Experimental Versus Theoretical

Characteristics of a High-Speed
Hybrid (Combination Hydrostatic
K. Alan Kurtin
and Hydrodynamic) Bearing
D. Childs The high-speed test facility designed and installed at Texas A&M to study water
lubricated journal bearings has been successfully used to test statically an orifice
compensated five-recess-hybrid {combination hydrostatic and hydrodynamic) bear-
Luis San Andres ing for two radial clearance configurations. Measurements of relative-bearing po-
sition, torque, recess pressure, flow rate, and temperature were made at speeds from
K. Hale 10,000 to 25,000 rpm and supply pressures of6.89 MPa (l.OOOpsi), 5.52MPa (800
psi), and 4.14 MPa (600 psi). For speeds of 10,000 and 17,500 rpm, the bearing
load capacity was also investigated. A pitching instability of the bearing limited the
Texas A&M University,
number of test cases. A 2-dimensional, bulk-flow, Navier-Stokes numerical analysis
Mechanical Engineering Department,
College Station, Texas 77845
program was used for all theoretical performance predictions. Orifice discharge
coefficients used in the program were calculated from measured flow and pressure
data. Reynolds numbers for flow within the bearing lands due to shaft rotation and
recess pressurization ranged from 6700 to 16,500. Predictions sensitivity to ±10
percent changes in the input parameters was investigated. Results showed that per-
formance prediction sensitivities are high for changes in discharge coefficients and
negligible for changes in relative roughness. The numerical predictions of relative
bearing position, recess pressure, flowrate, and torque are very accurate, provided
the selected orifice discharge coefficients are correct.

Introduction
The present study investigates the feasibility of introducing coefficients. The following definition allows for their calcu-
hybrid journal bearings (combination hydrostatic and hydro- lation through measurements of force, displacement, velocity
dynamic) into applications involving high rotational speeds. and acceleration for incremental motion about a static equi-
Specifically, hybrid bearings have been proposed to replace librium position,
the rolling element bearings currently used in the Space Shuttle
Main Engine (SSME) high pressure turbopumps. The turbo-
pumps use very low viscosity (approximately 0.01E-3 N-s/m2),
AR
AF.
Kxx K xy
K-yx &-yy
M
y
cryogenic fluids. The resulting Reynolds numbers in the bear-
ing land areas based on flow due to shaft rotation and flow
due to recess pressurization are as high as 100,000 and
c c
*~*xx
M-
M
c'•yx *^xy
^yy
MxX
MyX
\Ax
MXy
Myy ' Aj>'
(1)
1,000,000, respectively (San Andres, 1990). Hybrid bearings where the ii and jj subscripts indicate direct coefficients, and
have not yet been thoroughly proven for operation at the speeds the ij and ji subscripts represent cross-coupled force coeffi-
necessary for this application (to 39,000 rpm) or in cryogenic cients.
applications. A review of the available literature on hybrid A test facility has been designed and built at Texas A&M
bearings indicates that they are feasible for use in high speed University to measure hybrid bearing performance parameters
applications, but more experimental and theoretical perform- for the application described above. Purified, heated (54°C)
ance results are needed. water is used as the lubricant in the facility to achieve com-
From a rotordynamics viewpoint, bearing performance is paratively high Reynolds numbers in the test bearing without
determined by stiffness (K), damping (C), and inertia (M) using cryogenic fluids. At the time of this writing, dynamic-
excitation capability necessary for determination of damping
and inertia coefficients is still under development. Therefore,
Contributed by the Tribology Division of THE AMERICAN SOCIETY OF M E - this study presents only static test results.
CHANICAL ENGINEERS and presented at the STLE/ASME Tribology Conference,
St. Louis, Mo., October 13-16, 1991. Manuscript received by the Tribology
An improved computer program (HYDROBEARC) for
Division January 18, 1991; revised manuscript received June 1991. Paper No. analysis of hybrid bearings has been developed by San Andres
91-Trib-35. Associate Technical Editor: D. C. Sun. (1990). The bulkflow theoretical model includes the effects of

160/Vol. 115, JANUARY 1993 Transactions of the ASME

Copyright © 1993 by ASME
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 High Speed Coupling
Tes"t Bearing and Housing
- 14.92 - J — 19,05
High Speed T e s t Shaft

T e s t Stand Base P l a t e -

S u p p o r t P e d e s t a l and Bearing — / NDTEi Dimensions in c e n t l n e t e r s .

Fig. 1 Test section of TAMU hybrid bearing test facility

both the advective and temporal fluid inertia terms across the
entire bearing land area, provides an accurate description of
the pressure distribution in the hydrostatic recesses, and models
bearings with nonsmooth surfaces. Numerical predictions have
been compared to existing experimental measurements (San
Andres, 1990), and show a better agreement than previous
analyses in which fluid inertia effects in the bearing land area
are not included.
This work presents a description of the facility used to test
hybrid journal bearings and the results of an experimental and
theoretical study of the static characteristics of one bearing
design.
Experimental Test Facility Description
The test section shown in Fig. 1, consists of two stainless
steel pedestals spaced 38.1 cm (15 inches) apart and which
support a 7.62 cm (3 in.) diameter stainless steel high-speed
shaft. This shaft is driven by a 93.21 kW (125 hp) variable-
speed electric motor through a speed-increasing gearbox with
a gear ratio of 7:1.
The test bearing, freely suspended from the high-speed shaft
at a position midway between the support pedestals, is a five-
recess, orifice-compensated, hydrostatic bearing with an L/D
ratio of 1 (Fig. 2). Bearings in the pedestals used to support
the high-speed shaft and test bearing are of similar design.
Nomenclature
Ao orifice cross-sectional area [L2]
b recess circumferential length [L]
c bearing radial clearance [L]
Cd orifice discharge coefficient
^•xx-> *—xy> ^yx» ^yy ~ direct and cross-coupled damping
coefficients [FT/L]
D = bearing diameter [L]
e = journal eccentricity [L]
Fx, Fy, Fc = forces (x-direction, y-direction, com-
pressive) [F]
J^xx* *^xy> fi-yx: Km = direct and cross-coupled stiffness
coefficients [F/L]
L,l = bearing and recess axial lengths [L]
MXX, MXy, Myx, Myy direct and cross-coupled inertia
coefficients [M]
Pa,Pr,Ps = atmospheric, recess, and supply
pressures [F/L 2 ]
q = bearing flow rate [L 3 /T]
R = bearing radius [L]
Purified water at 54.44°C (130°F) is the bearing lubricant and
is supplied to the support and test bearings via a centrifugal
pump with maximum pressure and flow rate capacities of 6.89
MPa (1000 psi) and 303 liters/min (80 gpm), respectively. Flex-
ible piping is used at the bearing housing connection to prevent
any significant external restraint of the bearing. Energy losses
from the pump and test section heat the water. The water
supply and return systems permit direct and automatic control
of supply pressure and temperature. Remote-setpoint, auto-
matic controllers are used for most variable parameters.
A static load is applied directly to the test bearing housing
via a pneumatic cylinder. The system is automatically adjust-
able to supply a tensile load up to 17.35 kN (3900 lb). A view
from the end of the test section, as shown in Fig. 3, provides
an overall layout view of the static loading system. The load
from the pneumatic cylinder is transmitted through a tension
spring with a stiffness of 175.13 kN/m (1000 lb/in) through
a rotation-resistant wire rope, through a single pulley, mounted
to the test stand base. At this point, the cable is attached to
the bearing housing via an aluminum, load-sensing yoke. The
line of action of the static load (directed through the center
of the bearing) makes an angle of 45 deg to the horizontal and
establishes the test bearing x-axis such that the tensile load
exerted by the cylinder acts in the negative x-direction. Figure
4 shows the test-bearing coordinate axes. Note that the static
load causes the resultant shaft load to act in the direction of
a bearing recess.
Re,. = circumferential flow Reynolds num-
ber (due to shaft rotation)
Re„ = pressure flow Reynolds number (due
to recess pressure flow)
RRS
'VRe 2 . +Re£ Resultant Reynolds
number
T torque [FL]
W applied load [F]
displacement of shaft in x-direction
[L]
displacement of shaft in ^-direction
[L]
A = incremental change
e = e/c, eccentricity ratio
2
A* = liquid viscosity [FT/L
3
]
P = liquid density [M/L ]
* = attitude angle [degrees]
Q = shaft rotational speed [rad/sec]

Journal of Tribology JANUARY 1993, Vol. 115 /161

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Diameter 76.2 mm (3 in.)
Length 76,2 rim
Recess (() 27mm G.06 in.)
Recess Cb) 27 mm
Recess Depth 0.254 mm
(0.010 in.)
^ — Proximity Probe Locations (6)
Fig. 2 Hydrostatic test bearing geometry
Test Bearing Housing
Pneunntlc Cylinder
Test
Fig. 3 Static loading system layout
To measure resistance torque, the test bearing is freely sus-
pended from the high speed shaft. Design of the static loading
system does not permit measurement of torque when a static
load is applied to the bearing. The static loader cable shown
in Fig. 3 is disconnected so that the torque measurement system
supplies the only external resistance to rotational motion of
the bearing. Torque (7) is reacted by a compression load cell
through the static load application yoke described above.
Instrumentation of the test bearing allows measurement of:
pressure (in the supply annulus and individual recesses), flow
rate, static load, frictional resistance torque, relative motion
between the shaft and bearing, and acceleration (for future
determination of dynamic coefficients).
Pressure measurements are made using strain-gauge-type
transducers. Total flow through the test bearing is measured
using a 2.54 cm (1 in.) diameter, turbine flow meter with a
magnetic pick up. The static load is measured via strain gauges
attached to a specially designed yoke which provides the final
attachment of the static loading system to the test bearing
housing. A strain-gauge-type compression load cell provides
the force measurements necessary for the calculation of torque.
Eccentricity and attitude angle information are calculated from
bearing-relative-position data obtained from six eddy-current-
type proximity sensors (see Fig. 2 for locations), if-type ther-
mocouples are used for temperature measurements at various
locations within the bearing.
Data sampling and recording capability are supplied by a
multichannel data recorder and a 286-computer. A C-language
162 / Vol. 115, JANUARY 1993
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S h a f t <CCU Rotation)
Bearing Housing
Recesses (5)
Note: S t a t i c Load Applied t o Bearing
Housing in Negative X-DIrectlon
Static Load (F)
Line of Centers
Fig. 4 Bearing coordinate axis definition
computer program is used to direct the data recording tasks
and remote control setpoints.
The experiments performed focused on the static perform-
ance characteristics of the test bearing, with the following
specific objectives:
1) to verify the relationship between static load capacity,
eccentricity, and attitude angle;
2) to measure the resistance torque;
3) to measure individual recess pressures for various op-
erating eccentricities;
4) to measure leakage flow rates;
These performance characteristics were to be determined for
varying supply pressure (4.14, 5.52, and 6.89 MPa), rotational
speeds (10,000, 17,500, and 25,000 rpm), and radial bearing
Stand
clearances (0.0762, 0.1016, and 0.1270 mm). Supply pressure
changes were made using a control valve in the test bearing
supply line. Speed changes were attained by adjusting the drive
motor frequency controller. The bearing radial clearance was
altered by interchanging high speed shafts of different diam-
eter.
Experimental Observations
During checkout of the various systems involved in the op-
eration of the test facility, several important results were ob-
tained which required that some of these systems be modified.
These results not only forced modifications to the facility, but
also represent significant qualitative test results, in terms of
the operational requirements of hybrid bearings for high speed
applications.
Particle Damage. The experimental facility originally in-
corporated filters with an absolute filtration rating of 25 mi-
crons for both support and test bearing water supply. Foreign
particles entering the bearings past these filters caused a lock-
up of the high speed shaft. The filters were replaced with
elements with an absolute rating of 5 microns (a factor of 5
improvement in the filtration rating). This improvement has
allowed operation of the facility with minimal additional dam-
age observed on the bearings or shafts. Through these expe-
riences it became obvious that all hardware must be thoroughly
cleaned during installation. This is especially important during
changeout of high speed shafts, which is a necessary step in
establishing a new bearing clearance. The high level of clean-
liness and the strict requirements for fluid filtration are im-
portant factors to consider in all hybrid bearing applications.
Cavitation Damage. After further checkout of all sup-
porting systems and routine changeout of the high speed shaft,
additional damage was observed in the recess area of the sup-
Transactions of the ASME

shown "to scale.
Fig. 5 Cavitation detail
port and test bearings. Specifically, the damage was concen-
trated on the flanged portion of the entrance to the recess, as
shown in Fig. 5. Material in this area had been severely eroded
due to cavitation.
The flanged area of the recess is part of a removable orifice
insert (to allow for easy changeout of orifices). To reduce the
machining costs of the part, the original material used for its
construction was brass. To reduce the damage, the orifice
inserts were re-fabricated using 17-4 PH Stainless Steel and
then heat-treated (designation H-900) to an ultimate strength
of 1.38 MPa (200,000 psi) and Rockwell Hardness C-43. The
degree of cavitation-induced erosion dropped significantly, but
recurred in this area and represents a continuing concern for
hybrid bearing applications.
Pitch-Mode Instability. Before any testing was performed,
the facility was thoroughly checked for any limitations in its
operating conditions. A pitch-mode instability was observed
in the test bearing. The instability occurs because the bearing
is not rigidly attached to a foundation but hangs freely from
the high speed shaft. This arrangement, and the design of the
bearing (hydrostatic pads exist in only one axial plane), lends
itself to very low resistance to any pitching moments. As a
result of this instability, the rig could not be operated at all
the conditions discussed above. Operating conditions elimi-
nated from the test program include those at high speed, low
bearing supply pressure, and high bearing clearance.
At first, the pitch-mode instability seems to represent a sig-
nificant limitation in the performance of this bearing design.
Note, however, that this condition is unique to the test program
only. Typical applications of a hybrid bearing of this type
would incorporate a rigid foundation in which pitching ro-
tations could not be introduced. After the present work, axially
tensioned cables were installed between the pedestals and the
test bearing which completely eliminated the pitch instability
over all operating conditions.
Experimental and Theoretical Results
Flow within a hybrid bearing is driven by a combination of
shaft rotation and recess pressurization. Two dimensionless
expressions were used to examine the flow conditions for all
experimental tests made. For flow due to shaft rotation, the
circumferential velocity of the shaft surface was used to cal-
culate Reynolds numbers as follows,
Rec = ^ (2)
V-
where p is the fluid density, /x is the fluid viscosity, fl is the
journal rotational speed, R is the bearing radius, and c is the
Journal of Tribology
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radial clearance. For the tests made, Reynolds numbers ranged
from 5400 to 15,300.
The expression for velocity in pressure-driven flow was used
to derive an analogous "Reynolds number" for flow due to
recess pressurization,
Rep = -y/plPr-Pa) (3)
where Pr is the recess pressure, and Pa is atmospheric pressure.
Values of Re p ranged'from 3800 to 6,300 and are representative
(i.e., the same order of magnitude) of numerically-calculated
Reynolds numbers within the bearing lands. A "resultant"
value was calculated as follows,
RSS = \/Re2c + Re2p (4)
RSS values ranged from 6700 to 16,500; therefore, the flow
field is regarded as fully turbulent for all test cases.
Theoretical predictions of turbulent hybrid bearing per-
formance are made using the computer code HYDROBEARC
(San Andres, 1990). This program was used to predict bearing
performance for each case tested and will be briefly described
before presentation of the results.
The program requires the following input data: bearing ge-
ometry (including diameter, length, clearance, surface rough-
ness, number of recesses, recess geometry, orifice size and
discharge coefficient), rotational speed, fluid properties, lu-
bricant supply pressure, bearing operating temperature, en-
trance loss factors (used to calculate the pressure drop across
the recess edges), and solution convergence iteration limits.
The analysis calculates either steady-state performance or ro-
tordynamic coefficients at a given operating point. For steady-
state operation, the program solves for bearing recess pres-
sures, lubricant flow rate, torque, and either the steady state
eccentricity for a given load, or the steady state load for a
given eccentricity. The dynamic solution yields all twelve of
the rotordynamic bearing coefficients (direct and cross-coupled
stiffness, damping, and mass) and the whirl frequency ratio.
The original analysis of San Andres (1990) does not offer the
capabilities of dynamic force and moment coefficients due to
angular motions. A later development (San Andres, 1991) in-
troduces the analysis for these conditions and shows that for
the present Hydrostatic Bearing configuration the effective
moment stiffness due to angular motions is severely reduced
at high rotational speeds, and therefore, the bearing offers a
minimal elastical restraint for pitching motions. Of course,
this situation is characteristic of the test bearing and does not
represent normal practice.
Experimental results from each test case were used to cal-
culate the input data. Fluid properties of pure water were taken
from ASME Steam Tables (Meyer et al., 1979). The orifice
discharge coefficients were calculated using the following equa-
tion for turbulent flow through an orifice (Rowe, 1983),
q = CdA0\ (5)
and are shown plotted versus Reynolds number in Fig. 6 and
Fig. 7 for the 0.0762 mm (3 mil) and 0.1016 mm (4 mil) clear-
ance configurations, respectively. Orifice coefficients increased
significantly with Reynolds number. Coefficients for orifices
used in pipe flow remain fairly constant for a wide range of
Reynolds numbers; hence, this result was not expected. Schar-
rer and Hibbs (1990) have also observed significant variations
in orifice discharge coefficients with Reynolds number for a
similar hybrid bearing application.
The least accurately known input parameter is the surface
roughness of the bearing and shaft—measured values ranged
from 0.1016 to 0.6096 fim (4 to 24 /xin.). Therefore, for each
clearance and supply pressure tested, shaft and bearing surface
JANUARY 1993, Vol. 115 /163
 E c c e n t r i c i t y Ratio: 0.0 Speed: 10000 r p m
1.00 10000

9000- Supply Pressures

£ 0.95 - oanrjo 8895 kPa
8000 AAAAA 5516 kPa
0) 00000 4137 kPa
• i—i

o 7000-
<+i 0.90 -
6000-
0)
o
O
0.65H
0)
iao
u
C6 O.BO
o Supply Pressures:
0} BBHEH 6895 kPa
2 0.75 5516 kPa
4137 kPa

0.00 0.10 0.20 0.30 0.40 0.50

6.0 8.0 10.0 12.0 14.0 16.0 18.0
Re 1,000 (RSS) Speed: 17500 r p m
Fig. 6 Orifice discharge coefficient - 0.0762 mm clearance 10000

9000-
1.00 - Eccentricity Ratio: 0.0 Supply Pressures:
8000- DODDD 6895 kPa
AAAAA 5516 kPa
7000
£0.95 -
gj" 6000
Supply P r e s s u r e s :
«*H 0.90 - o a a a a 6895 kPa
=4-1
AAAAA 5 5 1 6 kPa
<U 00000 4137 kPa
O
° o.as:
CD
U0 -J
0d 0.B0 -

o ;
^ ^ °
w
S 0.75 - E££^ 0.00 0.10 0.20 0.30
Eccentricity Ratio
0.40 0.50 0.60

0.70 - Fig. 8 Experimental and theoretical load versus eccentricity -0.0762

6.0 8.0 10.0 12.0 14.0 16.0 18.0 mm clearance (a) 10,000 rpm (6) 17,500 rpm
Re 1,000 (RSS)
Fig. 7 Orifice discharge coefficient -0.1016 mm clearance
Speed: 10000 rpm
10000

roughness parameters were modified to get the best match 9000 Supply Pressures:
between the experimental and theoretical recess pressures and DDDDD 6895 kPa
8000 A A A A A 5516 kPa
flow rates for the 10,000 rpm, concentric case (i.e., errors were 00000 4137 kPa
minimized to less than 10 percent). The resulting roughness 7000-
was then used for all other eccentricity ratios and speeds for
" 6000
that pressure and clearance combination.
Comparisons between experimental and theoretical results
are presented in the remainder of this section followed by a
discussion of the sensitivity of calculated parameters due to
changes in the orifice discharge coefficient and relative rough-
ness parameters.
Static Load Capacity. Application of a static load causes
the shaft and bearing centers to become eccentric. The ratio
of this eccentricity (e) to the bearing radial clearance (c) is
known as the eccentricity ratio (e). The theoretical maximum 0.10 0.20 0.30 0.40 0.50 0.60
value of e is 1.0 and indicates that the shaft has traversed the Eccentricity Ratio
entire bearing clearance. The angle measured from the load Fig. 9 Experimental and theoretical load versus eccentricity -0.1016
vector to the line of centers is the attitude angle ($). mm clearance at 10,000 rpm
Load capacity plots for the 0.0762 mm (3 mil) bearing con-
figuration are shown in Fig. 8 for two different rotational
speeds. A similar plot for the 0.1016 mm (4 mil) configuration 8100 N (1821 lb) at an eccentricity ratio of 0.45 for the con-
is given in Fig. 9. As expected, the load capacity of the bearing ditions of 0.0762 mm (3 mil) radial clearance, 6.89 MPa (1,000
increases with speed and supply pressure, while an increase in psi) supply pressure, and 17,500 rpm.
the radial clearance caused a reduction in the load capacity. Of all the bearing performance parameters, the static load
The maximum load measured for the conditions tested was capacity was most accurately predicted using HYDROBEARC

164 / Vol. 115, JANUARY 1993 Transactions of the ASME

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 Speed: 10000 r p m Speed: 10000 r p m
0.1 0.2 0.3 0.4 0.5 0.6 0.0 0.1 0.2 0.3 0.4 0.5 0
1 90°

0.2

y Supply Pressures: \ \, ^ ^ / Supply Pressures:

N
40° DDDDD 6895 kPa i. - - "\ y. ' 40° D D D D D 6895 kPa
AAAAA6516 kPa 0.5 I \ ^ s A A A A A 5516 kPa
30o 00000 4137 kPa \ \ ^ -- "30° 00000
--'•-- 4137
••-" kPa
Theoretical — Theoretical
" 20° Experimental -
Experimental
V 10°
Speed: 17500 r p m Fig. 11 Experimental and theoretical shaft center travel versus eccen-
tricity -0.1016 mm clearance at 10,000 rpm
0.0 0.1 0.2 0.3 0.4

nearly equal. When a load is applied, the bearing and shaft

/ s
/ s
-I- > \ s \
N ative to the supply pressure (Ps), are shown in Fig. 12 for two
\ \ ** x Supply Pressures:
i. - " "\ N
^ ' 40° Daaaa 6895 kPa
" > \ ^
A A A A A 5516
00000 4137 kPa
I \ ^ - 30°
\ ^, --^1„ Theoretical
^ """ Experimental
10°
Fig. 10 Experimental and theoretical shaft center travel versus eccen-
tricity -0.0762 mm clearance (a) 10,000 rpm (b) 17,500 rpm
(maximum error was 5.79 percent). Prediction errors were
lowest at the 10,000 rpm test conditions and increased slightly
with speed.
The plots of shaft center locus data for the 0.0762 mm (3
mil) and 0.1016 mm (4 mil) clearance configurations given in
Figs. 10 and 11, respectively. Note that the vertical and hor-
izontal axes correspond to the test bearing x- and >>-axes, re-
spectively (refer to Fig. 4). The circular arcs represent
eccentricity ratios from 0.1 to 0.6, and the radial lines cor-
respond to attitude angles from zero to 90 degrees. Observe
that the hydrodynamic effect increases (i.e., attitude angle
increases) with decreasing pressure, increasing speed, and in-
creasing clearance.
As with the static load capacity predictions, attitude angle
predictions were less accurate for tests performed at the higher
speed of 17,500 rpm (maximum error was 21.97 percent). A
possible source of these errors is that bearing/shaft relative
position measurements are inaccurate at this speed due to the
growing pitch instability discussed previously. Also, the recess
edge entrance loss factor used for all experimental predictions
was assumed to be constant at —0.5. This value may be too
low for this speed.
Recess Pressures. The load characteristics of fluid film
bearings are determined by the pressures generated within the
film. In an unloaded condition, the bearing and shaft are
concentric and pressures around the entire bearing surface are
become eccentric, and a converging/diverging wedge is formed.
As a result of this wedge the fluid-film pressures around the
bearing circumference are not the same. For hybrid bearings,
the nonuniform clearance also introduces recess exit flow area
asymmetries, further altering the pressure within the recesses.
For the experiments performed, measurements were made
of the steady state pressures generated in the bearing recesses.
The results of these measurements for the 0.0762 mm (3 mil)
'50° clearance configuration, non-dimensionalized by dividing rel-
rotational speeds. Similar plots for the 0.1016 mm (4 mil)
kPa configuration are shown in Fig. 13. Since recess 1 is located
in the converging region of the fluid film, and is closest to the
minimum film thickness, its pressure is highest. Recess 2, al-
though in the diverging region, is very close to the minimum
film and, therefore, in an area where the fluid film pressures
are just beginning to decrease. Recess 3 is located entirely in
the diverging region, and, as a result, shows the lowest pressure
of all recesses. Note that the pressure in this recess drops only
slightly below that of the concentric position, because of the
hydrostatic characteristics of this bearing (i.e., a purely hy-
drodynamic bearing would show very low pressures or cavi-
tation in this area). The pressure in recess 4 is slightly higher
than that of recess 3 since it is located in the transition region
of the wedge (i.e., transition from diverging to converging).
Recess 5 shows even higher pressure than recess 4, since it is
located entirely within the converging region.
For the 0.1016 mm (4 mil) clearance configuration, the bear-
ing could only be tested at one speed; therefore, the effect of
speed changes on pressure is not available for this configu-
ration. In general, note that pressures are reduced as a result
of the larger bearing clearance. Maximum pressure recorded
was 1750 kPa (254 psi) for the 10,000 rpm speed at the highest
supply pressure (6.89 MPa). For similar conditions with the
smaller, 0.0762 mm (3 mil) clearance, the maximum recorded
pressure was 2600 kPa (377 psi).
For large static loads (i.e., for high eccentricity ratios) the
change in pressure in recesses 1 and 3 from that of the con-
centric position was larger than for the other recesses. Also,
the error associated with theoretical prediction of these pres-
sures was less than 10 percent. Prediction of pressures in the
other recesses was slightly less accurate.
Torque. Another parameter of interest in the study of hy-
brid bearing performance is the amount of torque generated
as a result of shear forces generated in the fluid film. Figure

Journal of Tribology JANUARY 1993, Vol. 115 /165

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 Speed: 10000 rpra Speed: 17500 rpra
Supply Pressure: 6B95 kPa Supply Pressure: 6895 kPa
0.60
t x a x i ROCBSB 1 poooa ROOSBS 1
AAZlAA ReOCHB 2 iiAAiiA Rcoeis 2
0 0 0 0 0 Receao 3 0.60 -j 0 0 0 0 0 Recess 3
•Afrftft* ROOBHB 4 iWrfnWr Receefl 4
1 H I t RaceflB 6 t- Reaesa 6

&0.40 0.40

Theorotlcal —— - Theoretical —-
Experimental — Experimental
0.00 -
0.00 0.1O 0.20 0.30 0.10 Q.CQ o.oo o.io 0.20 o.ao o.to O.BQ

Supply Pressure: 6516 kPa Supply PreBBure: 5516 kPa

0.00 H

J Reoaaa 1 f"i:n.n Recess 1 'j<

AA&AA Receaa 8 AA&AA Receaa 2 sy^
0 0 0 0 0 RocoflB 3 0.00 - 00000 Reoeaa 3 _,9=r
tWhWV* Recess 4 ft**** Reoaaa 4 ^C^ ^S**
+++++ Recess 6 -H-H-+Rooem. 6 */^ * s ^

0.40 -

0.30 -

o.zo -
^**~^-|t^*
0.10 -
Theoretical ——- Theoretical
E x p e r i m e n t a l ———
o.ao - 0.00 -
o.oo 0.10 0.20 0.30 0.40 0,50 0.10 0.10 0.20 0.30 0.40 0.50
Eccentricity Ratio
Supply Pressure: 4137 kPa

3 Reoeas 1
rtfirtrtrt Reaefla 2
000OO ReoeflS 3
AftftftftReeeee 4
t-Raoess &

Theoretical
Experimental -
o.oo -
o.oo 0.10 O.ZO 0.30 0.40 0.60 O.flO
Eccentricity Ratio
Fig. 12 Experimental and theoretical recess pressure -0.0762 mm
clearance

14 shows the relationship between torque and speed for the
0.0762 mm (3 mil) bearing configuration under no external
load (resistance torque measurements are not possible when
the static load is applied). Note that the results for all three
supply pressures are included. The curves are virtually iden-
tical, demonstrating that torque does not depend on supply
pressure. A similar torque plot for the 0.1016 mm (4 mil)
clearance bearing is shown in Fig. 15. As expected, torque
increases with speed. The maximum torque recorded was 5.5
N-m (48.68 in-lb) for the 0.0762 mm (3 mil) clearance config-
uration. As shown in the plots, the numerical results slightly
underpredicted the torque generated in the bearing (maximum
error was 19 percent).
Theoretical Program Sensitivity. As indicated earlier, the
bearing orifice discharge coefficients are sensitive to changes
in Reynolds numbers ( Q ranged from 0.73 to 0.86 for Reynolds
numbers RSS from 6700 to 16,500). Therefore, uncertainties
will exist in this parameter for the full range of operating
conditions proposed for a typical hybrid bearing design. Also,
bearing/shaft roughnesses vary significantly—measurements
made at various locations ranged from 0.1016 to 0.6096 /tin
(4 to 24 /iin)—and continuously change as wear accumulates.
Therefore, the sensitivity of the numerical program HYDRO-
BEARC to these input parameters was investigated for the
0.0762 mm (3 mil) clearance configuration operating at 6895
kPa (1000 psi) supply pressure. All 10,000 rpm loaded cases
and the full range of unloaded cases for this pressure were
investigated using HYDROBEARC after individually modi-
fying the orifice discharge coefficients (Cd) and the relative
roughnesses by ± 10 percent. None of the other input param-
eters were altered. The maximum value of the resulting error
between the experimental and theoretical results was then com-
pared to the maximum errors observed previously for the un-
modified cases. The percentage change in error was divided
by the percentage modification of the coefficients and rough-
nesses (10 percent) to yield a relative sensitivity. For example,
a sensitivity of 1.0 would indicate that the 10 percent change
in the input parameter caused an equal change in the maximum
error observed for a particular output parameter.
Shaft center locus predictions showed the maximum sensi-
tivity (6.5) to this modification. The change was observed only
in the ^-component of shaft displacement. Recess pressure
sensitivity was slightly less (4.1). Torque sensitivity was very

166 / Vol. 115, JANUARY 1993 Transactions of the AS ME

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 Speed: 10000 rpm Eccentricity Ratio: 0.00
Supply Pressure: 6B95 kPa
0.80

rmm Recess 1 Supply Pressures

6.00 Dnaan 6895 kPa
AAOAA Recess 2
-—0.60 00000 Recess 3 AAAAA5516 kPa
m rtiWrifc Recess 4 00000 4137 kPa
M U t ReoeBB 5 5.00 -

0^,0.40
o
3
0
£0.30 0*3.00
o
v H
b
So.20

Theoretical
Experimental -
0.00 I I I I I I I

0.00 0.10 0.20 0.30 0.40 0.S0 0.60 5000 10000 15000 20000 25000
Speed (rpm)
Supply Pressure: 5516 kPa Fig. 14 Experimental and theoretical torque versus speed - 0.0762 mm
o.ao -| clearance
li m m Recess 1
AAAAA Recess 2
.-.0.50 0000O Recess 3 Eccentricity Ratio: 0.00
ftftftftft Recess 4 7.00
tn +++-H- Recess 6
a.
&^0.40 -
Supply Pressures:
aaaaa 6BS5 kPa
AAAAA 5516 kPa
00000 4137 kPa
a •
i
5.4.00
<u
0
^3.00
o

i i i i
0.00 0.10 0.20 0.30 0.40 0.50 o.eo
1.00
Theoretical
Supply Pressure: 4137 kPa Experimental -
0.60 n
noaoa Recess 1 5000 10000 15000 20000 25000
—0.B0
AAAJJA Recess 2
0 0 0 0 0 Reoess 3
Speed (rpm)
m iWttnWr Rocoaa 4 Fig. 15 Experimental and theoretical torque versus speed -0.1016 mm
H i t <• Raoasfl 5
clearance

the lowest roughness measured on the shaft and bearing sur-

faces (0.1016 fjm).

Summary and Conclusions

The high speed test facility designed and installed to study
water lubricated journal bearings has been successfully used
Theoretical
to statically test a hybrid (combination hydrostatic hydrody-
Experimental - namic) bearing design for two radial-clearance configurations.
o.oo i i i i i i t i ' i i i c' ' » ' I ' > ' ' i i
Measurements of bearing relative position, torque, recess pres-
0.00 0.10 0.20 0.30 0.40 0.60 o.ao
Eccentricity Ratio sure, flow rate, and temperature were performed at speeds
Fig. 13 Experimental and theoretical recess pressure -0.1016 mm
from 10,000 to 23,125 rpm and water supply pressures of 6.89
clearance MPa (1,000 psi), 5.52 MPa (800 psi), and 4.14 MPa (600 psi).
For speeds of 10,000 and 17,500 rpm, the bearing load capacity
was also investigated. A pitching instability limited the amount
low (0.23). Flow prediction sensitivity was high (23.4), because of static testing which could be performed at the higher speeds
the unmodified experimental and theoretical values were and lower pressures originally proposed. A recently-designed
matched as described previously (initial error was 0.04 percent pitch stabilizer has been incorporated into the facility and is
and increased to 9.41 percent). In summary, bearing-perform- currently being used for further static and dynamic testing.
ance parameters are very sensitive to changes in the orifice Operation of the rig quickly confirmed the importance of
discharge coefficient. high levels of water filtration for this bearing design. Also,
Modifications to the relative roughness parameters resulted high levels of cavitation-related erosion were discovered at the
in insignificant increases in the prediction errors for all the recess inlet. These factors must be considered for all hybrid
parameters studied. The modified value used for the 0.0762 bearing applications in terms of supporting hardware and bear-
mm (3 mil) clearance configuration is approximately equal to ing material properties requirements.'

Journal of Tribology JANUARY 1993, Vol. 115 /167

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 In general, the theoretical predictions made using the com-
puter program HYDROBEARC compared very favorably with
the experimental measurements made for most of the cases
studied. The best predictions were for the load capacity of the
bearing (maximum error was 5.79 percent).
For the theoretical predictions, the orifice discharge coef-
ficients used were calculated from measured flow and pressure
data for each case tested. The coefficients varied significantly
with Reynolds number (0.73 to 0.87 for RSS Resultant Reyn-
olds numbers from 6,700 to 16,500). Also, measured bearing/
shaft surface roughnesses ranged from 0.1016 to 0.6096 ftm
(4 to 24 /tin.). An analysis of the performance prediction sen-
sitivity to variations ( ± 1 0 percent) in discharge coefficients
and relative roughness parameters were performed. Results
showed that the theoretical prediction capability of the pro-
gram is highly sensitive to discharge coefficient changes.
Acknowledgments
The authors acknowledge the support of Rocketdyne, The
DISCUSSION
J. K. Scharrer1
The authors state that a high level of cleanliness and fluid
filtration are important factors for all hybrid bearing appli-
cations. It should be noted that fluid contamination is equally
detrimental to rolling element bearings, especially in liquid
oxygen environments. Current aerospace clean room assembly
standards and propellant filtration methods should suffice for
new hybrid bearing configurations since they are already suf-
ficient for existing fluid film bearings (otherwise known as
damping seals).
The authors go to great lengths in discussing the sensitivities
of the analysis to variations in the input data. However, they
have neglected to discuss the uncertainties of their experimental
measurements. An estimate of the uncertainty in the experi-
mental data could explain some of the small discrepancies
between experiment and theory.
The flow coefficient results presented in Fig. 6 are only for
conditions where the shaft is rotating. Did the authors calibrate
the orifices in a flow loop before insertion into the tester or
calculate the flow coefficient for a zero rotation condition? If
so what was its value? The Reynolds number dependent results
are probably more a function of the change in the pressure at
the recess pressure measurement location rather than a change
in the flow coefficient of the orifice. It is not clear from the
figures and discussion exactly where the recess measurements
were made. Where they all in the same location within the
recess? Have the authors plotted recess pressure as a function
of speed? If so, what did it show? I believe a detailed exam-
ination of the recess flowfield would prove that the assumption
of semi-uniform recess pressure used in the analysis cannot be
applied to the experiment and used in subsequent orifice flow
coefficient calculations.
Very little mention is made by the authors of the importance
of the recess edge loss coefficient used in the analysis. This
topic is completely ignored in the discussion of the sensitivity
of the analysis. The variation of this parameter with Reynolds
number can be significant. The asymmetry in the recess edge
loss around the perimeter of the recess could explain the dis-
crepancies between the analysis and experiment for load angle
'Rocketdyne International, Canoga Park, Calif.
168 / Vol. 115, JANUARY 1993
Downloaded 13 Jul 2008 to 121.248.8.20. Redistribution subject to ASME license or copyright; see http://www.asme.org/terms/Terms_Use.cfm
Center of Space Power at Texas A&M University, and the
Texas Advanced Technology Research Program. Bearings and
couplings used in the test facility were manufactured by IMO
Industries—Centrimarc Division, Houston.
References
Meyer, C. A., et al., 1979,'ASME Steam Tables; Thermodynamic and Trans-
port Properties of Steam, 4th ed., The American Society of Mechanical Engi-
neers, New York.
Rowe, W. B., 1983, Hydrostatic and Hybrid Bearing Design, Butterworths,
London.
San Andres, L. A., 1990, "Turbulent Hybrid Bearings with Fluid Inertia
Effects," ASME JOURNAL OF TRIBOLOGY, Vol. 112, No. 4, Oct., pp. 699-707.
San Andres, L. A., 1991, "Analysis of Hydrostatic Bearings With End Seals,"
Texas A&M University, Turbomachinery Laboratory, Report TRC-B & C-2-91
#1004.
Scharrer, J. K., and Hibbs, R. I., 1990, "Flow Coefficients for the Orifice
of a Hydrostatic Bearing," STLE Tribology Transactions, Vol. 33, No. 4, Oct.,
pp. 543-550.
since this parameter has a significant effect on the cross-cou-
pled stiffness. Have the authors investigated this and could
they comment on its importance?
Authors' Closure
The questions and comments of the discusser are appreci-
ated. Our response to specific questions follow.
Relative Uncertainty
Uncertainties in the experimental measurements are partially
the result of using least-squares curve fits for calibration of
the individual transducers used in the data acquisitions op-
eration, and the finite resolution of the analog-to-digital con-
version process in the data acquisition hardware. Other sources
of uncertainties, such as human error, are unavoidable and
unpredictable.
For the calibration errors, a statistic known as the standard
error of estimate (SEE) has been formed by Coleman and Steele
(1989).
N
(J^IY,- (aX, + b)]2y2
OT,_ ) t=i I
where N is the number of data points in the curve fit, Y, is
the actual value of the function to be curve fit, and the quantity
in parentheses represents the calculated value of the function.
The SEE is a measure of the scatter of the date points about
a linear least squares curve fit. A ± 2(SEE) band about the
curve fit will contain approximately 95 percent of the data
points (Schenck, 1979). This value added to the resolution of
the analog-to-digital converter yields the uncertainty for in-
dividual measurements. Therefore, they also represent the
overall uncertainty for the speed, pressure, static load, flow
rate, and temperature results presented.
Overall uncertainties for results consisting of a combination
of measurements (i.e., eccentricity ratio, and attitude angle,
and torque) require the application of the individual uncer-
tainties to the following "second-power equation" as given by
Holman (1989),
Transactions of the ASME