See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/281462445

Complete Efficiency Analysis of Two-Input Planetary Gear Pair Entities

Research · September 2015

DOI: 10.13140/RG.2.1.3497.3920

CITATIONS READS
0 394

1 author:

Essam Lauibi Esmail

University of Al-Qadisiyah
55 PUBLICATIONS   143 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

POWER FLOW AND EFFICIENCY ANALYSIS OF PLANETARY GEAR TRAINS View project

GRAPH-BASED ALGORITHM FOR POWER CIRCULATION AND EFFICIENCY ANALYSIS OF A PLANETARY GEAR REDUCER View project

All content following this page was uploaded by Essam Lauibi Esmail on 04 September 2015.

The user has requested enhancement of the downloaded file.

 Complete Efficiency Analysis of Two-Input Planetary Gear
Pair Entities
Essam Lauibi Esmail
Assistant Professor, Department of Mechanical Engineering,
University of Al-Qadisiyh, Iraq

Abstract
A methodology is presented for obtaining the analytical expressions for the efficiency of
two-input planetary gear pair entities. The method is based on relative velocities, torque
ratios and the concept of rolling and coupling powers. The torque ratios, which are
obtained from the rolling powers, allows obtaining the efficiency expressions in a simpler
manner. The formulas deduced for the estimation of efficiency in two-degree-of freedom
GPE are not in complete agreement with those reported by Pennestri and Fredenstein.
New efficiency formulas which cover operating conditions not considered previously, are
deduced. The operating speed ranges are also determined.

Introduction
A literature review shows that most of the previous work on efficiency analysis is based
upon the equilibrium of power and torque. Various approaches have been proposed for
the computation of efficiency in spur gear systems and for the derivation of analytical
expressions of the efficiency of geared mechanisms [5-24]. The formulas deduced by
Radzimovsky[1], are embodied by Pennestri and Fredenstein in their systematic method
for mechanical efficiency analysis of PGT[2 and 4], and are also used in experimental
analysis[15]. The approach of Pennestri and Fredenstein was used by Pennestri et.al. in a
recent work[3]. Although the procedure of deriving the formulas are somewhat different
in some papers, the derived formulas are similar [1-4]. Pennestri and Freudenstein [2]
reported the following expression for the overall efficiency 𝜂𝐸 of a simple two-degree-
of freedom gear train , in which links m and n are input links and link p is the output link:

𝜔𝑝
𝜂𝐸 = 𝜔′𝑝 𝜔′′
(1)
𝑝
+
𝜂𝑛(𝑚−𝑝) 𝜂𝑚(𝑛−𝑝)

Equation 1 was originally reported by Radzimovsky in reference[1]. Most of the analyses

performed later [2-4] are based on the equilibrium of torques suggested by Radzimovsky.
Radzimovsky’s formulas were derived on the implicit assumption that the input powers
flowing in the three-links gear pair entity (GPE) is the sum of the input powers flowing in
the GPE with one of the inputs is fixed. Mathematically, this assumption was expressed
in Reference [2] (Equation (39)) in the following form:
 𝑃𝑝
𝜂𝐸 = 𝑃′𝑝 𝑃′′
(2)
𝑝
( + )
𝜂1 𝜂2

Actually, the two rolling powers can have the same sign or opposing signs, i.e. have
power flows which move in the same direction or in opposite directions. The shaft input,
can thus constitute the sum of these two inputs or the difference between them. In the
first case, the summation of the two dissipative rolling powers remain equal to the total
dissipative rolling power of the GPE and the power losses are equivalent. The efficiency
formulas remain the same as those proposed by Radzimovsky. But with the two rolling
powers going in opposite direction, the dissipative rolling power of the GPE then
becomes correspondingly equal to the difference between the partial rolling powers.
In principle the reasoning followed by Lucas is similar to the one of Pennestri. However,
the algebraic structure of the formulas deduced is different. Reference [25] reports the
following Expression

𝐸𝑖,𝑗 (1 − 𝑅𝑖,𝑗 ) 𝜔𝑗 ⁄𝜔𝑖

𝜂𝐸 =
𝑅𝑖,𝑗 (1 − 𝑅𝑖,𝑗 ) + (𝐸𝑖,𝑗 − 𝑅𝑖,𝑗 )(𝜔𝑗 ⁄𝜔𝑖 − 𝑅𝑖,𝑗 )

−1
where 𝐸𝑖,𝑗 is the efficiency factor and 𝑅𝑖,𝑗 = 𝑁𝑖,𝑗 . In fact, Lucas states that “…the
efficiency factor may be greater than unity.”. The above Equation is used for the case of
input power on both link i and carrier c.
In most papers, however, emphasis has not been given to the power flow directions. As a
result, the misunderstanding that Radzimovsky 's equation is a correct analytical result is
wide-spread. Therefore, it is important to develop an explicit and general method for
calculating the efficiency of two-input planetary GPE. In this paper, the rolling power
method will be applied to identify the efficiency characteristics and for the derivation of
analytical expressions of the efficiency of two-input GPEs. The formulas deduced for the
estimation of efficiency in two-degree-of freedom GPE are not in complete agreement
with those reported by Radzimovsky [1], Pennestri and Freudenstein [2], Pennestri et.al.
[3], and Pennestrì and Valentini [4]. This is probably due to their assumption that the
overall efficiency of the two-input GPE is determined from the efficiencies of the GPE
when one of the input shafts is fixed, without taking account of the rolling power flow
directions.

Efficiency of a Two-input gear pair entity

With reference to Figure 1, let us assume, that the power is flowing into the system
through links i and j:
Figure 1 Internal and external gear pair entities with links i and j as input links and link c
as the output link.

The somewhat confusing relationship between the speeds in three-shaft drive trains was
greatly clarified in 1841 when Willis showed that the complex general state of motion
can be explained as the superposition of two very simple partial motions. Starting from
this concept he derived an equation which allows the determination of all of the speed-
ratios of the revolving drive trains.
The first partial motion is the rotation of the central gears-turning in mesh with the
planets-relative to the carrier. Consequently, it is equivalent to the motion of the basic
𝜔𝑖′
gear train whose carrier is stationary and = 𝑁𝑖,𝑗
𝜔𝑗′

𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′ (3)

Where 𝜔𝑖′ and 𝜔𝑗′ are the speeds of the central gear shafts relative to the carrier. The
first partial speed of the carrier, relative to itself, is 𝜔𝑐′ = 0, while the total speed of the
carrier 𝜔𝑐 is not necessarily equal to zero.
If the principle of conservation of energy is applied to these partial motions, it follows
that the sum of the rolling powers, including their associated power losses, and the sum
of the coupling powers must equal zero. The rolling and coupling-powers of each of the
meshing gears i and j can be positive or negative and flow in the same or opposite
directions depending on the magnitude and the sign of their speeds. This important
properity shall be investigated in detaill on an internal and external GPEs with links i and
j as input links.

Case 1 (a) 𝑵𝒊,𝒋 < 𝟎

If 𝜔𝑖′ > 0 , and since 𝑁𝑖,𝑗 < 0 , then from Eq. (3), 𝜔𝑗′ < 𝑜 , and 𝜔𝑖′ > (𝜔𝑐′ = 0) > 𝜔𝑗′ .
Since an input link always introduces a positive power into the GPE, consequently, the
torque T and the speed ω carry the same signs, while an output link always introduces a
negative power into the GPE so that T and ω carry opposite signs.
If 𝑇𝑖 > 0 , then gear i is the input gear, gear j is the output gear in the moving reference
frame in which the carrier c appears fixed, and 𝑇𝑗 > 0 also.
From 𝑇𝑖 + 𝑇𝑗 + 𝑇𝑐 = 0
𝑇𝑐 = −(𝑇𝑖 + 𝑇𝑗 ) < 0

The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,

𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′ (4)

𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐 (5)
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

For gears i and j to be inputs in the fixed reference frame, and since 𝑇𝑖 > 0 and 𝑇𝑗 > 0,
then 𝜔𝑖 and 𝜔𝑗 must be positive (𝜔𝑖 𝑎𝑛𝑑 𝜔𝑗 > 0).

𝜔𝑖′ > (𝜔𝑐′ = 0) > 𝜔𝑗′

𝜔𝑖′ + 𝜔𝑐 > 𝜔𝑐 > 𝜔𝑗′ + 𝜔𝑐
𝜔𝑖 > 𝜔𝑐 > 𝜔𝑗 > 0

From Eq. (6), 𝜔𝑐 must be larger than |𝜔𝑗′ |, for 𝜔𝑗 to be positive.

By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
1
𝜔𝑖 = 𝜔𝑖′ (1 − )>0
𝑁𝑖,𝑗
1
𝑇𝑖 𝜔𝑖′ (1 − )𝜂 − 𝑇𝑐 𝜔𝑗′ = 0
𝑁𝑖,𝑗 𝑗(𝑖−𝑐)
 1 𝜔𝑖′
𝑇𝑖 𝜔𝑖′ (1− )𝜂 − 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑗(𝑖−𝑐) 𝑁𝑖,𝑗
1 𝑇𝑐
𝑇𝑖 (1 − ) 𝜂𝑗(𝑖−𝑐) − =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ < 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) < 0
𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝜔𝑖′ 𝜂𝑖(𝑐−𝑗) = 0
𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ 𝜂𝑖(𝑐−𝑗) = 0
𝑇𝑗 (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗) = 0
𝑇𝑗 (1 − 𝑁𝑖,𝑗 )
𝑇𝑐 =
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗) 𝑇𝑗
=
(1 − 𝑁𝑖,𝑗 ) 𝑇𝑐
1 𝑇𝑐
𝑇𝑖 (1 − ) 𝜂𝑗(𝑖−𝑐) − =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
1
𝑇𝑐 = 𝑇𝑖 𝑁𝑖,𝑗 (1 − )𝜂
𝑁𝑖,𝑗 𝑗(𝑖−𝑐)
𝑁𝑖,𝑗 − 1
𝑇𝑐 = 𝑇𝑖 𝑁𝑖,𝑗 ( ) 𝜂𝑗(𝑖−𝑐)
𝑁𝑖,𝑗
1 𝑇𝑖
=
(𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐) 𝑇𝑐
𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝜔 +
𝑇𝑐 𝑖 𝑇𝑐 𝜔𝑗
𝜔𝑐
𝜂𝐸 = −
1 𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝜔𝑖 + 𝜔
(𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐) (1 − 𝑁𝑖,𝑗 ) 𝑗
𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1) 𝑗

Case 1 (b) 𝑵𝒊,𝒋 < 𝟎

If 𝜔𝑖′ < 0 , and since 𝑁𝑖,𝑗 < 0 , then from Eq. (3), 𝜔𝑗′ > 𝑜 . 𝜔𝑗′ > 𝑜 > 𝜔𝑖′
If 𝑇𝑖 < 0 then gear i is the input gear, gear j is the output gear, and since 𝜔𝑗′ > 𝑜, then
𝑇𝑗 < 0. From 𝑇𝑖 + 𝑇𝑗 + 𝑇𝑐 = 0
𝑇𝑐 = −(𝑇𝑖 + 𝑇𝑗 ) > 0

The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,

𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′

𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

For gears i and j to be inputs, and since 𝑇𝑖 < 0 and 𝑇𝑗 < 0, then 𝜔𝑖 and 𝜔𝑗 must be
negative (0 > 𝜔𝑗 𝑎𝑛𝑑 𝜔𝑖 ).
𝜔𝑗′ + 𝜔𝑐 > 𝜔𝑐 > 𝜔𝑖′ + 𝜔𝑐

For 𝜔𝑗′ + 𝜔𝑐 to be negative, 𝜔𝑗′ + 𝜔𝑐 < 0, 𝜔𝑗′ < −𝜔𝑐

0 > 𝜔𝑗′ + 𝜔𝑐 > 𝜔𝑐 > 𝜔𝑖′ + 𝜔𝑐

0 > 𝜔𝑗 > 𝜔𝑐 > 𝜔𝑖

From Eq. (6), |𝜔𝑐 | must be larger than 𝜔𝑗′ , for 𝜔𝑗 to be negative.
By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ < 0
𝜔𝑖′
𝑁𝑖,𝑗 = ′
𝜔𝑗
𝜔𝑖′
𝜔𝑗′ =
𝑁𝑖,𝑗
 𝜔𝑖′
𝜔𝑖 = 𝜔𝑖′ −
𝑁𝑖,𝑗
Since 𝜔𝑖′ < 0, and 𝑁𝑖,𝑗 < 0 then
1
𝜔𝑖 = 𝜔𝑖′ (1 − )<0
𝑁𝑖,𝑗
𝜔𝑐 = −𝜔𝑗′ < 0
𝑇𝑖 𝜔𝑖 𝜂𝑗(𝑖−𝑐) + 𝑇𝑐 𝜔𝑐 = 0
𝜔𝑖′
= 𝑁𝑖,𝑗
𝜔𝑗′
𝜔𝑖′
− = −𝜔𝑗′ = 𝜔𝑐
𝑁𝑖,𝑗
′
1 𝜔𝑖′
𝑇𝑖 𝜔𝑖 (1 − )𝜂 − 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑗(𝑖−𝑐) 𝑁𝑖,𝑗
1 𝑇𝑐
𝑇𝑖 (1 − ) 𝜂𝑗(𝑖−𝑐) − =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′ > 0
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑐 = −𝜔𝑖′ = −𝑁𝑖,𝑗 𝜔𝑗′ > 0
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) > 0
𝑇𝑗 𝜔𝑗 + 𝜂𝑖(𝑐−𝑗) 𝑇𝑐 𝜔𝑐 = 0
𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝜂𝑖(𝑐−𝑗) 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ 𝜂𝑖(𝑐−𝑗) = 0
𝑇𝑗 (1 − 𝑁𝑖,𝑗 ) − 𝜂𝑖(𝑐−𝑗) 𝑇𝑐 𝑁𝑖,𝑗 = 0
𝑇𝑗 (1 − 𝑁𝑖,𝑗 )
𝑇𝑐 =
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗) 𝑇𝑗
=
(1 − 𝑁𝑖,𝑗 ) 𝑇𝑐
and
1 𝑇𝑐
𝑇𝑖 (1 − ) 𝜂𝑖(𝑐−𝑗) − =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
1
𝑇𝑐 = 𝑇𝑖 𝑁𝑖,𝑗 (1 − )𝜂
𝑁𝑖,𝑗 𝑖(𝑐−𝑗)
 𝑁𝑖,𝑗 − 1
𝑇𝑐 = 𝑇𝑖 𝑁𝑖,𝑗 ( ) 𝜂𝑖(𝑐−𝑗)
𝑁𝑖,𝑗
1 𝑇𝑖
=
(𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑐−𝑗) 𝑇𝑐
𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝑇𝑐 𝜔𝑖 + 𝑇𝑐 𝜔𝑗

𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1) 𝑗

Case 2 (a) 𝑵𝒊,𝒋 < 𝟎

If 𝜔𝑗′ > 0 and since 𝑁𝑖,𝑗 < 0 then from Eq. (3) 𝜔𝑖′ < 𝑜 , and 𝜔𝑗′ > 0 > 𝜔𝑖′
If 𝑇𝑗 > 0 then gear j is the input gear, gear i is the output gear, and 𝑇𝑖 > 0 also.
From 𝑇𝑖 + 𝑇𝑗 + 𝑇𝑐 = 0
𝑇𝑐 = −(𝑇𝑖 + 𝑇𝑗 ) < 0

The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,

𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′

𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

For gears i and j to be inputs, and since 𝑇𝑖 > 0 and 𝑇𝑗 > 0, then 𝜔𝑖 and 𝜔𝑗 must be
positive (𝜔𝑗 > 𝜔𝑐 > 𝜔𝑖 > 0). From Eq. (6), 𝜔𝑐 must be larger than |𝜔𝑖′ |, for 𝜔𝑖 to be
positive.

By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
 𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ < 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
′
𝜔𝑖′
𝜔𝑗 =
𝑁𝑖,𝑗
𝜔𝑖′
𝜔𝑐 = −𝜔𝑗′ = − <0
𝑁𝑖,𝑗
1
𝜔𝑖 = 𝜔𝑖′ (1 − )<0
𝑁𝑖,𝑗
𝑇𝑖 𝜔𝑖 + 𝜂𝑗(𝑐−𝑖) 𝑇𝑐 𝜔𝑐 = 0
1 𝜔𝑖′
𝑇𝑖 𝜔𝑖′ (1 − ) − 𝜂𝑗(𝑐−𝑖) 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗

𝑇𝑖 1 1
(1 − ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1 1
( ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1
( ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 1
𝑇𝑖 𝜂𝑗(𝑐−𝑖)
=
𝑇𝑐 𝑁𝑖,𝑗 − 1
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑐 = −𝜔𝑖′ = −𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) > 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗 + 𝑇𝑐 𝜔𝑐 = 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ = 0
𝑇𝑗 𝑁𝑖,𝑗
=
𝑇𝑐 𝜂𝑖(𝑗−𝑐) (1 − 𝑁𝑖,𝑗 )
𝑇𝑖 𝜂𝑗(𝑐−𝑖)
=
𝑇𝑐 𝑁𝑖,𝑗 − 1
 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝜔 +
𝑇𝑐 𝑖 𝑇𝑐 𝜔𝑗
𝜔𝑐
𝜂𝐸 = −
𝜂𝑗(𝑐−𝑖) 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(𝑁𝑖,𝑗 − 1) (1 − 𝑁𝑖,𝑗 )𝜂𝑖(𝑗−𝑐) 𝑗
𝜔𝑐
𝜂𝐸 =
𝜂𝑗(𝑐−𝑖) 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 ) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

Case 2 (b) 𝑵𝒊,𝒋 < 𝟎

If 𝜔𝑖′ > 0 and since 𝑁𝑖,𝑗 < 0 then from Eq. (3) 𝜔𝑗′ < 𝑜
If 𝑇𝑗 < 0 then gear j is the input gear, gear i is the output gear, and 𝑇𝑖 < 0 also.
From 𝑇𝑖 + 𝑇𝑗 + 𝑇𝑐 = 0
𝑇𝑐 = −(𝑇𝑖 + 𝑇𝑗 ) > 0

The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,

𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′

𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

For gears i and j to be inputs, and since 𝑇𝑖 > 0 and 𝑇𝑗 > 0, then 𝜔𝑖 and 𝜔𝑗 must be
negative (0 > 𝜔𝑖 > 𝜔𝑐 > 𝜔𝑗 ). From Eq. (6), |𝜔𝑐 | must be larger than 𝜔𝑖′ , for 𝜔𝑖 to be
negative. By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
 𝜔𝑖′
𝜔𝑗′ =
𝑁𝑖,𝑗
𝜔𝑖′
𝜔𝑐 = −𝜔𝑗′ = − >0
𝑁𝑖,𝑗
1
𝜔𝑖 = 𝜔𝑖′ (1 − )>0
𝑁𝑖,𝑗
𝑇𝑖 𝜔𝑖 + 𝜂𝑗(𝑐−𝑖) 𝑇𝑐 𝜔𝑐 = 0
′
1 𝜔𝑖′
𝑇𝑖 𝜔𝑖 (1 − ) − 𝜂𝑗(𝑐−𝑖) 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 1 1
(1 − ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1 1
( ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1
( ) = 𝜂𝑗(𝑐−𝑖)
𝑇𝑐 1
𝑇𝑖 𝜂𝑗(𝑐−𝑖)
=
𝑇𝑐 𝑁𝑖,𝑗 − 1
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ < 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑐 = −𝜔𝑖′ = −𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) < 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗 + 𝑇𝑐 𝜔𝑐 = 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ = 0
𝑇𝑗 𝑁𝑖,𝑗
=
𝑇𝑐 𝜂𝑖(𝑗−𝑐) (1 − 𝑁𝑖,𝑗 )
𝑇𝑖 𝜂𝑗(𝑐−𝑖)
=
𝑇𝑐 𝑁𝑖,𝑗 − 1
𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝑇𝑐 𝜔𝑖 + 𝑇𝑐 𝜔𝑗
𝜔𝑐
𝜂𝐸 = −
𝜂𝑗(𝑐−𝑖) 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(𝑁𝑖,𝑗 − 1) (1 − 𝑁𝑖,𝑗 )𝜂𝑖(𝑗−𝑐) 𝑗
 𝜔𝑐
𝜂𝐸 =
𝜂𝑗(𝑐−𝑖) 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 ) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

Case 3 (a) 𝟎 < 𝑵𝒊,𝒋 < 𝟏

If 𝜔𝑖′ > 0 and since 0 < 𝑁𝑖,𝑗 < 1, then from Eq. (3) 𝜔𝑗′ > 𝑜
If 𝑇𝑖 > 0 then gear i is the input gear, gear j is the output gear, and 𝑇𝑗 < 0 also.
The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,
𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′
𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

𝜔𝑖′ > 𝜔𝑗′ > 0

𝜔𝑖′ + 𝜔𝑐 > 𝜔𝑗′ + 𝜔𝑐 > 𝜔𝑐
𝜔𝑖 > 𝜔𝑗 > 𝜔𝑐

For gears i and j to be inputs, and since 𝑇𝑖 > 0 and 𝑇𝑗 < 0, then 𝜔𝑖 must be positive
and 𝜔𝑗 must be negative
𝜔𝑖 > 0 > 𝜔𝑗 > 𝜔𝑐

From Eq. (6), |𝜔𝑐 | must be larger than 𝜔𝑗′ , for 𝜔𝑗 to be negative.
By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑖′
𝜔𝑗′ =
𝑁𝑖,𝑗
 𝜔𝑖′
𝜔𝑐 = −𝜔𝑗′ = − <0
𝑁𝑖,𝑗
1
𝜔𝑖 = 𝜔𝑖′ (1 − )>0
𝑁𝑖,𝑗
𝜂𝑗(𝑖−𝑐) 𝑇𝑖 𝜔𝑖 + 𝑇𝑐 𝜔𝑐 = 0
1 𝜔𝑖′
𝜂𝑗(𝑖−𝑐) 𝑇𝑖 𝜔𝑖′ (1 − ) − 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 1 1
𝜂𝑗(𝑖−𝑐) (1 − )=
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1 1
( ) 𝜂𝑗(𝑖−𝑐) =
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1
( ) 𝜂𝑗(𝑖−𝑐) = 1
𝑇𝑐 1
𝑇𝑖 1
=
𝑇𝑐 (𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐)
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ < 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑐 = −𝜔𝑖′ = −𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) < 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗 + 𝑇𝑐 𝜔𝑐 = 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ = 0

𝑇𝑗 𝑁𝑖,𝑗
=
𝑇𝑐 𝜂𝑖(𝑗−𝑐) (1 − 𝑁𝑖,𝑗 )
𝑇𝑖 1
=
𝑇𝑐 (𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐)
𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝑇𝑐 𝜔𝑖 + 𝑇𝑐 𝜔𝑗
𝜔𝑐
𝜂𝐸 = −
1 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐) (1 − 𝑁𝑖,𝑗 )𝜂𝑖(𝑗−𝑐) 𝑗
 𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

Case 3 (b) 𝟎 < 𝑵𝒊,𝒋 < 𝟏

If 𝜔𝑖′ < 0 and since 0 < 𝑁𝑖,𝑗 < 1 then from Eq. (3) 𝜔𝑗′ < 𝑜
If 𝑇𝑖 < 0 then gear i is the input gear, gear j is the output gear, and 𝑇𝑗 > 0 also.
The second partial motion is an equal rotation of the central gear shafts and the
carrier, 𝜔𝑖′′ = 𝜔𝑗′′ = 𝜔𝑐′′ . No relative motions arise and the gear train rotates as a rigid
coupling.
If the two partial motions are superimposed, the total speed of each shaft is obtained as
the algebraic sum of its two partial speeds, that is,

𝜔𝑐 = 𝜔𝑐′ + 𝜔𝑐′′ = 0 + 𝜔𝑐′′

𝜔𝑖 = 𝜔𝑖′ + 𝜔𝑖′′ = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑗 = 𝜔𝑗′ + 𝜔𝑗′′ = 𝜔𝑗′ + 𝜔𝑐 (6)

0 > 𝜔𝑗′ > 𝜔𝑖′

𝜔𝑐 > 𝜔𝑗′ + 𝜔𝑐 > 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 > 𝜔𝑗 > 𝜔𝑖

For gears i and j to be inputs, and since 𝑇𝑖 < 0 and 𝑇𝑗 > 0, then 𝜔𝑖 must be negative
and 𝜔𝑗 must be positive
𝜔𝑐 > 𝜔𝑗 > 0 > 𝜔𝑖

From Eq. (6), 𝜔𝑐 must be smaller than |𝜔𝑖′ |, for 𝜔𝑖 to be negative.

By definition the mechanical efficiency 𝜂𝐸 of a two d.o.f. GPE is

𝑇𝑐 𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝜔𝑖 + 𝑇𝑗 𝜔𝑗
For 𝜔𝑗 to be zero
𝜔𝑗 = 0 = 𝜔𝑗′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑗′
So that
𝜔𝑖 = 𝜔𝑖′ − 𝜔𝑗′ > 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
′
𝜔𝑖′
𝜔𝑗 =
𝑁𝑖,𝑗
 𝜔𝑖′
𝜔𝑐 = −𝜔𝑗′ = − <0
𝑁𝑖,𝑗
1
𝜔𝑖 = 𝜔𝑖′ (1 − )>0
𝑁𝑖,𝑗
𝜂𝑗(𝑖−𝑐) 𝑇𝑖 𝜔𝑖 + 𝑇𝑐 𝜔𝑐 = 0
1 𝜔𝑖′
𝜂𝑗(𝑖−𝑐) 𝑇𝑖 𝜔𝑖′ (1 − ) − 𝑇𝑐 =0
𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 1 1
𝜂𝑗(𝑖−𝑐) (1 − )=
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1 1
( ) 𝜂𝑗(𝑖−𝑐) =
𝑇𝑐 𝑁𝑖,𝑗 𝑁𝑖,𝑗
𝑇𝑖 𝑁𝑖,𝑗 − 1
( ) 𝜂𝑗(𝑖−𝑐) = 1
𝑇𝑐 1
𝑇𝑖 1
=
𝑇𝑐 (𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐)
For 𝜔𝑖 to be zero
𝜔𝑖 = 0 = 𝜔𝑖′ + 𝜔𝑐
𝜔𝑐 = −𝜔𝑖′
So that
𝜔𝑗 = 𝜔𝑗′ − 𝜔𝑖′ < 0
𝜔𝑖′ = 𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑐 = −𝜔𝑖′ = −𝑁𝑖,𝑗 𝜔𝑗′
𝜔𝑗 = 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) < 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗 + 𝑇𝑐 𝜔𝑐 = 0
𝜂𝑖(𝑗−𝑐) 𝑇𝑗 𝜔𝑗′ (1 − 𝑁𝑖,𝑗 ) − 𝑇𝑐 𝑁𝑖,𝑗 𝜔𝑗′ = 0

𝑇𝑗 𝑁𝑖,𝑗
=
𝑇𝑐 𝜂𝑖(𝑗−𝑐) (1 − 𝑁𝑖,𝑗 )
𝑇𝑖 1
=
𝑇𝑐 (𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐)
𝜔𝑐
𝜂𝐸 = −
𝑇𝑖 𝑇𝑗
𝑇𝑐 𝜔𝑖 + 𝑇𝑐 𝜔𝑗
𝜔𝑐
𝜂𝐸 = −
1 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(𝑁𝑖,𝑗 − 1)𝜂𝑗(𝑖−𝑐) (1 − 𝑁𝑖,𝑗 )𝜂𝑖(𝑗−𝑐) 𝑗
 𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

Summery
1. Input links i and j , output link c
Case 1 (a) 𝑁𝑖,𝑗 < 0, and (𝜔𝑖 > 𝜔𝑐 > 𝜔𝑗 > 0)

(b) 𝑁𝑖,𝑗 < 0, and (0 > 𝜔𝑗 > 𝜔𝑐 > 𝜔𝑖 )

𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗)
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1) 𝑗

Case 2 (a) 𝑁𝑖,𝑗 < 0, and (𝜔𝑗 > 𝜔𝑐 > 𝜔𝑖 > 0)

(b) 𝑁𝑖,𝑗 < 0, and (0 > 𝜔𝑖 > 𝜔𝑐 > 𝜔𝑗 )

𝜔𝑐
𝜂𝐸 =
𝜂𝑗(𝑐−𝑖) 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 ) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

Case 3 (a) 0 < 𝑁𝑖,𝑗 < 1 , and (𝜔𝑖 > 0 > 𝜔𝑗 > 𝜔𝑐 )

(b) 0 < 𝑁𝑖,𝑗 < 1, and (𝜔𝑐 > 𝜔𝑗 > 0 > 𝜔𝑖 )

𝜔𝑐
𝜂𝐸 =
1 𝑁𝑖,𝑗
𝜔𝑖 + 𝜔
(1 − 𝑁𝑖,𝑗 )𝜂𝑗(𝑖−𝑐) (𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 𝑗

2. Input links i and c , output link j

Case 1 (a) 𝑁𝑖,𝑗 < 0, and (𝜔𝑖 > 0 > 𝜔𝑐 > 𝜔𝑗 )

(b) 𝑁𝑖,𝑗 < 0, and (𝜔𝑗 > 𝜔𝑐 > 0 > 𝜔𝑖 )

𝜔𝑗
𝜂𝐸 =
(𝑁𝑖,𝑗 − 1) 1
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗) 𝜔𝑐 + 𝑁𝑖,𝑗 𝜂𝑐(𝑖−𝑗) 𝜔𝑖

Case 2 (a) 0 < 𝑁𝑖,𝑗 < 1, and (𝜔𝑖 > 𝜔𝑗 > 𝜔𝑐 > 0)
 (b) 0 < 𝑁𝑖,𝑗 < 1, and (0 > 𝜔𝑐 > 𝜔𝑗 > 𝜔𝑖 )

𝜔𝑗
𝜂𝐸 =
(𝑁𝑖,𝑗 − 1)𝜂𝑖(𝑗−𝑐) 1
𝜔𝑐 + 𝑁 𝜂 𝜔𝑖
𝑁𝑖,𝑗 𝑖,𝑗 𝑐(𝑖−𝑗)

Case 3 (a) 0 < 𝑁𝑖,𝑗 < 1 , and (𝜔𝑐 > 𝜔𝑗 > 𝜔𝑖 > 0)

(b) 0 < 𝑁𝑖,𝑗 < 1, and (0 > 𝜔𝑖 > 𝜔𝑗 > 𝜔𝑐 )

𝜔𝑗
𝜂𝐸 =
(𝑁𝑖,𝑗 − 1) 𝜂𝑐(𝑗−𝑖)
𝜔 +
𝑁𝑖,𝑗 𝜂𝑖(𝑐−𝑗) 𝑐 𝑁𝑖,𝑗 𝜔𝑖

3. Input links j and c , output link i

Case 1 (a) 𝑁𝑖,𝑗 < 0, and (𝜔𝑖 > 𝜔𝑐 > 0 > 𝜔𝑗 )
(b) 𝑁𝑖,𝑗 < 0, and (𝜔𝑗 > 0 > 𝜔𝑐 > 𝜔𝑖 )
(c) 0 < 𝑁𝑖,𝑗 < 1 , and (𝜔𝑐 > 0 > 𝜔𝑗 > 𝜔𝑖 )
(d) 0 < 𝑁𝑖,𝑗 < 1, and (𝜔𝑖 > 𝜔𝑗 > 0 > 𝜔𝑐 )

𝜔𝑖
𝜂𝐸 =
𝑁𝑖,𝑗 (1 − 𝑁𝑖,𝑗 )
𝜔 +
𝜂𝑐(𝑗−𝑖) 𝑗 𝜂𝑗(𝑐−𝑖) 𝜔𝑐

References
[1]Radzimovsky, E. I., "How to Find Efficiency, Speed and Power Losses in Planetary
Gear Drives," Machine Design, June 11, pp. 144-153, 1959.

[2]Pennestri, E., Freudenstein, F., "The Mechanical Efficiency of Epicyclic Gear Trains,
"ASME Journal of Mechanical Design, Vol. 115, pp. 645-651, 1993.

[3]Pennestri, E., Mariti, L., Valentini, P. P., Mucino, V. H., "Efficiency Evaluation Of
Gearboxes For Parallel Hybrid Vehicles: Theory And Applications," Mechanism and
Machine Theory, Vol. 49, pp. 157-176, 2012.

[4]Pennestrì, E., Valentini, P. P., "A Review Of Formulas For The Mechanical Efficiency
Analysis Of Two Degrees-Of-Freedom Epicyclic Gear Trains, " ASME Journal of
Mechanical Design, Vol. 125, pp. 602-608, 2003.
[5] Anderson, N. E., and Lowenthal, S. H., 1982, "Design of Spur-Gears for Improved
Efficiency," ASME JOURNAL OF MECHANICAL DESIGN, Vol. 104, October,
pp. 767-774.

[6]Anderson, N. E., Lowenthal, S. H., and Black, J. D., 1986, "An Analytical Method to
Predict Efficiency of Aircraft Gearboxes," ASME JOURNAL OF MECHANISMS,
TRANSMISSIONS, AND AUTOMATION IN DESIGN, Vol. 108, September, PP-
424-432.

[7] Glover, J. H., 1965, "Efficiency and Speed-Ratio Formulas for Planetary Gear
Systems," Product Engineering, September 27, pp. 72-79.

[8] Yu,D.,andBeachley, N., 1985, "On the Mechanical Efficiency of Differential

Gearing," ASME JOURNAL OF MECHANISMS, TRANSMISSIONS, AND
AUTOMATION IN DESIGN, Vol. 107, March, pp. 61-67.

[9] Hsieh, H.I. and Tsai, L.W., ‘The selection of a most efficient clutching sequence
associated with automatic transmission mechanisms’, ASME Journal of Mechanical
Design 120, 1998, 514–519.

[10] del Castillo, J.M., ‘The analytical expression of the efficiency of planetary gear
trains’,Mechanism and Machine Theory 37, 2002, 197–214.

[11] Yada, T., ‘Review of gear efficiency equation and force treatment’, JSME
International Journal Series C – Mechanical Systems Machine Elements and
Manufacturing 40, 1997, 1–8.

[12]N. P. Belfiore, E. Pennestri and R. Sinatra, ”Kinematic and Power-Flow Analysis of

Epicyclic Gear Drives”, The Maple Technical Newsletter, 1, 47-55, (1994).

[13] del Castillo J M. Symbolic computation of planetary gear train efficiency. In:
European Congress on Computational Methods in Applied Sciences and Engineering
CIMNE, Barcelona, 2000

[14] Chen C, Angeles J. Virtual-power flow and mechanical gear-mesh power losses of
epicyclic gear trains. J Mech Des, 2007, 129: 107–113

[15] Mantriota G, Pennestrì E. Theoretical and experimental efficiency analysis of multi-

degrees-of-freedom epicyclic gear trains. Multibody Syst Dyn, 2003, 9(4): 389–408

[16] Esmail E L, Hassan S S. An approach to power-flow and static force analysis in

multi-input multi-output epicyclic-type transmission trains. J Mech Des, 2010,
132(1): 011009
 [17] C. Chen, T.T. Liang, Theoretic study of efficiency of two-dofs of epicyclic gear
transmission via virtual power, Journal of Mechanical Design 133 (3) (2011) 031007
http://link.aip.org/link/?JMD/133/031007/1, doi:10.1115/1.4003568.

[18] C. Cho, K. Hahn, J. Lee, Efficiency of the planetary gear hybrid powertrain,
Proceedings of the Institution of Mechanical Engineers, Part D: Journal of
Automobile Engineering 220 (2006) 1445–1454.

[19] J. Gomà Ayats, J. Vivancos Calvet, J. Minguella Canela, U. Diego-Ayala, F.

Fenollosa Artes, Power transmitted through a particular branch in mechanisms
comprising planetary gear trains and other fixed or variable transmissions,
Mechanism and Machine Theory doi:10.1016/j.mechmachtheory.2011.06.005.

[20]Duan, Q. H., Yang, S. R., "A Study On Power Flow And Meshing Efficiency Of 3K
Type Planetary Gear Train, " Mechanical Science and Technology, Vol. 21, No. 3,
pp. 360-362, 2002.

[21]White, G., "Derivation Of High Efficiency Two-Stage Epicyclic Gears, " Mechanism
and Machine Theory, Vol. 38, No. 2, pp. 149-159, 2003.

[22]Hsieh, L.-C., Chen, T.-H., "The Design And Efficiency Analysis Of Planetary Gear
Reducer, " Journal of Advanced Materials Research, Vol. 317-319, pp. 2226–2229,
2011.

[23]Hsieh, L. C., Chen, T. H., "On The Meshing Efficiency Of 3Ktype Planetary Simple
Gear Reducer, " Journal of Advanced Science Letters, Vol. 12, No. 1, pp. 34–39,
2012.

[24]Hsieh, L. C., Tang, H.-C., "On the Meshing Efficiency of 2K-2H Type Planetary
Gear Reducer," Advances in Mechanical Engineering, Vol. 2013, Article ID 686187,
7 pages. http://dx.doi.org/10.1155/2013/686187.

[25]Lucas, G.G., 1984, Expressions governing the power flow through differential
mechanisms having imperfect efficiencies, Proc. Institution of Mechanical
Engineering, C12/84 Driveline 84.

View publication stats