing Lubrication

An Introduction to Oil and Grease

Lubrication of Rolling Element Bearings

Summary
If rolling bearings are to operate reliably they must be adequately
lubricated to prevent direct metal-to-metal contact between the
rolling elements, raceways and cages. The lubricant also inhibits
wear and protects the bearing surfaces against corrosion. The
choice of a suitable lubricant and method of lubrication for each
individual bearing application is therefore important, as is
correct maintenance. This article provides an overview of grease
and oil lubrication for rolling element bearings, which includes
supply systems and example lubricant selection cases based on
the LubeSelect program.

JM02006 (revised)
SKF
29 pages
December 2003

SKF Reliability Systems

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and conditions contained in @ptitudeXchange.
 Bearing Lubrication

Introduction......................................................................................................................................4

Reducing Friction.............................................................................................................................4

Oil Lubrication.................................................................................................................................5
Oil Selection .............................................................................................................................6
Viscosity Ratio..........................................................................................................................6
Oil Types ..................................................................................................................................9
LubeSelect Oil Selection Example .........................................................................................10
Oil Change ..............................................................................................................................12

Oil Supply Systems........................................................................................................................12

Oil Bath...................................................................................................................................12
Oil Pick-up Ring .....................................................................................................................12
Wick Feed...............................................................................................................................14
Circulating System..................................................................................................................14
Oil Jet......................................................................................................................................16
Oil-Spot...................................................................................................................................16
Oil Mist From Separate Mist Generator .................................................................................17

Grease Lubrication.........................................................................................................................17
Base Oil Viscosity ..................................................................................................................18
Consistency.............................................................................................................................18
Temperature Range.................................................................................................................19
Protection Against Corrosion .................................................................................................21
Load Carrying Ability: EP and AW Additives.......................................................................21
Miscibility...............................................................................................................................22
LubeSelect Grease Selection Example ...................................................................................22

Grease Relubrication......................................................................................................................24
Relubrication Procedures........................................................................................................24

© 2004 SKF Reliability Systems All Rights Reserved 2

 Bearing Lubrication

Replenishment ........................................................................................................................24
Renewing Grease Fill .............................................................................................................26
Continuous Relubrication .......................................................................................................27
Cleaning..................................................................................................................................28

SKF Solid Oil™.............................................................................................................................28

References......................................................................................................................................29

© 2004 SKF Reliability Systems All Rights Reserved 3

 Bearing Lubrication

Introduction Reducing Friction

If rolling bearings are to operate reliably they
must be adequately lubricated to prevent
direct metal-to-metal contact between the
rolling elements, raceways and cages [1]. The
lubricant also inhibits wear and protects the
bearing surfaces against corrosion. The choice
of a suitable lubricant and method of
lubrication for each individual bearing
application is therefore important, as is correct
maintenance.
The film thickness (and hence the friction) in
a rolling bearing is dictated by the bearing
size, the operating speed and the viscosity at
operating temperature of the oil used. The
higher the speed, the thicker is the oil film.
Consider the three different regions in the
Stribeck curve.

A wide selection of greases and oils is

available for the lubrication of rolling bearings
and there are also solid lubricants, e.g. for
extreme temperature conditions. The actual
choice of a lubricant depends primarily on the
operating conditions, i.e. the temperature
range and speeds as well as the influence of
the surroundings.

The most favorable operating temperatures

will be obtained when the minimum amount
of lubricant needed for reliable bearing
lubrication is provided. However, when the
lubricant has additional functions, such as
sealing or the removal of heat, additional
amounts of lubricant may be required.
The lubricant in a bearing arrangement
gradually loses its lubricating properties as a
result of mechanical work, ageing and the
build-up of contamination. It is therefore
necessary for grease to be replenished or
renewed and for oil to be filtered and changed
at regular intervals.
The information and recommendations in this
article relate to bearings without integral seals
or shields. The principles of lubrication of
plain or sleeve-type bearings are not
considered as well. The article is based on
relevant, recent SKF publications [1-5].
© 2004 SKF Reliability Systems All Rights Reserved
Figure 1: Stribeck curve relation friction coefficent
with speed, viscosity, and load.
1. Boundary region with high coefficient of
friction. If the speed is very low there will
be no pressure build up in the lubricant at
all and hence the loading is for 100%
carried by the asperities in the contact
area, protected by adsorbed molecules of
the lubricant and/or a thin oxide layer.
Characteristic for boundary lubrication is
the absence of hydrodynamic pressure.
Lubrication can be achieved by reactive
chemistries that prevent asperity welding.
2. Mixed lubrication region where a
hydrodynamic pressure is build up in the
lubricant when the speed increases.
Characteristic for mixed lubrication is that
the loading is carried by a combination of
4

the hydrodynamic pressure and the contact
pressure between the asperities of both
surfaces. It is the intermediate region
between boundary lubrication and
hydrodynamic lubrication.
3. (Elasto-)Hydro-Dynamic ((E)HD) region
with the lowest coefficient of friction.
Characteristic for hydrodynamic
lubrication is that the load and
hydrodynamic pressure are in equilibrium.
Loads are carried by the lubricant, metal
surfaces are separated by a thin film of oil
that can been compressed even to the
consistency of solid silver. Lubrication is
dominated by fluid film hydrodynamics
(speed) and by pressure-viscosity effects.
At higher speeds, the hydrodynamic
pressure increases so that the surface
asperities are completely separated by a
lubricant film. The coefficient of friction
rises with increasing speeds due to internal
friction of the lubricant.
Three different terms are used by SKF to
describe the lubrication conditions: full, mixed
or boundary lubrication [5].
Figure 2: Full, mixed, and boundary lubrication.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
The bearings for high-speed suction rolls are
an example of paper machine bearings with
full lubrication. Unfortunately, there are also
some disadvantages with increased speed. One
is the risk of sliding between the rolling
elements and the raceways. If the sliding
speed of rolling elements is too high in
relation to the rolling speed, the oil film can
be broken. This normally leads to serious
damage to the bearing.
Felt roll bearings in the dryer section are
examples of bearings with mixed lubrication.
These bearings do not suffer much
lubrication-related damage because the
lubrication conditions are still relatively good
and the speed is moderate.
The bearings for drying cylinders of a paper
machine without insulation are examples of
bearings with boundary lubrication. Whether
insufficient lubrication in this case leads to
serious damage or to just mild wear and
running-in of the surfaces depends on the
actual operating conditions.
For a detailed treatment on lubricant films,
friction, surface roughness, etc., in rolling
element bearings, the reader is referred to
textbooks like [7].
Oil Lubrication
Oil is generally used for rolling bearing
lubrication when high speeds or operating
temperatures preclude the use of grease, when
frictional or applied heat has to be removed
from the bearing position, or when adjacent
components (eg gears) are lubricated with oil.
In order to increase bearing service life, all
methods of bearing lubrication that use clean
oil are preferred, i.e. well filtered circulating
oil lubrication, oil jet method and the oil-spot
method with filtered air and oil. When using
the circulating oil and oil-spot methods,
adequately dimensioned ducts must be
5

provided so that the oil flowing from the
bearing can leave the arrangement.
Oil Selection
Selecting oil is primarily based on the
viscosity required to provide adequate
lubrication for the bearing at the bearing
operating temperature. The viscosity of oil is
temperature dependent, becoming lower as the
temperature rises. The viscosity-temperature
relationship of an oil is characterized by the
viscosity index VI. For rolling bearing
lubrication, oils having a high viscosity index
(little change with temperature) of at least 95
are recommended.
In order for a sufficiently thick oil film to be
formed in the contact area between rolling
elements and raceways, the oil must retain a
minimum viscosity at the operating
temperature. The minimum kinematic
viscosity ν1 required at the operating
temperature to provide adequate lubrication
can be determined from figure 3, provided a
mineral oil is used. When the operating
temperature is known from experience or can
otherwise be determined, the corresponding
viscosity at the internationally standardized
reference temperature of 40 °C, i.e. the oil
ISO VG viscosity class, can be obtained from
figure 4, which is compiled for a viscosity
index of 95. Certain bearing types, e.g.
spherical roller bearings, toroidal roller
bearings, taper roller bearings, and spherical
roller thrust bearings, normally have a higher
operating temperature than other bearing
types, e.g. deep groove ball bearings and
cylindrical roller bearings, under comparable
operating conditions.
Example: A bearing having a bore diameter d
= 340 mm and outside diameter D = 420 mm
is required to operate at a speed n = 500 r/min.
Therefore dm = 0,5 (d + D) = 380 mm. From
figure 3, the minimum kinematic viscosity ν1
required for adequate lubrication at the
operating temperature is approximately 11
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
mm2/s. From figure 4, assuming that the
operating temperature of the bearing is 70 °C,
it is found that a lubricating oil of ISO VG 32
viscosity class, i.e. a kinematic viscosity ν of
at least 32 mm2/s at the reference temperature
of 40 °C, will be required. See figure 5 for
conversion to other viscosity units.
Viscosity Ratio
SKF defines the viscosity ratio κ = ν/ν1 as the
ratio between actual and required viscosity at
operating temperature. If the viscosity ratio is
one, the actual viscosity of the chosen oil
equals the required viscosity. Values less than
one mean the actual viscosity is less than the
required viscosity; values higher than one
mean the actual viscosity is higher than
required viscosity. In oil lubrication, values
between 1 and 2.5 are normal.
Bearing life may be extended by selecting an
oil where the kinematic viscosity ν at the
operating temperature is higher than the
viscosity ν1 obtained from figure 3. A ν > ν1
can be obtained by choosing a mineral oil of
higher ISO VG viscosity class or by taking an
oil with higher viscosity index VI, whereby
this oil should have at least the same pressure-
viscosity coefficient. Since increased viscosity
raises the bearing operating temperature there
is frequently a practical limit to the lubrication
improvement that can be obtained by this
means.
If the viscosity ratio κ = ν/ν1 is less than 1, an
oil containing EP additives is recommended
and if κ is less than 0.4 an oil with EP
additives must be used. An oil with EP
additives may also enhance operational
reliability in cases where κ is greater than 1
and medium and large-size roller bearings are
concerned. It should be remembered that some
EP additives may have adverse effects, see
later sections.
6
 Bearing Lubrication

Figure 3. Minimum required oil viscosity. Diameter (dm) is defined as the mean of bore and outer diameter.

© 2004 SKF Reliability Systems All Rights Reserved 7

 Bearing Lubrication

Figure 4. Viscosity-Temperature chart. Viscosity classification numbers are according to international standard
ISO 3448-1975 for mineral oils with a viscosity index of 95.

© 2004 SKF Reliability Systems All Rights Reserved 8

 Bearing Lubrication

Figure 5: Comparison of various viscosity classification methods.

Oil Types are generally only used in special cases.

Synthetic versions of many of the popular
Straight mineral oils are generally favored for
lubricant classes are available. Synthetic oils
rolling bearing lubrication. Oils containing
are generally only considered for bearing
EP, anti wear and other additives for the
lubrication in extreme cases, e.g. at very low
improvement of certain lubricant properties
or very high operating temperatures. The term
© 2004 SKF Reliability Systems All Rights Reserved 9

synthetic oil covers a wide range of different
base stocks. Main ones are polyalphaolefins
(PAO), esters and polyalkylene glycols
(PAG). These synthetic oils have different
properties to mineral oils.
With respect to bearing fatigue life the actual
lubricant film thickness plays a major role.
The oil viscosity, the viscosity index and the
pressure-viscosity coefficient influence the
actual film thickness in the contact area for a
fully flooded condition. For most mineral oil
based lubricants, the pressure-viscosity
coefficient is similar and generic values
obtained from literature can be used without
large error. However, the response of viscosity
to increasing pressure is determined by the
Figure 6: Properties of oil types.
LubeSelect Oil Selection Example
SKF applies an Internet based lubrication
selection program “LubeSelect”, found online
at http://www.aptitudexchange.com. Consider
the example bearing having a bore diameter d
= 340 mm and outside diameter D = 420 mm,
required to operate at a speed n = 500 r/min.
Therefore dm = 0,5 (d + D) = 380 mm. From
figure 3, the minimum kinematic viscosity ν1
required is approximately 11 mm2/s. From
figure 4, assuming that the operating
temperature of the bearing is 70 °C, it is found
that a lubricating oil of ISO VG 32 viscosity
class, i.e. a kinematic viscosity ν of at least 32
mm2/s at the reference temperature of 40 °C,
will be required.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
chemical structure of the base stocks used. As
a result of this there is considerable variation
in pressure-viscosity coefficients for the
different types of synthetic base stocks. Due to
the differences in the viscosity index and
pressure-viscosity coefficient, it should be
remembered that the lubricant film formation,
when using synthetic oil, may differ from that
of a mineral oil having the same viscosity.
Accurate information should always be sought
from the individual lubricant supplier. In
addition, additives play a role in the film
formation. Due to differences in solubility,
different types of additives are applied in
synthetic oils when compared with the mineral
oil based counterparts.
In figure 7, the conditions are given as input
for LubeSelect. The results are depicted in
Figure 8. For mineral oils, a minimum
viscosity grade of 29 cSt at 40º C (104º F) is
calculated, resulting in a viscosity ratio of 1.
The user can decide which viscosity grade to
select, e.g., ISO VG 32, VG 42, or VG 68.
Additionally, the risk of high friction torque is
provided at start up temperature, and the
viscosity ratio is calculated for peak
temperature, here assumed 100 °C. To fulfill
other specific functions (i.e. corrosion
protection) special additives may be
necessary. Many oil suppliers generally have
special oils to cope with these requirements.
10
 Bearing Lubrication

Figure 7: Selection screen for application

Figure 8. Lube Select advice based on input data of Figure 5.

© 2004 SKF Reliability Systems All Rights Reserved 11

 Bearing Lubrication

Oil Change machinery. The oil, which is picked up by the

rotating components of the bearing, is
The frequency with which it is necessary to
distributed within the bearing and then flows
change the oil depends mainly on the
back to the oil bath. The oil level should be
operating conditions and the quantity of oil.
such that it almost reaches the center of the
With oil bath lubrication it is generally lowest rolling element when the bearing is
sufficient to change the oil once a year, stationary. The use of oil levelers is
provided the operating temperature does not recommended to provide the correct oil level.
exceed 50 °C (120° F) and there is little risk of When operating at high speed the oil level can
contamination. Higher temperatures call for drop significantly and the housing can become
more frequent oil changes, e.g. for operating overfilled by the oil.
temperatures around 100 °C (220° F), the oil
should be changed every three months.
Frequent oil changes are also needed if other
operating conditions are arduous.

With circulating oil lubrication, the period

between two oil changes is also determined by
how frequently the total oil quantity is
circulated and whether or not the oil is cooled.
It is generally only possible to determine a
suitable interval by test runs and by regular
inspection of the condition of the oil to see
that it is not contaminated and is not
excessively oxidized. The same applies for oil
jet lubrication. With oil spot lubrication the oil
only passes through the bearing once and is
not re-circulated.

In case of contaminated environments or
heavy wear (e.g. in a gearbox) more frequent
changes may be necessary. In ISO 4406, a
classification oil contamination is given [6].
Oil Supply Systems
When dealing with liquid lubricating systems
it is important to have a suitable enclosure that
aids in preventing leakage. Careful
consideration needs to be taken when
selecting the proper system. This section
contains various types of oil supply systems.
Oil Bath
The simplest method of oil lubrication is the
oil bath (figure 9). A simple oil bath method is
satisfactory for low or moderate speed
© 2004 SKF Reliability Systems All Rights Reserved
Figure 9. An oil bath system displaying proper oil level
when the system is stationary.
Oil Pick-up Ring
For bearing applications where speeds and
operating temperature are such that oil
lubrication is necessary and high reliability is
required the oil pick-up ring lubrication
method is recommended (figure 10). The
pick-up ring serves to bring about oil
circulation. The ring hangs loosely on a sleeve
on the shaft at one side of the bearing and dips
into the oil in the lower half of the housing. As
the shaft rotates, the ring follows and
transports oil from the bottom to a collecting
12
 Bearing Lubrication

trough. The oil then flows through the bearing

back into the reservoir at the bottom.

Figure 10: Oil pick-up ring method.

In case of vertical shafts, oil can be carried

upward by a rotating collar under the bearings
and passes the latter in the form of a mist, In Figure 11: High-speed shaper spindle.
figure 11, owing to the strong pumping action,
a space must be available for the oil to
accumulate above the bearing. Return
channels are provided to maintain circulation
of the lubricant. In figure 12, oil climbs
upward on the outside taper of the bottom
flinger and is blown into a mist where the
taper ends. The air circulation, provided by the
top flinger and return channels, carries the
lubricant into the bearing. The hole in the
bottom flinger equalizes the air pressure on
both sides of the seal and prevents syphoning
of the lubricant. The pin close to the tapered
collar counteracts rotation of the oil and
contributes towards more efficient lubrication.
Figure 12: High-speed vertical shaft.

© 2004 SKF Reliability Systems All Rights Reserved 13


Wick Feed
Wick feed is suitable for extreme speeds as a
small quantity of filtered oil is supplied to the
bearing. Moreover, there is no risk of the
lubricant being churned inside the housing.
However, some attention must be given to the
wicks and they have to be replaced
occasionally. They should be dried and
thoroughly saturated with oil before mounting,
in order to prevent absorption of moisture,
which would impair their ability to convey
lubricant. Figure 13 shows a wick feed where
the wick siphons the oil into the bearing. With
this arrangement, no wear takes place but the
wicks will continue to feed oil when the
machine has stopped.
Figure 13: Vertical milling machine spindle. Note the
simplicity of design. A small quantity of oil is fed to the
bearing by wicks, which syphon the oil from the oil
reservoirs.
Figure 14 shows an arrangement whereby oil
is conveyed by a wick by means of capillary
attraction to a rotating collar or flinger, where
it is thrown off by centrifugal force (see also
oil ring method). This system has the
advantage of delivering oil only when it is
needed. However, to function, the wick must
be in contact with the rotating collar.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
Figure 14: Wick feed on vertical shaper Spindle. The
wick conveys the lubricant to a rotating collar, from
which it is thrown off and drains back through the
bearing. This method circulates and filters the oil, so
that clean lubricant is delivered to the bearing.
Circulating System
Operation at high speeds will cause the
operating temperature to increase and will
accelerate ageing of the oil. To avoid frequent
oil changes and to achieve a fully flooded
condition, the circulating oil lubrication
method is generally preferred (figure 15).
Circulation is usually produced with the aid of
a pump. After the oil has passed through the
bearing, it generally settles in a tank where it
is filtered and, if required, cooled before being
returned to the bearing. Proper filtering leads
to long bearing service life. Cooling the oil
enables the operating temperature of the
bearing to be kept at a low level.
Entry of oil is best at the center plane of the
bearing, near the top of the housing. When
CARB bearings are applied, lubrication must
be taken in from the side. Drain for the center
feed is best done by two drains, one on each
sidewall of the housing, which leads
downward outside the housing. Horizontal
drains must be avoided. An alternate method
is to have the inlet on one side, below the
horizontal center, and drain from the opposite
side of the bearing. The outlet should be larger
than the inlet to prevent accumulating too
much oil in the bearing housing.
14
 Bearing Lubrication

The amount of oil retained in the housing is

controlled be the location of the outlet. For
“wet sump” the oil level at a standstill must
not be higher than the center of the lowest ball
or roller. A reliable sight-glass gauge should
be provided to permit an easy check. Where
there is extreme heat, the lubricant will last
longer if the “dry sump” design is used, which
permits oil to drain out immediately after it
passes through the bearing. The outlets are
then located at the lowest point on both sides
of the housing. With this arrangement, the
bearing remains cleaner as there is little
chance of carbonized oil being retained in the
housing. When the outlets, or drains are
located at the lowest point on both sides of the
housing, an arrangement is necessary to
indicate when oil flow is impaired or stopped.
Electrically interlocking the oil pump motor
with the motor driving the machine can
provide this protection. Figure 16 shows a
pillow block with oil circulation for felt and
Figure 15: Circulating System.
paper dryers in paper machines.

Figure 16: Pillow block with oil circulation for felt and paper dryers in paper machines. The drain area (one drain
each side of the bearing) should be larger than the inlet area to prevent excess oil from accumulating in the housing.
Drains can be located to provide a wet sump (static level) or a dry sump. The cross-section shows a dry sump
example to the left of the bearing and wet sump to the right.

A key parameter to consider is the required oil lubrication is necessary. For additional
flow for cooling. A minimum oil flow for cooling, the oil flow must be higher. There are

© 2004 SKF Reliability Systems All Rights Reserved 15


complex calculations based on heat transfer
between the bearing components, oil, and
environment. However, these calculation fall
outside the scope of this article. Please consult
SKF for more information.
Oil Jet
For very high-speed operation a sufficient but
not excessive amount of oil must be supplied
to the bearing to provide adequate lubrication
without increasing the operating temperature
more than necessary. One particularly
efficient method of achieving this is the oil jet
method (figure 17) where a jet of oil under
high pressure is directed at the side of the
bearing. The velocity of the oil jet must be
sufficiently high (at least 15 m/s) to penetrate
the turbulence surrounding the rotating
bearing. A dry sump should always be used in
addition to a drainage hole to alleviate the
accumulation of extemporaneous oil.
Figure 17: Oil jet method.
Oil-Spot
With the oil-spot method (figure 18) – also
called the oil-air method – very small,
accurately metered quantities of oil are
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
directed at each individual bearing by
compressed air. This minimum quantity
enables bearings to operate at lower
temperatures or at higher speeds than any
other method of lubrication. The oil is
supplied to the leads by a metering unit, at
given intervals. The oil is transported by
compressed air; it coats the inside of the leads
and “creeps” along them. It is projected to the
bearing via a nozzle or it just flows to the
bearing raceways by a surface tension effect.
The compressed air serves to cool the bearing
and also produces an excess pressure in the
bearing arrangement to prevent contaminants
from entering.
Figure 18: Oil-spot method.
16

Oil Mist From Separate Mist Generator
The oil mist method consists of a mixture of
air and atomized oil that is supplied to the
bearing housing under suitable pressure. The
oil mist is formed in an atomizer. Several
manufacturers offer suitable designs and can
recommend systems, capacities, and operating
temperature and pressure to assure the
required oil viscosity is maintained.
In an oil mist system, air is charged with mist
oil and then introduced in the housing between
the bearings before escaping through the
housing enclosure or vents. The air from the
supply line first passes through a filter then
through a reduction valve, which reduces the
line pressure to a suitable value. It is important
that the air be sufficiently dry, which
sometimes requires the use of a dehumidifier.
This method of lubrication has proven
effective in reducing the operating
temperature, as the flow of air prevents excess
oil from accumulating in the bearing. Since
the air under pressure in the housing escapes
through the housing enclosure or vents, the
entrance of moisture and grit is retarded. In
addition, oil mist lubrication continuously
supplies only clean, fresh oil to the bearings.
Oil mist lubrication has not been
recommended for some time due to possible
negative environmental effects. The oil spot
method offers significant advantages. For
example, higher base oil viscosity can be more
effectively used with the oil spot system. Also,
the system does not vent oil mist into the
environment. Finally, it uses a lower volume
of oil, so it is more cost-efficient.
A new generation of oil mist generators
permits to produce oil mist with 5 ppm oil.
New designs of special seals also limit the
amount of stray mist to a minimum. In case
synthetic non-toxic oil is used, the
environmental effects are even further
reduced. Oil mist lubrication today is used in
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
very specific applications, like the petroleum
industry.
Grease Lubrication
Grease can be used to lubricate rolling
bearings under normal operating conditions in
the majority of applications. Grease has the
advantage over oil that it is more easily
retained in the bearing arrangement,
particularly where shafts are inclined or
vertical, and it also contributes to sealing the
arrangement against contaminants, moisture or
water.
Excessive amounts of grease will cause the
operating temperature within the bearing to
rise rapidly, particularly when running at high
speeds. As a general rule, when starting up
only the bearing should be completely filled,
while the free space in the housing should be
partly filled with grease. Before operating at
full speed, the excess grease in the bearing
must be allowed to settle or escape during a
running-in period. At the end of the running-in
period the operating temperature will drop
considerably indicating that the grease has
been distributed in the bearing arrangement.
However, where bearings are to operate at
very low speeds and good protection against
contamination and corrosion is required, it is
advisable to fill the housing completely.
Lubricating greases consist of a mineral or
synthetic oil combined with a thickener. The
thickeners are usually metallic soaps.
However, other thickeners, e.g. polyurea can
be used for superior performance in certain
areas, i.e. high temperature applications.
Additives can also be included to enhance
certain properties of the grease. The
consistency of the grease depends largely on
the type and concentration of the thickener
used and on the operating temperature of the
application. When selecting a grease, the
consistency, operating temperature range,
viscosity of the base oil, rust inhibiting
17
 Bearing Lubrication

properties and the load carrying ability are the
most important factors to be considered.
These factors must be weighed based upon
application considerations. The following
section discusses these factors in more detail.
It is common to select a family of greases that
account for most applications and then order
additional lubricants for specific applications
that are not covered.
Base Oil Viscosity
The importance of the oil viscosity for the
formation of an oil film to separate the bearing
surfaces and thus for the life of the bearing is
dealt with in an earlier section, including the
viscosity ratio κ. The information applies
equally to the base oil viscosity of greases.
lubrication should not change drastically when
operated within its specified temperature
range after mechanical working. Greases that
soften at elevated temperatures may leak from
the bearing arrangement. Those that stiffen at
low temperatures may restrict rotation of the
bearing or have insufficient oil bleeding.
Metallic soap thickened greases, with a
consistency of 1, 2 or 3 are used for rolling
bearings. The most common greases have a
consistency of 2. Lower consistency greases
are preferred for low temperature applications,
or for improved pumpability. Consistency 3
greases are recommended for bearing
arrangements with a vertical shaft, where a
baffle plate is arranged beneath the bearing to
prevent the grease from leaving the bearing.

The base oil viscosity of the greases normally NLGI ASTM Appearance Typical
used for rolling bearings lies between 15 and no. Worked at room use
500 mm2/s at 40 °C. Greases based on oils Penetration temperature
having higher viscosities than 1 000 mm2/s at
(mm/10)
40 °C bleed oil so slowly that the bearing will
not be adequately lubricated. Therefore, if a
000 445-475 very fluid gears
calculated viscosity well above 1 000 mm2/s
at 40 °C is required because of low speeds, it 00 400-430 fluid gears
is better to use a grease with a maximum
viscosity of 1 000 mm2/s and good oil 0 355-385 semi-fluid gears
bleeding properties or to apply oil lubrication.
1 310-340 very soft bearing
The base oil viscosity also governs the
maximum recommended speed at which a 2 265-295 soft bearing
given grease can be used for bearing
lubrication. The permissible rotational speed 3 220-250 medium bearing
for grease is also influenced by the shear hard
strength of the grease, which is determined by
the thickener. To indicate the speed capability, 4 175-205 hard seals
grease manufacturers often quote a “speed
factor” A = n dm with n being the RPM and dm 5 130-160 very hard seals
being the mean bearing diameter.
6 85-115 extremely seals
Consistency hard
Greases are divided into various consistency
classes according to the National Lubricating
Grease Institute (NLGI) scale. The In applications subjected to vibration, the
consistency of grease used for bearing grease is heavily worked as it is continuously
© 2004 SKF Reliability Systems All Rights Reserved 18

thrown back into the bearing by vibration.
Higher consistency greases may help here, but
stiffness alone does not necessarily provide
adequate lubrication. Therefore mechanically
stable greases should be used instead.
Greases thickened with polyurea can soften or
harden depending on the shear rate in the
application. In applications with vertical shafts
there is a danger that a polyurea grease will
leak under certain conditions.
Temperature Range
The temperature range over which a grease
can be used depends largely on the type of
base oil and thickener used as well as the
additives. The relevant temperatures are
schematically illustrated in diagram in the
form of a “double traffic light”, as introduced
in [1]. The extreme temperature limits, i.e. low
temperature limit and the high temperature
limit, are well defined.
• The low temperature limit (LTL), i.e. the
lowest temperature at which the grease
Figure 19: The SKF traffic light concept.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
will allow the bearing to be started up
without difficulty, is largely determined by
the type of base oil and its viscosity.
• The high temperature limit (HTL) is
determined by the type of thickener and
for soap base greases it is given by the
dropping point. The dropping point
indicates the temperature where the grease
loses its consistency and becomes a fluid.
Operation below the low temperature limit
and above the high temperature limit is not
advised as shown in figure 19 by the red
zones. Although grease suppliers indicate the
specific values for the low and high
temperature limits in the product information,
the really important temperatures for reliable
operation are given by the SKF values for
• Low temperature performance limit (LTPL)
• High temperature performance limit (HTPL)
19

It is within these two limits, the green zone in
figure 19, where the grease will function
reliably and grease life can be determined
accurately. Since the definition of the high
temperature performance limit is not
standardized internationally care must be
taken when interpreting suppliers’ data.
At temperatures above the high temperature
performance limit (HTPL), grease will age
and oxidize with increasing rapidity and the
by-products of the oxidation will have a
detrimental effect on lubrication. Therefore,
temperatures in the amber zone, between the
high temperature performance limit and the
high temperature limit (HTL) should occur
only for very short periods.
An amber zone exists for low temperatures.
With decreasing temperature, the tendency of
grease to bleed decreases and the stiffness
(consistency) of the grease increases. This will
ultimately lead to an insufficient supply of
lubricant to the contact surfaces of the rolling
elements and raceways. In figure 19, this
temperature limit is indicated by the low
temperature performance limit (LTPL).
Values for the low temperature performance
limit are different for roller and ball bearings.
Since ball bearings are easier to lubricate than
roller bearings, the low temperature
performance limit is less important for ball
Figure 20: The SKF traffic light concept – standard greases.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
bearings. For roller bearings, however, serious
damage will result when the bearings are
operated continuously below this limit. Short
periods in this zone e.g. during a cold start, are
not harmful since the heat caused by friction
will bring the bearing temperature into the
green zone.
The SKF traffic light concept is applicable for
any grease; however, the temperature zones
differ from grease to grease and can only be
determined by functional bearing testing. The
traffic light limits for
• Grease types normally used for rolling
bearings are shown in Figure 20.
• SKF greases are shown in Figure 21.
The values shown in these figures are based
on extensive tests conducted in SKF
laboratories and may differ from those quoted
by lubricant manufacturers. The values shown
in figures are valid for commonly available
NLGI 2 greases without EP additives. The
temperatures relate to the observed self-
induced bearing temperature (usually
measured on the non-rotating ring). Since the
data for each grease type is a summary of
many greases of more or less similar
composition, the transitions for each group are
not sharp but fall within a small range.
20
 Bearing Lubrication

Figure 21: The SKF traffic light concept – SKF greases.

Protection Against Corrosion contact, activate these additives promoting

mild wear at the points of contact. The result
Grease should protect the bearing against
is a smoother surface, lower contact stresses
corrosion and should not be washed out of the
and an increase in service life.
bearing arrangement in cases of water
penetration. The thickener type solely Many modern EP additives are of the
determines the resistance to water: lithium
sulphur/phosphorus type. Unfortunately these
complex, calcium complex and polyurea additives may have a negative effect on the
greases offer usually very good resistance. strength of the bearing steel matrix. If such
The type of rust inhibitor additive mainly additives are used then the chemical activity
determines the rust inhibiting properties of may not be restricted to the asperity contacts.
greases. At very low speeds, a full grease pack If the operating temperature and contact
is beneficial for corrosion protection and for stresses are too high, the additives may
the prevention of water ingress. become chemically reactive even without
asperity contact. This can promote
Load Carrying Ability: EP and AW
corrosion/diffusion mechanisms in the
Additives
contacts and may lead to accelerated bearing
Bearing life is shortened if the lubricant film failure usually initiated by micro pitting.
thickness is not sufficient to prevent metal to Therefore, SKF recommends the use of less
metal contact of the asperities on the contact reactive EP additives for operating
surfaces. One option to overcome this is to use temperatures above 80 °C. Lubricants with EP
so-called EP (Extreme Pressure) additives. additives should not be used for bearings
High temperatures induced by local asperity operating at temperatures higher than 100 °C.
© 2004 SKF Reliability Systems All Rights Reserved 21

For very low speeds, solid lubricant additives
such as graphite and molybdenum disulphide
(MoS2) are sometimes included in the
additive package to enhance the EP effect.
These additives should have a high purity
level and a very small particle size; otherwise
dents due to over rolling of the particles might
reduce bearing fatigue life.
AW (Anti-Wear) additives have a function
similar to that of EP additives, i.e. to prevent
severe metal-to-metal contact. Therefore EP
and AW additives are very often not
differentiated between. However, the way they
work is different. The main difference is that
an AW additive builds a protective layer that
adheres to the surface. The asperities are then
shearing over each other rather than through
each other. The roughness is not reduced by
mild wear as in the case of EP additives. Here
too special care has to be taken; AW additives
may contain elements that, in the same way as
the EP additives, can migrate into the bearing
steel and weaken the structure. Certain
thickeners (e.g. calcium sulphonate complex)
also provide an EP/AW effect without
chemical activity and the resulting effect on
bearing fatigue life. Therefore, the operating
temperature limits for EP additives do not
apply for these greases.
If the lubricant film thickness is sufficient,
SKF does not generally recommend the use of
EP and AW additives. However there are
circumstances where EP/AW additives may be
useful. If excessive sliding between the rollers
and raceways is expected they may be
beneficial. Contact the SKF application
engineering service for further information.
Miscibility
If it becomes necessary to change from one
grease to another, the miscibility or the ability
to mix greases without adverse effects should
be considered. If incompatible greases are
mixed, the resulting consistency can change
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
dramatically so that bearing damage e.g. due
to severe leakage, could result.
Greases having the same thickener and similar
base oils can generally be mixed without any
detrimental consequences, e.g. a lithium
thickener/mineral oil grease can generally be
mixed with another lithium thickener/mineral
oil grease. Also, some greases with different
thickeners e.g. calcium complex and lithium
complex greases, are miscible with each other.
In bearing arrangements where a low grease
consistency might lead to grease escaping
from the arrangement, the next relubrication
should involve purging all the old grease from
the arrangement rather than replenishing it.
The preservative with which SKF bearings are
treated is compatible with the majority of
rolling bearing greases with the possible
exception of polyurea greases. Modern
polyurea greases (e.g. SKF grease LGHP 2)
tend to be more compatible with preservatives
than some of the older polyurea greases. Note
that synthetic fluorinated oil based greases
using a PTFE thickener, e.g. SKF LGET 2
grease, are not compatible with standard
preservatives and the preservatives must be
removed before applying grease.
For selection of the appropriate grease, use the
Internet based SKF grease selection program
“LubeSelect", found online at
http://www.aptitudexchange.com.
LubeSelect Grease Selection Example
Consider an spherical roller bearing having a
bore diameter d = 100 mm and outside
diameter D = 180 mm, required to operate at a
speed n = 500 r/min. The operating
temperature of the bearing is 90 °C. Further,
we assume medium loading of the bearing and
no shock loads. Ambient (environment)
temperature is assumed less than 35º C.
Additional requirements are also given for
corrosion protection and water resistance.
22
 Bearing Lubrication

Figure 22: LubeSelect input for a grease application.

Figure 23: LubeSelect advice.

© 2004 SKF Reliability Systems All Rights Reserved 23


Figure 23 displays the LubeSelect results.
Various greases are highlighted as possible
matches; the stars indicate how appropriate
the choice is. The relubrication interval for
LGHB 2 is calculated as 6500 hours. The
viscosity ratio is 2.1 under the operating
temperature. Further details on replenishment
quantities and relubrication procedures are
provided as well (not shown in figure 23).
Grease Relubrication
Rolling bearings have to be relubricated if the
service life of the grease is shorter than the
expected service life of the bearing.
Relubrication should always be undertaken at
a time when the condition of the existing
lubricant is still satisfactory.
The time at which relubrication should be
undertaken depends on many related factors.
These include bearing type and size, speed,
operating temperature, grease type, space
around the bearing and the bearing
environment. It is only possible to base
recommendations on statistical rules; the SKF
relubrication intervals are defined as the time
period, at the end of which 99 % of the
bearings are still reliably lubricated. This
represents the L1 grease life (see example in
figure 23). SKF recommends using experience
based on data from actual applications and
tests, together with the estimated relubrication
intervals provided in [1] and by LubeSelect.
How the relubrication interval is determined
falls outside the scope of this article.
Relubrication Procedures
The choice of the relubrication procedure
generally depends on the application and on
the relubrication interval obtained.
• Replenishment is a convenient and
preferred procedure if the relubrication
interval is shorter than six months. It
allows uninterrupted operation and
provides, when compared with continuous
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
relubrication, a lower steady state
temperature.
• Renewing the grease fill is generally
recommended when the relubrication
intervals are longer than six months. This
procedure is often applied as part of a
bearing maintenance schedule, e.g. in
railway applications.
• Continuous relubrication is used when
the estimated relubrication intervals are
short, e.g. due to the adverse effects of
contamination, or when other procedures
of relubrication are inconvenient because
access to the bearing is difficult.
Continuous relubrication is not
recommended for applications with high
rotational speeds since the intensive
churning of the grease can lead to very
high operating temperatures and
destruction of the grease thickener.
When using different bearings in a bearing
arrangement it is common practice to apply
the lowest estimated relubrication interval for
both bearings.
Replenishment
As mentioned in the introduction of the grease
lubrication section, the bearing should initially
be completely filled, while the free space in
the housing should be partly filled. Depending
on the intended method of replenishment, the
following grease fill percentages for this free
space in the housing are recommended:
• 40 % when replenishing is made from the
side of the bearing (figure 24);
• 20 % when replenishing is made through
the annular groove and lubrication holes in
the bearing outer or inner ring (figure 25).
24

Figure 24: Replenishing made from the side of the
bearing.
Figure 25: Replenishing made through the annular
groove and lubrication holes.
Suitable quantities for replenishment from the
side of a bearing can be obtained from
Gp = 0,005 D B
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
and for replenishment through the bearing
outer or inner ring from
Gp = 0,002 D B
where: Gp is the grease quantity (g)
D is the bearing outer diameter
B is the total bearing width (mm).
(For thrust bearings use height (H))
To facilitate the supply of grease using a
grease gun, a grease nipple must be provided
on the housing. If contact seals are used, an
exit hole in the housing should also be
provided so that excessive amounts of grease
will not build up in the space surrounding the
bearing as this might cause a permanent
increase in bearing temperature. The exit hole
should be plugged when high-pressure water
is used for cleaning.
The danger of excess grease collecting in the
space surrounding the bearing and causing
temperature peaks, with its detrimental effect
on the grease as well as the bearing, is more
pronounced when bearings operate at high
speeds. In these cases it is advisable to use a
grease escape valve rather than an exit hole.
This prevents over-lubrication and allows
relubrication to be performed while the
machine is in operation. A grease escape valve
consists basically of a disc that rotates with
the shaft and which forms a narrow gap
together with the housing end cover (figure
26). Excess and used grease are thrown out by
the disc into an annular cavity and leaves the
housing through an opening on the underside
of the end cover.
25

Figure 26: Grease Escape Valve.
To be effective in replacing old grease, it is
important that grease is replenished while the
machine is operating. In cases where the
machine is not in operation, the bearing
should be rotated during replenishment. When
lubricating the bearing directly through the
inner or outer ring, the fresh grease is most
effective in replenishment; therefore, the
amount of grease needed is reduced when
compared with relubricating from the side. It
is assumed that the lubrication ducts were
already filled with grease during the mounting
process. If not, a greater relubrication quantity
during the first replenishment is needed to
compensate for the empty ducts.
Where long lubrication ducts are used, check
whether the grease can be adequately pumped
at the prevailing ambient temperature.
The complete grease fill should be replaced
when the free space in the housing can no
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
longer accommodate additional grease, e.g.
approximately above 75 % of the housing free
volume. When relubricating from the side and
starting with 40 % initial fill of the housing,
the complete grease fill should be replaced
after approximately five replenishments. Due
to the lower initial fill of the housing and the
reduced topping-up quantity during
replenishment in the case of relubricating the
bearing directly through inner or outer ring,
renewal will only be required in exceptional
cases.
Renewing Grease Fill
When renewal of the grease fill is made at the
estimated relubrication interval or after a
certain number of replenishments, the used
grease in the bearing arrangement should be
completely removed and replaced by fresh
grease. Filling the bearing and housing with
grease should be done in accordance with the
guidelines given under “Replenishment”.
To enable renewal of the grease fill the
bearing housing should be easily accessible
and easily opened. The cap of split housings
and the covers of one-piece housings can
usually be removed to expose the bearing.
After removing the used grease, fresh grease
should first be packed between the rolling
elements. Great care should be taken to see
that contaminants are not introduced into the
bearing or housing when relubricating, and the
grease itself should be protected. The use of
grease resistant gloves is recommended to
prevent any allergic skin reactions.
When housings are less accessible but are
provided with grease nipples and exit holes, it
is possible to completely renew the grease fill
by relubricating several times in close
succession until it can be assumed that all old
grease has been pressed out of the housing.
This procedure requires much more grease
than is needed for manual renewal of the
grease fill. In addition, this method of renewal
has a limitation with respect to rotational
26
 Bearing Lubrication

speeds: at high speeds it will lead to undue

temperature increases caused by excessive
churning of the grease.

Continuous Relubrication
This procedure is used when the calculated
relubrication interval is very short, e.g. due to
the adverse effects of contamination, or when
other procedures of relubrication are
inconvenient, e.g. access to the bearing is
difficult.

Due to the excessive churning of the grease,

which can lead to increased temperature,
continuous lubrication is only recommended
when rotational speeds are low, i.e. at speed
factors
Figure 27: Automatic lubricator SYSTEM 24.
• A < 150 000 for ball bearings and

• A < 75 000 for roller bearings.

In these cases the initial grease fill of the

housing may be 100 % and the quantity for
relubrication per time unit is derived from the
equations for Gp under “Replenishment” by
spreading the relevant quantity over the
relubrication interval. When using continuous
relubrication, check whether the grease can be
adequately pumped through the ducts at the
prevailing ambient temperature.

Continuous lubrication can be achieved via

single-point or multi-point automatic
lubricators, e.g. SKF SYSTEM 24 or
SYSTEM MultiPoint, see figures 27-29.

Figure 28: The working of SYSTEM 24: the amount of

grease supplied is set beforehand.

© 2004 SKF Reliability Systems All Rights Reserved 27


Figure 29: Automatic grease supply system in paper machine.
Cleaning
All lubricants have a tendency to deteriorate
over time. Therefore, it is important to
properly maintain a lubrication system.
Replace old lubricant with new lubricant at
regular intervals. Oils and greases should be
removed in the early stages of deterioration.
If a lubricant continues in a system for
extended time it becomes ingrained and
difficult to remove. Oils can be drained and
the system flushed with solvent, kerosene, or
light oil. After which, the system should again
be washed with hot, light oil and again drained
prior to the introduction on the new lubricant.
If done properly, with the correct setup old
grease can be purged with the introduction of
new grease. Otherwise, similar steps must be
taken to remove the old grease prior to the
introduction of the new grease. However, if
the system contains oxidation, it needs to be
thoroughly cleaned.
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
SKF Solid Oil™
SKF Solid Oil is a mixture of lubricating oil
and polymers, thermally cured to a rigid,
sponge-like gel. This solid but elastic mass
completely fills the bearing cavity but permits
free rotation of the rolling elements. While the
bearing operates, a thin film of oil is
continuously released from the polymer
“sponge” through light rubbing contact - only
as much as required. When operation stops,
excess oil is reabsorbed into the SKF Solid Oil
“sponge”, ready to be released again when
needed.
The unique characteristics of SKF Solid Oil
provide excellent oil lubrication without the
problems normally associated with keeping oil
or grease in contact with the rolling elements.
The thin film of oil released by the surface
during rubbing contact with the metal surfaces
provides efficient lubrication. There is no
waste and no bleeding of excess lubricant
from the bearing which could contaminate
processes or mechanisms. When operation
stops, any excess oil is reabsorbed.
28

Figure 30: SKF Solid Oil.
With SKF Solid Oil, environmental
restrictions requiring users to account for the
greases that have been consumed are more
easily met. SKF Solid Oil is most beneficial in
applications with
● Low to moderate speeds
● Moderate temperatures
● Short service life due to:
• Orbital centrifugal force throwing
grease out
• High pressure liquids washing out
grease
• Particle contamination where
frequent re-greasing cannot be
done
● Where relubrication is inconvenient or in a
hazardous area or environment.
In general, the advantages are most cost
beneficial in those applications where the
current bearing service life is only a few
months due to the causes listed above. In these
cases, it may substantially increase the bearing
© 2004 SKF Reliability Systems All Rights Reserved
Bearing Lubrication
service life (and reduce overall costs) even
though the (much longer) calculated L10 life
may still not be achieved.
Consult SKF especially if one or more of the
following conditions apply:
● Bearing service life with grease is three
years or longer (without relubrication)
● High moisture levels/condensation is
causing internal bearing corrosion
● Speeds and/or ambient temperatures are
high
● Grease relubrication at proper intervals is
easily done at little extra cost (for example -
other parts of the machine are re-greased
anyway)
References
[1] SKF General Catalogue, Publication 5000
E. 2003.
[2] SKF Bearing Installation and Maintenance
Guide, Publication 140-710. January 2000.
[3] SKF Bearing Maintenance Handbook,
publication 4100 E. 1991.
[4] Schram G., Decision Support System for
Selecting Bearing Lubricants, Evolution, No
4, 2001, pp. 28-30. http://evolution.skf.com.
[5] SKF Rolling Bearing in Paper Machines,
Publication 4690 E, 2002.
[6] International Standards Organization,
http://www.iso.org
[7] Harris, TA. Rolling Bearing Analysis, 4th
Edition, John Wiley & Sons, 2001.
29