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Babbitt (metal)

From Wikipedia, the free encyclopedia

Babbitt, also called Babbitt metal or bearing metal, is any of several alloys used for
the bearing surface in a plain bearing.
The original Babbitt metal was invented in 1839
by Isaac Babbitt[1] in Taunton, Massachusetts, USA. He
disclosed one of his alloy recipes but kept others
as trade secrets.[2] Other formulations were later
developed.[3] Like other terms whose eponymous origin
is long since deemphasized (such as diesel
engine or eustachian tube), the term babbitt metal is
frequently styled in lowercase.[3][4] It is preferred over
the term "white metal", because the latter term may
refer to various bearing alloys, lead- or tin-based
alloys, or zinc die-casting metal.
Microstructure of babbitt

Babbitt metal is most commonly used as a thin surface layer in a complex, multi-metal
structure, but its original use was as a cast-in-placebulk bearing material. Babbitt metal is
characterized by its resistance to galling. Babbitt metal is soft and easily damaged, which
suggests that it might be unsuitable for a bearing surface. However, its structure is made up
of small hard crystals dispersed in a softer metal, which makes it a metal matrix composite.
As the bearing wears, the softer metal erodes somewhat, which creates paths for lubricant
between the hard high spots that provide the actual
bearing surface. When tin is used as the softer metal,
friction causes the tin to melt and function as a
lubricant, which protects the bearing from wear when
other lubricants are absent.
Internal combustion engines use Babbitt metal which
is primarily tin-based because it can withstand cyclic
loading. Lead-based Babbitt tends to work-harden and
develop cracks but it is suitable for constant-turning
tools such as sawblades.
Pigs and bars of Grade #2 Babbitt

Contents

1 Traditional Babbitt bearings

2 Modern Babbitt bearings

3 Alternative bearings

4 Babbitt alloys

5 The science of bearing Babbitt selection

6 Babbitt bearing selection

7 Eco-Babbitt

8 References

9 Bibliography

10 External links

Traditional Babbitt bearings[edit]


In the traditional style of a babbitt metal bearing, a cast iron pillow block is assembled as a
loose fit around the shaft, with the shaft in approximately its final position. The inner face of
the cast iron pillow block is often drilled to form a key to locate the bearing metal as it is
cast into place. The ends of the bearing are packed with clay and molten metal poured into
the cavity around the shaft, initially half filling the pillow block. The bearing is stripped, and
the metal trimmed back to the top surface of the pillow block. Hardened babbitt metal
is soft enough to be cut with a knife or sharp chisel.
A steel shim is inserted to protect the face of the lower bearing and to space the cap of the
pillow block away from the shaft. After resealing the ends with clay, more metal is then
poured to fill the cap of the pillow block through the hole in the top of the pillow block cap
that will eventually be a lubrication hole.
The two halves of the bearing are then split at the shim, the oil holes cleared of metal and
oil ways are cut into the surface of the new bearing. The shaft is smeared withengineer's
blue and rotated in the bearing. When the bearing is disassembled the blue fills the hollows
and is rubbed off the high spots. The high spots are scraped down, and the process
repeated, until a uniform and evenly distributed pattern of blue shows when the shaft is
removed. The bearing is then cleaned and lubricated, and shimmed up such that the shaft
is held firmly but not binding in the bearing. The bearing is then "run in" by being run
heavily lubricated at low load and revolution, completing the process of exposing the hard
bearing surface. After final adjustment of the shimming, a very reliable and
high load capability bearing results.
Before the advent of low cost electric motors, power was distributed through factories from
a central engine via overhead shafts running in hundreds of Babbitt bearings.
The expression a "run bearing" also derives from this style of bearing, since failure of
lubrication will lead to heat build up due to friction in the bearing, eventually leading to the
bearing metal liquefying and running out of the pillow block.

Modern Babbitt bearings[edit]


Until the mid-1950s, poured Babbitt bearings were common in automotive applications. The
Babbitt was poured into the block or caps using a form. Tin-based Babbitts were used as
they could stand up to the impact loads found on the connecting rods and crankshaft. The
poured Babbitt bearings were kept thin. The rods and caps would have shims that could be
peeled off as the Babbitt wore. Ford was known to use two .002" on each cap and Babbitt
that was 86% tin, 7% copper, 7% antimony (see the KRW catalogs for the Model T). Steel
shims were used as the brass shims used today tend to compress over time contributing to
shorter bearing life. The poured Babbitt bearings commonly get over 50,000 miles of use
before needing replacement. Poured Babbitt bearings are also known to fail gracefully
allowing the car to be driven for extended periods of time. The failed bearing is not likely to
damage the crankshaft.
In more modern practice, the crankshaft and connecting rod big end bearings in a
modern automobile engine are made of a replaceable steel shell, keyed to the bearing

caps. The inner surface of the steel shell is plated with a coating of bronze which is in turn
coated with a thin layer of Babbitt metal as the bearing surface.
The process of laying down this layer of white metal is known as Babbitting.

Alternative bearings[edit]
In many applications, rolling-element bearings, such as ball or roller bearings, have
replaced Babbitt bearings. Though such bearings can offer a lower coefficient of
friction than plain bearings, their key advantage is that they can operate reliably without a
continuous pressurized supply of lubricant. Ball and roller bearings can also be used in

configurations that are required to carry both radial and axial thrusts. However, rolling-element bearings lack the beneficial damping and shock-load
capability provided by fluid-film bearings, such as the Babbitt.

Babbitt alloys[edit]

Industr
y Names

AST
M

Yield Point,
psiD (MPa)
Comments

S
n

Pb

C
u

S
b

Grade

No. 1[5]

Nickel
Genuine[5]

Super
Tough[5]

Most
common and
industry
standard for
bearing
lining.

A
s

Johnson's
Apparent
Elastic Limit
psi (MPa)E

oth.
20C
(68F
)

100C
(212F
)

20C
(68F
)

100C
(212F)

Melting
Point
F (C)

90
92

0.35

45

45

4400
(30.3)[6]

2650
(18.3)[6]

2450
(16.9)[6]

1050 (7.2) 433 (223)


[6]

[6]

88
90

0.35

34

78

6100
(42.0)[6]

3000
(20.6)[6]

3350
(23.1)[6]

1100 (7.6)

466 (241)

[6]

[6]

83
85

0.35

7.5
8.5

7.5
8.5

6600
(45.5)[6]

3150
(21.7)[6]

5350
(36.9)[6]

1300 (9.0) 464 (240)


[6]

[6]

Proper Pouring
Temp F (C)

825 (441)[6]

795 (424)[6]

915 (491)[6]

Grade 4[5]

7476

9.310.7

2.53.5 1113

Grade 11[5]

11

8689

0.35

56.5

Heavy Pressure[5] 7

9.3
10.7

72.5
76.5

1416

0.30.6

3550 (24.5)[6] 1600 (11.0)[6]

Royal[5]

4.55.5

77.9
81.2

1416

0.30.6

3400 (23.4)[6] 1750 (12.1)[6] 2650 (18.3)[6] 1200 (8.3)[6] 459 (237)[6] 645 (341)[6]

Grade 13[5]

13

5.56.5

82.585

9.510.5

0.25

Durite[5]

15

0.81.2

79.9
83.9

14.5
17.5

0.81.4

67.5

2500 (17.2)[6] 1350 (9.3)[6] 464 (240)[6] 640 (338)[6]

The values of yield point were taken from stress-strain curves at deformation of 0.125% of gauge length [6]

Johnson's apparent elastic limit is taken as the unit stress at the point where the slope of the tangent to the curve is 2/3 times its slope in origin [6]

The science of bearing Babbitt selection[edit]


The engineering of a bearings Babbitt lining is usually completed during the design of the
machine. In selecting the proper type of Babbitt for a particular job there are a number of
factors to take into consideration, the most important of which are as follows:
1. Surface speed of the shaft
2. Load that the bearing is required to carry
There is no doubt that if a bearing is to be highly loaded in relation to its size, a high tin
alloy is desirable; whereas for much slower speed work and less heavily loaded bearings, a
lead-Based Babbitt may be employed, and is far more economical.
1. Surface speed of the shaft: (The number of feet traveled per minute by the shaft
circumferentially.)
Formula: (Pi x D x RPM) / 12 = S
Example: Determine the surface of a 2 inch diameter shaft going 1,400 revolutions per
minute (RPM)
(Pi x D x RPM) / 12 = (3.1416 x 2 x 1,400) / 12 = 733.04 Ft/min
Where: Pi = 3.1416, D = Diameter of shaft, S = Surface speed of the shaft
2. Load bearing is required to carry: (the weight which is being exerted through the
combined weights of the shaft and any other direct weights on the shaft and measured
inpounds per square inch.)
Formula: W / (I.D x L.O.B.) = L
Example: Determine the load on a bearing of a 2 inch I.D bearing, 5 inches long and
carrying a weight of 3,100 lbs
W / (I.D x L.O.B.) = 3,100 / (2 x 5) = 310 Lbs/sq.in
Where: W = Total weight carried by bearing, I.D = Inside diameter of bearing, L.O.B =
Length of Bearing, L = Load bearing required to carry

Babbitt bearing selection[edit]


While not subject to precise calculations, the following considerations must also be taken
into account:

Continuity of service

Bonding characteristics

Cooling facilities

Lubrication

Cleanliness

Maintenance schedule for the bearing in use

For example, a bearing in continuous use in a harsh environment without regular


maintenance will require different Babbitt and lubrication than a bearing in intermittent

use in a clean, light duty environment. This so-called art is really the condensation of
the experience of the technician and the experience of the bearing being rebuilt.
If the bearing has performed well in use over many years, the bearing needs simply to be
rebuilt to its original specification and formulation. In this case the technicians greatest
concerns are:
1. Bearing shell surface preparation
2. Bonding characteristics of the tinning compound and the Babbitt layer and,
3. Load bearing surface preparation and finish

Eco-Babbitt[edit]
Eco-Babbitt is an alloy of 90%Sn/7%Zn/3%Cu that is not technically a Babbitt metal.
See Solder#Solder alloys for more information on Eco-Babbitt.[7]

References[edit]
1.

Jump up^ Hellemans, Alexander; Bunch, Bryan (1988). The Timetables of


Science. Simon & Schuster. p. 305. ISBN 0671621300.

2.

Jump up^ Isaac Babbitt, "Mode of making boxes for axles and gudgeons," U.S.
patent no. 1,252 (issued: July 17, 1839). Babbitt did not patent his alloy, although he does
state its formulation: "The inner parts of the boxes are to be lined with any of the harder
kinds of composition known under the names of britannia metal or pewter, of which block tin
is the basis. An excellent compound for this purpose I have prepared by taking about 50
parts of tin, five of antimony, and one of copper, but I do not intend to confine myself to this
particular composition."

3.

^ Jump up to:a b Green 1996, p. 2150.

4.

Jump up^ American Heritage Dictionary, 4th ed, headword babbitt metal.

5.

^ Jump up to:a b c d e f g h i "DuraKapp". Kapp Alloy & Wire, Inc. Retrieved 25


October 2012. |first1= missing |last1= in Authors list (help)

6.

^ Jump up to:a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af "Babbitt Science". Kapp


Alloy & Wire, Inc. Retrieved 26 October 2012. |first1= missing |last1= in Authors list
(help)

7.

Jump up^ Kapp Alloy & Wire, Inc. "Kapp Eco-Babbitt". Kapp Alloy & Wire, Inc.
Retrieved 10 April 2013.

Bibliography[edit]

Houghton Mifflin (2000), The American Heritage Dictionary of the English


Language (4th ed.), Boston and New York: Houghton Mifflin, ISBN 978-0-395-82517-4.

Green, Robert E. et al. (eds) (1996), Machinery's Handbook (25 ed.), New York, NY,
USA: Industrial Press, ISBN 978-0-8311-2575-2.

External links[edit]

"How white metal is moulded to steam locomotive big-end bearings". Ropley, Mid
Hants Railway.

"How to Pour Babbitt Bearings". WikiHow.

http://en.wikipedia.org/wiki/Babbitt_%28metal%29

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