INTERNATIONAL Iso STANDARD 6336-1 First edition 1996-05-15 Calculation of load capacity of spur and helical gears — Part 1: Basic principles, introduction and general influence factors Calcul de la capacité de charge des engrenages cylindriques & dentures droite et hélicoidale — Partie 1: Principes de base, introduction et facteurs généraux d'influence EPA EYA por couyenic i BASE Instituto Argoutinu de Normatizacion SENTRO DE NOCUMENTAGION Roference number 1S0 6336-1:1996(E)180 6336-1:1996(E) Contents Page Introduction... 1 Scope .. 1 2 Normative references a0 3 Definitions symbols and units . 4 Basic principles : 13 5 Application factor Ky... - b : .19 6 —_ Internal dynamic factor Ky... .19 7 Face load factors Ky and Keg. 37 8 Transverse load factors Kg and Key oe. vee e es 69 9 Tooth stiffress parameters o” and c, 7 Annexes ‘A Guide values for crowning and end reliet of teeth of cylindrical gears oe = 85 B Guide values for the application factor Ky « - 87 © Derivations and explanatory notes... -- 90 D Bibliography . . cog eee eee as © 180 1998 ‘All fights. reserved. Unless otherwise specified, no part of this publication may be ‘reproduced or utilized in any form or by any means, electronic or mechanical, inclucing photocopying and miexofim, without permission in wating orn the publisher, Intemational Organization for Standarzation Case Postale 5 « CH+1211 Gontve 20 Switzerland Printed in Switzerand©1s0 Iso 6336-1 Foreword 180 (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented fon that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO. collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. Draft Intemational Standards adopted by the technical committees are circulated to the member bodies’ for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. International standard ISO 6336-1 was prepared by Technical Committee ISO/TC 60, Gears, Subcommittee SC 2, Gear capacity calculation. 1S 6336 consists of the following parts, under the general title Calculation of load capacity of spur and helical gears: = Part 1: Basie principles, introduction and general influence factors > Part : Calculation of surface durability (pitting) - Part 3: Calculation of tooth bending strength = Part 5: Strength and quality of materials ‘Annexes A to D of this part of ISO 6336 are for information only. iil180. 6336-1:1996(E) Introduction This part of ISO 6338 and parts 2, 3 and 5 provide the principles for a coherent system of procedures for the caioulation of the load capacity of cylindrical involute gears with external or internal teeth. 1SO 6336 is designed to facilitate the application of future knowledge and developments, also the exchange of information gained from experience, Design considerations to prevent fractures emanating from stress raisers in the tooth flank, tip chipping and failures of the gear blank through the web or hub should be analyzed by general machine design methods. Several methods for the calculation of load capacity, also for the calculation of various factors are permitted (see 4.1.8). The directions in ISO 6336 are thus complex, but also flexible. As appropriate, the more detailed or simplified versions should be chosen for inclusion in application standards derived from this basic standard. Such application standards cover the following fields: - Industrial gears (detailed and simplified method); - high-speed gears and gears of similar requirements; - marine gears; - vehicle gears. ‘These application standards feature clear, and to some extent simplified, rules for the calculations. Included in the formulae are the major factors which are presently known to affect gear tooth pitting and fractures at the root fillet. The formulae are in a form that will permit the addition of new factors to reflect knowledge gained in the future. olINTERNATIONAL STANDARD ISO 6336-1:1996 TECHNICAL CORRIGENDUM 1 Published 1998-10-15 Calculation of load capacity of spur and helical gears — Part 1: Basic principles, introduction and general influence factors TECHNICAL CORRIGENDUM 1 Calcul de la capacité de charge des engrenages cylindriques & dentures droite et hélicoidale — Partie 1: Principes de base, introduction et facteurs généraux d'influence RECTIFICATIF TECHNIQUE 1 Technical Corrigendum 1 to International Standard [SO 6336-1:1996 was prepared by Technical Committee ISO/TC 60, Gears, Subcommittee SC 2, Gear capacity calculation. Instituto Argentino de Normalizacion CENTRO DE DOCUMENTACION Page 48, subclause 7.6.1 In fist item a), amend the first sentence to read as follows: positioned symmetrically between bearings (s!/< 0,1, see figure 16)." Page 49, footnote 9) Amend the first sentence to read as follows: "1 |1e. gap width small compared to the facewiath [(B - 2bg) < 0,5bg]" Ics 21.200 Ref. No. ISO 6336-1:1996/Cor.1:1998(E) Descriptors: gears, cylindrical gears, spur gears, helical gear, load capacity, rules of calculation, generaliies. © 1501998 Printad in Switzeriand180 6336-1:1996/Cor: e1so Page 57, Figure 16c) Amend the limit on sito read as follows: with sit 0:3" Page 77, Table 6 Replace the existing table with the following: Table 7 — Transverse load factors Ky and Ky determined by method Specie Loading (F KT > 100 Nim aes Gear accuracy grade (conlorningtoiso Tae} 6 [| 7 | 8 | 9 | 10 | 1112 |Gandiowor Spur Ke 10 WwW 12 wzze12 Case orsurace hardened [9 Keg Uy,212 rivided or nito-carburies eee 9 ofc == Me | 10 J aim | 2 | ta efe0s%B 21,4") cvaing spur Kw 10 aa | 12 z2242 Nothardoned nor nivided 2°09 Key 4y,212 ror cau ee ceoad Heical Ke | 10 a1 | 2 | 16 | eseoe* ere sewrng ") See note 10 in 8.3.4 “For mostied profile which ocounts for dstortion caused with oad Kya = Kg = 1.0INTERNATIONAL STANDARD ISO 6336-1:1996 TECHNICAL CORRIGENDUM 2 Published 1999-09-01 TERNATIONAL ORGAEZATONFORSTANOAILIZATON + MENIYHAPOINAR LPrAWGAYIN CTAXTAPTIGALPI « ONCAMSATION IVIERMATIONALE CE NORMALISATION Calculation of load capacity of spur and helical gears — Part 1: Basic principles, introduction and general influence factors TECHNICAL CORRIGENDUM 2 Calcul de la capacité de charge des engrenages cylindriques 4 dentures droite et hélicoidale — Partie 1: Principes de base, introduction ot facteurs généraux dinfluence RECTIFICATIF TECHNIQUE 2 Technical Corrigendum 2 to International Standard ISO 6336-1:1996 was prepared by Technical Committee ISOMTC 60, Gears, Subcommittee SC 2, Gear capacity calculation. COPIA LEGAL AUTORIZADA por convenig con [RAM he Argentino de Normalizacién GLNIRO GE BOCUMENTACION Page 1, subclause 1.2 Replace the second line with the following * spur or helical gears with transverse contact ratios less than 1 Page 8, clause 3 Replace the definition of m* with the following: “mass moment of inertia per unit facewidth referenced to line of action” Ics 21.200 Ret, No. ISO 6336-1:1996/Cor.2:1999(E) © 180 1990— au rigs reserved Priston SwitzertandISO 6336-1:1996/Cor.2:1999(E) Page 16, subclause 4.1.7.4 Replace "Kg" with "K,". Page 22, subclause 6.5.1 In the fourth tne, to “v2, /100,]u2 (1+ w2)* add *= 10" Page 98, subciause 7.2.2 In the first line, before “Fs,” add “prior fo running-in’. Page 52, subciause 7.6.2.1 b) Replace “..of bearings 12) 15 with *..of bearings 1419", Page 57, figure 16 In each drawing, replace the number "1" with the letter" Page 73, subclause 8.3.4 Replace the definition of fy with the following: "the larger of the base pitch deviations of pinion or wheel should be used; 50 % of this tolerance may be used when profile modifications compensate for the deflections of the teeth at the calculated load level 21),” Page 73, subclause 8.9.2 Replace title to “Transverse load factor from graphs". Page 75, figure 27 ‘Add ‘flame or induction hardened” to the surface haidened group. Move the y value of 20 to the next ine below. Page 76, subclause 8.3.5.1 ¢) ‘Add “flame or induction hardened” to the first line, for equation 124, Page 77, subciause 8.4 In the second paragraph, replace “table 6” with “table 7". Page 77, tabie 7 In the first column, fourth row, replace "carburized" with “nitro-carburized”. Page 77, subciause 9.1 In the last sentence of the first paragraph, replace the last word "fast" with “Yixed” a © 150 1999 — Alt rights reserved1SO 6336-1:1996/Cor.2:1999(E) Page 80, subciause 2.3.1.1 a) Replace “table 7” with ‘table 8° (twice). Page 62, subclause 9.3.1.5 e) In the frst line, replace “FiKy/b < 100 Nim" with “FiKa/b < 100 Nimm Page 91, clause C.1 In the paragraph following equation (C8), replace “yg” with "yp" © 180 1980 All ights reserved 3INTERNATIONAL STANDARD © ISO 1SO 6336-1:1996(E) Calculation of load capacity of spur and helical gears Part 1: Basic principles, introduction and general influence factors 1 Scope at Intended use ‘This part of ISO 6396, together with parts 2, 3 and 5, provides a method by which different gear designs can be compared. Itis not intended to assure the performance of assembled drive gear systems. It is not intended for use by the general engineoring public. Instead, itis intended for use by the experienced gear designer who is capable of selecting reasonable values for the factors in these formulae based on knowledge of similar designs and awareness of the effects of the items discussed. The formulae in 180 6336 are intended to establish a uniformly acceptable method for calculating the pitting resistance and bending strength capacity of cylindrical gears with straight or helical teeth. 1S 6336 includes procedures based on testing and theoretical studies such as those of Hirt [1], Strasser [2], and Brossman (3). The results of rating calculations made by following this method are in good agreement with previously accepted gear calculations methods (see references [4] through [8)), for normal working pressure angles up to 25° and reference helix angles up to 30°. For larger pressure angles and larger helix angles the trends of products Yp Yq Yg and respectively 2, Z, Z, are not the same as those of some earlier methods. The user of ISO 6336 Is cautiéned that when the metho in ISO 6336 are used for other helix angles and pressure angles, the calculated results should be confirmed by experience, 12 Exceptions ‘The formulae in 1SO 6336 are not applicable when any of the following conditions exist: ~ spur gears with transverse contact ratios less than 1 - spur or helical gears with transverse contact ratios greater than 2,5; - where interference exists between tooth tips and root fillets; - when teeth are pointed; - when backlash is zero. The rating formulae in ISO 6336 are not applicable to other types of gear tooth deterioration such as plastic yielding, scutfing, case crushing, welding and wear, and are not applicable under vibratory conditions where there may be an unpredictable profile breakdown, The bending strength formulae are applicable to fractures atthe tooth fillet, but are not applicable to fractures on the tooth working surfaces, fallure of the gear rim, or failures of the gear blank through web and hub. ISO 6336 doss not apply to teeth finished by forging or sintering. It is not applicable to gears which have @ poor contact pattern.ISO 6336-1:1996(E) ©Iso The procedures in ISO 6336 provide for the calculation of load capacity, based on pitting and tooth-root breakage. At pitch line velocities below 1 m/s the gear load capacity is often limited by abrasive wear (see other literature for information on the calculation for ths). 1.21 Scuffing Formulae for scuffing resistance on cylindrical gear teeth are not included in ISO 6396. At the present time, there is insufficient agreement conceming the method for designing cylindrical gears to resist scuffing failure. 1.22 Wear Very little attention and concern have been devoted to the study of gear tooth wear. This subject primarily concems gear teeth with low surface hardness or gears with improper lubrication. No attempt has been made to cover the subject in ISO 6336. 1.2.3 Micropitting ISO 6336 does not cover micropitting, which Is an additional type of surface distress that may occur on gear teeth. 1.2.4 Plastic yielding ISO 6336 does not extend to stress levels greater than those permissible at 10° cycles or less, since stresses in this range may exceed the elastic limit of the gear tooth in bending or in surface compressive stress, Depending on the material and the load imposed, a single stress cycle greater than the limit level at < 10° cycles could result in plastic yielding of the gear tooth 2 Normative references ‘The following standards contain provisions which, through reference in this text, constitute provisions of this part of ISO 6336. At the time of publication, the editions indicated were valid. All standards are subject to revision, and parties to agreements based on this part of ISO 6336 are encouraged to investigate the possibility of ‘applying the most recent edition of the standards indicated below. Members of IEC and ISO maintain registers of currently valid Intemational Standards. 1S0 53: 1974, Cylindrical gears for general and heavy engineering - Basic rack. 1S 468: 1982, Surface roughness - Parameters, thelr values and general rules for specitying requirements. 180 701: 1976, International gear notation - Symbols for geometrical data. 180 1122-1: 1983, Glossary of gear terms - Part 1: Geometrical definitions. ISO 1328-1: 1995, Oylindrical gears - ISO system of accuracy - Part 1: Definitions and allowable values of deviations relevant to corresponding flanks of gear teeth. 180 6336-2: 1996, Calculation of load capacity of spur and helical gears - Part 2: Calculation of surface durability (pitting). 180 6836-3: 1996, Calculation of load capacity of spur and helical gears - Part 3: Calculation of tooth bending strength. ISO 6336-5: 1996, Calculation of load capacity of spur and helical gears - Part 5: Strength and quality of material. ISO/TR 10495: 1996, Calculation of cylindrical gears ~ Calculation of service Ife under variable load.o1so 1SO 6336-1:1996(E) 3 Definitions, symbols and units For the purposes of ISO 6336, the definitions given in ISO 1122-1 apply. symbols are based on and are extensions of the symbols given in ISO 701 and ISO 1828-1. Only symbols for {quantities used for the calculation of the particular factors treated in ISO 6336 are Units. Table 1 list the symbols used in the calculations for all parts of ISO 6336. Table 1 - Symbols and abbreviations used within ISO 6336-1, 2, 3 and 5 n, together with preferred ‘Symbol Description unit Principal symbols and abbreviations a center distance” a > Tacewith am @ constant > a iamotor (without subscript, reference diameter) Tam @ aunilary quantity i 7 Geviaion, tooth deformation am a path of contact Tam 7h Tooth depth (without subscript, root circle To Up circa) mm oi ‘wansmilesion rato x ‘addendum truncation factor : 7 ‘bearing span mm m module, Tam m ko 7 relational speed or min P pitch, a ‘umber of planet gears " @ ‘auxiliary factor, flexibility of pair of meshing teeth, 620 clause 9 {emp ‘material allowance for finish machining, see clause 5 of ISO 6336-3 mm 7 Tadius (without subsoript, reference radius) Tam 3 Tooth thiokness, distance betwoan mid-plane of pinion and the middle of the bearing am span w Qear ratio (Z/z) 217 5 v Tangential velocity (without SUBSGript, at the reference crcle = langential velocity at mis pitch circle) w ‘Specific load (per unit facewidth, FB) Nien x profile shift coofiient > ¥ Tunningeln allowance (only with subscript «or B) ia z ‘umber of teeth”? ‘B,C, D,E | points on path of contact (pinion root 10 pinion tp, regardless of whether pinion or wheel drives, only for geometrical considerations) 3 Total facewidth of double Relical gear including gap wiath om 1) For extemal gearing a, 2,, and zp are posive: 3 iniral gating and z, have a negaive sgn, z, has positive.1SO 6336-1:1996(E) @ Iso ‘Symbol Description Unit c constant, coefficient, roliet of tooth flank um 0 ‘iameter (design) Tm Todulus of elasticity Nia Eh ‘material designation for case-hardening steel, case hardened : Et case depth, 80 1S0 63965 ra F composite and cumulative deviations, un foros or load N @ Shoar modulus Nim 66 THaterial designation for grey easton > GGG | material designation for cast iron (porite, bainitc,fertic structure) GTS _| material designation for Black malleable oast Iron (oeritie structure) : HB Brinall hardness > HAG | Rockwall hardiness (© scale) . HA GON | Rockwall hardness (80 N scale), sea ISO 6336-5 HV Vickers hardness HV1 | Vickors hardness at load F= 9,81 N, see 150 6336-5 Tiv 10 | Vickers hardness at load F= 08,10 N, see 1S0 6306-8 : F ‘material designation for steel and GGG, flame or induction hardened : J ‘Jominy hardenabiity, soe 180 6396-5 K ‘constant, factors concerning tooth load 5 T Tenaths (design) mm M ‘roment ofa fore Nm mx ME symbols identitying material and heat-treatment requirements, see SO 6336-5. : Me W ‘number, exponent, number of load oycles, resonance ratio NT Taterial designation for nitriding steel, nirided nV ‘material designation for through hardening and case-hardening steel, ntaded (nr), ritrocarburized (ritrocar.) P Transmitied power KW S safety factor St ‘material designation for steel (ag < 600 Nim?) = 7 Toraue, Nim tolerance om v material dgsignation for through-hardening steel, througi-hardenod (og = 5 800 Nim?) w ‘weighing factor > ¥ Tacior related to toathroot stress Zz Tactor related to contact stressISO 1S0-6336-1:1996(E) ‘Symbol Description Unit @ pressure angle (without subscript, at reference cylinder) ° P Tole angle (without subscript, al reference oyiinder) : 7 auxdiary angie, 7 shear strain, : pinion offset tactor, see equations in clause 7 “m 3 deflection 1m ® contact rato, overlap rao, relative eccentricity (see clause 7) : ‘effective dynamic viscosity of the oll wedge at the mean temperature of wedge mas 8 Temperature S ¥ coetfciont of Fiction > v Poisson's rato, Kinematic viscosity of the oil min/s > Tadius of curvature, Ta density (for steel, p = 7,83x10") kofmm? @ rormal stress Nim r shear stress Nim x Tunningrin factor 7 ¥ ‘auxiliary angie, : relative bearing clearance (see clause 7) : ° ‘angular veloaty rade T parameter on the Tine of action ¥ reduction of area on fracture | Subscripts to symbols : reference values (without subscrp) a addendum, tooth tip ann | annulus gear B base circle, facewidth be bearing ca_*| case cal__| calculated co | contact pattern dym_—_| dynamic e ‘outer limit of single pair tooth contact off fective value, real stress r Tooth-root, dedendum i internal K Tooth truncation, values related to the notched test piece Tim | value of reference sirengihISO 6336-1:1996(E) ©Iso ‘Symbol Description Unit m Thoan of average value (mean section) ma, rmanutaoturing mi max maximum value nin Thinirmum value 7 rnormal-plan virtual spur gear of a helical gear, number of revolutions ail oll pitch, values related to the smooth polished test pioce par paraliel pla planet gear r radial red reduced rel relative . Tooth thickness, notch effect oh ‘shaft stat static (oad) un ‘un pinion, sun gear t Transverse plane th ‘theoretical v velociy, losses w working (this subscript may replace the apostrophe) y Tunning-in, any point on the tooth flank a ‘application, external shock loads c pitch point, profile and helix modification 0 ‘Speed transformation, reducing or increasing E ‘elasticity of material, resonance F Tooth-root stress G ‘geometry 4 Herizian stress (contact stress) T Tubrication ™ ‘material Nv number (a specific number may be inserted after the subscript Nin the life factor)Iso Symbol Description Unit P permissible value, rack profile A roughness, rows T Test gear, values related to the standard reference test gear Ww pairing of materials x dimension (absolute) z wun @ Transverse contact, profile P Tel, facewiath, crowning Total (otal value) o rough specimen t contact ratio ° basic value, tool 7 Binion 2 wheel 1.9 _| general numbering WW) | end vat, reference (nonreterence) face inge-flank (eubsorit w possible) single-pair tooth contact 7 douible-iank contact (simultaneous contact between working and non-working Ranks) Combined symbols Poo | lenath of journal bearing mm Poa calculated facewidih (figure 9) mm ‘2<9__| lenath of tooth bearing pattern at no load (contact marking) mm Prag _| Teduced tacewidth (Facewiath minus end reliefs) mm , __| web thickness mm iy __| facowicth of one helix on @ double helical gear mm Bay | lenath of end rele? mm @ | bottom clearance between basi rack profile and mating profile Tm % mean valve of mesh stfiness per unit facewiath Nemim-ary e mmaximumn tooth stiffness per unit Tacewidih (single sfiness) of @ tooth pair Nirimeamy Gm | theoretical single stress Niemmam) % | te diameter mm % | base diameter oy a Giameter of crcle through outer poli of single pal toath contact TimISO 6336-1:1996(E) ©1so Symbot Description Unit q | root diameter om Ga] toot diameter of internal gear mn Gn | xterra Gameter of shalt, nominal for bonding deliection mm Zins | Frternal darter ofa hoiow shat mm @, | pitch elamoter mm Gq ‘all carter bal bearing) mm Go| ‘eterence dameier of pinion (or whee a ihe] samporent of equivalent misalignment? due to Bearing deformation im Toa] component of equivalent misalignment” due to case deformation om Toa] brole form deviation ihe value forthe total profs devation F, may be used om fiterativaly fr this tolerances complying with ISO 1328-1 af used) Tra] mesh realignment” duo to manvTacuring deviations vm iy | Waneverse single pichdovlation am foar ‘non-parallelism of pinion and wheel axes (manufacturing deviation) ry joa] Waneverse base pch deviation (th valos of may bo used for caleuaions in om accordance with ISO 6336, using tolerances complying with ISO 1328-1) Tia] carmponent of equivalent misalignmen?® Gus te delommatons of pnion and wheel = shate Tear | component of nisalgnment due fo shaft and pinion deformation measured ata 7m paral oad Too | Shaft deformation under specie Toad aT Tap | Hal lope deviation (he valua Tor heft hel deviation F, may bo used om alternatively fortis, tolerances complying with ISO 1326-1 are Used) Tap | lerance on habs slope deviaon for SO accuracy grade 6 = Qa | Tenath of path of contact mm Tap] addendum of basic rack of eyinaical gears ae Tag | tool addendum mm Tip | dedendur of base rack of cylindrical oars mt Tig | toot dedendum mm Tig | dedendum of toch ofan internal gear 7 Tran | Trina vicar fm thickness mm Te] Bending moment arm for Tooth-ot sress an Tra ‘bending moment arm relevant to load application at the tooth tip (defined by the 7 contact point of the 30° tangents) Tre | Being mont roa oon appcaton ao or pont a ang Pa ooh mim 7 _| effective feng of role (roller bearings) mm ™ Telative individual gear mass per unit facewidth referenced to line of action kgimm ii, | normal module on 2) The cponents in tho plane ot seson are detent©1so 1S0-6336-1:1996(E) Symbol Description Unit TTigq | ‘educed gear pair mass per unit facewidih referenced to the line of action kgm ™, Transverse module man "2 rotation speed of pinion (or wheel) Tors? Te resonance speed mint Pon Trormal base pitch mi Pot transverse base pitch Tam 7 Trinimum value for the flexibility of a pair of meshing teeth (rama oe protuberance of the tool, see figure 2 of ISO 6306-3 mam % Totch parameter, dy = Sq / 26 7 Gk notch parameter of the notched test piece 7 st notch parameter of the standard reference test gear, Ggy = 25 : % ‘auxiliary factor 5 % ‘lim thickness of marking compound used in contact pattern determination am a residual filet underout, Sy, = dpe = @ mm Fn Tooth-root chord atthe ertical section man Fa tim thickness Tam y ‘maximum depih of grinding notch mam Wn mean specific load (per unit facewidtn) Nim % tangential force per unit tooth width, inluding overload factors Nim Xe ack shift coefficient for adjustment of tooth thickness 5 is ‘addendum modification coefficient of pinion (or wheel) = Ya Tunningrin allowance for @ gear pair 7m % Tunning-in allowance (equivalent misaligament) um Zn virtual number of teeth of @ helical goar > %,2___ | umber of teeth of pinion (or wheel)”, see page S 5 e ‘constant, see equations in clause 7 7 = Cy tip relief 7m 3 basic rack factor (same rack for pinion and wheel) = Cai ‘basic rack factor (pinion), see 83.14 = Cag | basi rack factor (whee), see 9.3.1.4 Gu ‘correction factor, see clause © = Ca gear blank factor, see clause © - Cn, 2A, av _| factors for determining lubricant fim factors, 668 17.2 of Part 2 - oy ‘erowning height um Guy | endrreiet mm Doe bearing bore diameter (plain bearings) mm Dy ___ | journal diameter (plain bearings) mm Foor | radial force on bearing WN aISO 6336-1:1996(E) ©Iso ‘Symbot Description Unit Fon {nominal Toad, normal to the tine of contact : Fit Tiominal tanaverse load In plana of action (base tangent plane) Fn mean Vaneverse tangential load at the reference circle relevant to mesh N calculations, Fy = (Fy Ky Ky) Fat | mean transverse tangontial part load at reference circle N Fax | Maximum tangential tooth load for the mesh calculated nN A (rominal) wansverse tangential force at reference eyinder N Fa determinant tangential load in a transverse plane for Ky, and Kea, nN Fur Fi ky Ky Kup F, Total profile daviation ca Fp Total helix deviation ih Fas Tolerance on total helix deviation for ISO accuracy grade @ am Fox intial equivalent misalignment (betore runningrin) am Fox ev | initial equivalent misalignment for the determination of the crowning height mm (estimate) Fox | eduivalont misalignment measured under a partial load mn Fy ‘fective equivalent misalignment (after running-in) am a ‘constant Tor he pinion position in relation to the torqued end : K ‘dynamie tactor : Kp application factor > Kea | Wansverse load factor (root stress) > Keg | 108 load factor (rot stress) : Kia | Wansverse load factor contact stress) Kug | tace load factor (contact stress) 5 K, ‘mesh Toad factor (takes into account the uneven distribution of the load between ‘meshes for multiple transmission paths) F ‘moment of inertia per unit facewiath kgm Ne Tnumber of Balls (or rollers) per row > Ne ‘exponent > ™ ‘umber of toad cycles > a ‘number of mesh contacts per revolution (normally 1, for idler 2) > a ‘number of rows par bearing > Ng Tesonance rato in the main resonance range 5 Ny umber of webs Ay arithmetic mean roughness value, A= 176 F, a A, mean peak-to-valley roughness (as specified in (80 468) am Pox ean peak-lo-valley roughness of the notched, rough test pleco am Pax Thean peak-lo-valley roughness of the standard reference test gear, Ax = 10 7“ Se factor of safely from tooth breakage 10@1sO ISO 6336-1:1996(E) ‘Symbot Description Unit Si Taotor of safety from pitting 50 ‘Sommerfeld number = 7,2 __| nominal torque at the pinion (or wheel) Nm Ye tooth form factor, forthe influence on nominal toot-root stress with load applied at ~ the outer point of single pair tooth contact, Yea __ | form factor, Tor the influence on nominal tooth-root stress with load applied al the 5 ‘oth tip Yes __| tip factor, equal (Yq Yeq). aocounts for influences covered by Yzq and Ye, : Yuk __| life factor for tooth-root stress, relevant fo the notohed test piace 5 Yup _| ite factor for tooth-root stress, relevant to the plain polished test plece Yar __| Me factor for tooth-root stress for reference test conditions 5 Ya Tooth-root surface factor (relevant to the plain polished test piece) : Yareik _ | ‘elative roughness factor, the quotient of the gear tooth-roat surface factor of - interest divided by the notch test piece factor, Yp ret x Yal Yak Yareit | Telative surface factor, the quotient of the gear tooth-root surface factor of interest - divided by the tooth-root surface factor of the reference test gear, Yara * YR Yat YS ‘siress correction factor, for the conversion of the nominal bending stress, - determined for application of load at the outer point ot single pair tooth contact, to the local tooth-root stress Yea | S888 correction factor, for the conversion of the nominal bending sirose : determined for load application atthe tooth tip, to the local toath-toot stress gag Yeq_| st¥e88 correction factors for teeth with grinding notches : Yex __| si"@88 correction factor, relevant to the notched test plece Yer __ | stfoss correction tactor, relevant to the dimensions of the reference test goare : %K ‘size factor (tooth-root) 5 Ye helix angle factor (tooth-root) = Ys Notch sensitivity factor of the actual gear (relative to a polished test piece) Yo Sensitivity factor of @ notched test piece, relative to a smooth polished test pleoe qi Yer | Sensitivity factor of the standard reference test gear, relalive to the smooth polished : test piece Yerelx | test relative notch sensitivity factor, the quotient of the gear notch sensiivity factor of interest divided by the notched test piece factor, ¥ sei x = Ys /Yoy Ys roi | relative notch sensitivity factor, the quotient of the gear notch sensitivily factor of interest divided by the standard test gear factor, Ys ai t= Y5 Yor ¥, Contact ratio factor (tooth-root) - z velocity factor : 25.25 _| single pair tooth contact factors forthe pinion, for the wheel % elasticity factor iam? Za one factor : Zz lubricant factor a ite factor for contact stress - "ISO 6336-1:1996(E) ©lso ‘Symbot ‘Description Unit Zur ifs factor for contact stress for reference test condlions : ZA Toughness factor affecting surface durability ae ‘workchardening factor - Zz ‘size factor (pitting) = iz Teele angle factor (pitting) 1 Bs ‘contact ratio factor (pitting) és 1 Tip pressure angle of virtual spur gear . i Torm-factor pressure angle, pressure angle at the outer point of single pair tooth ° contact of virtual spur gears ep Tiormal pressure angle ° a Transverse pressure angle ° @{0r &\q_ | pressure angio at the pitch cylinder ° Gran | Upload angle, angle relevant to direction of application of load at te tooth tip of * vinual spur gears Gren toad direction angle, relovant to direction of application of load atthe outer point of = single pair tooth contact of virtual spur gears Py Tiormal presaure angle of the basic rack for oyindrical gears: = Ba Tip helix angle (at the tip surface of a goar) = Py base heli angle 7 Be ‘orm factor helix angle, helix angle atthe outer polnt of single tooth contact 5 %1.2 __ | detormation of bearing (1, 2) in direction of load ‘am, mam Sem | gambined deeedon of mating eh assuming even oad ditibuon over the mn 85 “ifference in feeler gauge thickness measurement of mesh misalignment ing 7 85 ‘elongation on fracture % a Twansvorso contact ratio 7 Tan ‘tual contact ratio, tranavorse contact rato of a virual spur gear i ep overlap ratio 7 & Total contact ratio, = 6, + &y 7 % ‘addendum contact ratio ofthe pinion, e, = CE Py, : @ ‘addendum contact ratio of the wheel, ep = ACIP, 7 Pao tip radius of the tool mm PP oot filet radius of the basic rack for cylindrical gears mm ?¢ Tadlus of grinding notch mim Peel radius of relative curvature mm °o Tadius of relative curvature at the pitch surface mm PE tooth-root radius atthe ariical section am Pe ‘Slip-layer thickness am am _| nominal notched-bar stress number (bending) Nini 12©1so ISO 6336-1:1996(E) ‘Symbol Description nit Tpim | noninal plaiwbar stress number (bending) Nira oa | tenelle strength Nem oe | tooih-root stress Ni Team | Pominal stress number bending) Nira Zee | alowable sires number (bending). ore = or wn Yer Wn ee Ka Nira cep | permissible tooth-root areas Ninn oro ‘nominal tooth-root stress Niven ay | ealovlated contact sroas Nan Crim | allowable stress number (contact) Nimm= cag | Modified allowable stress number, Gag = Su um Sh Nira cy | Permissible contact stress Nira Zuo | nominal contact stress Nir 5 | vield areas Ni Zea | Broo! siveas (0,2 % permanent sel) Ni = relative stress gradient in the root of a notch mm 7_| Tasor characterizing the equivalent misalignment after ranaing-n : Xp Telative siress gradient in @ smooth polished test piece mam e812 ‘angular velocity of pinion (or wheel) radis 4 Basic principles 4.1 Application Refer to 1.1 for intended use. 4.1.1 Particular categories Pitting resistance and bending strength rating systems for a particular category of cylindrical gearing may be established by selecting proper values for the factors used in these general formulae. ANZ Specific applications For the design of gears it is very important to recognize that requirements for different fields of application vary considerably. Use of ISO 6336 procedures for specific applications demands a realistic and knowledgeable appraisal ofall applicable considerations, particularly of the: - allowable stress of the material and the number of load repetitions; - consequences of any percentage of failure (failure rate); ~ appropriate factor of safety. The following three application fields exemplify the requirements of the above mentioned characteristics. 131SO 6336-1:1996(E) ©1so 4.1.2.1 Vehicle final drive gears, which are relatively low speed, coarse pitch teeth are chosen for adequate strength. As a consequence, pinions have small numbers of teeth (z, of about 14), whereas a value z, of about 28 would be chosen for a comparatively high speed gear of similar size. Thus, the tooth bending strength of the former would be about twice that of the latter. ‘The computed reliability of vehicle gears can be as low as 80% to 90 % whereas that of high speed industrial gears should be at least 99%. In general, the material used in high volume vehicle gear production may be of more uniform quality than that used for gears produced in small numbers. ‘Comparison of applied gear designs has indicated that for about 10 000 cycles, the load transmitted by truck final drive gears is about four times greater than that transmitted by aircraft or space vehicle gears, where the material,'the quality, the size and the design are the same. For low speed vehicle gears which are intended to have short lives (less than 100 000 cycles). small amounts of plastic deformation, pitting and abrasive wear can usually be tolerated. Consequently, the levels of surface stress which are permissible are substantially higher than would be permissible for long life, high speed gears. 4.1.2.2 Main drive for aircraft and space vehicles, which are found in helicopter rotor drives and the main ump drives of space vehicle boosters, where gears of the highest quality material and accuracy are used. Such gears are extensively tested. For example, 10 to 20 transmissions of the same production series may be tested under operational conditions for the full design life. The tolerable wear rate is established on the basis of test results. Lubricant spray rate, position of injection points and ditection of spray Is optimized. For these reasons, higher loading is permissible for a design life up to 100 times longer (in cycles of tooth loading), and speeds about 10 times greater than those of a typical vehicle transmission. ‘The probability of damage in such cases shall not exceed 0,1% to 1 %. Overall loading cannot be as high as for vehicle gears since neither surface wear nor minor damage can be tolerated, 4.1.2.3 Industrial turbine gears, where the pitch line velocities exceed 50 mis, the pinions are usually designed with 30 or more teeth with the objective of minimizing the risk of scuffing and wear. A typical gear pair would consist of a pinion with 45 teeth and a wheel with 248. Industrial turbine gearing should be better than 99 % reliable for a normal life of more than 101° cycles. Extensive prototype testing is normally excluded because of the cost. As a consequence, the load capacity ratings of turbine gears tend to be conservative with relatively high safety factors. 4.1.3 Safety factors It is necessary to distinguish between the safety factor relative to pitting, S,, and the safety factor relative to tooth breakage, S-. For a given application, adequate gear load capacity is demonstrated by the computed values of Sy and Se being equal to or greater than the values Si min aNd Se min, fespectively. Certain minimum values for safety factors shail be determined. Recommendations concerning these minimum. values are made in ISO 6336, but values are not proposed. ‘An appropriate probability of failure and the safety factor shalll be carefully chosen to meet the required reliability at a justifiable cost. If the performance of the gears can be accurately appraised through testing of the actual unit under actual load conditions, a lower safety factor and more economical manufacturing procedures may be permissible, a _ Modified allowable stress number een a Calculated stress Safety factors based on load are permitted. When they are based on load the safety factor equals the specific calculated load capacity divided by the specific operating load transmitted. When the factor is based on load, this shall be stated clearly. “4DIsO ISO 6336-1:1996(E) NOTE 1 - Safety tactors based on load (power) relatye to tooth bending are proportional to Sp. Safety factors based on oad (power) relative to pitting are proportional to S}, 11 addition to the general requirements mentioned and the special requirements for surface durability, pitting, ISO 6336-2) and tooth bending strength (ISO 6336-3), the safety factors shall be chosen after careful sonsideration of the following influences: : reliability of material data (The allowable stress numbers used in the calculation are valid for a given probabilty of failure, the material values in ISO 6396-5 are valid for 1% probability of damage. This risk of damage reduces with the increase of the safety factor and vice versa); - reliability of load values used for calculation (If loads or the response of the system to vibration, are estimated rather than measured, a larger factor of safety should be used); - variations in gear geometry due to manufacturing tolerances; 5 variations in alignment; : variations in material due to process variations in chemistry, cleanliness and microstructure (material quality and heat treatment); - variations in lubrication and its maintenance over the service life of the gears. Depending on the reliability of the assumptions on which the calculations are based (e.9. load assumptions) and according to the reliability requirements (consequences of damage occurrence), a corresponding safety factor 's to be chosen. Where gears are produced under a specification or a request for proposal (quotation), in which the gear supplier ' 10 provide gears or assembled gear drives having specified calculated capacities (ratings) in accordance with ISO 6936, the value of the safety factor for each mode of failure (piting, tooth breakage) is to be agreed upon setween the parties. 41.4 Testing The most reliable known approach to the appraisal of overall system performance is that of testing a proposed yew design. Where sufficient field or test experience is available, satisfactory results can be obtained by extrapolation of previous tests or field data. When suitable test results or field data are not available, values for the rating factors should be chosen conservatively. 4 5 Manufacturing tolerances valuation of rating factors should be based on the minimum acouracy grade limits specified for the component darts in the manufacturing process. 4.1.6 Implied accuracy ‘here empirical values for rating factors are given by curves, curve fitting equations are provided to facilitate somputer programming. The constants and coefficients used in curve fitting often have significant digits in excess >f those appropriate to the reliability of the empirical data. 4.1.7 Other considerations 1. addition to the factors considered in ISO 6396 influencing pitting resistance and bending strength, other nterrelated system factors can have a significant influence on overall transmission performance. The following actors are particularly significant. 15ISO 6336-1:1996(E) Iso 4.1.7.1 Lubrication. The ratings determined by these formulae are valid only if the gear teeth are operated with a lubricant of proper viscosity and additives for the load, speed, and surface finish, and i there isa sulficient quantity of lubricant supplied to the gear teeth and bearings to lubricate and maintain an acceptable operating temperature 4.1.7.2 Misalignment and deflection of foundations. Many gear systems depend on external supports such ‘as machinery foundations to maintain alignment of the gear mesh. if these supports are poorty designed, initially misaligned, or become misaligned during operation through elastic or thermal deflection or other influences, overall gear system performance will be adversely affected. 4.1.7.3 Detlections of gear teeth, gear blanks, gear shafts, bearings and housings affect performance and distribution of total tooth load aver meshing flanks. Since these deflections vary with load, it is impossible to obtain optimum tooth contact at different loads in those transmissions that encounter variable load. When gear tooth flanks are not modified, the face load factor increases with increasing deflection, thereby lowering rated capacity. 4.1.7.4 System dynamics. The method of analysis used in ISO 6336 provides a dynamic factor in the formulae by derating the gears for increased loads caused by gear tooth inaccuracies and for harmonic effects. In general, simplified values are given for easy application. The dynamic response of the system results in additional gear tooth loads due to the relative motions of the connected masses of the driver and the driven equipment, The application factor, K,, is intended to account for the operating characteristics of the driving and driven equipment. It must be recognized, however, that if the operating roughness of the driver, gearbox, or driven equipment causes an excitation with a frequency that is near to one of the system's major natural frequencies, resonant vibrations may cause severe overloads which may be several times higher than the nominal load. For critical service applications, it is recommended that a vibration analysis be performed. This analysis shall include the total system of driver, gearbox, driven equipment, couplings, mounting conditions, and sources of ‘excitation. Natural frequencies, mode shapes, and the dynamic response amplitudes should be calculated. The resulting load spectrum cumulative fatigue effect calculation, if necessary or required, is given in ISO/TR 10495. 4.1.7.5 Contact pattern. The teeth of most cylindrical gears are modified in both profile and lengthwise directions during the manufacturing operation to accommodate deflection of the mountings. This results in a localized contact pattern during roll testing under light loads. Under design load, the contact should spread over the tooth flank without any concentration of the pattern at the edges. This influence shall be taken into account by the corresponding load distribution factor. 4.1.7.6 Corrosion of gear tooth surfaces, can significantly reduce the bending strength and pitting resistance of the teeth. Quantifying the extent of these reductions is beyond the: scope of ISO 6336. 4.1.8 _ Influence factors The influence factors presented in ISO 6336 are derived from results of research and field service. It is convenient to distinguish between the followin, a) Factors which are determined by gear geometry or which have been established by convention. They shall be calculated in accordance with the equations given in ISO 6336. ) Factors which account for several influences and which are dealt with as independent of each other, but, which may nevertheless influence each other to a degree for which no numerical value can be assigned. These include the factors Ky, Ky, Kgs Ky OF Kg and the factors influencing allowable stress. ‘The factors K,, Kiyg, and Kj, also depend on the magnitudes of the profile and helix modifications. Profile and helix modifications are only effective If they are significantly larger than the manufacturing deviations. For this reason, the influence of the profile and helix modifications may only be taken into consideration if the gear manufacturing deviations do not exceed specific limit values. The minimum required gear manufacturing accuracy is stated, together with reference to ISO 1328-1, for each factor. The influence factors can be determined by various methods. These are qualified, as necessary, by adding subscripts A through E to the symbols. Unless otherwise specified, e.g. in an application standard, the more 16‘ISO 1S06336-1:1996(E) >ourate of the methods Is to be preferred for important transmissions. In cases of dispute, when proof of scuracy and reliability is supplied, method A is superior to method B, and method B to method C, etc. NOTE 2~ Itis recommended that supplementary subscripts be used whenever the method used for evaluation of a factor would not be readily identifiable. some applications it may be necessary to choose between factors which have been determined using ternative methods (e.g. the altematives for the determination of the equivalent misalignment). When 2oessary, the relevant method can be indicated by extending the subscript ©.0. Kup. py 30 6396 is primarily intended for verifying the load capacity of gears for which essential calculation data are zallable by way of detail drawings, or in similar form. ne data available at the primary design stage is usually restricted. It is therefore necessary, at this stage, to ake use of approximations or empirical values for some factors. af given fields of application or for rough calculations, itis often permissible to substitute unity or some other anstant for some factors. In doing so, it is necessary to verify that a good margin of safety is assured. therwise, the safety factor shall be adequately increased. ore precise evaluation is possible when manufacture and inspection is completed, for then data obtained by rect measurement are available. omtractual provisions relating to the nature of the calculation proof shall be agreed in advance between anufacturer and purchaser. 1.8.1. Method A factors are derived from the results of full scale load tests, precise measurements, or mprehensive mathematical analysis of the transmission system on the basis of proven operating experience, any combination of these. All gear and loading data shall be available. In such cases the accuracy and liability of the method used shall be demonstrated and the assumptions clearly stated general, for the following reasons method A is seldom used: - the relevant relationships have not been more extensively researched than those in methods B, C, Dand : details of the operating conditions are incomplet ble measuring equipment is not available; : the costs of analysis and measurements exceed their value. 1.8.2 Method B factors are derived with sufficient accuracy for most applications. Assumptions involved in air determination are listed. In each case, it is necessary to assess whether or not these assumptions apply the conditions of interest. Additional subscripts should be inserted when necessary, @.9. Kg. 1.8.3 Method C is where simplified approximations are specified for some factors. The assumptions under vich they have been determined are listed. On each occasion an assessment should be made as to whether not these assumptions apply to the existing conditions. The additional subscript C shall be used when cessary, 0.9. Ky.c. 1.8.4 Methods D and E give additional special procedures for the determination of some factors. To some tent, these are applicable to a specific field of application or under special conditions, e.g. when an acceptance sts a requirement. When necessary, these factors are indicated by adding a subscript D or E to the symbol, 3 Kip.o OF Kug.c- 1.9 Numerical equations 3 necessary to apply the numerical equations specified in ISO 6896 with the stated units. Any exceptions are cially noted. 7ISO 6336-1:1996(E) @Iso 10 Succession of factors in the course of the calculation The factors K,, Kiys oF Keg and Kiyq OF Ke, depend on a nominal tangential force. They are also to some extent interdependent abl shall therefor®'be calGulated successively as follows: a) K, with the force F; Kyi b) Kap oF Keg with the force F; Ky Ky: ©) Kite, OF Kp with the force Fy Ky K, Kiss (epy> When a gear drives two or more mating gears, itis necessary to multiply by (Ka K,) instead of Ky; 4.4.11 Determination of the tolerance values ‘The tolerance values shall be determined in accordance with ISO 1328-1 4.2 Tangential load, torque and power When assessing the load acting on gear teeth, all forces affecting the gearing shall be considered. In the case of double helical gearing, it s assumed that the total tangential load is divided equally between the two helices. If this is not the case, for example as a consequence of externally applied axial forces, this shall be taken into consideration. The two halves of the helix should be treated as two helical gears arranged in parallel. Concerning muttiple-path transmissions, the total tangential load is not quite evenly distribyted to the various load paths (irrespective of design, tangential velocity or accuracy of manufacture). Allowance is made for this by means of the mesh load factor K, (see also 4.1.10). If possible, K, should preferably be determined by measurement; alternatively its value may be estimated from the literature. If the operating speed is near to a resonance speed, a careful study Is necessary. See clauses 5 and 6. 4.2.1 Nominal tangential load, nominal torque and nominal power ‘The nominal tangential load F; is determined in the transverse plane at the reference cylinder. It is derived from the nominal torque or power transmitted by the gear pair. ‘The load capacity rating of gears is effectively based on the input torque to the driven machine. This is the torque corresponding to the heaviest regular working condition. Alternatively, the nominal torque of the prime mover can be used as a basis if it corresponds to the torque requirement of the driven machine, or some other suitable basis can be chosen. F, is defined as the nominal tangential toad per mesh, i.e. for the mesh under consideration. T and P are defined accordingly. in the following equations, n,_» is given in revolutions per minute F, = 2000 Tz _ 19098 x 1000 P _ 1000 P walt) the ta Me v Fidjz _ 1000P _ 9549 P Tee - wor. 2 : 2000 Op Me a) is algo to bo used into evaluation of Ke snc or oth bending itis Kg wich represent the determinant oad due to uneven evtuson ove te eco oe aaton FE) 18Iso 6336-1 }996(E) 43) wf) (5) 1.2.2 Equivalent tangential load, equivalent torque and equivalent power Vhen the transmitted load is not uniform, consideration should be given not only to the peak load and its inticipated number of cycles, but also to intermediate loads and their numbers of cycles. This type of load is iassed as a duty cycle and may be represented by a load spectrum. In such cases, the cumulative fatigue \ffect of the duty cycle is considered in rating the gear set. A method of calculating the effect of the loads under his condition is given in ISO/TR 10495. \2.3 Maximum tangential load, maximum torque and maximum power ‘is is the maximum tangential load F, max (Ot comesponding torque Tas Corresponding power Pra.) in the arable duty range. its magnitude can ve lnited by a suitably responsive Safely Clutch. Fi mraye Tar id Pry vre required to determine the safety from pitting damage and from sudden tooth breakage dus to loadhig ‘orresponding to the static stress limit i Application factor Ky hhe factor Kg adjusts the nominal load F, in order to compensate for incremental gear loads from external ources. These additional forces are largely dependent on the characteristics of the driving and driven vachines, as well as the masses and stiffness of the system, including shafts and couplings used in service. ‘or applications such as marine gears, etc., which are subjected to cyclic peak torque (torsional vibrations) and re designed for infinite life, the application factor can be defined as the ratio between the peak cyclic torques nid the nominal rated torque. The nominal rated torque is defined by the rated power and speed. It is the torque sed in the load capacity calculations. the gear is subjected to a limited number of known loads in excess of the amount of the peak cyclic torques, 1is influence may be covered directly by means of cumulative fatigue or by means of an increased application actor, representing the influence of the load spectrum. is recommended that the purchaser and manufacturer/designer agree on the value of the application factor. 4 Method A - Factor Ky. ‘x is determined in this method by means of careful measurements and a comprehensive analysis of the ystem, or on the basis of reliable operational experience in the field of application concerned. See 4.2.2. 2 Method B - Factor Ky. no reliable data, obtained as described in 5.1, are available, even as early as the first design phase, it is ossible to use the guideline values for Ky as described in annex B. Internal dynamic factor K, he internal dynamic factor makes allowance for the effects of gear tooth accuracy grade as related to speed nd load. High accuracy gearing requires less derating than low accuracy gearing. 191SO 6336-1:1996(E) ©1so It is generally accepted that the internal dynamic load on the gear teeth is Influenced by: a) design: b) manufacturing, ‘The dynamic factor relates the total tooth load including internal dynamic effects to the transmitted tangential tooth load: ik, ~ Intomal effected dynamic load + Transmitted tangential tooth load Transmitied tangential tooth load 6.1 Parameters affecting internal dynamic load and calculations 6.1.1 Design The design parameters include the following: - _pitchline velocity; = tooth load; - inertia and stiffness of the rotating elements; - tooth stifiness variation; - lubricant properties; - stiffness of bearings and case structure; - - critical speeds and intemal vibration within the gear itself 6.1.2 Manufacturing ‘The manufacturing considerations include the following: - pitch deviations; = tunout of reference surfaces with respect to the axis of rotation; - tooth flank deviations; = compatibility of mating gear tooth elements; - balance of parts; - bearing fit and preload. 6.1.3 Transmission perturbance Even when the input torque and speed are constant, significant vibration of the gear masses, and resultant dynamic tooth forces, can exist. These forces result from the relative displacements between the mating gears as they vibrate In response to an excitation known as transmission error. The ideal kinematics of a gear pair require a constant ratio between the input and output rotations. Transmission error is defined as the departure from uniform relative angular motion of a pair of meshing gears. It is influenced by all deviations from the ideal ‘gear tooth form and spacing due to the design and manufacture of ‘the gears, and to the operational conditions under which the gears shail perform. The latter include the following a) Pitch line velocity: The frequencies ot excitation depend on the pitch line velocity and module. b) _ Gear mesh stiftness variations as the gear teeth pass through the meshing cycle: This source of excitation is especially pronounced in spur gears. Spur and helical gears with total contact ratios greater than 2,0 have less stiffness variation. c) Transmitted tooth load: Since deflections are load dependent, gear tooth profile modifications can be designed to give uniform velocity ratio only for one magnitude of load. Loads different from the design load will give increased transmission error. d) Dynamic unbalance of the gears and shafts. f 20Iso. ISO 6336-1:1996(E) 2) .__ Application environment: Excessive wear and plastic deformation of the gear tooth profiles increase the transmission error. Gears shall have a properly designed lubrication system, enclosure, and seals to maintain a safe operating temperature and a contamination-free environment. 1) Shaft alignment: Gear tooth alignment is influenced by load and thermal deformations of the gears, shafts, bearings, and housing. 9) —_Excitation induced by tooth friction. |.4 Dynamic response. @ effects of dynamic tooth forces aro influenced by the following: : ‘mass of the gears, shafts, and other major intemal components. stiffness of the gear teeth, gear blanks, shafts, bearings, and housings. : damping: The principal sources of damping are the shaft bearings and seals. Other sources of damping include hysteresis of the gear shafts and viscous damping at sliding interfaces and shaft couplings, 5 Resonance ten oxcitation frequencies (such as tooth meshing frequency and its harmonics) coincide or nearly coincide fh a natural frequency of vibration of the gearing system, the resonant forced vibration may cause high vamic tooth loading. When the magnitude of internal dynamic load at a speed involving resonance becomes 32, operation near this speed should be avoided. 1) ___goar blank resonance: The gear blanks of high-speed, lightweight gearing may have natural requencies within the operating speed range. If the gear blank is excited by a frequency which is close to ane of its natural frequencies, the resonant deflections may cause high dynamic tooth loads. Also, there is he possibilty of plate or shell mode vibrations which can cause the gear blank to fail. The dynamic factors ‘, (from the following methods B through E) do not take account of gear blank resonance. ») system resonance: The gearbox is only one component of a system comprised of a power source, yearbox, driven equipment, and interconnecting shafts and couplings. The dynamic response of this system: Jepends on the configuration of the system. In certain cases a system may possess a natural frequency close o the excitation frequency associated with an operating speed. Under such resonant conditions, the operation ‘hall be worked out carefully as mentioned above. For critical drives, a detailed analysis of the entire system 3 recommended. This should also be taken into account when determining the effects on the application actor. Principles and assumptions scoordance withthe specifications of 4.1.8, methods for determining K, are given in 6.3, from method A (K;, a) nethod E (K,..). en optimum profile modification appropriate to the loading, a large overlap ratio, even distribution of load over facewidth, highly accurate teeth and high specific tooth loading, the value of the dynamic factor approaches 11¢ case of high specific loading, high values of (K, F,)/ b, high values of (v z,/100) u®/(1+u) and having corresponding accuracy of gear cutting, tooth tips and/or roots should be suitably relieved. Methods for the determination of the dynamic factor 1 Method A - Factor Ky.q maximum tooth loads, including the internally generated dynamic additional loads and the uneven ribution of forces as described in clause 8, are determined in method A by measurement or by a 21SO 6336-1:1996(E) @iso comprehensive dynamic analysis of the general system. Under these circumstances K, (Just as Kj, and Kr.) is assumed to have a value of 1,0 K, can also be assessed by measuring the tooth-root stresses of the gears when transmit ‘speed and at a lower speed, then comparing the results. ing load at working ‘The factor K, may be determined by a comprehensive analytical procedure which is supported by experience of similar designs. Guidance on procedures can be found in the literature. Reliable values of the dynamic factor, K,, can best be predicted by a mathematical model which has been satisfactorily verified by measurement. 6.3.2 Method B - Factor K,.5 For this method the simplitying assumption is made that the gear pair consists of an elementary single mass and spring system comprising the combined masses of pinion and wheel, the stiffress being the mesh stiffness of the contacting teeth, it is also assumed that each gear pair functions as a single stage gear pair, i.e. the influence of other stages In a multiple-stage gear system is ignored. This assumption is permissible ifthe torsional stiffness of the shafts connecting the wheel of one stage with the pinion of the next is relatively low. ‘See 6.4.2 and 6.4.7.2 for the procedure dealing with very stiff shatts. In accordance with this assumption, forces due to torsional vibration of the shafts and coupled masses are not covered by K,. These latter forces should be included with other externally applied forces (e.g. with the application factor). It is further assumed, in the evaluation of dynamic factors by method B, that damping at the gear mesh has an average value. (Other sources of damping such as friction at component interfaces, hysteresis, bearings, gs, etc. are not taken into consideration.) Because of these additional sources of damping, the actual dynamic tooth loads are normally somewhat smaller than those calculated by this method. This does not apply in the range of main resonance (see 6.4.4). {n gear trains which include multiple mesh gears such as idler gears and epicyclic gearing, planet and sun gears, there are several natural frequencies. These can be higher or lower than the natural frequency of a single gear pair which has only one mesh. When such gears run in the supercritical range, resonances of higher order can occur which cannot be disclosed by analysis using the simplified method B. Transverse vibrations of the shaft-gear systems will also influence the dynamic load. Since magnitudes of gear- shaft bending stiffness are usually considerable, the natural frequencies of transverse vibration are normally above the running speed range. if the natural frequency of transverse vibration of the shaft-gear system lies within the running speed range, this shall be taken into account in the evaluation of K. Calculation of K, by this method serves no useful purpose when the value (v z,/100) (a /(1 + a4) is less than 3 mis. Method © is sufficiently accurate for all cases in this range. 6: 3 Method C - Factor Ky.¢ Method C is derived from method B, by introducing the following additional simplifying assumptions: a) the running speed range is subcritical; b) steel solid disc wheels; ©) the pressure angle a = 20°; fgy = fox cos 20° according to ISO/TR 10064-1; +a d) helix angle B = 20° for helical gearing (refers to 5 for i ©) total contact ratio 6, gearing;>1SO 1S0 6336-1:1996(E) 4) tooth stiffness: For spur gears, o' = 14 Ni(mm-um), ¢, = 20 N/(mm-ym); For helical gearing, o' = 13,1 Nimmim), ¢, = 18,7 Ni(mm-um), see.9.1.3 and 8.4; 9) tip relief Cy um and tip relief after running-in Cay = 0 um; hy) effective deviation fyy ott = fa otf }) for assumed values f0F foyy Yp 20d fp gy S8@ equations (17) and (18) and table 3. he features described in 6.4.1 a) have not been taken into consideration In the application of method C. The fluence of specific loading is taken into account. 34 Method D- Factor Ky. his method of approximation is derived from method C. in contrast to that method, the influence of variable pecific loading has been neglected and (F; Ka) / bis to be made a constant value for a given application field, he method is suited to a rapid, approximate estimation of the dynamic tooth loads of industrial gears and ansmissions with similar requirements, when the specific tooth load is not known, 3.5 Method E - Factor Ky.¢ imilar to method D, the influence of variable specific loading is neglected and (F; Ka) / bis set at a constant alue for a given application. This method (see 6.7) gives dynamic factor values tor K, which have been mpirically developed from a broad range of working applications, independent of specific tooth loading, Kes cording to the preconditions and assumptions described in 6.3.2, method B is suited for all types of ansmission (spur and helical gearing with any basic rack profile and any gear accuracy grade) and, in principle, 'r all operating conditions. However, there are restrictions for certain fields of application and operation which ill be noted in each case and should be taken into account. 4 Determination of the dynamic factor using Method he fesonance ratio N (ratio of the running speed to the resonance speed) is determined as described in 4.2%) The entire running speed range can be divided into three sectors - subcritical, main resonance and spercritical. Formulae are provided for calculating K, in each sector. NOTE 3~ The dynamic factors calculated from the equations in 6.4.3 to 6.4.6 correspond to the experimentally determined mean dynamic tooth load values. In the subcritical and main resonance ranges, values ot K, derived from measurement data usually deviate {rom the calculated values by up to. + 10 %. Even greater deviations can occur when there are other natural frequencies in the gear and shalt system. Soe 6.4.1 a), 6.43, and 6.4.4 4.1 Running speed ranges a) Subcritical range (WV < 1) 5) In this sector resonances may exist if the tooth mesh frequency coincides with N= 1/2 and N= 1/3. Under such circumstances the dynamic forces can exceed the values. calculated using equation (12). The risk of this is slight for precision helical or spur gears, if the latter have. Suitable profile modification (gears to accuracy grade 5 of ISO 1328-1 or better). When the contact ratio of spur gears is small or If the accuracy is of low grade, K, can be just as great as in the main resonance-speed range. If this occurs, the design or operating parameters should be altered, When its known in advance that gears will oporata Inthe superrtical sector, thre is no need to evaluate the resonance spocd. As a ‘sequence, the dynamic factor can be directly determined in accordance with 6.45. For a definition of see equation (9). In practice, the calculated resonance sectors broadened to ensure a safe margin. See equations (10) 4 (11a) and the preamble thereto, 23ISO 6336-1:1996(E) ©Iso Resonances at N = 1/4, 1/5, ... are seldom troublesome because the associated vibration amplitudes are usually small. For the case of gear pairs in which the stifness of the driving and driven shafts are not equal, in the range N= 0,2... 0,5, the tooth contact frequency can excite natural frequencies if the torsional stiffness c, of th stiffer shaft referred to the line of action, is of the same order of magnitude as the tooth stiffness, i. if 0/7, is of the order of magnitude of ¢,, When this is so, dynamic load increments can exceed values calculated using equation (12). When the specific loading (F, K,y/b < 50 Nimm, a particular risk of vibration exists (under some circumstances, with separation of working tooth flanks), above all for spur or helical gears of coarse acouracy grade running at higher speed. b) Main resonance range (N=1) Operation in this range should generally be avoided, especially for spur gears with unmodified tooth profiles, or helical gears of accuracy grade 6 or coarser as specified in ISO 1328- 1. High accuracy grade helical gears with high total contact ratio can function satistactorily in this sector. Spur gears of grade 5 or better as specified in ISO 1328-1 shall have suitable profile modification. c) Supercritical range (N > 1) The same limitations on gear accuracy grade as in b) apply to gears ‘operating in this speed range. Resonance peaks can occur at N= 2, 3... in this range. However, in the majority of cases vibration amplitudes are small, since excitation forces with lower frequencies than meshing frequency are usually small. For some gears in this speed range, itis also necessary to consider dynamic loads due to transverse vibration of the gear and shaft assemblies (see 6.3.2). If the critical frequency is near to the frequency of rotation, the associated effective value of K, can exceed the value calculated using equation (20) by up to 100 %. This condition should be avoided. 6.4.2 Determination of the resonance running speed (main resonance) of a gear pair“) ie wae é (6) where ‘Mreq_ 15 the relative mass of a gear pair, i.e. of the mass per unit facewidth of each gear, referred to its base radius or to the fine of action. = im, FB ol?) mm te + Se hoy (8) 3 oe See 6.4.8 for the method of calculating an approximate value of m,gq. See clause 9 for the stitfmess ¢,. Values of ng, for steel gear pairs may be read from figure 1. Method A is to be preferred for less common transmission designs. A mothod for deriving approximate values is specified in 6.4.7 for the following cases: a) pinion on large diameter shaft; b) two neighbouring gears rigidly joined together; ©) one big wheel driven by two pinions; 4) simple planetary gears; e): idler gears. 24‘so 1$0:6336-1:1996(E) 108 108 a Resonance speed, ig, min a " 10 50 100 500 umber t pion eet, 2, a> NOTE - The pinion being of solid constructign wih dp gatermined in accordance wih equation (2) 12 (1&3) Figure 1 - Nomogram for the determination of the resonance speed nz, of steel gear pairs ratio of pinion speed to resonance speed is termed the “resonance rat ma mA [Mee Tey 30000 Yc, 'N(ny isin revolutions per minute): (9), Ne resonance running speed n-4 may be above or below the running speed calculated from equation (6) ause of stitfnesses which have not been included, e.g, the stitiiess of shafts, bearings, housings, etc. and \ result of damping. For reasons of safety, the resonance ratio in the main resonance range, Ng, is defined he following upper limit. Ny < Ns 145 (10) lower limit of resonance ratio Ng is determined1SO 6336-1:1996(E) ©1so a) at loads such that (F, Kq) / bis less than 100 N/mm, as AK, = 05+ (a) Ns = 08 + 085 75% b) for loads where (F; Ky / b) = 100 Nimm, as N, = 0,85 eo(1 4b) For resonance ratio, Ny, in the main resonance range, see figure 2. 1,80 supercritical range 1,50 Zaas E 4.00 8 5 085 i 0.60 0.90 0% 4 © 6 10 12 140 Nim abo Speote loading Figure 2 ~ Resonance range Thus the following ranges result for the calculation of K,: a) suberitical range, N < Ng (see 6.4.3); b) main resonance range, Ng < N< 1,15 (see 6.4.4); this field should be avoided: refined analysis by method A is recommended for Kj ©) intermediate range, 1,15 < N< 1,5 (see 6.4.6); refined analysis by method A is recommended; ¢) supercritical range, N= 1,5 (see 6.4.5). 6.4.3 Dynamic factor in the subcritical range (N< Ng) See 6.4.1 a) for special features; the majority of industrial gears operate in this range. K, = (NK) +4 (12 K = (Gy By) + (Cee 8) + (Cig Be) (13) where Cyy allows for pitch deviation effects and is assumed to be constant at C,, = 0,82 (see figure 3); = Qyp allows for tooth profile deviation effects and can be read from figure 3 or determined in accordance with table = Cyg allows for the cyclic variation effect in mesh stiffness and can be read from figure 3 or determined in accordance with table 2. 26©1so ISO 6336-1:1996(E) Table 2 - Equations for the calculation of factors C,y to G,, and Cy, for determination of Ky... method B; (the equations are connected with the curves in'Yigures 3 and 4) 1< by S 2 ey> 2 On 0,32 0,32 Ov 0.34 O57 5, - 03 Gs 0,23 Cs 0,90 Os 0.47 Ge 0.47 15 <6, 225 4225 On 0,125 sin fx(e, ~ 2)] + 0,875 10 = 84s) +18 [NOTE ~ When the material of the pinion (1) i ferent rom that ofthe whe! (2), Cayq and Guy ate calculated separately: then Cay = 05 (ays * Say) 1 © o9 +“ ov 0.75} — J g 2s BE 1 2 3 4 5 6 7 8 Contact ratio e —P> NOTE - For the equations used for calculation, soe table 2. Figure 3 - Values of C,, to C,z for the determination of K,.g (method B). 7ISO 6336-1:1996(E) ©1so 16 um 5 ° 500 +1000 Nimm? 1800 ‘Alowable stress number, ona NOTE - When the pinion material (1) i diferent from the whee! (2) then Cay = 0.5 (Cay + Cayo) Figure 4 ~ Tip relief C,y produced by running In (see table 2 for calculation). Band 8, ar non-dimensional parameters 10 take ito account the effect of ooth deviations and ps iodifications on the dynamic load.®! (14) (15) (16) The effective single pitch and profile deviations are those of the ‘run-in’ pinion and wheel. Initial deviations are generally modified during early service (running-in). The values of fy oxy ANd fi a aF@ determined by deducting estimated running-in allowances Up and y;) as follows: fou = te Yo an fat = Sa 418) Considerations of probability suggest that, in general, magnitudes of transmission deviation will not be greater than the allowable values off. and f,, for the wheel, which are the larger. They are therefore used in equations (17) and (18) respectively; these are Usually the values for the largest wheel. In the event that neither experimental nor service data on relevant material running-in characteristics are available (method A), it can be assumed that: y, = y, with y,, as defined in method C from figure 27 or 28 or 8.3.5.1. y, can be determined in the same way a8 y,, when thé profile deviation 4, is used instead of base pitch deviation C, is the design amount for profile modification (tip relief at the beginning and end of tooth engagement). 5 Equation (16) isnot suitable forthe determination of an ‘optimum’ tip relist Cy. The ‘equation (16) for gears of quality grades inthe range 0 to 6 as epecied In ISO 1928-1. FoF gears 28 ‘unt Cy of tip relief may only be used in range 710 12, 8, = 1,0. Also 900 4.1.8,1so 1S0 6336-1:1996(E) value Cay resulting from running-in is to be substituted for Cy in equation (16) in the case of gears without a ‘ecified profile modification. The value of Cq, can be obtained from figure 4 or calculated as indicated in table 2e clause 9 for single tooth stiffness o’ 4.4 Dynamic factor in the main resonance range (Ng < N< 1,15) bject to restriction (see 6.4.1 b), this factor is equal to: 1 = (Cra 8) + (Ce BD + (Coe By) +1 419) 3e 6.4.3 for details regarding Cy, Cyp, By. B and By. takes into account resonant torsional oscillations of the gear pair, excited by cyclic variation of the mesh iiness. ts value can be taken from figure 3 or calculated as indicated in table 2. NOTE 4 - The dynamic factor at this speed is strongly influenced by damping. The real value of the dynamic factor can deviate from the calculated value (see equation 19) by up to 40.%. This is especially rue for spur gears with incorrectly designed profile modifications. 4.5. Dynamic factor in the supercritical range (N= 1,5) ost high precision gears used in turbine and other high speed transmissions operate in this sector; see 6.4.1 for features. 7 Cre 8) * (Cop 8) * Cy (20) this range the influences on K, of Gy and Gye correspond to those of G,_ and Gy» on K, In the subcritical nige. See 6.4.3 for data on thete factors and an 8, and By. Sa and Ova yz takes into account the component of force which, due to mesh stiffness variation, is derived from tooth 3hding deflections during substantially constant speed. ver Oe and Gy7 can be obtained from figure 3 or calculated as indicated in table 2. 4.6 Dynamic factor in the intermediate range (1,15 < N’< 1,5) this range, the dynamic factor is determined by linear interpolation between K, at N= 1,15 as specified in 4.4 and K, at N= 1,5 as specified in 6.4.5 vt Kate * Seeug Ania (5 - (21) 3¢ 6.4.4 and 6.4.5 for details and explanatory notes. 4.7 Resonance speed determination for less common gear designs ne resonance speed determination for less common gear designs should be made with the use of method A. ‘owever, other methods may be used to approximate the effects. Some examples are as follows. 4.7.4 _ Pinion shaft with diameter at mid-tooth depth, d,,;, about equal to the shaft diameter The. rsonance speed tends to decrease because the pinion mass {3 Supplemented by the shaft mass. The high rsional stiffness of the pinion shaft has the opposite effect on the resonance speed. These two influence 'sonance speeds in the opposite sense and to a great extent compensate each other. nus. the resonance speed can be calculated in the normal way, using the mass of the pinion (toothed por 1d the normal mesh stiffness c, 4.1.2 Two rigidly connected, coaxial gears The mass of the larger of the connected gears is to be cluded. The mass of the smaller gear can often be ignored. This gives a useable approximation when the ameters of the connected gears are markedly different (see also 6.4.2),1SO 6336-1:1996(E) Iso 6.4.7.3 One large wheel driven by two pinions See also 6.3.2. As the mass of the wheel is normally much Greater than the masses of the pinions, each mesh can be considered separately, i.e.: a8 a pair comprising the first pinion and the wheel; ~ aS a pair comprising the second pinion and the wheel, 6.4.7.4 Planetary gears Because of the many transmission paths which include stifmesses other than mesh stiffness, the vibratory behaviour of planetary gears is very complex. The calculation of dynamic load factors using simple formulae, such as method 8, is generally quite inaccurate. Nevertheless, method B, modified as follows, can be used for a first estimate of K,. This estimate should, if possible, be verified by means of a subsequent detailed theoretical or experimental analysis, or on the basis of operating experience. See also the comments in 6.3.2. a) Sun gear - planet gear: The reduced mass for the determination of the resonance speed, ngy. of a sun gear is given by: Mia Min (22) @ Mn) + Min where "syn 1S the moment of inertia per unit facewidth of the sun gear, divided by r®, a4. where a sun = 4 sun /2i ‘m*pia 8 the moment of inertia per unit facewidth of a planet gear, divided by r, 4. where To pla * % pia! 2 P is the number of planet gears in the gear stage under consideration. The value Of mag determined from equation (22) is to be used in equation (6) or (9), where a mesh stiffness approximately equal to a single planetary gear Is to be used for the mesh stifiness c, and the number of teeth on the sun gear is to be used for z,. Concerning planetary gears, it should be noted that Fin equations (14) to (16) is equal to the total tangential toad applied to the sun gear divided by the number of planet gears. b) Planet gear - annulus gear rigidly connected to the gear case: In this case the mass of the annulus gear can be assumed to be infinite: Thus, the reduced mass becomes equal to the relative mass, m*sj, of the planet gear. This can be determined as: za 4 Cr (2) m in which the subscript "pla" refers to the planet gears and dy, pig and dpig are determined by analogy with equations (27) to (28). ¢) Planet gear - rotating annulus gear: In this case the relative mass of the annulus gear can be determined as for an external wheel. The reduced mass of the planet gear is calculated in accordance with equation (26). The procedure described in 6.4.7.3 is to be used when the annulus gear meshes with several planet gears. 6.4.7.5 Idler gears See information in 6.3.2. Approximate values can be obtained from the following equations when the driving and driven gears are roughly of the same size and the idler gear is also about the same size ora little larger: a) reduced mass ioe (24)@IsoO 1SO 6336-1:1996(E) b) mesh stiffness: & = 05 (ena * Saad l25) where mj," am", are the mass moments of inertia per milimeter facewidth of the pinion, the idler and the wheel respectively, referred to the lines of action; G12 is the mesh stiffness of the driver and idler gear pair; G23 is the mesh stiffness of the idler and driven gear pair (see clause 9 for the * determination of c,). More accurate analysis is recommended if the reference speed is in the range 0,8 < N< 1,5, If the idler is substantially larger than the driving and driven gears or, if the driving gear or driven gear is substantially smaller than the two other gears, K, can be calculated separately for each meshing pair, i.e.: - for the drivar-idler gear combination, and : for the idler-driven gear combination. ‘An accurate analysis is recommended for cases not mentioned here. 6.4.8 Calculation of the reduced mass of a gear pair with external tooth Approximate values of reduced mass which are sufficiently accurate can be derived from the following equations (see figure 5 for symbols). (at) ey O~ a8) pp at 27) fh; = (28) Equations (26) to (28) apply to external double helical, external single helical and external spur gears. They ignore the masses of web and hub because of their negligible influence ‘on the moment of inertia, Figure 5 - Definitions of the various diameters For pinions and wheels of solid construction: 1-af te-@-4 (29) ‘The calculation of (1 ~ g,4) or (1 ~ qo4) for a gear rim whose rim wiath differs from the facewidth, is only valid. where the masses of the rim are directly connected to the gear rim. More distant masses on the same shaft are ignored since the stiiness of the interconnecting shaft is generally of minor significance compared to tooth stiffness. 65 Determination of the dynamic factor using method C: Ky.¢ In conjunction with the conditions and assumptions described in 6.3.3, method C supplies average values which can be used for industrial transmissions and gear systems with similar requirements in the following fields of application a) suboritical running speed range, i accordingly; 2.1100) YuF/(1+u < 10 mjs, the restrictions in 6.3.3 a) apply 341SO 6336-1 996(E) ISO b) external and intemal spur gears; ©) basic rack profile as specified in ISO 53; 4d) straight and helical spur gears with f < 30° ; €) pinion with rolatively low number of teeth: 2, < 50; {) solid disc wheels or heavy steel gear rim”), Method C can also generally be used, with restrictions for the following field of application: Q) all types of cylindrical gears, it (v 2,/100) YaF/(1+ uF) <3 mis ; h) lightweight gear rim”); |) helical gears where 6 > 30°7), K, can be read from graphs (see 6.5.1) or computed (see 6.5.2). The method gives similar values. 6.5.1 Graphical values of the dynamic factor using method C K, = (fe Keg N) +4 30) fz takes into account the influence of the load on the dynamic factor, Kggo, the influence of the gear accuracy grade at the specific loading of 350 Nimm and Nis the resonance ratio {See equation 8). The curves for gear accuracy grade in figures 6 and 7 extend only to the value (v z,/100) Ya? [1+ a), which is not generally exceeded for this accuracy grade. a) For helical gears with overtap ratio c, > 1 (also approximately for ¢, > 0,9) The correction factor f; shall be in accordance with table 5 and (Kgsq N) in accordance with figure. b) For spur gears The correction factor ff shall be in accordance with table 6 and (Kgs N) in accordance with figure 7. ¢) For helical gears with overlap ratio ss <1 The value K, is determined by linear interpolation between values in accordance with a) and b): 6 (Ke ~ Ka) (31) Kyq 8 the dynamic factor for spur gears using b); Kg is the dynamic factor for helical gears using a). 6.5.2 Determination by calculation of the dynamic factor using method C 1a) For spur gears and helical gears with overlap ratio c, > 4 (also approximately for «5 > 0,9) B vay K = +) 4 ‘ "9\ 00 \7 82) 2) tora voryot otha cars hav a very ke oven ra, vl bined tom gua 6 or arto unlvurabl. Ts Calculated values tend tobe safe. The same applies when gears are made of cas iron. 32©1SsO ISO 6336-1:1996(E) Table 3 - Assumed mean values of the effective base pitch deviation, fy» of for factor K, Hardened ‘Accuracy grades as specified Tempered nitrided in ISO 1328-1 normalized 3 [4] 5] es f{7 |e |{s{wol] uf wz ‘hb eft 28 | 51 | 98 | tas { 35 | 1 | 69 | 100 | 194 | 1971 Table 4 ~ Values of the factors Ky and K, for the calculation of K,.c, by equation (32) K a Accuracy grades as specified in ISO 1328-1 at accuracy fois | eta [oa |e One| eens ecole | ole | IO ee 12 | *Sradee Spurgears | 21 | 39 | 7,6| 149[ 268 | 39,1 | 52.8] 766 | 102.6 | 146,38 | 0,0193 Helical gears | 1,9 | 3,5 | 67] 13,9 | 23,9 | 348 | 47,0| 682] O14 | 130.3 | 0,0087 Numerical values for K; and K shall be as specified in table 4. If (F; K,) /bis less than 100 Nimm, this value to be assumed equal to 100 Nimm. See 6.4.1 a) in this regard. b) For helical gears with overlap ratio c, < 1 The value K;, is determined by linear interpolation between values determined for spur gears (K,,) afd helical gears (jg) in accordance with 6.5.1 c). See equation 1). T Tt T T T T Gear quality in accordance with ISO 1828-1 10 Helical gears os Main resonance os ange | w=) o7 10 8 8 Ww IT 04} 6 08 5 02 a 3 on 0 7 300 VT Figure 6 ~ Values of Kagq N for helical gears with c3 > 1 331S 6336-1:1996(E) @Iso Table 5 - Load correction factor fg for helical gears Load correction factor fy corey (F; Ka) 7b in Nemm 100 | 200 | 350 | 500 | 800 | 1200 | 1500 | 2000 3 196 | 129 1 oes [ 078 | 073 [| 070 | 068 4 221 | 1.36 1 oas | 073 | 068 | 062 | 060 5 256 | 147 1 oar | 065 | ose | ose | 048 6 202 | 188 1 ore | 059 | 048 | 044 | 039 7 303 [1.67 1 are [054 [ 042 | 097 | 008 8 319 | 1.66 1 ova | ost | oe | 093 | 028 3 327 | 1.68 1 o73 [| 049 | 026 | 090 | 025 10 335 | 170 1 072 | 047 | 033 | 028 | 022 1 3a0_ | 172 1 or [04s [ose | 027 | oat 2 343 | 173 i on [04s | oar | 05 | 020 OTE ~ interpolate for irtormodtat values "Gear accuracy grade in accordance with ISO 1828-1 TT T T I Gear quality in accordance with ISO 1328-1 T T ‘Spur gears 10 "W Main resonance 03 02 on on Figure 7 ~ Value of Kg N for spur gears 10ISO 1S06336-1:1995(E) © substitute a corrected value of the calculated deflection fy, into the evaluation of Fy, [see aninex C, figure C.2 and, for example, equation (69)]. Zor the particular case of a pinion positioned symmetrically between bearings, Kyp.c3 can be calculated using 1 good approximation method without this simplification (see 7.2.3.1 and 7.6.1). Nith increasing curvature of the elastic deformation line, as occurs when gear pairs are heavily loaded or pinion ‘acewidth to diameter ratios are large, or both, the assumption that the equivalent misalignment follows a straight ine in the plane of action leads to increasing differences between calculated and actual distributions of load over he facewidth (see remark on limit values of b/d in 7.2). 7.3.2 Determination of face load factor (for tooth-root stress) Kr, eg takes into account the effect of the load distribution over the facewidth on the stresses at the tooth-root. t'depends on the variables which are determined for Kg and also on the facewidth to tooth depth ratio, bh. a) Determination by calculation Kes = Kus (99) Ne = —wine_. (40) T= bih + (bine 1+ fib + (hide ‘The smaller of the values 6/hy, o/s is to be used as bih. Boundary condition: when b/h < 3, substitute 3 for b/h. For double helical gears, bp Is to be used instead of b. b) Graphical values gg can be read from figure 11 when Ky and b/h have been determined. For a rough estimate, an average vali in the range 8 « bth < 12 may be chosen. This results ina fixed relaionship between Kis and Keg (see Ne ee ee errs cree te lentes in accordance’ with thethod D, Kep can be read directly from the graphs for Kyp.p- See 7.2.4 a) for the ascumptions made here. TA Principles for the determination of the face load factor Kjj, used In Methods C and D As explained in 7.3.1, methods C2 and D involve the assumption that gear body elastic deflections produce, in the mesh, a linearly increasing separation over the facewidth of the working tooth flanks (see annex C.2 for further information). That equivalent misalignment, inclusive of manufacturing deviations, involves similar separation of working flanks, which is implicit in this assumption. Figures 9 and 10 llustrate the influences of equivalent misalignment, according to these assumptions, and the tooth load, on the load distribution. a) Method C2: Determination by calculation {As indicated in figure 10, two conditions are identified, with F,, as shown. In the case of double helical gears, b= 2bg. The smaller of the values for pinion or wheel shall be substituted for b or bg, this being the width at the footh roots excluding tooth end chamfering or rounding. F, 1) Beg IDS foe 34: ) B01 corresponding to RA, = 4 22 (41) (42) 4©1so 1s0'6336- ‘Table 6 - Load correction factor f; for spur gears Load correction factor fy Gon oer (F; Ka) 7b in Nimam 100 | 200 | 350 | 500 | 800 | 1200 | 1800 | 2000 3 Ter | 118 1 oss | oss | 083 | 081 | 080 4 71 | 124 7 090 | ose [| 077 | 075 | 073 3 21s |_134 1_| 088 | 74 | 067 | 065 | 062 6 24s |_1.43 1 oes | 067 | 059 | 055 | 051 7 273 | 182 7 079 | 061 | 051 | o47 | 048 8 295 | 1,89 1 o77 [056 [| 045 | 040 | 035 9 309 | 1.63 i o7s [ 053 [| oat | 096 | 0.31 10 322 | 167 1 | 073 | 050 [097 | 092 | 027 1 390 | _1.69 1 ave | 048 [ 095 | 030 | 024 2 337_| 171 1 ove | 047 | 093 | 027 | 022 OTE = Interpotete for intermediate values 1) Gear accuracy grade In accordance with ISO 1220-4 66 Determination of the dynamic factor using Method D: Ky.p ‘The same simplifying assumptions applicable to method C apply to this method according to 6.3.4. See 6.5 a) tof). A specific load (F, Ka) / b, the magnitude varying depending on application, is, however, assumed in the simplest case to be 350 Nimm (see tables 5 and 6). Consequently, for K,.p, the calculation procedure for K,.q (see 6.5) applies. In this the correction factor fin {equation (0) has a'conetant value (in the simplest cade % = 1), and in equation (82) tho value (F; Ka) /'b = constant (in the simplest case: 350 N/mm). For this case, K, = (Kgs N) + 1 and-can be taken difectly from figure 6 or 7. Contrary to method C, when the specific load exceeds 488 Nimam, calouation forthe simplest case aives rather safe values (K, values too large); when the specific load is less than 350 N/mm, values tend to be less than completely safe (K, values too smal). 67 Determination of the dynamic factor using Method E: Ky.¢ Figure 8 shows dynamic factors which can be used in the absence of specific knowledge of the dynamic loads. ‘The curves of figure 8 and equations (33) to (36) are based on empirical data, and do not account for resonance (see 6.1). Dus to the approximate nature of the empirical curves, selection of the dynamic factor curve should be based ‘on experience with the manufacturing methods and operating considerations (see 6.1). In most cases the contact. pattern on the tooth flank (tooth bearing pattern) is a useful aid for comparison against previous experience. Choice of curves, 6 through 12 and ‘very accurate gearing’, should be based on transmission error (see 6.3.5). When transmission error is not known, it is reasonable to refer to the contact pattern on the tooth flank. if the contact pattern on each tooth flank is not uniform, pitch accuracy (single pitch deviation) can be incorporated as a representative value to determine the dynamic factor. C is the transmission accuracy number. Due to the approximation mentioned above, slight deviations from the selected C value are not considered significant to the gearset rating. 67.1 Very accurate gearing Where gearing is manufactured using process control which provide tooth accuracies which correspond to "very accurate gearing’, or design and manufacturing techniques which ensure a low transmission error equivalent ‘to this accuracy, values of K, between 1,0 and 1,1 may be used, depending on the specifier's experience with similar applications and the degree of accuracy actually achieved. To use these values, the value of similar 35ISO 6336-1:1996(E) @1so applications should first be verified by method A or B, and the gearing shall be maintained in accurate alignment and adequately lubricated so that its accuracy is maintained under the operation conditions. 18 Caz oa Note: Cie not dentcal with the ISO quality grade humbers defined in 180 1928-1 a Dynamic factor, K ya rs Pitch line velocity, vy Figure 8 - Dynamic factor Ky. 6.7.2 Curves numbered C= 6 to 12 ‘The empirical curves of figure 8 are generated by the following equations for values of C, such that: 6<0<12; 6 <2 1200 oF 10 000/m,, whichever is less; 1,25 < m, < 50. Curves may be extrapolated beyond the end points shown in figure 8, based on experience and careful consideration of the factors influencing dynamic load. For purposes of computer calculations, equation (37) defines the end points of the curves in figure 8. A_|* 39) ud baer, (83) where A = 50 + 58(1.0 - 5) (34) For 6< C<12 B = 0,25(C - 5,0)" (35) n accuracy grade number, obtained by rounding the C is related to (but not identical to) the transmi calculated C value to the next higher integer: GC = -0,8048 in(z, 2) ~ 1,144 In(m,) + 2,852 IN(fy 2) +3,32 (88) The value of C shall frst be calculated for the combination of z, fy, 4 and also for the combination of Zo, fog o- ‘The larger resulting value shall be used. 36©Iso 1S0-6336-1:1996(E) ‘The maximum recommended pitch line velocity 4, max fora given grade C defined as follows is determined by Yeu, = Ar(t4- OF en ro oo where Vemax 8 Maximum pitch line velocity at the operating pitch diameter (end point of K, curves in figure’ 8), in metres per second. 7 Face load factors Kj, and Kp, 7A Gear tooth load distribution The face load factor takes into account the effects of the non-uniform distribution of load over the gear facewidth on the surface stress (Kg) and on the tooth-root stress (Kr). See 7.3.1 for definitions of the face load factors. The extent to which the load is unevenly distributed depends on the following influences: a) the gear tooth manufacturing accuracy: lead, profile, and spacing; b) alignment of the axes of rotation of the mating gear elements; ©) elastic deflections of gear unit elements: shafts, bearings, housings, and foundations which support the gear elements; 4d) bearing clearances; @) Hertzian contact and bending deformations at the tooth surface; 1) thermal deformations due to operating temperature (especially important for gears with large facewidths); 4) centrifugal deflections due to operating speed; h) helix modifications including tooth crowning and end relief; i) running-in effects; i al tangential tooth load (including increases due to application factor Ky and dynamic factor K,; but see k) additional shaft loads, (e.g. from belt or chain drives); 1) gear geometry. 72 Methods for the determination of the face load factor : principles, assumptions Several methods in accordance with the specifications of 4.1.8 are given in 7.2.1 to 7.2.4 for the determination Of the face load factors. Careful analysis is recommended when the face/diameter ratio, b/d, of the pinion is greater than 1,5 for through hardened gears and greater than 1,2 for surface hardened gears. When equivalent misalignments due to mechanical and thermal deformations are compensated for by helix modification (possibly varying over the facewidth), a nearly uniform load distribution over the facewidth may be achieved for a given operating condition, if there is a high degree of manufacturing accuracy. In this case the 37ISO 6336-1:1996(E) Iso value of the face load factor approaches unity. See 7.6.1 and 7.6.2.1 for instructions on calculations. See annex A for guidance data on face crowning and tip relief. See 4.1.8 for accuracy grade limitations, 7.24 Method A - Factors Kjs.q and Keo. By this method, the load distribution over the facewidth is determined by means of a comprehensive analysis of all influence factors. The load distribution over the facewidth of gears under load can be assessed from measured values of tooth-root strain, during operation at working temperature or, with limitations, by a critical examination of the tooth bearing pattern. Data to be given in the delivery specification or drawing include: a) maximum (permissible) face load factor, or b) maximum permissible total mesh misalignment under operating load and temperature. The face load factor can be derived from this by using a precise calculation method; for this calculation it is also necessary that all other relevant influences be known. 7.2.2 Method B - Factors Kyg.g and Kes.g Concerning this method it is assumed that the initial equivalent misalignment Fy, is known. This can be determined by measurement or by means of a correspondingly precise calculation method. In this method, ail deformations and displacements relevant to the distribution of load over the facewiath, including manufacturing deviations and modifications, are to be taken into consideration with the correct sign, 7.2.8 Method C - Factors Kyp.c and Krp.c By using this method, account is taken of those components of equivalent misalignment due to pinion and pinion- shaft deformations and also those due to manufacturing deviations. Means of evaluating approximate values of the variables include: calculation, measurement, experience, individually or in combination (see 7.6). 7.2.3.1 Method C1 When the pinion is symmetrically positioned between bearings and the pinion shaft diameter is approximately equal to the root diameter, Kj4q can be calculated directly with sufficient precision, when the following conditions apply and the following assumptions are justified: a) wheel and wheel shaft are sufficiently stiff that their deflections can be ignored; b) deformations of the gear case and of the bearings, as well as bearing clearances are of low enough magnitude that they can be ignored. (If this is not permissible, the corresponding deformations and displacements are to be added with their correct sign to fy); ¢) the torsional and bending deflection of a pinion integral with a shaft can be determined with loading distributed evenly over the facewidth; 4d) the bearings do not absorb any bending moments; e) only the pinion shaft torque is used to determine tooth and bearing Idads, with the bearing reactions on the pinion shaft; f) the running-in allowance is estimated in accordance with 7.4.2. It is further assumed that the running-in allowance ¥, Is proportional to the equivalent misalignment prior to running-in Fay: 49) the mesh misalignments f,,4 due to manufacturing are in accordance with 7.6.3; h) special features of rod mill pinion: mating pinion with u = 1; torsional deflection of each in opposite sense thus compensating for each ather. The flexural components due to the load transmitted by the pinions are added together; 38©1so 1SO.6336-1:1996(E) |) special features of simple planetary gear trains: as a rule, the diameters of sun gears and planet gears do ‘ot differ greatly, thus the deformations of both are taken into consideration. These include the torsional deflection of the sun gear due to the multiple meshes and, depending on the bearing arrangement, any bending deftections of planet gear assemblies due to meshing with sun and annulus gears. See annex C.1 for information on calculations, 7.2.3.2 Method C2 This method is based on the following conditions and assumptions: a) same as in 7.2.3.1 items a), b), ¢), d), e) f) and g); b) pinion on solid shaft for single or two-stage gear trains is in accordance with figure 16; ©) the torsional deflection Is determined for load distributed uniformly over the facewidth, and the bending deflection is determined for point loading at the centre of the facewidth; 4) the assumed slope of the bending curve is tangent to a parabolic line of bending at s//'= - 0,24 and 0 and + 0,24; @) a factor of 1,5 to compensate for non-linear components of torsional and bending deflections and for converting the tangential load in the plane of action to the tangential load at the reference circles; 4) the constant 0,3 in equations (76) and (77) takes into account the fact that the torsional and bending defiections cannot fully compensate for each other; 9) shaft diameter day, is constant; h) factor K” takes into account the stiffening effect of the pinion body: 1) shatt material is steel; 1) for gears with well designed crowning, 50 % of the elastic deflection component is included in equivalent misalignment; for gears with well designed end relief, 67 % is included; also see annex A, See annex C.2 for further assumptions and explanatory notes regarding the derivation of Kj in accordance with ‘method C2. 7.24 — Method D - Factors Kyg.n and Krp.n For certain fields of appl there is a simplified method of determining the face load factor for common accuracy grades. The values of Kjyg.p and Kgs p for each accuracy level can be read directly from a graph (or calculated using approximately cohtésponding Squations); see 7.7. Method D is derived from method C2 for the special case of a pinion positioned symmetrically between the: bearings. From experience it appears that calculated values give a margin of approximately 10 % additional safety over values in accordance with method C. The method involves the following conditions and assumptions: a) Assumptions 1) wheel and wheel shaft are sufficiently stiff so that their deflections may be ignored; 2) the difference between the deflections of the two bearings in the loaded condition is negligible (see also 7.6.5). Bearing clearance can be ignored; 8) the deflection of the case may be ignored (see also 7.6.4); 4) the pinion is located symmetrically between the bearings (s/1= 0) and its bending deflections can be ignored;1SO 6336- 996(E) @lsc '5) helix modifications are not taken into consideration; 6) mesh stiftness c, = 20 Ni(um-mm); 7) the ratio of facewidth to tooth depth bih = 12; 8) calculated contact pattern width bea/b = 1; Le. Kyg $2; 9) steel pinion and pinion shaft with helical gearing: 10) mesh misalignment due to manufacturing, fng. Is a8 specified in 7.6.3.5 [see equation (95) or (96)]; 11) lubrication is with mineral oil with or without customary additives. b) Special features of structural steel, through hardened steel, and nodular cast iron gears 1) running-in allowance yg = 0,5 Fay f0r 64, jin = 640 N/mm? (corresponding to the maximum original equivalent misalignment F,,; see figures 13'and 14); 2) specific loading Fq/b = 650 N/mm. ¢) Specific features of surface hardened gears 4) ratio of pinion facewidth/pinion reference diameter: bid < 1.5; 2) running-in allowance yp has the following values: = when Ky < 1,34, the value yp = 0,15 Fa, applies for the running-in process (for proportionaly range See 7.4.2); cortesponding 18 equivalent misalignment Fy, < 40 um; = when Kj > 1,34, the value yp = 6 um (as a constant); 8) specific loading F,/b = 1000 Nimm, 73 General principles for the determination of the face load factors Kup and Keg Uneven load distribution along the facewidth is caused by an equivalent mesh misalignment in the plane of action, comprising load-induced elastic deformation of gears and housing, and displacements of bearing journals; also by manufacturing deviations and thermal distortions. When combined, the housing and gear manufacturing deviations, deflections of the housing and displacements of journal bearings, always result in a straight line deviation within the plane of action. Elastic deformations of shafts and gear bodies always result in non-linear deviations, as well as the deformations produced by thermal distortion resulting from uneven temperature distribution over the facewidth. The undulations and the flank form deviation are superimposed on the resulting mesh alignment. The unavenness of load distribution is reduced by running-in in accordance with the running-in effects characteristic of the material combination. 7.3.1 Determination of the face load factor (for contact stress) Ki, ‘Kyjg takes into account the effect of the load distribution over the facewidth on the contact stress and is defined as folio k., = Maximum load per unit facewidth _ (FIP) auc (38) ° ‘average load per unit facewidth F ib The tangential loads at the reference cylinder are used for an approximate calculation, i.e. using the transverse specific loading [F,/b = (F, Kq K,)/6] at the reference cylinder and the corresponding maximum local loading. So as to simplify the procedures for the evaluation of Kjjs by methods C to D (excluding method 1), equivalent mesh misalignment due to elastic defections is assumed to follow a straight line. Consequently, its necessary 40@1so 1S06336-1:1996(E) to substitute a corrected value of the calculated deflection fy, Into the evaluation of Fy, [see annex C, figure C.2 and, for example, equation (69)}. For the particular case of a pinion positioned symmetrically between bearings, Kjjp.cy can be calculated using ‘a good approximation method without this simplification (see 7.2.3.1 and 7.6.1). With increasing curvature of the elastic deformation line, as occurs when gear pairs are heavily loaded or pinion facewidth to diameter ratios are large, or both, the assumption that the equivalent misalignment follows a straight line in the plane of action leads to increasing differences between calculated and actual distributions of load over the facewidth (see remark on limit values of b/d in 7.2). 7.3.2 Determination of face load factor (for tooth-root stress) Kr, Keg takes ino account the eect ofthe toad distribution over the facewidth on the sttesses at the tooth-oot itedopends on the variables which are determined for Kya and also on the facewidth to tooth depth ratio, b/h. a) Determination by calculation Kes = Kw (09) (opty? . 4 (40) 1+ bih+ (bine 1 + hib + (hiby* Np = ‘The smaller of the values by/hy. is to be used as b/h. Boundary condition: when b/h < 3, substitute 3 for bh. For double helical gears, bg is to be used instead of b. b) Graphical values, eg can be read from figure 11 when Kj and b/h have been determined. For a rough estimate, an average Elis n the range 3 = B/h = 12 may be chosen. This results in a fixed relationship between Kjys and Kes (see figure 11). Kep = Kip is used for Avh> 12. If the face load factor for surtace stress Ky has Been ‘deterfnined in accordance with fhethod D, Ky can be read directly from the graphs for Kyp.p- See 7.24 a) for the assumptions made here. 14 Principles for the determination of the face load factor Ky, used in Methods C and D ‘As explained in 7.3.1, methods C2 and D involve the assumption that gear body elastic deflections produce, in the mesh, a linearly increasing separation over the facewidth of the working tooth flanks (see annex C.2 for further information). That equivalent misalignment, inclusive of manufacturing deviations, involves simitar separation of working flanks, which is implicit in this assumption. Figures 9 and 10 illustrate the influences of equivalent misalignment, according to these assumptions, and the tooth load, on the load distribution, a) Method C2: Determination by calculation ‘As indicated in figure 10, two conditions are Identified, with F_, as shown. in the case of double helical gears, b= 2by. The smaller of the values for pinion or wheel shail be substituted for b or bp, this beng the width at the footh roots excluding tooth end chamfering of rounding. FS 3 4: 1) beq IB 1 corresponding to SUT » 1: 2Fye . > wa) (42) 41S0 6336-1:1996(E) o1Iso a) without load by light load andjor a large value of ‘equivalent misalignment (large value of Fy) Poot Boa 3 ©) heavy load andjor a smail valde of a equivalent misalignment (small value of Fp) AB Figure 9 - Distribution of the load along facewidth _Figure 10 - Calculation of the load per the unit with linear equivalent misalignment (illustration _facewldth (F/b)may With linear distribution of the of principle) load on the facewldth Fry = (F; Ka Ky) F; 2) gay /b> 1 corresponding to oo <1: F, + pee (43) ee aad ll 27 F210) 8) Fiplb Doylb = 05 + (a4) Fay G b) Method C2: Graphical values The value of Kjjg can be read from figure 11 when c, and Fay have been evaluated - see clause 9 for mesh stifiness ¢, recommended for method C is used for a rough estimate, = 20 N/(mm-ym). This value can also be ued for helical gearing of which f < 30°; the effect of the helix dngle in this range is practically negligible. Allowance is made for the relative mesh stiffness at low specific loading by replacing values of Fry/D < 100 Nimm with the value F,/b = 100 N/mm. This enables the use of a simplified nomogram for the determination of face load factors (see figure 12). 42o1so 1SO 6336-1:1996(E) oy ae BS 882 9 222 wv 4 ewe TyTYT ¥ TT) ~ i ° t ' ow + - t 3 +. 2 1 Ee pt Fas Were = i ! ry i 4 | \ 8 2 we ln - 838 93 i 1 2 & oa i iS 8 i AN; | ae i Z E K S é = 1 = y | 3 t iS fe g. { s 8 af = bd bd ~ . s cae ae Figure 11 - Face load factors Ky. (contact stress) and Kr, (tooth-root stress), in accordance with equations (41), (43), and (39) For values of blh> 12, Kes shall be equated to Kiya, Values of Kiyy and Kp corresponding to values of Fy/b < 100 Nimm shall be made equal to Ki, and Ke, Values appropriate to F/b = 100 N/mm, ie. the grey 20ne in figure 12 is thus not used. The hatched zone with interrupted lines sal be avoided. ©) Calculation of Ky, using Methods C1 and D With these methods, caiculation of Ky i directly done using given equations; Fry does not need a separateISO 6336-1:1996(E) O1K 0 105 ¢ = los 8 + : Yon 6 i ‘ 8 ‘ | 2000 a F500, 12 12 133 1% Eta | 20 20 3 abs ‘ \ Spa EAE ald PASSE 5 0 #0 Figure 12 - Face load factors Ky, (contact stress) and Kg (tooth-root stress) for values of b/h < 12 ir accordance with method C2 (simplified method in which cy = 20 NXmm ym) 744 Effective equivalent misalignment Fay The following equation can be used for common transmission designs: Foy = For~Yo * Feats aa where Fox 18 the Initial equivalent misalignment, .. the absolute value of the sum of deformations, displacement: and manufacturing deviations of pinion and whoel, measured in the plane of action. Fp, can be determined in accordance with method B or G2 (see 7.5 and 7.6.2.1). 7.4.2. Running-in allowance yp and running-in factor xp Yp Is the amount by which the initial equivalent misalignment is reduced by running-In since operation wa: commenced. 1 is the factor characterizing the equivalent misalignment after running-In. itis convenient to us 44©1so 1S0 6336-1:1996(E) xg in calculations, only as long as yp is proportional to F,,. The important influences include: «pinion and wheel material; - surface hardness; + rotational speed at the reference circle; + type of lubricant; - surface treatment; + abrasive in the oil; ~ initial equivalent misalignment Fy, (as a result of deformations, displacements and manufacturing deviations). Y¥p and xp do not take into account the effects of running-in operations which are obtained by manufacturing processes such as lapping. Removal of material by such means shall be taken into account in the value of fy. In the absence of direct, assured data from experiment or operating experience (method A), ys can be determined in accordance with method B given in 7.4.2.1 or 7.4.2 7.42.1 Determination of yp and z» by calculation, method B The values from equations (46) to (54) reproduce the curves in figures 13 and 14. a) For structural steel, through-hardened steel and pearlitic or bainitic nodular cast iron: > ohn (46) 1 oa where yp < Fry, and xy 20 ; (48) For vs 5 mis: ro restriction For Smvs 10 mis: the upper limit of yp iS 12 800/0}4 jn Corresponding to Fy, = 40 um 14 im |S 88 specified in ISO 6336-5. b) For grey cast iron and ferritic nodular cast iron: Wp ~ 0,55 Fry (49) xy = 048 (80) where For vs 5 mvs: no restriction For § mis < v< 10 mis: the upper limit of yp is 45 um corresponding to Fyy, = 80 ym For v> 10 mis the upper limit of yz is 22 um corresponding to Fy, = 40 um ©) For case hardened, surface hardened, nitrided and nitrocarburized steel and surface hardened nodular cast iron:1SO 6336-1:1996(E) @Iso Jy = O18 Foe (51) Xp = 0,85 (52) where For all velocities: the upper limit of ys is 6 um corresponding to Fy, = 40 um 50 T = um 40 }— 32 max. um | ~ = 22 max. 20 21 max. 16 max. 13 max. 10 OH Lm ~ 400 Nim? . 11 max. 600 5 800. 1000: OG 12000 al 5 i 4 7 4 7 y 7 q 7 2 ZZ ia WZ 7 4 4 7 1 3 5 10 20 40 50 um =100. Initial equivalent misalignment Fp. —> ‘Through hardening steel, nodular cast iron, (pearlitic, bainitic) Rotational velocity v>10me —— - — Grey cast iron, nodular cast iron (ferrite) — — — Steet, case hardened, nitrided, surface hardened, or nitrocarburized | All speeds ‘Surface hardened nodular cast iron (if the materials of the pinion and the wheel are different, yg must be determined in accordance with equation (53)) Figure 13 - Running-in allowance for a gear pair, see also figure 14 46@1so 1S0 6336-1:1996(E) When the materia ofthe pinion difers from that of the wheel, the values for the pinion (yy and zp4) and the values for the wineel (yap and za) are to be determined separately. Then the average valde, of ech (yq and 1g) rom equations (53) anc (GAP ave used for the calculations. Ops + Yo y, = Yate) (53) ry Sn i) (54) 7.422 Graphical values of y,, method B The value yg can be read from figures 18 and 14 as a function of the intial equivalent misalignment F,, and the value of oj jy for the material. 200 um circurtorential speed at reference ciclo 100 7 v<5me 64 max- um cd) e Z| 45 max. 40 43max. (_ circumferential B ‘speed at reference s2max. { cree 30 S 1,05 (69) b) Double helical gearing®) ®) With full helix modification™") (with compensation for torsional and bending deflections). fh Ky = t+ ae and Kjy > 1,05 ~-(60) 7.6.1.3 Grooved-roller mill pintons In the case of grooved-roller mill pinions (gear pair with u = 1 and branched power transmission paths) k% of the torque is absorbed by the driven pinion, (100 ~ k) % is absorbed 9) Vaks of Kyi forthe more severoly stressed hel, which is that nearer to the torqued end of the pinion; tangential load is dived eavally ‘betweon the tw halos. gap widh small compared tothe fazed. As forthe calculation for Ky, when hal the tooth width (neorportng hall the gop width) fs Used, he blsined values are argo. Thus for double ebcal ears with fargo ap wid, method C2 must be usd for the ‘calouiaion of Ky 10) Torsional detlection can be almost completly compensated for by means ofa linear tooth trace or heli angle modification. In addition, crowing ia necessary when compensation of bending deflection is required. 1) Full modification of both helices is necessary. Partial modification of the helix angle merely to compensate for torsional dtietion isnot appropriate for double helical gears wich are symmetically positoned between beerings. Torsional and bending deflecions can be almost completely compensated for by means of helx angle modiicaon. However, its often sufcient ony the hell nearest the torque input end is ‘madied: torsional and bending defiactons ofthe other helix tend wo compensate each other. This should be verified 49ISO 6336-1:1996(E) ©1so at the output end of the driving shaft. In keeping with 7.6.1, it is assumed that the driving and driven pinions are mounted symmetrically between their bearings. Equations (56) and (57) respectively are expanded in accordance with assumptions in 7.2.3.1 & NOTE 6 Itis generally the cage that calculation values tend to be safe when: (ba (Hib 7/12) < 8,12: oF wineg (Bid) * (1b ~ 7112) < 3.2 (2 Ogle a) Spur and single helical gears without hellx modification 4000 ove. 100-k (6/1 7), Xp & how ABT 5(ehfpe 7,69 100-4 (a) 7) a (61) Kup an Ela, kK b) Spur and single helical gears with full helix modification Equation (59) applies in this case. ¢) Double helical gearing without helix modification®) 9), 12) 4000, %|(22)"/1 29 4,90. 100-K2),(B)'( 17.) , 25°6 foe (62) Ue Heel 19 ) 4, (a 4] F,lb5 Equation (60) applies for double helical gears with full hetix modification. 7.6.1.4 Simple planetary gears According to 7.2.3.1 and 7.6.1, method C1 is suitable for the gears of single planetary gearsets in which the following features are often found" S Either the sun or the planet carrier, and sometimes the annulus gear, are free to float; otherwise a comparable division of load between the individual planet gears is achieved by greater accuracy of ‘manufacture and/or flexibility. + Planet gears with single helical teeth will tit under the, influence of axial forces, to an extent corresponding to the bearing clearances. This inclination can be compensated for by heilx modification and eventually by crowning, + In planetary gears with ratios of 1 > 4, larger gears are commonly rotatably mounted with rolling bearings, on planet pins which are rigidly fixed to the planet carrier; thus the free bending length is very small. itis seldom possible to accommodate bearings in the bores of smaller planet gears for lower ratios, so these are equipped on each side with integral journals and are rotatably mounted between bearings fitted in the planet carrier. Since in such circumstances the diameters of sun and planet gears are of much the same size, elastic deflections of both are considered (sun gears: torsional deflection involving several meshes; planets: bending deflection influenced by balancing loads; annulus deformation being neglected). For such arrangements, approximate values of Ky, can be calculated in accordance with the following procedures. Determine: ~ mesh misalignment due to manufacturing deviation fq in accordance with 7.6.3; ~ tunning-in factor xg in accordance with 7.4.2; : mesh stiffness c, in accordance with ciause 9. 12) Kg > 2 Its thely that values are considerably overestimated and deviat onthe sae side. Theretor, the design sould be checked, preferably by a more accurate method (mattod A or 8) 9 Restoring forces in toothed couplings are ignored. Restoring forces which lead to uneven distribution of load over the facewidth can ‘occur when transmission elements ae rgd and fiction characterises of flexible couplings are unsatsactory. 50©1sO 1$0°6936-1:1996(E) ‘Any unequal division of the total tangential load between the planet gears is ‘covered by factor K (see 4.2). Thus for these gears Fi, = (F; K, K, K,) and with F, being the nominal tangential load transmitted per mesh; also the sum of the loads over both helices of doublé helical gears. a) Spur and single helical gears ©) 1) Gear pair without helix modification (e.g. sun gear / planet gear, mounted on a fixed, rigid planet pin) = 1 + 4000 5 (6 V5.0. X25 fw (63) mots ae Pt aa.) 5 2 Eglo J) 2) For the same gear pair but with helix modification (with compensation only for torsional detlection): Ky, is in accordance with equation (58) and Kys > 1,05. 3) Gear pair without helix modification, (e.g. sun gear / planet gear with journals, mounted with bearings in the planet carrier) 2 ze} c fe i - on) “Cda) CO 4) For the same gear pair but with full helix modification (with full compensation for bending and torsional deflection): ‘Kiyg is in accordance with equation (59) and Kyg 2 1,05. 4000, 6, 3 E| ip 1+ 512 p ] Hs & fou (64) 2F,/b 5) Gear pair without helix modification (e.g. annulus gear / planet gear with journals, mounted with bearings in the planet carrier) Ky = 1 = 2000, ) (eZ). 16 fe (65) 7 SP Eldy)(b 12)" 2 Fylb §) For the same gear pal. but with helx modification (with compensation only for bending deflection}: Ki is in accordance with equation (59) and Kjys > 1,05. 7), Gear pair with oF without hele modification (e.g. annulus gear / planet gear mounted on a fixed. rigid Planet pin): Kiyg Is in accordance with equation (58) and Kip > 1,05. b) Double helical gearing® 9) 1) Gear pair without helix modification (e.g. sun gear / planet gear mounted on fixed, rigid planet pin) Xp & fa (66) Falbg 2) For the same gear pair but with helix modification (with compensation only for torsional deflection)®): Kup is in accordance with equation (60) and Kis > 1,085. 3) Gear pair without helix modification (e.g. sun gear / planet gear with journals mounted with bearings in the planet carrier) ; woot Pee pee( af a ee 4) For the sgme gear pair but with full helix modification (with full compensation for bending and torsional deflections)”: Kijg is in accordance with equation (60) and Kis 2 1,08. 5) Gear pair without helix modification (¢.9. annulus gear / planet gear with journals mounted with bearings In the planet cartier) fa Pa (SNE) eae “ 51180 6336-1:1996(E) @1so 6) For the same gear pair but with helix modification (with compensation only for bending deflection): Kiyg is In accordance with equation (80) and Kys > 1,08. 7) Gear pair with or without helix modification (e.g. annulus gear / planet gear mounted on a fixed, rigid planet pin}: Kyjp is in accordance with equation (60) and Kiyg 2 1,05. 7.6.2 Mothod C2, factor Kiyp.co 1) Subject to the conditions and assumptions described in 7.2.3.2 method C2 is suitable for gears having, the following characteristics: a) steel pinion on solid or hollow shaft with d,y,/d,j, < 0.5 for single stage or two stage transmissions complying with figure 16; b) constant or stepped diameter shafts, dy, being the diameter of an equivalent shaft of constant diameter of which the bending deflection is the same as that of the actual shaft; ¢) stiff wheel and gear case, stif wheel shaft and stiff bearings (see also 7.6.4 and 7.6.5); d) there are no additional external loads acting on the pinion shaft (e.g. from shaft couplings); €) the pinion is located on the shaft within, 0 < s/f < 0,8 (see figure 16). With suitable helix modification, restrictions on s/f are unnecessary. It is recommended that the values used for fq be verified by checking the contact pattern in the working attitude. Calculation is carried out in accordance with equations (41) to (45) with the running-in allowance yp as defined in 7.4.2. Of the components of deformations, displacement and deviation, only those in the plane Of action are determinant for the calculation of Fy. 7.6.2.1 Determination of the initial equivalent misalignment, Fa, (see annex C) The value Fp, is the qTosolute value of the sum of manufacturing deviations and pinion and Shaft deflections, measured in the plane ot action {gee caution in b)) a) Gear pairs of which the size and suitabilly of the contact pattern is not proven and the bearing pattern under load is imperfect"): ‘See annex G for an explanation of the factor 1,33 in equation (69). Fog = 188% + faa Fox = Fern (69) Allowance should be made in fy, for the effects of adjustment measures (lapping, running-in at part load), ‘crowning or end-relief, similarly, Yor that of the position of the contact pattern b) Gear pairs with verticatiog ofthe favourable positon of the contact pattern (e.g. by modification ofthe teeth or adjustment of bearings) '*) '®) Fag = (N83 ~ fap Fix = Foxeie +-(70) 1") ‘Running clearances in oling beaings should be very small under working conditions. Large clearances can contibute considerably to equivalent misalgament Fy. When this fs the cas, a more accurate cakulaon using equation (71), or a contact patter check under load is recommenced, 18) With a favourable position f the contact pattern, the elastic deformations and the manutacturing deviations compensate each othe. ‘See figure 15 “Compensatory nies" 52o1so ISO 6336-1:1996(E) ‘A check shall be made to ascertain which of the helices of double-helical gears has the larger equivalent misalignment and consequently, is determinate for Kj By subtracting fygg, which is the hellx slope deviation tolerance for ISO quality 6 (see ISO 1328-1), allowance is made for the compensatory roles of elastic deformation and manufacturing deviations. See annex C for ‘explanatory notes to equation (70). ‘Subject to achieving the requisite contact patterns, Fy, can be calculated using equation (70) for gears which have been processed by lapping, running-n at part lbad or other adjustment means, as well as for gears with carefully designed crowning or end-relief. For crowned gears, the contact pattern centre shall be suitably offset from the mid-face position. Conceming double helical gears, it is necessary to ascertain if the lesser deformed helix of the pinion has the largest value of Fy. CAUTION - When, apart from pinion body and pinion shaft deformations fy, those of the wheeVwheel shaft no and the gear case f,q, and also the displacements of the bearings fq are to be taken into consideration, equations (69) afd (70) are to be extended to become equation (M4) (see also 7.84 and 7.6.5): Foe * 1BBfay + fate * Soa * fen * hai In fins (71) The signs of fea: foq aNd foe shall be carefully heeded: if precise information is not available, it essential that positive signs are chosen (so that calculated values tend to be safe). Only the bending deflection, if any, of the wheel shaft, is likely to be of consequence to f.y,9: previously this amount was taken as the wheel shaft misalignment component of f,,. Nevertheless, in general the approximations according to equations (69) and (70) are satisfactory. The following influences shall be heeded: AS a rule, the elastic deformations of “relatively flexible" ‘spur gears tend to compensate for manufacturing misalignment. On the other hand, because of the axial component of Fy in single-helical gears, additional misalignment can be induced. Special measures can be taken to secure even distribution of load over the facewidth. These include set-up bearings, lapping the gears, or running-in the gears as a specified process, in service. By way of a further example, a spur gear or a double-helical gear can be mounted directly on a spherical roller bearing and so be free to take up an attitude of mean, balanced alignment. Uneven distribution of the body temperature of a large high-speed gear can cause deformation near mmd-facewidth resulting in heavy local loading. Either allowance for this deformation shall be included in Kjg, oF shall be compensated for by suitable helix modification. ‘Similar measures shall be taken when deformation is induced by a large centrifugal force. Furthermore: the body temperature of a high-speed helical pinion is usually higher than that of the mating wheel. This creates additional misalignment which shall be accounted for in the calculations. ) For gears having ideal contact pattern, full helix modification, under load (for both helices of double helical gears): oF (72) where Fg min iS the greater of the two values: Fromm * (0005mm-umMIN) =, oF Fenn = OF fy 73) 53ISO 6336-1:1996(E) Iso Helix modification is intended to compensate for the torsion and bending deflections of the pinion and wheel, also the deformations or dsplacements,9f other components under operating loads and, if known, the tooth alignment deviation of the mating wheel’). Fy would be equal 1 0 at the design loading of gear pairs having optimum helix modification, ie the face load tdehor Ky would be equal to 1. However in the interest of safety, the minimum value in accordance with cequationé’ (72) and (73) is to be used as the equivalent misalignment. Similarly, equation (70) can be used in designing suitable crowning. See 7.6.2.2 for the determination of fyy, the equivalent misalignment due to pinion and pinion shaft deflections. See 7.6.3 for the determination of mesh misalignment due to manufacturing deviations fy, Soe 7.4.2 for the determination of the running-in allowance yp, ie. the amount by which the equivalent misalignment is reduced. For some common arrangements of gear pairs, guidance on the calculation of Fa, is included in figure 16 a) to ¢), in which particular regard is paid to the contact pattern position. A comprehetsive analysis is recommended for other, more complex, arrangements. 7.6.2.2 Equivalent misalignment f, The value fy, takes into account the components of equivalent misalignment resulting from bending and twisting of the pinion and pinion shaft, and its value may be determined as follows: 7.6.2.2. Approximate calculation of f,,, The following calculation is sufficiently accurate for many common designs: F, fay = fayo (74) bo ‘See 7.3.1 for Fry/b. The deviation fyyg represents the resultant detlections induced by unit loading. It takes into ‘account the shalt and body deflections and, where appropriate, helix modification. fy depends on the pinion dimensions and the location of the pinion relative to the bearings. This is taken into consideration by the pinion offset factor 7. a) For spur and hellcal gears without crowning or end relief'”) fay = 0,023 (75) with the pinion offset factor, y, as dé 1ed in equation (76) or (77). For both spur and single helical gears °): 7 [lr eS wea 03 -os|(2y (78) (, with 5° = 1, if the total power is transmitted through a single engagement. 18) Helix angle modiicaton is an alteration of the helix angle, a consequence ol which the anal pitch s also meditiod. The fatter concent {i useful when dealing with gears having large overap rallos and consideration of axial pt i often necessary. 17) ‘The equations (75), (76), and (77) are based on th following conventions. The bending component Is the product of thé deflection atthe middie point of the shat, by point b, where the oad Fs assumed tobe acting. The torsional component is calculated fr a slid cinder of diameter d;, with the load distibuted evenly over the facawidth. (In realy, a smaller diameter Is determinant; also tho load is not evenly Gistouted; however, the inaccuracies in the assumplons ten to balance each other out). The equation is vall when the elastic modulus and Poisson's rato ofthe material are those o! steel. Based on practical experience, equations (78) and (77) also include a constant emplcal term. ‘Conceming hollow shafts, the deflecion component fy, derived from either ofthese equations, is sucenty accurate, provided thal the bore ‘dlametor does not exceed 0.5 dy. 54o1so ISO 6336-1:1996(E) For double helical gears [see 7.4 a) and footnotes 6 and 7]: Be w ta(2Y- os 2 yee } AT) “| with * equal to 1,5, if the total power is transferred by a single engagement. Ht there is more than one power path, then only i % of input is through one gear mesh (e.g. as in the case of grooved-roller mill gears) and the following applies: BY = 1 + 2(100 ~ A)/ k for spur and single helical gears; BY = 0,5 + (200 - K)/ k for double helical gears. See 7.6.1 for Kg for symmetrically mounted grooved-roller mill and planetary gear trains. ‘The constant K’ makes allowances for the position of the pinion in relation to the torqued end. It can be taken from figure 16. ‘A comprehensive analysis is recommended for other arrangements or where the values for s/l exceed those specified in figure 16, and also where there are additional shaft loads, e.g. from belt pulleys or chain wheels. Substitute the absolute value fg, in equations (68) and (70). See figure 15 and 7.6.2.1 for information on the compensation of fey BY fn {tis better to calculate in accordance with 7.6.1 when the pinion is positioned midway between the bearings (s= 0). b) For crowned spur and helical gears This type of helix modification is employed in order to compensate for manufacturing deviations and load induced deformations of the gears and in particular to relieve the tooth-endioading. Gears are usually ‘crowned symmetrically about the mid-facewidth. See annex C for recommendations on the extent of crowning. fo = 0,012y (78) with 7 as defined in equations (76) and (77). If the height of the crowning is greater than that specified in annex A, the reduced width b, b). is to replace the facewidth b in formulae used for calculating load capacity (See annex A, figure A.1). This is determined from values of Sy calculated in accordance with equation (A.1) or (A.2) in annex A. It is to be assumed Mate tat BP bute ng reso sean na NOTE 7 ~ In figure 14, beay/bis not relevant to crowned gears. ¢) For spur and helical gears with end relief : This type of helix modification is used to protect the tooth ends from the overloading caused by equivalent isalignment. Usually the relief applied is the same at both ends of the teeth. See annex A for recommendation on the amount of end relief. foro = 0,016 (79) with 7 as defined in equations (76) or (77). If the amount of end relief is greater than is specified in annex A, a reduced width by shall replace the facewidth b in formulae used for calculating load capacity (see figure A.2). This is detS*nined from values, of Cyp gy calculated in accordance with equations (A.3) or (A.4). It is to be assumed that the tooth ends outside Bl, are not bearing any load. NOTE 8 In gure 11, bays not relevant to gears with end rele1S0 6336-1:1996(E) ©1so Figure Position of contact pattern Determination of Fy, |Contact parm Hes towards wid booing span Fy, accordance with equation (70) T | (Eimpensatory) — +++ oy Figg in accordance with equation (65) (déstive ® gy i ascordgnce with equation (69) Bers? (lag) = (additive) Fg in aocordgnee with equation (70) Ber F se lag) > (compensatory) a Figg i accordance with equation (69) Bist tidy) = 08 (active) Fg in accordgree with equation (70) Berea! tardy) < B03 (compensatdy) == ‘e) | Contact pater les iowards the bearing Fpy in accordance with equation (69) (diaitvey LL dl, als Hl as as ° pa accordance with equation (70) (Brpensatom @)t0d)_are the most common moving arrangement with pinion between bearings. «) tof) have overhung pinions. T-_tathe input or output torqued end, not dependent on section of rotation. 5 B= 1 for spur and single helical gears; B= 15 for double helical gears. The peak load intensity occurs on the hei near {0 tho lord end. See also 7.822. 56 Figure 15 - Rules for the determination of Fj, with regard to the contact pattern position©1sO ISO 6336-1:1996(E) Factor | with | without | Figure Arrangement stiffening”? oe | 08 | a with si/< 08 0,48 08 b) with s//< 0,3 1,33 1,33 c) with s/f < 0,5 70,36 0.6 d) with s/f < 0,3. 06 1,0 e) EY with sil < 0,3, 1 I Lit | aL t pn ele ——4 7 Wen iy 2118, string eased when lg, < 118, freer ite: unhersae, say any orto Stormy a ais tobe expoced when's pinan be'S a shel an lean hay ora sar Winn won Roy Sek ed. 77 tet put or output trad on, not dependent on recon orto, Dashed innate the ess detormed hai of double neal ear. Determine fy Hom he damotr athe gas of ous heal ening mouned cently beeen bearings Figure 16 - Constant K" for the calculation of the pinion offset factor y 5s7ISO 6336-1:1996(E) ©1so 7.6.2.2.2 Specified maximum value for fj, Sometimes experience with similar gear units enables the choice of an appropriate value of f,, to be made. Examples: - fen * 0 in the case of a very rigid design; deformations are neglected. fay, = 6 um is occasionally specified as a maximum value for some turbine transmissions; the gears are to be'Yesigned accordingly When calculations are based on such assumptions, the assumptions shall be validated by computations or measurements. 7.62.23 The value fy, corresponding to gear quality For certain gears, the value of f, is specified wb f as a percentage of the allowable helix slope deviation. The gears are to be designed accordingly. hn = 10h (80) As for 7.6. .2, assumptions shall be validated by computations or measurements. 76224 Determination of fy from the contact pattern Once the transmission has been assembled, the equivalent misalignment fp can BS calculated for gears with or without helix modification from the width of the contact pattem witout loSd and with part load. Equipment sutabe forthe application of part load shal bo available. Since the mesh stiffness falls off sharply at low specific loading, the specific loading at partial load should be at least 100 Nimm, Care shall be taken to ensure that the pinion and wheel-shatt journals are in their working attitudes during contact pattern development (appropriate bearing clearances). The procedure is as follows: 2) 1st step: determine the mesh misalignment fyq» as described in 7.6.3.1. b) 2nd step: measure contact pattern length bai 7 under partial load Fray and calculate beay 4/0. It is necessary that the part load be chosen such that the contact pattern dimension Bea is less than the facewidth (b,ay/b < 1); however, the smallest load shoud not be less than 10 % of the full aad, The maximum length of coffact pattern shoud not exceed 85 % of the facewiath (24/b < 0,85) in order to ensure that the contact pattern width is less than the facewidth (the type of load distribution for b, 91 = bis not clearly defined, see figures 7 and 8). ©) 3rd step: determine the equivalent misalignment Fp, + under partial load, (see clause 9 for tooth stifiness Fur * i “ er) d) 4th step: calculate fy, + under partial load: for * VFoer ~ faa (82) e) Sth step: compute fy, under full load (linear extrapolation): Fa toy tor( =) 2 (88) NOTE 9 ~ Depending on the design, the accuracy of the method can be seriously impaired when the non-linear deflection components are induced at larger partial loads. 58@Iso ISO 6336-1:1996(E) 7.8.3 Mesh misalignment fng fa is the maximum separation between the tooth flanks of the meshing teeth of mating gears, when the teeth a8 held in contact without significant load, the shaft journals being in their working attitudes. depends on the way in which the deviations of individual components in the plane of action combine; i.e. Grane the helix slope deviation fy of each gear and the alignment deviation of the shafts are additive or compensatory, or whether the alignment of the shafts is adjustable (e.g. by means of adjustable bearings). For purposes of load capacity calculations in accordance with this part of ISO 6336, the methods given in 7.6.3.1. to 7.8.3.6 can be used for the determination of fa. 7.6.3.1 Determination of fq on the basis of the no-load contact pattern Under ideal conditions fr, can be derived from: = (d i. where Ogg is the length, at low loading, of the contact pattern of the assembled gears and sis the thickness of the coating of + marking compound (see figure 17)"*). If gears are crowned or end-relieved, an accurate analysis is necessary. “The coating thickness of common marking compounds is in the range 2 um to 20 um. 6 ym can be used as a mean value consistent with good working practice. Figure 17 ~ Length of contact pattern Beg and facewidth b tf the minimum length of contact pattem is stated on the drawing, it is convenient to determine the maximum permissible mesh misalignment. bs, Po a fa max ‘A mean value suitable for use in preliminary design calculations is: tm * Elam a) ‘After final assembly in the gear case, maximum and minimum values of mesh misalignment, ‘na min CaN be determined from the minimum or the maximum lengths of the contact pattern Toenacttihy values enable recalculation of preliminary, rated load capacity: fon = 05 (Sa rar * fou me) (6) lume * Ke % (88) Po (2) s. (89) ‘The contact patterns shall be created with pinion arid wheel shaft journals in their working attitudes. 7.8.3.2 Determination of fn fom the length ofthe contact pattem under partial load and the theoretically determined deformations the following conditions are necessary for application: The elastic deflections of pinion, wheel, shafts, gears and bearings: f and fyg (See 7.6.2.1) are tobe determined using an accurate calculation method. As a rule, mand Go. cy is nd Sufficiently accurate for 12) nag, 788° Howiedoo ofthe coating thickness i of ora imporance. Incase of doubt, the acta! coating thickness should be mined. 59ISO 6336-1:1996(E) @Iso the purpose. As indicated, the individual deflections shall be carefully considered. ‘The length of the contact pattern b,j 7 at partial loading Fyyr [see 7.6.2.2.4 bj] is measured and the equivalent misalignment Fpyr at partial laading is determined using équation (90) 2 Far teh - When calculating mesh misalignment, it is necessary to distinguish between two cases: Fur a) Case 1: The elastic detlections augment the mesh misalignment (see, for example, figure 15). fna = Fpxt ~ | (fon * fan * foa * foedr | (91) b) Case 2: The elastic deflections tend to compensate for the mesh misalignment (see, for example, figure 18): fina = Foxt * | leh * fon * fea * fool | (92) When gears are crowned or end relieved, an accurate analysis is necessary. When the length of the contact pattern varies around the circumference, minimum length, ‘na max Shall be derived from the fra min Shall be derived from the maximum length, then fq shall be derived from equation (87). 7.6.3.3 Derivation of fq from the deviations of individual components (to be done after inspection and measurement of gears, Bearings and gear-case) ‘The maximum mesh misalignment involves the most unfavourable combination of individual deviations: fra max = (1 foar act * fapt act * fip2 act |} max (93) ‘The minimum mesh misalignment from the most favorable combination: fra min = {| far act * fps act * f4p2 act |} rin (94) where fas got 24 Aygo agp are the measured values of helix slope deviation of pinion and wheel (in accordance with 1S8%08-1). THE #lues can vary in size and direction, around the clreumference. ‘The combined effect of the helix slope deviation of pinion and wheel, 12. Uys = (fupy act * fupe act) can be determined as follows. ‘The pinion and wheel, assembled on their shafts, are mounted on roller blocks which are aligned in parallel pairs and the contact patterns are generated. By moving one of the blocks, the tooth flanks are brought into contact over the entire facowidth, The 2f,yq can then be derived from the non-parallelism of the blocks. ‘oar aot iS the measured value of shaft misalignment, due to in-plane and out-of-plane deviations of either of the SAE. In the event of radial run-out of one oF more journals, fpgr got CaN vary with the angle of rotation, Care shall be taken with the sign of each individual deviation. ‘A mean value derived from equation (87) is to used in gear load capacity calcul In this procedure the influence of bearing clearances is neglected. See 7.6.3.6. 7.6.44 Specified maximum value of fyyq Sometimes permissible limits fr the total manufacturing deviation Ina) are specified, 19) ‘Appropriate control measures should be adopted to ensure that his valve fs maintained. 601s ISO 6336-1:1996(E) Examples: Ina max,~ 0 is sometimes demanded for accurate high speed transmissions; due to high precision of mantlacturing, deviations can be neglected. h fna max ~ 15 4m can be a realistic value for certain industrial transmissions. ‘A mean value derived from equation (86) is to be used in gear load capacity calculations. 7.6.3.5 — fmq for a given accuracy ) __For assembly of gears without any modification or adjustment inspection after assembly is recommended in this case. See also 7.6.3. {f, according to ISO 1328-1 for a given gear quality grade, helix slope deviation tolerances are identical for pinion and wheel and if the alignment of axes tolerances are in keeping with these, the most unfavorable combination of deviations (pinion, wheel, case) would be around {nq = 3,0 fap Statistical studies show that there Is a high probabilty that the deviations will combine to approximate values Of 1,0 fyg (Le. for one gear). A useful formulation is, thus: fra = 1.0 fap (95) b) __ For gear pairs with provision for adjustment (lapping or running-in under light load, adjustable bearings or appropriate helix angle modification) and gear pairs sultably crowned The no-load mesh misalignment can, to a great extent, be compensated for by means of adjustment measures such as re- working of bearings, bearing housings, etc. Satisfactory contact over the facewidth of the gears can often be achieved by these methods and by means of the other measures mentioned above. See annex A for guide values for crowning. If data trom experience are not availabe, it may be assumed that prappry effected adjustments wil reduce the value of fq By 50%, in which case equation (96) can be used. fra = 05 fag (88) ©) | For gear pairs with well designed end-reliet In the absence of data from experience and subject to skilled execution, the following may be used fna = 7 fap (87) Of a pair of gears, only the larger value of permissible hellk slope deviation of one of the gears (see ISO 1328-1) is to be used in equations (95) to (97). See annex A for guide values for end relief. 7.6.3.6 Determination of fm, with gears assembled In the gear-case After assembly in the gear-case, it may be possible to measure mesh misalignment directly with the top of the case removed. Values Of fing may and fra mip ae determined from measurements made around the circumference, using feeler gauges; than ax is derived from equation (87). For wide gears without hellx modification mounted In journal bearings with relatively large clearances, the following procedure may be used. The shaft journals are supported in their working attitudes. The mating gear is clamped to prevent rotation, Bring the working faces into light contact, then insert feeler gauges between the faces at both ends of the mesh. The mesh misalignment fq is equal to the difference between the thicknesses of the gauges: (98) » 3, _ is the difference in the feeler gauge indications, b is the facewidth and fis the distance between the feeler gauges. When the helices of gears are modified, tho amount is included in the difference 8, 8g can also be determined as the difference in thickness of two lead wires which have been insert b&tween the flanks, where they are subjected to light load, 61Iso 6336-1 :1996(E) @1so 7.6.4 Component of mesh misalignment caused by case deformation: fog ‘Case deformation may be ignored when the gears are assembled in rigid cases. The deflections of other cases oa May be determined by testing or. approximately, by using the finite element method. 7.6.5 — Component of mesh misalignment caused by shaft displacement: fyg In some cases the effects of bearing clearances and bearing deflections are greater than thoso of shaft and wheel blank defections. The components of misalignment in the plane of action as a result of bearing deflections, and journal displacements in bearings clearances, can usually be neglected when the pinion and wheel of spur or double helical gears are positioned midway between bearings of equal stiffness and clearance. When gears are not positioned in this way, bearing deflections and displacements (clearances) can influence the distribution of load over the facewidth. This is also vaild for single holical or overhung gears. Since only the relative misalignments due to bearing deflections and displacements, of the common axis of the pinion bearings fy. and the common axis of the wheel fyg a, influence the equivalent misalignment, the directions and signs of the misalignments of bearings axes are to be given careful attention. The following equation Is valid for the simplest arrangement of a mating pair, with each gear alone on a shat; ye foot for Foe = foe ~ hoon (98) For a gear mounted between the bearings, see figure 18: fe = FO, - 89 (100) For an overhung gear, sée figure 19; fe = 20, +8) (101) where 8, and Sp are the deflections of bearing 1 and bearing 2 parallel to the plane of action. ‘The effect of the tilting moment, due to the axial component of the tooth load, of single helical gears, shall be taken into account. 7.7 Determination of the face load factors using method D: Kya n and Keg. 5 ‘According to the conditions and assumptions described in 7.1.4, method D is suited for transmission designs with stiff shafts and for preliminary estimates. Few se Fee Figure 19 - Loading and deflections for an mounted between the bearings, see equation (100) ‘overhung gear, see equation (101)@1so ISO 6336-1:1996(E) 7.74 Characteristics of gear units T.TAA — General a) the centre of the pinion facewidth is located at the centre of the bearing span within + 10 % of the bearing span length, ie. $/1 < 0,1; see figure 16a). Method D may also be used when s// < 0,3, provided that the bending deflection does not add too much to the total deflection of the pinion; b) gear case, wheel and shaft are stiff. Stiff bearings, having approximately identical displacements of the shaft journals in both bearings; ) in general, no helix modification compensation for pinion and wheel deformations. In the event of optimum helix modification {see 4.1.8 b], the values Kiyg = 1,2 and Kjyg = 1,18 can be used for preliminary estimates; then the limits of s/, as set out in a), no longer apply; 4) mesh stifiness lies in the range 15 N(ym-mm) < o, < 25 Ni{um-mm); €) facewidth lies in the range 60 mm < b< 400 mm; f) the ratio byh lies in the range 3 < bih < 12; see 7. _ Q) the contact patter ratio Boay/b > 1 when bid, < 1,7 (Le. contact spreads over the entire facewidth), Doqy/b > 0,9 when b/d, is in the range 1,7 < bid, <2; h) lubrication is with mineral oil, with or without conventional additives. 7.7.1.2 Features of structural steel, through hardened steel, and nodular cast iron gears a) gear quality grades are 5, 6, 7 or 8 as specified in ISO 1328-1; b) the allgwable stress number ( ntact) of the pinion and wheel materials is in the range 400 Nimm? < a4 jn © 1000 Nimt ©) the specific loading lies within the range 400 N/mm < F,/b < 1000 Nimm; 4d) the pinion facewidth/diameter ratio b/d < 2. 7.74.3 Features of surface-hardened gears a) gear quality grades are 5 or 6 as specified in ISO 1928-1; b) the specific loading lies within the range 800 N/mm s Fix/b s 1500 Nimm; ©) the pinion facewidthidiameter ratio b/d < 1,5. 77.2 Factors Kyp.p and Kpp.p for structural steel, through hardened steel, and nodular cast iron gears If Kiyg < 1,2 according to equations (102) through (108), Kjys should be made equal to 1,2. 7.7.24 Determination by catculation of Kip. a) Case 1: No post-assembly adjustment, lapping of running-in. 1) For gear quality grade 5 according to ISO 1328-1 Kup-p = 1.135 + 0,18 (b/d)? + 0,28x10°° b (102) 631SO 6336-1:1996(E) ©Iso 2) For gear quality grade 6 according to ISO 1928-1 Kiup.p 7 1415 + 0,18 (b/d,)* + 0,310 b (103) 3) For gear quality grade 7 according to ISO 1828-1 Kup-p = 1:17 + 0,18 {bid,)? + 0,47x10°S b (104) 4) For gear quality grade 8 according to ISO 1328-1 Kypep = 1.28 + 0,18 (b/d,)? + 0,110" b (105) b) Case 2: Gears adjusted after assembly in the gear-case, lapped or run-in as a specific manufacturing process: 1) For gear quality grade § according to ISO 1328-1 Kyp-n = 1610 + 0,18 (b/d) + 0,118x10"9 b (108) 2) For gear quality grade 6 according to ISO 1328-1 Kypen 7 111+ 0,18 (bid)? + 0.1810 (107) 3) For gear quality grade 7 according to ISO 1328-1 Kyp-p = 1.12 + 0,18 (b/d,)? + 0,23x10°° b (108) 4) For gear quality grade 8 according to ISO 1328-1 Kypp = 115 + 0.18 (b/d4)? + 0,81%10°9 b (109) 7722. Determination by calculation of Kgy.p Calelaon eos doscbed in 72a) using equations (26 Hear erat hewpereipels cet rth 7.7.2.8 Graphical values of Kyp.p and ‘The curves representing the face load factors in figures 20 Taonn 28 sonnei olshone 0 Brough (108) orlonre: and wiht 733 for oe 7.7.3 Factors Kyjp.p and Kp for surtace hardened gears. 7.7.3.1 Determination by calculation of Kjjp.9 First calculate a trial value Kip. using one of the equations (110) through (117) for Kiyg < 1,34. I Kyg.n <1.2 then substitute 1,2 for Ky WA,2 < Kyp.g $1.94: then Kyg = Kup-p- ; Hf Kyp.p > 1.94, the value is recaloulated using the equation for Kjyg > 1,94 and substituted for Kip. This calculation procedure is in conformity with 7.2.4 o). a) Case 1: No post-assembly adjustment, lapping or running-in, 1) For gear quality grade 5 according to ISO 1328-1 For Kyg $1.94: Kyp.p = 1.08 + 0,26 (bid,)? + 1,99x10"4 b (110)ISO 6336-1:1996(E) @1so Uopeoyjpow xijoy wnuindo yim s1e06 10} 2'| = SHy 10} euoz uopIsUEA (0 sseiten s1e08 peysnipe ‘peddey ‘uj-ury (q — — — seinseaul jeuonippe ou (2 <— Tpureos; fee oo ose ___o0e_asz ooz ost. os. 0, WE ‘0 eu a sz'o == on oe j -==T= mf et vie a = t SSS SSS = st = aoe 1 ey eee | RN re | e aeeet bea /™q “LL fo st fe -F=—-+t— oz oe ='pia ere owe ba/™q 42 ! O'F ve eb en vk Sb x ho 2b | eh oz Ve 2% sp 2 118 for cylindrical gears of quality, one. rain Saige 1328-1 grade 5 according to Figure 20 - Curves of face load factors180 1S0 6336-1:1996(E) uogeoyipow xyey wnwndo YM s1eeB 10} 2'| = SHy| 10} e407 uopsUEL) (0 siee6 paysnipe ‘padde| ‘u-uns (q _____ __ semseow jeuonippe ou (e — 7 pmeoe) ocean OO ose og osz 002 ost oot os 0. Xda balq % for unhardened cylindrical gears of quality 0 1328-1 .p and K; grade 6 étoraing 16 Figure 21 - Curves of face load factors 68ISO 6336-1:1996(E) @1so opeayjpow xyjey wnundo YA s1e06 40} 2° = Hy 40} euoz UORISUeN (9 jee s1e06 persnipe ‘pedde| ‘uum (q — — —_ semnseeu! [euonippe Ou (e <—— quipmmeor} farts ov ___0s6 oe ose 00e_— OS oo os 0 ue Fa . ~ = $'0 ze = r E s/'0 ele oT == =———T OF ee Gee ee ES En TT SS Sed | __——— | ___1 Le, Et a SS ==F= gl't eel T t 1,34: Kup-p = 1.05 + 0,31 (b/d)? + 2.34104 b any 2) For gear quality grade 6 according to ISO 1828-1 For Kup s 1.94: Kyap-n = 1.08 + 0,26 (O/a4) + 3,3x104 b (112) For Kup > 1,34: Kyg-p = 1.05 + 0,31 (b/d)? + 3,8x10°4 & A118) For Kip $ 1,34, ¥p is proportional to Fay; for Kyg > 1,84, yp is constant. b) Case 2: Gears adjusted alter assembly in the gear-case, lapped or run-in as a specific manufacturing process 1) For gear quality grade 5 according to ISO 1328-1 For Kyg $ 1,94: Kyp-p = 1,05 + 0.26 (b/d) + 1,0%10"4 & A114) For Kipp > 1,94: Kipp = 0.99 + 0,31 (b/d,)? + 1,210 b (118) 2) For gear quality grade 6 according to ISO 1828-1 For Kyp $1.94: Kipp = 1,05 + 0,26 (bra,) + 1,6x104 b (116) For Kup > 1,34: Kup-p = 1.0 + 0,31 (bid)? + 1,9x104 & (117) 7.7.3.2 Determination by calculation of Ker. Calculation is as described in 7.3.2 a), using equations (39) and (40), with b/h= 12 and Kyp.p from equations (110) through (117). 7.7.3.3 Graphical values of Kjyp.p and Key. The curves representing the face load factors in figures 24 and 25 are consistent with equations (210) throlgh (117) for Kyap.py and with 7.7.3.2 f0F Key. 8 Transverse load factors Ky, and Key 81 Transverse load distribution ‘The transverse load factors Kj, for surface stress and Kr, for toolh-root stress account for the effect of the non= uniform distribution of transverse load between several pairs of simultaneously contacting gear teeth as follows. The transverse load factors are defined as the ratio of the maximum tooth load occurring in the mesh of a gear pair at near zero r/min, to the corresponding maximum tooth load of a similar gear pair which is free from inaccuracies. The main influences are: a) deflections under loat b) profile modifications; ©) tooth manufacturing accuracy; i d) running-in effects. 69iso ISO 6336-1:1996(E) UoyeoyIpow xIeY WnUURdS YUM s1eeB 104 Z"| = SH 10} eUoZ UoRIsuEN (Oe 00s <— Tupmeoe) ose ‘s1e06 peysnipe ‘pedde| ‘ur-uns (q seunseeui jeuonippe ou (& 00g ost __00F os t | b 2,0 of quality grade § or moreaccurate, the value 1 may be substituted for Ky, and Kj... Because of their better running-in characteristics, the same substitution can also be made for throught hardehéd gears, which are one quality grade less accurate. {t is assumed that for spur gears of coarse quality grade, the transverse distribution of load is the least favourable. The implication that sometimes the gntire tangential oad is supported by a single pair of mating teeth, Le. boyy b for spur gears and bay = b/¢0s%B, for helical gears, is taken as the basis for the load bearing width, ie. the smallest number of simillaneously lOaded pairs of mating teeth. Fixed numerical values for the transverse load factors can be allocated to gear quality grades, in the range between the limit values described above. Since this is a rough approximation, it is convenient to make Kita * Kw In accordance with the considerations discussed, the following additionally simplifying assumptions have been adopted for method C. a) pressure angle a, = 20°, base pitch deviation fg, = fy 20820"; by) helix angle B = 20° for heli 3! gearing (affects c,); ©) transverse contact ratio: spur gears, ¢,, = 1,6; for helical gears, ¢, = 1,4 and e, = 2,5; 4) mesh stiffness: «, = 20 N/(mm-am) for spur gears and c, = 18,7 Ni(mm-um) for helical gears with the helix angle = 20° as specitied in 9.3.1 and 9.4; ©) fh 18 (op oft 88 in table 3 and y,, according to 8.3.5, with ISO gear quality grades for zp = 100; 72@1so ISO 6336-1:1996(E) f) determinant specific loading: Fy,/b = 350 N/mm; g) concerning gears of coarse quality grade, it is assumed that the determinant tangential load Fy is correspondingly large. ‘These limit values are also assumed for specific loading {(F; Ka) / 6) < 100 N/mm, since then the deflections under this load are, as a general rule, small in comparison with base pitch deviations. h) Kijgs Kea are assumed as.constant for [(F; Ka) / b] = 100 N/mm since c° and ¢, in this range can be considered 1o.be proportional to the specific loading (see clause 9). a3 Determination of the transverse load factors using method B: Ky, and Ke,.p ‘According to the conditions and assumptions described in 8.2.2 and footnotes 18 and 19, method B is suitable for all types of gearing (spur or helical with any basic rack profile and any accuracy). Transverse load factors ‘can be determined by calculation or graphically. The two methods give identical resus. 8.3.1 Determination of the transverse load factor by calculation”) a) Values Ky, and Kp,, for gears with total contact ratio «, <2 fg = he = fos von 82,09 0 b) Values Kj, and Kg, for gears with total contact ratio «, > 2 Ku © Ky = 09404 | 2-9 6 tha = Yo (119) nl where the following are to be determined: 36°%0 20 mesh stiffness in accordance 20 with clause 9; fo the larger of the base pitch deviations of pinion or whee! should be used; 50 % of this tolerance may be applied in the case of optimum profile t Ww modificgtion adapted to the ai : a 15 15 { loading’ Yq Tunning-in allowance as specified in 8.3.5; Fy determinant tangential load in a transverse plane, Fy = F, i, in Ky Keg es (tar 8.3.2 Load factors from graphs a= P| Kjjq and Kj4 can be read from figure 26; the cules are cSnsistent with equations (118) and Figure 26 - Determination of the transverse load factors (119), Kyjq, and Ky, by method B (see 8.3.3 and 8.3.4 for limiting conditions) 20) Equations (118) and (119) are based on the assumption thatthe base pitch daviators appropriate to the gear accuracy spectiod afe ‘etibuted around the cieumierence ofthe pinion and whee! as I consistent with normal manufacturing practice. They do,not apply when the ‘gear teeth have some intentional deviation, 21) The base pitch deviation fy, accounts forthe otal efecto all gear tooth deviations which aoc the transverse load factor, i, nevertheless, the profile form deviation 4, greater than the base pitch deviation, the profile form deviation Is tobe taken instead ofthe bese pitch deviation 73ISO 6336-1:1996(E) Iso 8.3.3 Limiting conditions for Ky, When, in accordance with equation (118) or (119) Kye > hy (120) 2 then for Ky, substitute “Land when Ky, < 1,0 then for Kj, substitute as limit value 1,0. Ze See note 10 in 8.3.4. 8.3.4 Limiting conditions for Ke, If, in accordance with equation (118) or (119) (124) then for Kea Substitute and when Kp, < 1,0 then for Kp, substitute as limit value 1,0 NOTE 10 — With limiting values in accordance with equations (120) and (121), the least favourable distribution of load is assumed, implying that the entire tangential load Is transferred by only one pair of mating teeth. Furthermore it is, ‘recommended thal the accuracy of helical gears is so chosen that Ky, and K., are not greater than e,,. AS a consequence it may be necessary to limit the base pitch deviation tolerances of goars of coarse quality grade. 8.3.5 Running-in allowance y,, The value y, is the amount by which the initial base pitch deviation is reduced by running-in from the start of operation. See 7.4.2 for the main influences. y, does not account for an allowance due to any extent of running-in as a controlled measure, being part of the production process, e.g. lapping. This adjustment is to be taken into consideration when considering the gear quality. Ye May be determined in accordance with 8.3.5.1 or 8.3.5.2 (method B) where direct, verified values from experimentation or experience are lacking (method A). The value for the base pitch deviation f,. determined in accordance with 8.3.1.2 oF 6.4.3 should be used in both methods. The equations and graphs should also be applied analogously for the profile form deviation f.,. 8.3.5.1 Determination by calculation: j The running-in allowance y., may be calculated using equations (122) to (130). These are consistent with the curves in figures 27 and 28. a) For structural steels, through hardened steels and nodular cast iron (pearlte; bainite): 160 le (122) enim where For v<5 mis: io restriction For 5 m/s < v< 10 mis: the upper limit of y, Is 12 800/cy, jq Corresponding to fy, = 8 um For v> 10 mis: the upper limit of y, IS 6400/04 jm Corresponding t0 fog = 40 um 74Iso ISO 6336-1:1996(E) ) For grey cast iron and nodular cast iron (ferritic) Ya = 0276 fy (123) where For vs 5 mis: no restriction For § mis < v< 10 mis: the upper limit of y, is 22 jam corresponding to fgy = 80 um For v> 10 mis: the upper limit of y,, is 11. um corresponding to fay, = 40 pm 20 im 18 mex um ie 10 : 10,5 max fo amex = y 65 max ¥en ™ 500 Nim” ee 5 606 Zo Yi 0 A Ari —] 8mex s 7 =) 1200 Zz a 7 7 Vee 7 7 7 08 3 5 70 20 4060 ym 100 5 base pitch deviation fye = ———» ——— Through hardening stl, nodular cast ton, (pear, balnite) “Tangential velocity vo tome —-— Grey cast iron, ncilar cast iron (orto) ee eee erence ee Oe Soaswenereta rt ) ose NOTE - This graph is derived from figure 13. I the materials of the pinion and the wihee! are diferent, y, shall be determinéd in accordance with equation (125) t Figure 27 - Determination of running-in allowance y,, of a gear pair (see also figure 28) 5§SO §336-1:1996(E) Oso 100 7 “ | ciccurtoretial A| \ speed at reterence 50 to vesms 42 max / om : m f TJ 20 max 20 Hox | arcunteronta 7 spends terence ttn = 500 Nie rae 18 vee ; +A temex | Soy 950 N/mm, calculated ratings tend to be safe. Estimated values of Ki, and Kg, based on the assumptions in 8.2.9, are listed in table 6 Table 6 ~ Transverse load factors Ky, and Kp, determined by method C ‘Specific Loading (F, Ky) /b > 100 Nimm ‘$100 Nimm “Gear quality grade P 5 {conforming to ISO 1328-1) 0 uv iu c 0 a 112 and lower Spur Ka 10 at | 12 ware te Case or surface gearing Ke . ‘ . W212 hardened nitided or 7 nitro-carburized Helical ‘Ho ”) 2, 7 ong Tee] pM] te | 210087 2 14°) z sor Kia = ul we 72212 Not hardened nor gearing K,. : i " WY, 2 12 nitrided nor r = carburized ee ie 10 aa] ta | 14 Sq{008"Py 2 1.4 *) y Seo nate 10 in 83.4 “ For madified profes which accounts for distortion caused with load Kiya ~ Keg ~ 1.0 i . H 9 Tooth stifiness parameters c’ and ¢, 94 Stiffness influences A tooth, stiffness parameter represents the requisite load over 11 mm facewidth, directed along the line of action) to produce in line with the load, the deformation amounting to 1 um, of one or more pairs of deviation-free teeth In contact. This deformation is equal to the base circle length of arc, corresponding to the load-induced rotation angle of one gear of the pair when the mating gear Is held fast. 22) The tranaverse load factors determined in accordance with method C for ory cast Iron or nodular cast ron, are on the safe side. 28) The tooth dalteton can be determined approximately using F; (Fm Fy) Instead of Fig. Conversion from F; 10 Fi (load tangent to the base cyinder) is covered by the relevant factors, or the modifications resulting tom this conversion can be ignored when compared with other ‘ncerainies (2. tolerances on the measured values). 71SO 6336-1:1996(E) Iso Single sttiness c’ is the maximum stiffness of a single pals pf a spur gear teeth. It is approximately equal to the maximum stiffness of a tooth pair in single pair contact). The value c’ for helical gears is the maximum stiffness normal to the helix of one toath pair; c” is needed for the calculation of the dynamic factor K,, Mesh stiffness 6, is the mean value of stititess of all the teeth in a mesh. c, is needed for the calculation of the dynamic factor K,, the face load factors Kjys and Kp, and transverse load factors Ky, and Keg ‘The main influences affecting tooth stiffness are: a) tooth data (number of teeth, basic rack profile, addendum modification, helix angle, transverse contact ratio); ») blank design (rim thickness, web thicknes: ) specific load normal to the tooth flank; d) shaft-hub connection; €) roughness and waviness of the tooth surface; f) mesh misalignment of the gear pair; 49) modulus of elasticity of the materials. 9.2 Determination methods for tooth stiffness parameters: principles and assumptions Several methods of determining tooth stiffness parameters in accordance with the rules given in 4.1.8 are described in 9.2.1 to 9.2.3. For methods B and C, these stiffness values apply for accurate gears; lower values can be expectad for less accurate gears. 9.2.1 Method A tooth stiffness parameters c’, and c,, In this method the tooth stiffness is determined by comprehensive analysis including all influences. This can bbe done by making direct measuroments on the gear pair of interest. Values based on the theary of elasticity can be calculated, or determined by finite element methods. 9.2.2 Method B - tooth stiffness parameters c’g and ¢,.5 This method is based on studies of the elastic behaviour of solid disc spur gears. Based on this work, the curves in figure 29 were calculated for the basic rack profile specified therein. With the help of a series expansion, a sample expression was derived for cylindrical gears conjugate to a standard basic rack profile according to !SO 53; see note 13 in 9.3.1.1. This was based on an assumed specific loading of Fi/b = 300 Nimm. Using this method, theoretical single stiftnesses c’y, are obtained. Diferences between these theoretical results and the results of measurements are adjusted by means of a correction factor Cy and extension section to adjust for low specific loading. ‘Additional correction factors, determined by measurement and theoretical means, allow this method to be applied to gears consisting of rims and webs (factor Gg), similar to gears conjugate to other basic rack profiles (factor Gg) and helical gears (factor cos p). By superposition of the single stiffness of all tooth pairs simultaneously in contact, an expression for the calculation of ¢, was developed. Its accuracy was verified by measurement results. 24) atthe outer mit of single pair tooth contact can be assumed to approximate the maximum value of single sifinase when &, > 12 78o1so 1S0'6396-1:1996(E) 9.2.3 © Method C- tooth stiffness parameters o'g and c,.¢ This method is derived from method B. Gears with combinations of 24/x4, Z9/xp with basic rack profiles according to 180 53 were used as a basis for the determination of constant average values specified for o” and 4G, (see figure 29). It, for other reasons (e.g. the dynamic factor), a distinction is to be made between spur and helical gearing, the fixed values in accordance with equations (137) and (138) can be recalculated to suit an average helix angle; see comments in 9.4. ‘The mesh stitiness ¢, was calculated using equation (136) and a fixed value o' for an average transverse contact ratio 6, = 1.6. 9.3 Determination of the tooth stiffness parameters c’ and ¢, according to method B Subject to the conditions and assumptions described in-9.2.2, c” and c, as determined by method B are, in general, sufficiently accurate for the calculation of the dynamic factor and face load factors as well as for the determination of profile and helix modifications for gears in accordance with the following: a) external gears; ») any basic rack profile; ) spur and helical gears with B < 45°; d) steeV/stee! gear pairs; e) any design of gear blank; f) shattvhub fitting spreads the transfer of torque evenly around the circumference (pinion integral with shatt, interference fit or splined fiting); 9) specific loading (F, Ka) / b= 100 Nimm NOTE 12 The numbers of teoth of vitual spur gears inthe normal section can be calculated approximately as: ee es ‘cosy ess Method B can also be used, elther approximately or with further auxiliary factors, for gears in accordance with the following: - internal gears; - materials combination other than steel/steel; - shaft-hub assembly other than under ), e.g. with fitted key - specific loading (F; K,) / b < 100 N/mm. 9.3.1 Single stiftness c” For gears having features listed under 9.3 a) to g) the following equation provides acceptable average values: ©” = Cp Oy Cp Cy cosp (128) 9.3.1.1 Theoretical single stiffness c’y, C'y, is appropriate to solid disc gears and to the specified standakd basic rack tooth profile. c'y, for a helical Gears the theoretical single stiffness relevant to the appropriate virtual spur gear (see note 12).ISO 6336-1:1996(E) @Iso a) Determination by calculation - Method B1_c’y, can be calculated for gear teeth having the basic rack profile specified in note 13 using equations (127) and (128). cee + (12) 7 where q’ is the minimum vaiue for the flexibility of a pair of teeth (compare with definition of c* in 9.1); = Cy + Cpleny + Caltng + Cy Hy + (Cg XyV2qy + Cy Xp + (Cp XpNl2qo + Cy X47 + Cy Xo? (128) See table 7 for coefficients C, to Cy NOTE 13 - Series progression in accordance with 9.2.2 for gears with basic rack profile: ap = 20% ao = my yp = 1.2 my. and pyp = 0.2 my. Equations (127) and (128) apply forthe range x; 2 x9; 0,5 5 x4 + xp < 2,0. Deviations of actual values from calculated values in range 100 < Fy/6 < 1600 Nim aro botween +5% and ~B%, Table 7 ~ Coefficients for equation (128) o © o, o o % o o o 0.04723 0,15551 | 0,25791 l -0,00635, I 0.11654 l -0,00193 I -0,24188 I 0,00529 l 0,00182 | b) Graphical values - Method B2 c’y, can be read from figure 29 as a function of the virtual numbers of teeth %, and the addendum modification coefficients of pinion x, and wheel xp. 9.3.1.2 Correction factor Cy Gy accounts for the difference between the measured values and the theoretical calculated values for solid disc gears: Cy = 0.8 9.3.1.3 Gear blank factor Cy Cp accounts for the flexibility of gear rims and webs. The following provides mean values of Gp, suitable for use when the mating gear body is equally stiff or stifer. For solid dise gears Cast NOTE 14- The adoption of these average values is permissible considering the other uncertainties. Thus, for instance, the tooth stitiness of a gear of webbed design is not constant over the facowidth. a) Determination by calculation Cp can be calculated using equation (128). It is consistent with curves in figure 30, within -1% to +7%. Pa amie.) opt rd (129) Boundary conditions: when b,/b < 0,2 substitute 6,/b = 0,2 when b5/b > 1,2 substitute b5/b = 1,2 when splmy <1 substitute sp/m, = 1 b) Graphical values Cj, can be read from igure 30 as a function of gear rim thickness sq and central web thickness b,. 9.3.1.4 Basic rack factor Cp Cz accounts for the deviations of the actual basic rack profile of the gear, from the standard basic rack profile (ISO 53). z a) When o'y, from figure 29 is used as a basis, then: Og = {1 + 0,5(1,25 ~ hyplm,)] [1 ~ 0,02(20° ~ app)] (130) 80©1so 1$0:6336-1:1996(E) The influence of the radius of curvature of the fillet of the basic rack profile pyp is negligibly small and therefore neglected” For gear tooth profiles according to the standard basic rack (ISO 53), with app = 20%, hap = My. yp = 1,25 my and pyp = 0,25 my: Cyst ) When c’y, from equations (127) and (128) is used as a basis: Cy = [1 + 0,5(1,2 ~ hyp/mg [1 ~ 0,02(20° ~ appy)] on(131) For gear teeth according to basic rack profile apy = 20°, Map = My hyp = 1,2 My. and pgp = 0.2 my? Cyat When the pinion basic rack dedendum is different from that of the wheel, the arithmetic mean of Cg, for a gear pair conjugate to the pinion basic rack and Cao for a gear pair conjugate to the basic rack of the wheel is used: .5(Cay + Cao) (132) 9.3.1.5 Additional information a) Helical gearing The theoretical single stiffness of the teeth of virtual spur gears of a helical gear pair is transformed by the term cos B in equation (126) from the normal into the transverse theoretical single stiffness 'j, of the teeth of the helical gears. b) Internal gearing Approximate values of the theoretical single stiffnesses of internal gear teeth can also be determined from figure 29 or equations (127) and (128), by the substitution of infinity for Zp. ) Material combinations For material combinations other than steel with steel, the value of co’ can be determined from the following equation: o- ean (E) (133) where 266 Ee 194) B+e (E/Eg) = 0,74 for steeVgrey cast iron, (E/Eq) = 0,59 for grey cast iron/grey cast Iron. 4d) Shaft and gear assembly If the pinion or the wheel or both are assembled on the shaft(s) with a fitted key, the single stiffness, under constant load, varies between maximum and minimum values twice pet revolution. ‘The minimum value is approximately equat to the single stiffness with interference or spline fits. ‘When one gear of a pair is press fitted onto a shaft with a fitted Key, and the mating gear is assembled with its shaft by means of an interference or splined fiting, the average value of single stiffiess is about 5 % dreater than the minimum. When both gears of a pair are push fitted onto shafts with fitted keys, the average single stiffness is about 10 % greater than the minimum. a 25) These equations ilustrate tho trends. Since statements about tooth sins are subject 1 uncertain, during calculations consideration Of the influences represented by the factors Gg can be neglected. 81ISO 6336-1:1996(E) Iso ©) Specitic loading (F, Kq/ b)< 100 Nim At ow speci loading, the single sitness decreases with reduced load”®), By way of approximation, when (F, Kx) / 6 < 100 N/mm: Cin Cu Cr Op 008 B IMF, Ky / 6) / 100]5 wa 135) 9.3.2 Mesh stiffness c, Following the methods quoted in 9.2.2 for spur gears with ¢,, stiffness: 1,2 and helical gears with < 30°, the mesh G, = 6 (0,75 ¢, + 0.25) (138) with o” according to equation (126). The value c, can be up to 10 % less than values from equation (136) when for spur gears 6, < 1,2. 9.4 Determination of the stifiness parameters c’ and c, according to method C ‘Subject to the conditions and assumptions described in 9.2.3 for method C, average values are given to be used, in general, for estimates, also for the determination of dynamic, face, joad and transverse load factors of industrial gears and gears of similar requirements with features as'follows@”): a) external and internal cylindrical gear b) basic rack profile complying with ISO 53; ) spur and helical gears with p< 30 °; ) gear pairs with transverse contact ratio, 1,2 <¢, < 1,9: ©) gear pairs with steel/stee! material combination; f) solid disc gears: 9) any shatt-hub fitting; h) specific loading (F; Ky) / b 100 Nmm, single stiffness 14 Ni(mm-ym) (137) mesh stiffness 6, = 20 N(mm-ym) (138) With the aid of conversion factors or experimental data, the values obtained by (137) and (198) can be modified to be used in an extended range of application: - conversion to suit other gear blank designs using equation (129); : - conversion to sult gears conjugate to different basic rack profiles using equation (131); - conversion to suit other materials combinations using equations (133) and (134). 25) When (Ky)/’B> 100 Nmm, canbe assumed to bo constant 2 Values derived from equations (137) and (138) deviate trom those derived rom equation (128) by no more than + 20% if conditions a) to 9) are met 82©1so ISO 6336-1:1996(E) number of teeth z pa . 8 a3 8 88888 8 [7 4 gs 3 PS | 5 * r e K 3 5 | 2 1S |e = lo 7 Example: mes, rt88 me oi one YO Nm NOTE - See note 12 in 9.8 forthe calculation of Zqy and Zag. eu igure 29 - Theoretical single stit ness of teen and virtual spur (of helical) gears, conjugate to a basic rack profile, 80 58: ap = 20" hyp = My hyp = 1.25 yy pyp = 0,25 my; steal/steel; method 82 3.1.4). 83ISO 6336-1:1996(E) @Iso 1,0 1,0 0,95} 09 jhabs= 40, 0,85) ; , | 08 S o7 07 0, 06 0,52 0 O01 02 03 04 05 06 07 08 09 10 11 12 1,3 be ey b Figure 30 - Wheel blank factor Cp: mean values for mating gears of similar or stiffer wheel blank design. a4@1so 180 °6336-1:1996(E) Annex A (Informative) Guide values for crowning and end relief of teeth of cylindrical gears Well designed crowning and end relief have a beneficial influence on the distribution of load over the facewidth of @ gear (see clause 7). Design details should be based on a careful estimate of the deformations and manufacturing deviations of the gearing of interest. If deformations are considerable, helix angle modification might be superposed aver crowning or end relief, but well designed helix modification is preferable. AA Amount of crowning Cy The following non-mandatory rule is drawn from experience: the amount of crowning which is necessary to obtair MQ acceptable distribution of load can be determined as follows: \ by Subject to the limitations 10 um < Cy s 40 wm plus a manufacturing tolerance af 5 ym to 10 ui, and thatthe value ‘cqy/b would have been greater than 1 had the gears not been crowned, Cp = 0,5 Fixe gy (880 figure 10b)). b The initial equivalent misalignment Fay gy shall be calculated . Figure A.1 - Amount of crowning Cay and ‘as though the gears were not crowned, using a modified width Bip (see 7.6.2.2) version of equation (69) in which 1,0 fy, is substituted for 1,83 fgyi See equation (A.1). Furthermore, f,, shall be determined as though the gears were not crowned in accordance with 7.6.2.2. So as to avoid excessive loading of tooth ends, instead of deriving fing from 7.6.3, the value shall be calculated as: frac 15 fap Thus the crowning amount: Op = O.5lfgy + 115 fg) of AA) When the gears are of such stiff construction that fy, can for all practical purposes be neglected, or when the helices have been modified to compensate for delormation at mid-facewidth, the following value can be ‘substituted: Sp hap (2) Subject to the restriction 10 um < Cy s 25 um plus a manufacturing tolerance of about 5 jum, 60 % to 70 % of the above values are adequate for éxtremely accurate and reliable high speed gears. } A2 — Amount Gy and width bq of end relief jer Dr by» Method A.2.1: This method is based on an assumed value for the equivalent misalignment ofthe gear pair, without end aH x it relief and on the recommendations for the amount of gear ° N= crowning. by: iss ed a) Amount of end relief : For through hardened gears: Cy) ~ Fpx oy Plus a alt manufacturing tolerance of 5 to 10 um. Figure A.2 - Amount and width of ond vali (e622) 85ISO 6336-1:1996(E) ©1so Thus, by analogy with Fy, gy in A.1, Cyy Should be approximately: aay = fan + 15 fap (3) For surface hardened and nitrided gears: Cy ~ 0.5 Fy gy Plus & manufacturing tolerance of 5 to 10 um. Thus, by analogy with Fy, gy in At, Cyjy should be approximately: Siu = 5Uigh + 15 fp) (AA) When the gears are of such stitf construction that fy, can for all practical purposes be neglected, or when the helices have been modified to compensate deformation, proceed in accordance with equation (A.2) 60 % to 70 % of the above values is appropriate for very accurate and reliable gears with high tangential velocities. 'b) Width of end relief For approximately constant loading and higher tangential velocities: ‘bq ts the smatier of the values (0,1 ) or (1,0 m) The following is appropriate for variable loading, low and average speeds: bred = (0.5 to 0,7)b (AS) Method A.2.2: This method is based on the deflection of gear pairs assuming uniform distribution of load over the facewidth: Both = Fin /(b Gy), where Fry = F Ky Ky (A8) For highly accurate and reliable gears with high tangential velocities, the following are appropriate: yay = 2 00 3)8 un (A7) Brag = (0.8 to 0,9)6 (AB) For similar gears of lesser accuracy: Sua = t0 45.45, AA9) Dred = (0,7 10 0,8)b -AAA0) o 86©1sO 1S0 6336-1:1996(E) Annex B (Informative) Guide values for the application factor Ky, “The application factor Ka Is used to modify the value of F; to take into account loads additional to nominal loads which are imposed on the gears from external sources. The empirical guidance values in table B.1 can be used (for industry gears and high speed gears). " Table B.1 - Application factor Ky Working characteristics of the driven machine Working characteristics of the driving machine Unitorm Ught Moderate Heavy shocks shocks: shocks Uniform 1,00 1.25 1,50 1,75 Light shocks 1,10 1,85 1,60 1,85 Moderate shocks 1,25 1,50 175 2,00 Heavy shocks 1,50 175 2,00 2.25 or higher The values apply to the nominal torque of the machine under consideration, or alternatively to the nominal torque of the driving motor, as long as this corresponds to the torque demand of the driving machine (see 4.2.1). The values only apply to transmissions which operate outside the resonance speed range under rolatively steady loading. If operating conditions involve unusually heavy loading, motors with high starting torques, intermittent service or heavy repeated shock loading, service brakes with a torque greater than the driving-motor, the safety of the static and limited life load capacity of the gears shall be verified (see also ISO 6336, parts 2 and 3). Examples: 8) __Turbine/generator In this system short circuit torques of up to 6 times the nominal torque can occur. ‘Such overloads can be shed by means of safety couplings. b) Electric motor/compressor if pump and torsional natural frequencies coincide, considerable alternating stresses can occur. c) __ Heavy plate and billet rolling mills Initial pass-shock-torques up to 6 times the rolling torque shall be taken into account. d) Drives with synchronous motors Alternating torques up to 5 times the nominal torque can occur briefly (approximately 10 amplitudes) on starting; however, hazardous alternating torques can often be completely avoided by the appropriate detuning measures. Information and numerical values provided here cannot be generally applied. The magnitude of the peak torque depends on the mass spring system, the forcing term, safety precautions (safety coupling, protection for unsynchronized switching ot electrical machines) etc. Thus in critical cases careful analysis should be demanded. It is then recommended that agreement is reached on suitable actions. If special application factors are required for specific purposes, these shall be applied (e.g. because of a variable duty list specified in the purchase order, for marine gears according to the rules of a classification authgrity). ‘Where there are additional inertial masses, torques resulting from the flywheel effect are to be taken into consideration. Occasionally braking torque provides the maximum loading and thus influences calculation of load capacity. e71SO 6336-1:1996(E) ©Iso Itis assumed the gear materials used should have adequate overload capacity. When materials used have only marginal overload capacity, designs should be laid out for endurance at peak loading. The Kg value for moderats, average, and heavy shocks can be reduced by using hyaraulic couplings or torque matchéd elastic couplings, and especially vibration-attenuating couplings when the characteristics of the couplings so permit. ‘Table B.2 - Examples for driving machines with various working characteristics ‘Working Driving machine characteristics Uniform Electric motor (e.g. DC maton), sjeam or gas turbine with uniform operation”? and small rarely occurring starting torques Light shocks Steam turbine, gs turbine, hydraulic or electic motor (lage, frequently occurring starting torques) Moderate shocks | Multiple cylinder internal combustion engines Heavy shocks | Single cylinder internal combustion engines 7) Based on vibration teats or on experience gained from sila instafatone 2) $00 service te graphs Zyr Yur f0F the material In 1SO 6396, parts 2 and 8. For consideration of momentary acting overload torques, £09 examples under table B.1 ‘Table B.3 - industrial gears: Examples of working characteristics of driven machine Working Driven machines characteristics Uniform Steady load current generator; uniformly loaded conveyor belt or platform conveyor; worm conveyor: fight lifts; packing machinery; feed drives for machine tools; ventilators; light-weight centrifuges; centrifugal pumps; agitators and mixers for light liquids or uni- form gensty materials; shears; presses, stamping machines"); vertical gear, running gear. Light Non-uniformly (ce. with piece or baiched components) loaded conveyor belts or plat- shocks form conveyors; machine tool main drives; heavy Iifts; crane slewing gear; industrial and mine ventilator; heavy centrifuges; centrifugal pumps; agitators and mixers for viscous liquids or substances of non-uniform density; mutt-cylinder piston pumps, distribution pumps; extruders (general); calenders; rotating kilns; rolling mill stands °) (continuous zinc and aluminium strip mills, wire and bar mills). Moderaie shocks | Rubber extruders; continuously operating mixers for rubber and plastics: ball mis (light); wood-working machine (gang saws, lathes); billet rolling mills®) 4); iting gear; single cylinder piston pumps. ) Heavy Excavators (bucket wheel drives), bucket chain drives; sieve drives; power shovels, ball shocks mills (heavy); rubber kneaders, crushers (stone, ore); foundry machines; heavy distr bution, MPS: rotary dis; rick presses: de-barking mils; peeling machines; cold strip;°)"® briquette presses; breaker mils. 7) Nominal orque = maxima cuting, pressing or stamping taut 2} Nominal torque = maximum staring torque 3) Nomina! torque = maximum roling torque. 4) Torque from current limitation. : 5) Ky Up 10 20 because of frequent stip cracking.©1so 180 '6336-1:1996() ‘Table B.4- High speed gears and gears of'similar requirement: Examples of the working characteristics of driven machines: Working Driven machine characteristics Uniform Centrifugal compressors for ait conditioning installation, for process gas; dynamometer test rig; base oF steady load generator and exciter; paper machinery main drives. Wousraie | Centrifugal compressors for air or pipelines; axial compressors; cantritugal fans; peak ‘shocks, foad generators and exciters; centrifugal pumps (all types other than those listed below): axialflow rotary pumps: paper industry; Jordan or refining machines, machine auxiliary drives, stampers. Medium Rolary-cam blower; rotary-cam compressor with radial flow; piston compressor (3 or shocks more sylinders); ventilator suction-fans, mining and industrial (large, frequent start-up Cycles); centrifugal boiler-feed pumps; rotary cam pumps, piston pumps (3 or more cylinders). Heavy Piston compressor (2 oylindars); centrifugal pump (with water tank); sludge pump: shocks piston pump (2 cylinders).ISO 6336-1:1996(E) o1so Annex C (Informative) Derivations and explanatory notes NOTE 15 « 6336, 1e notes in this annex are intended to assist the user's understanding of formulae used in this part of ISO C.1_—_ Derivation of equation (56) from the elastic torsional and bending deflections of the pinion Figure C.1 shows the deformation of a pinion due to bending and torsion when the load is distributed uniformly. ‘The following Is the equation of torsional deflection under uniform toad distribution, ~ 8 Fld (bh, (y . §) CA o> 4 rane (2) (0 &) tC.) The maximum value of f,ocours at & = 1 and is - 4 Fnlb (oF fine = 4 halt (2) AC2) Frs/® under a unitorm load dlatbution bending component only torsional componont only @ 4@ fy max Femax fete tine ] torsional and bending component im ean value for torsional detiection fem ‘mean value for bending deflection femex maximum torsional deliection ofthe pinion forex maximum bending deflection of the pinion Figure C.1 - Deflection of pinion shaft and pinion teeth ction mean value of ‘oth deflection 90Iso ISO 6336-1:1996(E) Mean value = [Ade = 3 hme (C3) ‘The following is the equation of the bending deflection when the load is evenly distributed across the facewidth. fae fee (ale ee of eeG aq (C4) ‘The maximum value of f, occurs at & = 1/2 and is 2 Fnlb (b\(t _ 7) (C5) fom = 2 Fal? (2) 3) co) Mean value ta = PSE 9) From which follows as an approximation fom = E booet 02) The total deformation component of equivalent misalignment is the sum of the mean values of torsional and bending deflections. 3 Faw = fom * fn = ¥ omen * fe) (C8) To obtain the deformation component of Fay inclusive of a proportional amount of the running-in allowance, it is necessary to multiply the deformation component of equivalent misalignment by the factor zp. The face load factor Kijg is as defined in 7.3.1, equation (38): (FIP ee Fal? Kin = .(C.9) Il the deflections calculated above are introduced into equation (38), the following is obtained: Fn 6 | FE + Um * om - 4) 1000 ‘e Fnlb % =AC.10) 45 Sta Mn * fp) 1000 Fld } lp = 1 5 Bop He mee * fmm) 1000 from which follows equation (56). C2 Explanatory notes to equations (69) and (70) ‘The factor 1,33 in equations (69), (70), and (71), corrects the error arising from the assumption that the elastic deformation ‘gy Is linear. Using the linear deformation formulation with 1,33 fgyy the same value of Kip is calculated, as with the actual parabolic deformation and 1,0 fy, (see figure ©.2)- a11S0 6336-1:1996(E) @1s0 ‘The following applies to equation (70): When correct patterns which are suitable n both size and postion are obtained (see figure 16), one or more of the following is implied: 4) components have been correctly manufactured and assembled in accordance with an adequate design specification; 1) manufacturing deviations of the assembled components partially cancel each other and the deviations may be less than the permissible values according to ISO 1328-1 ) manufacturing component fq and the deformation component fj of mesh alignment are mutually compensatory. Afsh,! chet ae 2 A fang = Blen 4 fans = Bhan (parabolic deflection) { (linear deflection) actual deflection occurring assumed deflection Fal foe . 44 Slime 4. 158 Alas Fy{b In ey where £(f= w/c) is the tooth deflection. Figure C.2 ~ Elastic deflection of the pinion fy, (principle). Comparison of actual and assumed progression 92@1so 1a} 2 (4) 8) (6) 7) [8] {9 1SO 6336-1:1996(E) Annex D (Informative) Bibliography Hirt M. "EinfluB der ZahnfuBausrundung auf Spannung und Festigkeit von Geradstimnradern’, Doctorate dissertation, Technische Universitat Mdnchen, 1976. Strasser, H. "Einflisse von Verzahnungsgeometrie, Werkstoff und Warmebehandlung auf die ZahnfuBtragtahigkeit’, Doctorate dissertation, Technische Universitat Minchen, 1984. Brossman, U. “Uber den Eintlu8 der ZahnfuBausrundung und des Schragungswinkels auf Beanspruchung und Festigkelt schragverzahnter Stimrader’, Doctorate dissertation, Technische Universitat Manchen, 1979. |ANSVAGMA 2001-888; Fundamental Rating Factors and Calculation Methods for Involute Spur and Helical Gear Teeth, May 1988. DIN 3990: Grundlagen far die Tragtahigkeitsberechnung von Gerad- und Schragstimradern, Beuth Verlag BMGH, Berlin, Kéin, 31, December 1980. JGMA 6101-01; Calculation of Bending Strength for Spur and Helical Gears, March 1988. GMA 6102-01; Calculation of Surface Durability (Pitting Resistance) for Spur and Helical Gears, ‘March 1989. TGL 10545: Tragtahigkeltsberechnung von aupenverzahnten Stirnradern, November 1988. 180 54: 1977, Cylindrical gears for general and heavy engineering, modules and diametral pitches.ISO 6336-1:1996(E) e1so Ics 21.200 Descriptors: gears, clinical gers, spur gears, helical goars, foxé capacity, rules of caleulation, generalities, Price based on 85 pagese180 Ics 21.200 Descriptors: oars, cyincical gears, sour goars, helical gears, losd capacity, rules of calculation, generals. Price based on 93 pages