Agma Standard: Specification For Speed Gear Units

-
ANSIIAGMA 6011 H98

(Revisionof
ANSIIAGMA 6011 -G92)
AMERICAN NATIONAL STANDARD
Specification for High Speed Helical

Gear Units
AGMA STANDARD
COPYRIGHT American Gear Manufacturers Association, Inc.

Licensed by Information Handling Services
S T D - A G H A b O L L - H S B - E N G L L778 Ob87575 0 0 0 5 8 3 5 7 7 7
Specification for High

Speed Helical Gear Units
American ANSI/AGMA 6011-H98
National [Revision of ANWAGMA 6011-G921
Standard Approval of an American National Standardrequires verification byANSI that the require-
ments for due process, consensus, and other criteria for approval have
been met by the
standards developer.
Consensusis established when,in the judgment of theANSI Board of Standards Review,
substantial agreement has been reachedby directly and materially affected interests.
Substantial agreement means much more than a simple majority, necessarily
but not una-
nimity. Consensus requires that al views and objections be considered, and that a
concerted effort be made toward their resolution.
The useof American National Standards is completely voluntary; their existence does not
in any respect preclude anyone, whether he has approved the standards or not, from
manufacturing, marketing, purchasing or using products, processes or procedures not
conforming to the standards.
The American National Standards Institute does not develop standards and will in no
circumstances give an interpretation of any American National Standard. Moreover, no
person shall have the right or authority to an
issue
interpretation of an American National
Standard in the name ofthe American National StandardsI n s t i e . Requests for interpre-
tation of thisstandardshouldbeaddressedtotheAmericanGearManufacturers
Association.
CAUTION NOTICE: AGMA technical publications are subject to constant improvement,
revision or withdrawal as dictated by experience. Any person who refers to any AGMA
Technical Publication should be sure that the publication
is the latest available from the
Association on the subject matter.
Fables or other self-supporting sections may be quoted or extracted.
Credit lines should
read: Extracted from ANSllAGMA 6011-H98, Spikation tbr High Speed Helical Gear
Units, with the permission of the publisher,
the American Gear Manufacturers Association,
1500 King Street, Suite201, Alexandria, Virginia 22314.1
Approved June 19, 1998
ABSTRACT
This standard includes design, lubrication, bearings, testing and rating for single and double helical external
tooth, parallel shaft speed reducers
or increasers. Units covered include those operatingwith at least one stage
having a pitch line velocity equal to orthan greater
35 meters per second rotational
or speeds greater than 4000
rpm and other stages having pitchline velocities equal to or greater than8 meters per second.
Published by
American Gear Manufacturers Association

1500 King Street, Suite 201, Alexandria, Virginia 22314
Copyright O 1997 by American Gear Manufacturers Association
All rights resewed.
No part of this publication may be reproduced
in any form, in an electronic
retrieval system or otherwise, without prior written permissionof the publisher.
Printed in the United

States of America
ISBN: 1-55589-693-6
II

AMERICAN NATIONAL STANDARD ANWAGMA 6011-H98
Contents
Page
Foreword ............................................................... iv
1 Scope .............................................................. 1
2 Symbols,terminologyanddefinitions .................................... 1
3 Designconsiderations ................................................ 3
4 Ratingofgears ...................................................... 6
5 Lubrication .......................................................... 9
6 Vibrationandsound .................................................11
7 ...................................................
Functionaltesting 14
8 Vendorandpurchaserdataexchange ................................. 15
Tables
1 Symbolsused in equations ............................................ 2
2 Maximum length-to-diameter (Ud) ratios for unmodified leads . . . . . . . . . . . . . . 3
3 Hydrodynamicbabbittbearingdesignlimits .............................. 5
4 Recommendedoils .................................................. 10
5 Casingvibrationlevels ............................................... 14
Figures
1 Amplificationfactor .................................................. 13
Annexes
A Service factors ...................................................... 19

B A simplified method for verifying scuffing resistance ...................... 23
C Lateralrotordynamics ............................................... 25
D Systems considerations for high speed gear drives ...................... 31
E Illustrativeexample .................................................. 41
F Efficiency .......................................................... 43
iii
S T D - A G N A bOLL-HSB-ENGL L998 D O b 8 7 5 7 5 0005837 5 b l
ANSllAGMA 6011-H98 STANDARD
NATIONAL
AMERICAN
Foreword
r h e foreword,footnotesandannexes,ifany,inthisdocumentareprovidedfor
informational purposes only and are not to be construed of ANWAGMA
as a part Standard
6011-H98, Specificationfor High Speed Helical Gear Units.]
The first high
speed gear unit standard,AGMA421.O1,was adopted as a tentative standard
in October, 1843. It contained formulas for computing the durability horsepower rating of
a short table of application factors.
gearing, allowable shaft stresses, and included AGMA
421.O1 was revised and adoptedafullas status standardin September, 1947 and issued as
AGMA 421.02.
The High Speed Gear Committee began work on the revision AGMA of 421 .O2 in 1951,
which included: classification of applications not previously listed; changing the application
factors from "K" values to equivalentService Factors; revision of the rating formula
to allow
for the use of heat treated gearing; and develop a uniform selection method for high speed
gear units. This Uniform Selection Method Data Sheet became AGMA 421.03A.
AGMA 421.O3 was approved as a revision by the
AGMA membership in October,1954.
The standard was reprinted as AGMA 421 .O4 in June, 1957. It included the correction of .
typographical errors and the addition of a paragraph on pinion proportions and bearing
span, which had been approved by the committee for addition to the standard at the
October, 1955 meeting.
In October, 1959 the Committee undertook revisions to cover developments in the design,
manufacture, and operation of high speed units with specific references
to high hardness
materials and sound level limits. The revisions were incorporated in 421.O5 which
AGMA
was approved by the AGMA membership as of October22,1963.
The significant changes of 421.06 from 421.05 were: minimum pitch line speed was
increased to 5000 feet per minute(25 meters per second); strength and durability ratings
were changed; and some service factors were added.AGMA 421.O6 was approved by the
High Speed Gear Committee as of June 27, 1968, and by the AGMA membership as of
November 26,1968.
ANWAGMA 6011-G92 was a revision of421 .O6 approved by theAGMA membership in
October, 1991. The most significantchangesweretheadaptationofratingsper
ANWAGMA 2001-B88 and the addition of normal design limits for babbitted bearings.
ANWAGMA 6011 -G92 used "application factor" and not 'service factor".
AN WAGMA 6011-H98 is a further refinement ANWAGMA
of 6011-G92. One ofthe most
significant changesis theconversion to an all metric standard. The rating methods are now
per ANWAGMA 2101 -C95 which is the metric version of ANSI/AGMA 2001 4 9 5 . To
provide uniform rating practices, clearly defined rating factors are inincluded
this standard
(ANSI/AGMA 6011-H98). While some equations may slightly change to conform to metric
practices, no substantial change has been made to the rating practice for durabilrty and
m/s to 35
strength rating. In addition, minimum pitch line velocity has been raised25from
m/s and minimum rotationalspeed increased to4000 rpm.
AGMA has revertedto the term "servicefactor" in their standards, which is reflected in this
revision. The servicefactorapproach is more descriptive of enclosedgeardrive
applications andcan be defined as the combined effects of overload, reliability, desired life,
and other application related factors. The service factor
is applied only to the gear tooth
of all components.
rating, rather than to the ratings
In continued recognitionof the effects of scuffing in the rating of the gear sets, additional
information on scuffing resistance has been added to annex B of this revision.

S T D * A G f l A bOLL-HSB-ENGL L998 Ob87575 0 0 0 5 8 3 8 4 T 8
NATIONAL
AMERICAN STANDARD ANWAGMA 6011-H98
AGMA 427.01 has been withdrawn. The information found in AGMA 427.01 has been
included in annexD of this standard.
Realistic evaluation of the various rating factors of ANWAGMA 6011-H98 requires
specific knowledge and judgment which come from years of accumulated experience in
designing, manufacturing and operating high speed gear units. This input has been
provided by the AGMA High Speed Gear Committee.
ANWAGMA 6011-H98 was approved as a revision by the AGMA membership in June,
1997. It was approved as an American National Standard on June19,1998.
will be welcome. They
Suggestions for improvement of this standard should be sent to the
AmericanGearManufacturersAssociation,1500KingStreet,Suite 201, Alexandria,
Virginia 22314.
PERSONNEL of the AGMA Committee for High Speed Helical Gear Units
Chairman:L.Lloyd ............................. Lufkin Industries, Inc.
Vice Chairman: M.W. Neesley .................... Philadelphia Gear Corporation
ACTIVE MEMBERS
J.B. Amendola ................................. MAAG Gear Company, Ltd.

W.P. Crosher ................................... Flender Corporation
M.J. Hardiman ................................. Philadelphia Gear Corporation
W.P. Pinichil ................................... Philadelphia Gear Corporation
F.L. Vanlaningham .............................. Rotating & Turbo Machine
ASSOCIATE MEMBERS
F. Barresi ...................................... Flender-Graffenstaden

K.O.Beckman ................................. Lufkin Industries, Inc.
A.S. Cohen .................................... Engranes y Maquinaria Arco
E. Dehner ..................................... BHS-Voith Getriebetechnik
N. Hulse ....................................... Cotta Transmission Company
C.E.Long ..................................... Cummins Engine
D.L. Mairet ..................................... The Falk Corporation
D.R.McVttie ................................... Gear Engineers, Inc.
W. Naegeli ..................................... MAAG Gear Company, Ltd.
J.R. Partridge .................................. euro Lufkin bv
J. Simpson .................................... Turner Uni-Drive Company
M.P. Starr. ..................................... The Falk Corporation
FA Thoma .................................... F.A. Thoma, Inc.
F.C. Uherek .................................... Flender Corporation

S T D . A G M A bOLL-HSB-ENGL L778 Ob87575 0 0 0 5 8 3 7 334
STANDARD
NATIONAL
AMERICAN ANWAGMA 6011-H98
American National Standard - 1.2 Normative references

The following standards contain provisions which,
through reference in this text, constitute provisions of
Specification for High thisAmericanNationalStandard.At thetime of
publication,theeditionsindicatedwerevalid. All
Speed Helical Gear Units standardsaresubjecttorevision,andparties to
agreements based on this American National Stan-
dard are encouragedto investigatethe possibilrty of
applying the most recent editions of the standards
indicated below.
1 Scope
AGMA 908-B89, Information Sheet - Geometry
Factors for DeterminingtheStrength of Spur,
Thishighspeedhelicalgearunitstandardis Helical, Herringbone and BevelGear Teeth
provided as a basis for improved communication
regarding: ANWAGMA 101O-E95,Appearance of Gear Teeth
- Terminology of Wear and Failure
- establishment of uniform criteria for rating;
ANWAGMA2000-A88, GearClassificationand
- guidance for design considerations; and,
Inspection Handbook - Tolerances And Measuring
- identificationoftheuniquefeatures ofhigh Methods For Unassembled Spur And Helical
Gears
speed gear units. (Including Metric Equivalents)
1.1 Application ANWAGMA 21O1 -C95,Fundamental RatingFac-
Operationalcharacteristicssuchaslubrication, for Involute Spurand
tors and Calculation Methods
maintenance,vibrationlimitsandtestingaredis- Helical Gear Teeth
cussed. This standardis applicableto enclosed high ANWAGMA 6000-896, SpecificationforMeasure-
speed, external toothed, single and double helical ment of Linear Vibration onGear Units
gearunitsoftheparallelaxistype.Unitsinthis
classification are: ANWAGMA 6001-D97, Design and Selection of
Components for EnclosedGear Drives
- singlestageunitswithpitchlinevelocities
equal to or greaterthan 35 meters per second or ANWAGMA 6025-C90, Sound for Enclosed
rotational speeds greater than4000 rpm; Helical, Herringbone, and Spiral Bevel
Gear Drives
- multi-stage units withat least one stage hav- ANWAGMA 9005-D94, Industrial Gear
ing a pitch line velocity equalor greater
to than
35 Lubrication
meters per second and other stages having pitch
line velocities equalto or greater than 8 meters
per second.
2 Symbols, terminology and definitions
The gearing and unit components are to be manu-
facturedwithintheconventionalprocesses and
2.1 Symbols
accuracy limits normally used by manufacturers of
high speed gear units. The symbols used in this standard
are shownin table
1.
Limitsspecifiedaregenerallyaccepteddesign
of
limits. When specific experience exists in excess NOTE: The symbols and terms contained in docu-
this
these limits, this experiencemay be applied. ment may vary fromthose used in otherAGMA stan-
dards. Users of this
standard
should assure
Marine propulsion, epicyclic, aircraft and automotive themselves that they are using these symbols and
gearing are not covered by this standard. terms in the manner indicated herein.
Previous page is b h ~ ~ t ~ .
1
STD.AGMA bOLL-HS8-ENGL 1778 O b 8 7 5 7 5 00058LtO 0 5 b
ANSIIAGMA W11 -H98 STANDARD
NATIONAL
AMERICAN
2.2 Nomenclature ANSI Y10.3-1968,Letter Symbols for Quantities

Used in Mechanics of Solids
The terms used, wherever applicable, conform to the
following standards:
ANSI/AGMA 1O12-F90, Gear Nomenclature,
AGMA 904-C96, Metric Usage Definitions of Terms with Symbols
-
Table 1 Symbols used in equations
Reference
Term paragraph
Allowable double amplitudeof unfiltered vibration 6.5
Amplitude atNCt 6.3.3.3
Amplification factor 6.3.3.3
Service factor for pitting resistance 4.2.2
Critical response envelope 6.3.3.3
Diametral clearance 3.5.1
Nominal bearing bore diameter 3.5.1
Pinion operating pitch diameter 3.2
incremental dynamic load 4.2.1
Transmitted tangential load 4.2.1
Rim thickness factor 4.3
Load distribution factor 4.2
Mesh alignment correction factor 4.2
Mesh alignment factor 4.2
Lead correction factor 4.2
Pinion proportion modifier 4.2
Service factorfor bending strength 4.2.2
Size factor 4.2
Dynamic factor 4.2.1
Net face width plus gap 3.2
Number of stress cycles 4.2
Rotor first critical, center frequency 6.3.3.3
Maximum rotorspeed 6.3.3.3
Initial (lesser) speed at0.707 x peak amplitude (critical) 6.3.3.3
Final (greater) speed at 0.707 x peak amplitude (critical) 6.3.3.3
Allowable transmitted power for the gearset 3.9
Allowable transmitted power for bending strength at unity ser- 3.9
vice factor
Allowable transmitted power for pitting resistance
at unlty ser- 3.9
vice factor
Power loss 7.3.5
Service powerof enclosed drive 3.10
Lubricant flow 7.3.5
Separation margin 6.3.3.3
Amount of residual rotor unbalance 6.4
Journal static loading 6.4
Half weightof coupling and spacer 6.3.3.2
Total weight of rotor 6.3.3.2
Stress cycle factor for bending strength 4.3
Temperature factor 4.2
(conb
2
STD*AGMA bO11-HSB-ENGL 1 9 9 8 W Ob87575 0005841 T 7 2
STANDARD
MA NATIONAL
AMERICAN 6011-H98
Table 1 (concluded)
I Reference
Symbol Term Units paragraph
ZN Stress cycle factor for pitting resistance "
4.2
ZR Surface condition factor for pitting resistance "
4.2
ZW Hardness ratio factor for pitting resistance "
4.2
AT Change in lubricant temperature "C 7.3.5
aFP Allowable bending stress number N/mm2 4.4
aHP Allowable contact stress number N/mm2 4.4
o Speed of rotor rPm 6.3.3.2
3 Design considerations shall agree on the tooth contact patterns obtained in

the checking stand, housing or test stand.
3.1 Tooth proportions and geometry
Any practical combinationof tooth height, pressure

Table 2 - Maximum length-to-diameter (Lld)
ratios for unmodified leads
angle and helix angle may be used. However, it is
recommended that helical gears have a minimum
I Minimum
hardness I Maximum Lldratio I
working depth of 1.800 times the normal module, a Gear Pinion Double Single
helical helical
maximum normal pressure angle25 ofdegrees, and
302 H6 341HB 1.5
ahelixanglebetween 8 and45degrees.The
321 HB 363 HB 1.45
relationship of center distance
to face width may vary
341 HB 363 H6 1.45
providedthatthereisnoundueconcentration of
stress arising from deflection under load. 341 HB 50 HRC 2.0 1.45
50 HRC 50 HRC 1.4
3.2 Pinion proportions 55 HRC 55 HRC 1.7 1.35
Table 2 presents the maximum length-to-diameter 58 HRC 58 HRC 1.3
(Lid) ratios for several combinations of materialsin NOTE: t = net face width plus gap,mm; d = pinion oper-
ating pitchdiameter, mm; HB =Brinell hardnessnumber;
current use. The Lldvalues shown in table 2 apply to HRC = Rockwell hardness (C scale)
helical gears with unmodified leads when designed
to transmit the rated power. Generally higher Lld 3.3 Rotor construction
ratiosarepermittedwithleadsthataremodified
when analytical
load
distribution
methodsare Several configurations may be applied in the con-
employed that yield load distribution values, I&, that
struction of rotors. The most commonly used are
are lower or equal to the default values in ANSI/ listed below:
AGMA 2101-C95. A detailedanalyticalmethod a) Integralshaftandgearelement.Thiscon-
shouldinclude,butnotbelimitedto,bending, figuration is commonly used for pinions, smaller
torsional and heat distortion. gears,orrotatingelementsoperatingabovea
pitch line velocrtyof 150 meters per second. The
When a higherLld ratio than tabulated in table 2 is its shaft, is machined
pinion or gear, integral with
proposed, the gear vendor shall submit justification from a single blank;
intheproposalforusingthehigher Lld ratio. b) Solid blank shrunk on a shaft. The shrink fit
Purchasersshouldbenotifiedwhen Lld ratios may be used either with or without a mechanical
exceed thosein table 2. When operating conditions torque transmitting device (such asor key spline).
other than the gear rated power are specified by the When no torque transmitting device is used, the
purchaser, such as the normal transmitted power, shrink fit must provide ample capacity to transmit
the gear vendor shall consider in the analysis the torque when considering centrifugal and thermal
length of time and load range at which the gear unit effects.Whenatorquetransmittingdevice is
will operateat each conditionso that the correct lead used, the shrink fit must provide ample location
modificationcanbedetermined.Whenmodified support when considering centrifugal and thermal
leads are to be furnished, purchaser and vendor effects;
3
ANSI/AGMA 6011-H98 AMERICAN NATIONAL STANDARD
c) Fabricatedgear. A forgedrim is welded - environmentalelementsthatwillattackthe

directly to the fabricated substructure producing a unit housing, rotating components, bearings or lu-
one-piece welded gear. The shaft may be a part bricant;
of the weldment. Fabricated gears should be ana- - inadequate support for the housing;
lyzedto consider centrifugal and thermal stresses
and fatigue life. Maximum pitch line velocrty for
- high pitch line velocities which may affect oil
distribution, create excessive heat rise, or cause
weldedgearconstructionis 130 metersper
other adverse conditions.
second; -
3.49 Shaft seals
d) Forged rim shrunk onto a substructure. The
substructure may be forged, cast, or fabricated. Gear housings shall be equipped with replaceable
Theshaftmaybe a part of thesubstructure. labyrinth-typeendsealsanddeflectors where
Shrunk rims shall consider stresses and torque shaftspassthroughthehousing.Thesealsand
transmitting capacity due to fit, centrifugal, and deflectors shall be madeof nonsparking materials.
thermal effects (refer to item b). The normal de- The design of the seals and deflectors shall effec-
sign limit for this typeof construction is60 meters tively retain oil in the housing and prevent entry of
per second. foreignmaterialintothehousing.Lip-typeseals
Combinations of theaboveareoftenusedon have a very finite life and can generate enough heat
multi-stage units. at higher speeds to be a fire hazard. They may be
used only with the purchaser’s approval and surface
Stresses and deflections at high speeds often dictate velocrty should be kept within the seal manufacturers
limtts for a specific type of construction. A careful conservative recommendation.
analysis of actual operating stresses and deflections
should be made to ensure reliable operation. 3.5 Bearings
Radial bearings are normally of the hydrodynamic
3.4 Gear housing
sleeve or pad type. Thrust bearings are usually flat
The gear housing should be designed to provide a land,taperedland,orthrustpadtype.Rolling
sufficiently rigid enclosed structure for the rotating elementbearingsareoccasionallyusedwhen
elements that enables them to transmit the loads speeds are at the very low end of the high speed
imposed bythe system and protects them from the range.Parametersforbearingdesignconsider
environment in
which
they
will
operate.
The normal service power. Proper design of bearingsis
manufacturer’s designof the housing must provide critical to the operation of a high speed enclosed
for proper alignmentof the gearing when operating drive gear unit.
under the user’s specified thermal conditions, and
3.5.1 Hydrodynamic radial bearings
the torsional, radial and thrust loadings applied its to
shaft extensions. In addition,it should be designed Hydrodynamicradialbearingsshallbelinedwith
to facilitate proper lubricant drainage for the gear suitable bearingmaterial.Tinandleadbased
mesh and bearings. babbitts (white metal) are among the most widely
used bearing materials. Tin alloy is usually preferred
The user’s designof the supporting structure must overleadalloysbecauseof its highercorrosion
maintain proper and stable alignment of the gearing. resistance, easier bonding, and better high tempera-
The alignment must consider a l l specified torsional, ture characteristics. Hydrodynamic radial bearings
radial and thrust loadings, and thermal conditions shall have a rigid steel or other suitable metallic
present during operation. backing and be properly installed and secured the in
3.4.1 Special houslng considerations housing againstaxialand rotationalmovement.
Bearings are generally supplied split for ease of
Certain applications may be subjected to operating assembly. Selection of the particular design sleeve
conditions requiring special consideration. Some of or pad type bearing shall be based on evaluation of
these operating conditions are: journal veloctty, surface loading, hydrodynamic film
- temperaturevariations in thevicinityofthe thickness,calculated
bearing
temperature, oil
gear unit; viscosity, flow rate,bearing
and
stabil@. -
- relativethermalgrowthbetweenmating Hydrodynamicradialbearingsshall bedesigned

system components; such that damaging self generated instabilities
(e.g.,

S T D - A L M A bO11-HSB-ENGL 1 7 7 8 D Ob87575 00058L13 8 b 5 H
AMERICAN NAflONAL STANDARD ANSIIAGMA 6011-H98
half frequency whirl) do not occur at any anticipated provided on the low speed shaft for all double helical
operational loador speed. Hydrodynamic instabillty gears and on single helical gears fitted with a thrust
occurswhenajournaldoesnotreturntoits type collars (see 3.5.5). Thrust bearings shall be
established equilibrium position after being momen- provided on each shaft for all single helical gears not
tarily displaced. Displacement introduces an insta- fitted with thrust type collars.
bility in which the journal whirls around the bearing
axis at less than one half journal speed. Known as When gear units are supplied without thrust bear-
"half frequency whirl" this instabillty occurs in lightly ings,some type of endfloatlimitationshall be
loaded high speed bearings. provided at shaft couplings to maintain positive axial
positioning of the gear rotors and connected rotors.
Heat is generated at running speeds as a result of oil Provisions to prevent contact of the rotating ele-
shear. Temperatureis regulated by controlling the oil ments with the gear casing shall be provided unless
flow through the bearing and external cooling of the specifically agreed to by the purchaser.
oil. The anticipatedpeakbabbitttemperatureas
relatedto bearing oil discharge temperatures shouldThe design of a hydrodynamic bearing to sustain
be kept within a range that is compatible with the thrust is as complicated as the design of a radial
bearing material and oil characteristics. See table 3 hydrodynamic bearing. Complete analysis requires
for design limits. consideration of heat generation, oil flow, bearing
material, load capaclty, speed and stiffness. Thrust
3.5.2 Rolling element radial bearings bearing load capacity should consider the possibility
Selection of rolling element radial bearings should of torque lock-up loads from couplings. When other
be based upon the application requirements and the external thrust forces are anticipated, the gear drive
bearing manufacturer's recommendations and rat- manufacturer must be notifiedof their magnitudes.
ing methods. For normal applications an L10 life of See table3 for design limits.
50 O00 hours minimum is required.
3.5.4 Rolling element thrust bearing
3.5.3 Thrust bearings
Selection of rolling element thrust bearings shall
be
Thrust bearings shall
be furnished with all gear units based upon the application requirements and the
unless otherwise specified. Unless otherwise ap- bearing
manufacturer's
recommendationsand
proved by the purchaser, thrust bearings shall be rating methods.
-
Table 3 Hydrodynamic babbitt bearing designlimits1)
Projected unit Minimum oil film Bearing shell

Maximum velocity
Type of bearing load thickness temperature21 3)
N/mm2 mm "C m/s
Radial bearing
- Fixedgeometry 3.8 0.020 115 1004)
- Tiltingpad 4.2 0.020 115 125
Thrust bearings
- Taperedland 1.7 0.020 115 125
- Flat face 0.5 NIA 115 50
- Tilt pad 3.5 L
0.015 L
115
L
125
NOTES:
Limits are forbabbitt on steel backing. When other materials are used, established limits for these materials are
permissible. Bearing clearances shouldbe chosen toyield proper temperature, high stiffness andstability, as well as
to ensure adequate clearanceto cope with thermal gradients, whether steady, static or transient. The average ratio
of
diametral clearance (C), to the nominal bore size(o), UD,for radial bearings is approximately 0.002 mm/mm.
2, Bearing temperature measurements are taken in the backing materialwithin 3 mm of the backing materialbabbitt
interface atthe hottest operational zoneof the bearing circumference.
3, Higher values are acceptableif supported with testing and field experience.
4) For fixed geometry radial bearings operating above 100 Ws, up to 125 m/s, special engineering is required.
NOTE: Above limits will generally not occur all together. One parameter alone may dictate the design.
5
S T D * A G M A bOLL-HSB-ENGL
ANSI/AGMA 6011-H98
3.5.5 Thrust type collars must be calculatedusingthemethodshownin

clause 4 (see also ANWAGMA 2101-C95, clause
Thrust collars may be used to counteract the axial
1O). The lowest value obtained shall be used as the
gear thrust developed by single helical gear sets.
allowable transmitted power of the gear set.
A l l other
Thrustcollarsarrangedateachendofasingle components shall be capable of transmitting a power
helical pinion and having bearing surface contact equal toor greater than the gearset power rating.
diameters greater than that of the pinion outside The allowable transmitted power for the gear P,, set,
diameter may be used to carry the gear mesh thrust is determined:
forces. The general arrangement of thrust collars
Payu
have a conical shape where they contact a similarly Pa = the lesser of -and -
shaped surface on the mating gear rim located below 'SF KSF
the root diameter of the gear. Other designs also where:

exist. Single helical gear sets using thrust collars P- is the allowable transmitted power for pitting
may be positioned in the housing in a similar fashion resistance at untty service factor (CSF= 1.O);
to that of double helical gear elements. Puyuistheallowabletransmittedpowerfor
3.6Threaded fasteners bendingstrengthatunrtyservicefactor
(&F = 1-0);
Refer to ANWAGMA 6001-D97,Design and Selec- CSF is the service factor for pitting resistance;
tion of Components for Enclosed Gear Drives, recommended values are shown in annex
clause 8. A;
3.7 Shafting &F is the service factor for bending strength;
recommended values are shown in annex
Thepinionandgearshaftsmaynormallybe A.
designed for the maximum bending and maximum
3.10 Senrice power, PS
torsional shear stresses at unit rating (see3.10)by
the appropriate methods and allowable values from The service power of an application is defined as the
ANSI/AGMA 6001-D97, clause 4. In some in- maximum installed continuous power capacrty of the
stances this may result in an oversizedor undersized prime mover, unless specifically agreed to by the
shaft, and therefore an in-depth study using other customer and gear manufacturer. For example, for
available analysis methods may be required. electric motors,the maximum continuous power will
be the motor nameplate power rating multiplied by
3.8 Torsional andlateral vibrations the motor service factor.
When an elastic system is subjected to externally For gear units between two items of driven equip-
appliedcyclicorharmonicforces,theperiodic ment,theservicepowerofsuchgearsshould
motion that results from such forces is called forced normally be not less thanitem (a)or(b)below,
vibration. Such systems are evaluated in two ways: whichever is greater.
torsionally,foranalyzingtheeffectsoftorsional a. 110 percent of the maximum power required
vibrations;andlaterally,fordeterminingthe influ- by the equipment driven by the gear;
enceoflateralvibrations. Incertaincasesaxial
b. The maximum power of the driver prorated
vibrations must be considered.
between the driven equipment, based on normal
Because of thewidevariation of geardriven power demands.
systems, clause 6 of this standard outlines areas If maximum torque occurs at a speed other than the
where proper assessment of the system may be maximumcontinuousspeed,thistorqueand its
necessary. ln addition,appropriateresponsibility corresponding speed shall be specified by the
between the gear manufacturer and customer must purchaser.
be clearly delineated.
The service power shall be less than, or equal to, the
3.9 Allowable transmittedpower for the gear allowable transmitted gearset power rating, or
set, P, PS S p a ...(2)
The pitting resistance power rating
and the bending where:
strength power rating for each gear mesh in the unit PS istheservicepower, kW.
6
ANlERICAN NATIONAL STANDARD ANWAGMA 6011-H98
It is recognized that all prime movers have overload Gm = Usevalues from curve 3,preci-
capacrty, which should be specified. sion enclosed gear units, see figure 7 and
table 2 of ANWAGMA 21O1 -C95;
= 0.8;
&qmc
4 Rating of gears Gpm= 1.o;
&qe = 0.8.
4.1 Ratingcuteria of & shall not be less 1than
The calculated value .l.
Thepittingresistancepowerratingandbending NOTE: The above empirical rating method assumes
strength power rating for each mesh in the unit mustproperly matched leads whether unmodified ormodi-
be calculated and the lowest value obtained shall be fied, teeth centralto the bearing span and tooth contact
checked at assemblywith contact adjustments as re-
used as the power rating of the gearset. quired. If these conditions arenot met, or for wide face
4.2 Pitting resistance power rating gears, it maybe desirableto use an analytical approach
to determine load distribution factor.
The pitting resistance of gear teeth is consideredto
4.2.1 Dynamic factor, Iyy
be a Hertzian contact fatigue phenomenon. Initial
pittinganddestructivepittingareillustratedand Dynamic factors account for internally generated
discussed inANWAGMA 1010-E95. gear tooth dynamic loads which are caused by gear
toothmeshingactionatanon-uniformrelative
The purpose of the pitting resistance formula is to angular velocity.
determine a load rating at which destructive pitting of
the teeth does not occur during their design life. The Thedynamicfactoristheratiooftransmitted
ratingsforpittingresistancearebasedonthe tangential tooth load to the total tooth load which
formulas developed by Her& for contact pressure includes the dynamic effects.
between two curved surfaces, modified for the effect
of load sharing between adjacent teeth.
..(3)
where:
ZN is the stress cycle factor as calculated by the
lower curve of figure 17 of ANWAGMA 2101-C95 Fd is the incremental dynamic tooth load due to
and should be based on 40 O00 hours of service at the dynamic response of the gear pair to the
rated operating speed. If other than 40 O00 hours is transmission error excitation,
N;
used for rating,it must be with the specific approval Fr is the transmittedtangentialload, N.
of the customer and must so stated
be along with the Dynamic forces on the gear teeth result from the
rating. ZN should be greater thanor equal to 0.68. gear transmissionerrorwhichisdefinedasthe
The pitting resistance power rating shall be per the departure from uniform relative angular motion of a
ratingproceduresandformulasof ANWAGMA pair of meshing gears. The transmission error is
2101 -C95, clause 10, when using service factors, caused by:
with the following values: - inherentvariationsingearaccuracyas
is the hardness ratio factor,Zw = 1.O; manufactured; and,
is the temperature factor,Ye = 1.O;

- geartoothdeflectionswhicharedependent
on the variable mesh stiffness and the transmitted
ZN=2.466N-0*056,
is the stress cycle factor, load.
where
The
dynamic response to transmission
error
is the number of stress cycles; excitation is influenced by:
& = 1.O;
is the size factor, - themasses ofthegearsandconnected
ZR= 1.O;
is the surface condition factor, rotors;
is thedynamic factor (see 4.2.1); - shaft and coupling stiffnesses; and,
is theload distribution factor. Values are to - the damping characteristics of the rotor and
be perANWAGMA 21O1 495. The follow- bearing system.
ing values shall be used with the empirical Forgearsetsoperatingat or nearratedload,
method: dynamic factors between 1.O9 and 1.15 may be
7
ANSIIAGMA 6011-H98 AMERICAN NATIONAL STANDARD
used; however,it is suggestedthat& = 1.15, unless Occasionally, manufacturing tool marks, wear, sur-
experience dictates otherwise. facefatigue,orplasticflowmaylimitbending
strength due to stress concentration around large,
TheAGMAQualityNumbersperANWAGMA
sharpcorneredpitsorwearstepsonthetooth
2000-A88, specifically tooth element tolerances for
surface.
pitch and profile, and the pitch line veloctty may be
used as parameters to guide the selection of the The bending strength power rating for gearing within
dynamic facfors. Within the1.O9 to 1.15dynamic the scope of this standard shall be determined by the
factor range, the trend is for K,,to vary in nearly a ratingmethodsandprocedures of ANSI/AGMA
direct relationshipwith AGMA Quallty Numbers from 2101-C95, clause 10, when using service factors,
ell to Q15. with the following values:
Iyy is the dynamic factor (see 4.2.1);
Thedynamicfactor, &, doesnotaccountfor
dynamictoothloadswhichmayoccurdue to & is the load distribution factor (see 4.2);
torsionalorlateralnaturalfrequencies.System Ye is the temperature factor, Ye = 1.0;
designs should avoid having such natural frequen- & is the size factor, & = 1.0;
cies close to an excitation frequency associated with & is the rim thickness factor, & = 1.0;
an operating speed since the resulting gear tooth YN is the stress cycle factor,
dynamic loads may be very high. YN = 1.6831 N-0.03u, where
Refer toANWAGMA2101-C95 foradditional N is the number of stresscycles.
considerations influencing dynamic factors. 4.4 Allowable stress numbers,0q.p and u ~ p
4.2.2 Service factor, CSF and &F Allowablestressnumberswhicharedependent
upon material and processing are given in ANSI/
The service factor includesthe combined effects of
AGMA21 O1-C95 clause16.Thatclausealso
overload, reliabiltty, desired life, and other applica-
specifiesthetreatmentofmomentaryoverload
tion related influences. The AGMA service factor
conditions.
used in thisstandarddepends onexperience
acquired in each specific application. Three grades of material have been established.
Grade 1 is the normal commercial qualtty steel and
In determining theservicefactor,consideration shall not be used for gears rated by this standard.
should be given to thefact that systems develop a Grade 2 is a high qualrty steel meeting SAE/AMS
peak torque, whether fromthe prime mover, driven 2301cleanlinessrequirements. Grade 3 isa
machinery, or transitional system vibrations, that is premium qualtty steel meeting S W A M S 2300. Both
greater than the nominal torque. Grade 2 and Grade 3are heattreated under carefully
When an acceptable service factor is not known from controlled
conditions.
Thechoice of material,
experience the values shown in annex A shall be hardness and grade is l
e ft to the gear designer;
used as minimum allowable values. however, values of CTHPand shall be for grade 2
materials.
4.3 Bending strength power rating
Dueconsiderationshould be giventoultrasonic
The bending strength of gear teethis a measureof testing and/or magnetic particle inspection of high
the resistance to fatigue cracking at the tooth root speed gear rotors which are subject to high fatigue
fillet. cycles during operation.
The intentof the AGMA strength rating formula is to For details on tooth failure, refer to ANWAGMA
determine the load which can be transmitted for the 1O10-E9!5.
design l i f e of the gear drive
without causing root fillet 4.5 Reverse loading
cracking or failure.
For idler gears and other gears where the teeth are
YN is the stress cycle factor as calculated by the completely reverse loaded on every cycle, use 70
lower curve of figure 18 of ANSVAGMA 2101-C95 percent of the allowable bending stress number, UFP,
and should be based on40 O00 hours of service at in ANSI/AGMA21O1 -C95.
rated operating speed.If other than40 O00 hours is
used for rating,it must be with the specific approval resistance
4.6 Scuffing -
of the customer and must be so stated along with the Scuffing failure (sometimes referred to as scoring)
rating. YN should be greaterthan or equalto 0.80. has been known for many years aand concern
is for
8
S T D B A G V A bOZL-HSB-ENGL L998 D Ob87575 O O O 5 8 L i 7 400 W
GMA
STANDARD
NATIONAL
AMERICAN 6011-H98
high speed gear units. Mathematical methods have turetodropbelow 20°C atstart-up,thegear
beendevised to assesstherelativerisk(see manufacturershouldbeadvised.Specialproce-
ANWAGMA 2101-C95,annex A); however, con- dures may be requiredto ensure adequate lubrica-
sensus on exact calculation methods and application.
tion of those methods have not been reached. With
noconsensusonmethodsandapplication,this 5.1.2 Environment
standardcannotinclude
scuffing
calculations. If agear unit is to be operated in an extremely humid,
Further information is provided in annexB, but the salt water, chemical, or dust laden atmosphere, the
gear designer is cautioned to use this information gear manufacturer must be advised. Special care
carefully andis reminded that the contentsof annex must be taken to prevent oil contamination.
B areforinformationalpurposesandarenot
5.1.3 Temperature control
considered a part of this standard.
Theoiltemperaturecontrolsystemmustbede-
signed to maintain an oil inlet temperature within
5 Lubrication design limits at any expected ambient temperature
oroperatingcondition.Designinlettemperature
may vary, but 50°C is a generally accepted value. Oil
5.1 Design and lubrication considerations temperature rise through the gear unit should be
Highspeedgearunitsshallbedesignedwitha limited to 30°C. Special operating conditions, such
pressure system to provide lubrication and cooling to high pitch line velocity, high inlet oil temperature,
as
the gears and bearings. A normal oil inlet pressure ofand high ambient temperature may result in higher
1 to 2 bar is an industry accepted value. Special operating temperatures.
applicationsmayrequireotheroilpressures.Ifa 5.1.4 Gear element coolingand lubrication
gear element extends below the oil level in the gear
casing, it is said to be dipping in the oil. Dipping at The size and location of the spray nozzles installed
high speed can result in high power losses, rapid by the manufacturer is ciiical to the cooling and
overheating,possiblefirehazard,andshouldbe proper lubricationof the gear mesh.
avoided. Spray nozzles may be positioned to supply oil at
The following minimum parameters must be consid-either the in-mesh, the out-mesh,or both sides of
ered to ensure that proper lubrication is provided the for gear mesh (or at other points) at the discretion of
the gear unit: the gear manufacturer.
- typeofoil; 5.1.5 Oil sump
- oil viscosity; The oil reservoir may be in the bottom of the gear
- inletoilpressure; 'case (wet sump) or in a separate tank (dry sump). In
either case, the reservoir and/or gear case should be
- inlet oil temperature;
sized, vented, and baffled to adequately deaerate
- filtration; the oil and control foaming. In dry sump applications
- drainage; the external drainage system must be adequately
sized, sloped and vented to avoid residual oil buildup
- retention or settlingtime;
in the gear case. Drain velocities may vary, but0.3
- oilflowrate; meters per second is a generally accepted maximum
- coolingrequirements. value.
5.1.1 Ambient temperature 5.1.6 Filtration
The ambient temperature is defined as the tempera- A good filtering system for theoil is very important.
ture of the air in the immediate vicinlty of the gear The design filtration level may vary, but filtration to a
unit. The normal ambient temperature range for high 25micronnominalparticlesize is agenerally
speed gear unit operation is from-10to 55°C. The accepted value. Finer filtration than 25 microns is
gearmanufacturershouldbeinformedwhatthe recommendedwhenlightturbineoilsareused
ambient temperature will be,if aor large radiant heat particularly for higher operating temperatures. It is
source is located near the gearbox. Furthermore,if good practiceto locate the filteras near as possible
low ambient temperature causes the sump tempera- to the oil inlet. Further, it is recommendedto provide

STD-AGMA boll-HSB-ENGL L998 m O b 8 7 5 7 5 0005848 347 m
ANSI/AGMA 6011-H98 . AMERICAN NATIONAL STANDARD
a duplex filterto facilitate cleaningof the filter. Any speed increasers where the lubrication system is
kind of bypass of the filter is prohibited. integrated with the prime mover, a light turbine oil is
usually provided for the gear drive. This oil viscosity
5.1.7 Drain lines is lighter than any of the recommended AGMA oils.
Thisexample of system”compromise”requires
The location of the drain line must be in accordanceclose attention to the qualrty of theA oil. 90 VI oil or
wlth the gear drive manufacturer’s recommenda- better should be employed. Special considerations
tions. Drain lines should be sized so they are no may require the use of oils not listed in table 4. The
more than hair f u l l . The lines should slope down at agearmanufacturershouldalways beconsulted
minimum of 20 mm per meter and have a minimum when selecting or changingviscosity grades.
number of bends and elbows.
5.2.2 Synthetic oils
5.2 Choice of oil
Synthetic oils may be advantageous in some ap-
5.2.1 Oil viscosity plications, especially where extremes of tempera-
ture are involved. There are many types of synthetic
Wahrespecttothechoiceofthe oilviscosity oils,andsomehavedistinctdisadvantages.The
selected, the lube oil load carrying capacity of the gear oil manufacturer should be consulted before using
film increases with the viscosrty ofoil.the Therefore, any synthetic oil.
a high viscosity oil is preferred at the gear mesh.
Development of an adequate elastohydrodynamic 5.3 Oil maintenance
or EHL oilfilmthicknessandreduction in tooth
The oil mustbefilteredandtestedorchanged
roughness areof primary importance tothe life of the
periodically to assure that adequate oil properties
gearset. However, in high speed gearboxes, particu-
larly those with high bearing loads and high journal are maintained.
velocities,theheatcreatedinthebearingsis Prior to initial start-up of the gear unit, the lubrication
considerable. Here, the lube oil viscosity must be system shouldbe thoroughly cleaned and flushed. It
lowenough topermitadequatecooling ofthe isrecommendedthattheinitialchargeofoil be
bearings. changed or tested after 500 hours of operation.
It is obvious that the selectionof an appropriate oil 5.3.1 Change interval
viscostty is a compromise of two main factors. In
addition,lubricationsystemsareoftentimesinte- Unless the manufacturerrecommendsdifferent
grated with other train equipment whose oil viscosity intervals, under normal operating conditions subse-
requirements are different from the gear. This further quentchangeor test intervalsshouldbe 2500
compromises the selection of the oil. operating hours or
6 months, whichever occurs first.
Extendedchangeperiodsmaybeestablished
Oilviscosrtyrecommendationsarespecifiedas throughperiodictestingofoils. With periodicoil
AGMA oil numbers which are listed in ANWAGMA testingandconditioning, it isnotuncommon to
9005-DM. Recommendations for
high
speed operate lubrication systems without oil changes for
applications are listed in table4. For turbine driven the lifeof the gear drive.
-
Table 4 Recommended oils
Wscosity range Reference viscosity

AGMA oil IS0 viscosity mm2/$ ( C M ) approximate SSU Minimum viscosity
number gmde (VG) at 40°C at 100°F index
O 32 28.8 to 35.2 150 90
1 46 41.4 to 50.6 215 90
2 68 61.2 to 74.8 315 90
3 100 90.0to 100.0 465 90
NOTE:
When operating at low ambient temperatures, the oil selected must have a pour point 3 to 6’C below the lowest
expected ambient temperature.
10
AMERICAN NATIONAL STANDARD ANSI/AGMA 6011-HW
5.3.2 Water contamination oped into a model in order to analyze the system as a
whole and solve its torsional mechanical vibrations.
Where operating conditions result in water collecting
in the lubrication system,oiltheshould be processed It is important to note that this result is only as good
or changed as required to keep water content below asitsmodel. In fact,theprocessoflumping
the oil manufacturer’s recommendation. Failure to parameters could be the largest source of errors.
control moisture may result in damage to the gear The result of the torsional system analysis is not
unit.Some -oils arehygroscopicandmayneed within the control of the gear manufacturer, since the
specialconsiderationtoeliminate orcontrolthe gearbox itself is only one of several elements in a
water content andtotal acid number. coupled train.
The gearbox is only one of the influences on the
modeling data and the conclusions derived from that
data. For this reason, torsional vibration problems
6 Vibration and sound cannot bethe responsibiltty of the gear manufactur-
er. The gear unit manufacturer is seldom the system
designer andin normal cases the gear unit manufac-
6.1 Vibration analysis
turer is responsible only for providing mass elastic
Vibration of any component of the gear unit can data to the system designer.
result in additional dynamic loads being superim- 6.3Lateralvibrationanalysis .
posed on the normal operating loads. Vibration of
The rating equations used in this standard assume
sufficient amplitude may resultin impact loading of
smooth operation of the rotors. To insure smooth
the gear teeth,interference in thegearmeshor
operation, these rotors should be analyzed for lateral
damage to close clearance parts of the gear unit.
critical speeds. Also, it is imperative that slow roll,
Whereunusualtorquevariationsdeveloppeak
startup,andshutdownofrotatingequipmentnot
loads which exceed the application power by a ratio
cause any damage as critical speeds are passed.
greater than the factor CSFor &F specified for the
See annex C.
application, the magnitude and frequency of such
torque variations should be evaluated with regard 6.3.1 to Lateral critical speed map
the endurance and yield properties of the materials Anundampedlateralcriticalspeedanalysis is
used. sufficient in some casesto determine rotor suitabiltty.
If this method is chosen as the sole criterion for
The types of vibration which are generally of concern
forgearunitsare the torsional, lateral andaxial determining the suitability of a rotor, it should be
based upon significant experience in designing high
modesof the rotating elements, since these can
speed gear drives utilizing this method. It includes a
have a direct influence on the tooth load. Of these,
lateral critical speed map, showing the undamped
the two thatarenormallyreviewedanalytically
critical speeds versus support stiffness or percent-
during design are the lateral critical speeds of the
age of torque load. The graphic display shows all
gear unit rotating shafts and the torsional critical
applicableloadingconditionsandno-loadtest
frequencies ofall connected rotating elements.
conditions (approximately 10 percent of the rated
6.2 Torsional vibration analysis torque) at the maximum continuous speed.
Any torsional vibration analysis must consider the The critical speed map for gear rotors is used to
complete system including prime mover, gear unit, determine potential locations of the critical speeds
drivenequipmentandcouplings.Dynamicloads by locating the intersection of the principal bearing
imposed ona gear unit from torsional vibrations are stiffness values with the undamped critical speeds.
theresultof the dynamicbehavior of theentire If no intersections are indicated, with experience this
system andnot thegear unit alone. Thus a coupled can be used to determine rotor suitability.
system has to be analyzed in its entirety by first Note that these undamped speeds can be signifi-
separating its properties into a series of discrete cantly different from the critical speeds determined
spring, connectedmasses.Whenappliedtoa from a rotor response to unbalance analysis. The
multi-mass system, this method is knownas using differences are due to the cross coupled stiffness
lumped parameters. These parameters are devel- and damping effectsfrom the bearings.
11
ANSVAGMA 6011-H98
S T D - A G H A bOLl-HS8-ENGL 1998 = Ob87575AMERICAN NATlONAL
TT5 9
0005850
STANDARD
6.3.2 Analytical methods than 20 percent; or(b) the vibration levels are within
the specified limit and the amplification factor
is less
Coupling moments and shear force transfer effects than 2.5 (see 6.3.3.3).
between rotors with properly designed and installed
couplings will beminimal. As a result, each coupled In some cases a simple undamped lateral critical
element can generally be analyzed independently. speed analysis may be sufficient to properly analyze
The mathematics of this analysis are complex and the rotor.
beyondthescopeofthisstandard.Commercial 6.3.3.1 Forcing phenomena
computersÖftwareisavailableandtheanalysts
should assure themselves that the method they use A forcing phenomenonor exciting frequency may be
gives accurate results for the type of rotors being less than, equalto, or greater than the synchronous
analyzed, Most high speed rotors are supportedin frequency of the rotor. Potential forcing frequencies
hydrodynamic journal bearings; therefore, of equal may include but are not limited to the following:
importance is themethodused to analyzethe - unbalancein the rotorsystem;
support (bearing) stiffness and damping. - oilfilmfrequencies;
The analyses should include
the following effects on - internalrubfrequencies;
the critical speeds: - gear-meshingandside-bandfrequencies,
- The bearing-oil film stiffnessand dampingfor as well as other frequencies produced by inaccu-
the rangeof bearing dimensions and tolerances, racies in the generation of the gear tooth;
load and speed; - couplingmisalignmentfrequencies;
- The bearing structure and gear casing sup- - looserotor-systemcomponentfrequencies;
port structurestmess; - asynchronouswhirlfrequencies.
- The coupling weightto be supported by each 6.3.3.2 Rotor response analysis
gearbox shaft (the weight theof coupling hub plus
1/2 the weight ofthe coupling spacers).The cou- The rotor responseto unbalance analysisis used to
pling weight shall be applied at the proper centerpredict the damped vibration responses of the rotor
of gravity relative to the shaft end. The weight andtopotential
unbalance combinations (¡.e.,
criitical
the center of gravlty will be specified by the pur- speeds).
The critical
speeds of a
gear rotor
chaser of the coupling; determined from the rotor response analysis should
- The potential unbalanceof the gear rotor and be verified by shop and field test data.
coupling. The rotor response analysis should consider the
6.3.3 Lateral critical speeds following parametric variations in order to assure
that the vibrations will be acceptable for all expected
Lateralcriflicalspeedscorrespondtoresonant conditions:
frequencies of the rotor-bearing support system.
1. Unbalance,g-mm
The basic identification of critical speeds is made
from the natural frequencies ofthe system and of the midspan o
unbalance
6400 W ,
forcing phenomena. If the frequency of any harmon-
ic component of a periodic forcing phenomenon is - couplingunbalance 64 WcpI
equal to or approximates the natural frequency of
any modeof rotor vibration, a condition of resonance
may exist. If resonance exists at a finite rotational
- out-of-phase
unbalance 64 m Wcpl at
3200
speed, the speed at which peak
theresponse occurs coupling and at the furthermost mass
is called a critical speed. The speed or frequency at station on the gear tooth portion of the gear.
which these occur varies with the degree of trans-
mitted load, primarily as a result of the change in where
stiffness of the bearing oil film. o is the speed of rotor, rpm;
Criticalspeedsarenormallydeterminedusing a W, is the total weight of the rotor, kg;
rotorresponseanalysisandaredeemedtobe Wcpi is the half weightofthe coupling and spacer,
acceptable if: (a) the separation margin is greater kg-
12

S T D - A G H A bOLL-HSB-ENGL L q q A D Ob87575 OUCI5853 93L
AMERICAN NATlONALSTANDARD ANWAGMA 6011-H98
2. Gearloading NOTE: The shape of the curve is for illustration only

and does not necessarily represent anyrotor actual
re-
- unloaded and/orminimumload; sponse plot. In most cases the amplitude does not de-
crease to N. (0.707 of peak); therefore calculate N.
- 50 percentload;
from the "flip"of NI,or use another method suchthe as
- 75 percentload; amplification factor in the 'Handbook of Rotordynam-
¡Cs"by F.F. Ehrich, page 4.28.
- 100 percentload.
6.3.4 Stability analysis
3. Bearingclearances
Damped eigenvalues (damped critical speeds) may
- minimumclearanceandmaximumpreload; occur below 120% maximum rotor speed due to a
- maximumclearanceandminimumpreload. variationinload,bearingproperties,etc.These
damped eigenvalues are the frequencies at which
4. Speedrangefromzero to 130 percent of
the rotor will vibrate if there is sufficient energy or
maximum rotor speed.
insufficientdampinginthesystem.Therefore,a
6.3.3.3 Amplification factor damped stabilrty analysis is performed to insure that
thesedampedeigenvalueshavealargeenough
Theamplificationfactorisdefined as the critical logarithmic decrement (log dec) to insure stabilrty.
speed dividedby the band width of the response fre- The stability analysis calculates the damped eigen-
quencies at the half power point. The response of a values and their associated logarithmic decrement.
criitical speed is considered
to be critically damped if
the amplification factor is less 2.5
than (see figure1). The rotor should have minimum log dec of +0.1 at
any of the damped eigenvalues to be considered
stable.
Operating
speed 6.3.5 Mode shape
Each finite resonant frequency has an associated
mode shape. Knowing the mode shape that the rotor
will assume when responding to a critical speed is
important in understanding the consequencesof
bearing placement and residual unbalance. In most
high speed gear unit rotors the mode shape of the
first criitical speed
is mostly conical with a node point
betweenthebearings,vibrationatthebearings
irn
approximately 180" out of phase, and the point of
Shaft speed, rpm
highest vibration at the drive (coupling) end of the
Nc, is therotorfirstcriitical,centerfrequency, shaft. Aslight bending shape of the rotor is common.
rpm; The amplitude at the bearing locations is usually high
Nmc isthemaximumrotorspeed,rpm; enough to allow the damping inherent in hydrody-
namic journal bearings to limit maximum vibration
NI is the initial (lesser) speed at0.707 x peak amplitudes. However, the
location of highest
amplitude (critical), rpm; amplitude at the coupling makes most gear units
N2 isthefinal(greater)speedat 0.707 x sensitive to unbalance at this location and extra care
peak amplitude (critical), rpm; in coupling balance is recommended.
N2-N1 is the peak widthat the half power point; 6.4 Balance
AF is the amplification factor= Nct . All gearrotatingelementsshallbemultiplane

dynamicallybalancedafterfinalassemblyofthe
SM is theseparationmargin; rotor. Rotors with single keys for couplings shall be
balancedwith their keyway fitted with a fully crowned
CRE is the critical response envelope;
half-key so that the shaft keyway is filled its entire
for
kt is theamplitude at&. length.Thebalancingmachineshall besuitably
Figure 1 - Amplificationfactor calibrated,withdocumentation of thecalibration
13
S T D - A G M A bull-HS8-ENGL L998 m Ob87575 0 0 0 5 8 5 2 8 7 8 m
ANSI/AGMA 6011-H98 AMERICAN NATIONALSTANDARD
available. The rotating elements should be balanced

at any other speed within the specified range of
to the level of the following equation: operating speeds, casing vibration as measured on
thebearinghousingshallnotexceedthevalues
...(4) shown in table5.
where
U,,,, is the amount of residual rotor unbalance, -
Table 5 Casing vibration levels
g-mm;
W is the journal static loading, kg;
2.5 kHz
2.5 kHz
10 kHz
-
W is themaximurncontinuousspeed,rpm.
6.5 Shan vibration
During the shop test of the assembled gear unit NOTE: The levels shown in table 5 are for horizontal
operating atits maximum continuous speed or at any offset gear unitsonly. The allowable vibration
levelsfor
other speed within the specified rangeof operating vertical offset gear units are twice those shown in the
speeds, the double amplitude of vibration for each table.
shaft in any plane measured on the shaft adjacent
and relative to each radial bearing shall not exceed 6.7 Sound measurement
the following value or50 pm whichever is less: The sound level measurement and limits shall be in
A = mJq ...(5) accordancewithANSI/AGMA 6025-C90 unless
otherwiseagreeduponbythepurchaserand
where manufacturer.
A is theallowabledoubleamplitude of unfil-
tered vibration, micrometers(Pm) true peak
to peak; 7 Functional testing
W is themaximumcontinuousspeed,rpm.
7.1 General
6.5.1 Electrical and mechanical runout
Eachunitconforming to thisAmericanNational
When provisions for shaft non-contact eddy current Standard should
be
functionally
tested
as
a
vibrationprobesaresuppliedonthegearunit, minimum atfull speed. Functional testing provides a
electricalandmechanicalrunoutshall be deter- means of evaluating operational characteristics of
mined by rolling the rotor V-blocks
in at the journal the unit. The procedures may the be manufacturer’s
bearing centerline or on centers true to the bearing standard or one agreed upon by the manufacturer
journals while measuring runout with a noncontact- and the customer.
ingvibrationprobeandadialindicator.This
7.2 Purpose
measurement will be taken at the centerlineof the
probe location and one probe tip diameter to either Functional testing presents an opportunity to evalu-
side and the results included with the test report. atetheoperationalintegrrty of thedesignand
manufacture of gear drives. Functional test proce-
6.5.2 Electrical/mechanicaI runout
dures provide a means of evaluatingthe entire gear
compensation
system for noise, vibration, lubrication, gear tooth
If the vendor can demonstrate that electrical/me- contact,bearingoperatingtemperatures,bearing
chanical runoutis present, a maximum 25 of percent stabilrty,lubricantsealing,mechanicalefficiency,
of the test level calculated from equation5 or 6.4 instrument calibration and other unit features and
micrometers,whichever is the lesser,maybe providedatathatparallelstheexpectedon-line
vectoriallysubtractedfromthevibrationsignal operational characteristics.
measured during the factory test.
7.3 Procedures
6.6 Casing vibration
Functionaltestingmayalsoincludeprocedures
During shop no-load test of the assembled gear ranging from partial speed and no load spin testing to
its maximum continuousspeed or
drive operating at full speed and full power testing. Following testing,
14

AMERICAN NATIONAL STANDARD ANSIIAGMA 6011-H98
the unit may be disassembledfor bearing and gear - Onegearunit'srotatingelementsmaybe

tooth contact inspection. loaded on the normally unloaded flanks of the
teeth;
7.3.1 Spin testing-no load
- If therotatingelementshavemodifiedhe-
The unit under test is normally driven in the same lices, one unit may be torqued in the wrong direc-
rotational direction and at the same shaft as in the tion.
design application. The output shaft will have no 7.3.4 Special testing
load applied it.töTest speeds may range from partial
speed to over speed. Thetest duration should be no In the caseof very high rotational speeds or multiple
less than one hour after temperature stabilization. input/outputshafts,conventionaltestingmaybe-
come impractical. In such cases special
test
7.3.2 Partial load testing proceduresspecific to theapplicationshouldbe
developed betweenthe
manufacturerandthe
The unit under test is normally driven in the same
customer.
rotational direction and at the same shaft as in the
design application.
Theoutput
shaft
will
be 7.3.5 Power loss testing
connected to aloadingdevicewhichappliesa When testing for power loss in a high speed gear
resisting torque less than the design f u l l load torque. unit, the normal procedure is to measure the heat
Test time should be no less than one hour after removed by the oil flowing through the gear unit. The
temperature stabilization. oil inlet temperature, oil outlet temperature and oil
7.3.3 Full speed andfull power testing flowaremeasuredandthepower loss isthen
calculated ignoring the heat dissipated from all other
Full speed and full power testing can be carried out areas
in except the oil. Due to aeration of the drain oil,
the same manner as described in 7.3.2 for units calculate powerloss using the following equation:
rated in the lower rangeof the power scale.
PL = 0.027(Qum) (W ...(6)
Full power testingof units with higher power ratings where
may require back-to-back locked torque testing. In PL is thepowerlosses, kW;
this proceduretwo identical mirror image units are
shaft coupled together, inputto input and output to Q L ~ BisEthe oil flow, Ihnin;
output. Full operational torque is. applied
by AT isthechange in lubricanttemperature
disengaging one ofthe shaft couplings, rotating the from inletto outlet, "C.
shafts relativeto one anotheruntil the proper torque The constant0.027 in equation6 is forIS0 VG 32 oil.
is achieved, then re-engaging the shaft coupling. When using other VG grades, other values may be
The unit shafts are then rotated at full speed. Full used, based on experience.
power testing duration is usually not less than four
hours after temperature stabilization.
When performing back-to-back locked torque test- 8 Vendor and purchaser data exchange
ing the following risks should
be considered:
8.1 Rationale for data requirements
- Bearingswith f u l l loadappliedatthestatic
condition willstart with f u l l load and no hydrody- In order to promote consistency and reduce errors,
namicoil filmuntil 'some" rotationalspeedis recommended information to be furnished by the
reached; vendor is specified in this section. A detail of the
- Bearings of one unit willbe loaded in a direc- schedule for transmission of drawings, curves and
tion opposite normal operation; data should be agreed to at theoftime the proposal
or order.
- Gear and pinion teeth withfull load applied at
start with full load and no
the static condition will The purchaser should promptly review the vendor's
oil film until "some" rotational
to separate the teeth data when he receives them; however, this review
speed is reached.Scuffingmayoccur;special does not constitute permissionto deviate from any
procedures suchas plating of the gear teeth with requirementsin the order unless specifically agreed
an EP lubricant may be required; upon in writing. After the data has final approval, the
15
ANSI/AGMA 6011-H98 AMERICAN NATIONAL STANDARD
vendor should furnish certified copies inq uthe

anti - couplingselection;
specified. - thrust and radial bearing sizing and estimated
A complete listof all vendor data should be included loading;
withthefirstissue ofmajordrawings.This list rotor -
dynamics;
contains titles, drawing numbers and a schedule for -
any special paint or environmental protection
transmission of all data the vendor will furnish. requirements;
Inquiry documents should be revised to reflect any - whether SI or Imperial units areto be shown.
subsequent changes. These changes will result in 8.4 Proposal data
the purchaser’s issue of completed, corrected data
sheets as partof the order specifications. The following is a guide
to proposal data that should
be furnished.
8.2 Document identification
- A general arrangement or outline drawing for
Transmittal (cover) letter title blocks or title pages each gear unit showing overall dimensions;
shouldcontainthefollowinginformation, when - The purchaser’s data sheets, with completed
available: vendor’s information entered thereon and litera-
- thepurchaserluser’scorporate name; ture to fully describe details of
the offering;
- thejoblproject; - A schedule for shipmentof the equipment, in
weeks after receipt of the order, and
all approved
- theequipmentitemnumber; drawings;
- the inquiry or purchase order number; - A l i s t ofrecommended start-upspares,in-
- any other identification specified in the inquiry cluding any items that the vendor’s experience in-
or purchase order; dicates are likely to be required;
- thevendor’sidentifyingproposal number, - A completetabulationof the utilityrequire-
shop order number, serial number, or other refer- ments, including the q u a n t i of lube oil required
ence required to completely identify return corre- and the supply pressure,the heat loadto be re-
spondence. moved by the oil and the nameplate power rating.
(Approximate data shallbe defined and identified
8.3 Hems needing resolution
as such.);
The items listed below normally should be resolved - A description of the tests and inspection pro-
after purchase commitment. This may be donea at cedures, as required;
coordinationmeeting,preferablyatthevendor’s
plant or by other suitable means of communication.
- Anystart-up,shut-down,oroperatingre-
strictions required to protect the integrity of the
- the purchase order, scope of supply, vendor’s equipment;
internal order details and subvendor items; - When requested, the vendor should furnisha
- anyrequireddatasheets; list of the procedures for any special or optional
- applicablespecifications,standards,clarifi- tests that have been specified
proposed by the vendor;
the purchaser
by or
cations and previously agreed upon exceptions;
- that the system and all its components are in - The conditions and periodof the manufactur-
accordance with specified standards; er’s warranty.
- schedules for transmittal of data, production 8.5 Contract data

and testing; The following lists the contract data normally sup-
- qualityassuranceprogram,proceduresand plied by the vendor.
acceptance criteria; a. Certifieddimensionaloutlinedrawingand
- inspection,expeditingandtesting; parts list, including the following:
- schematicsandbillsofmaterial (B/Ms)of - the size, rating and location of all of the
auxiliary systems; purchaser’s connections;
- thephysicalorientationofequipment,shaft - approximate overall and handling weights;
rotation,pipingandauxiliarysystems; . - overalldimensions;
16

AMERICAN NATIONAL STANDARD ANSIIAGMA 6011-H98
- dimensionedshaftend@)forcoupling - a graphic display of the rotor response to

mounting(s); unbalance, including damping (rotor response
- the height of the shaft centerline; analysis);
-
the dimensions of baseplates or soleplates
- journalbearingstiffnessanddamping
coefficients;
(if furnished),complete
with thediameter,
numberandlocationofbottholesandthe - damped stability analysis, including identi-
thickness of themetalthroughwhichbolts fied eigenvalues and associated logarithmic
must pass; decrement.
- shaftpositiondiagram,includingrecom- e. Torsional data sufficient for a third party
to do
mended limits
during
operation,
with
all a system torsional analysis.
changes in shaftendpositionandsupport f. Whenmechanicalrunningtestissupplied,
growths from an ambient reference or 15°C test reports, including
the following (see clause
7):
noted; - vibration;
- journal bearing clearances and tolerances; - lube oil flow and inlet and outlet tempera-
- axial rotor float or thrust bearing clearance, tures;
as applicable; - bearingtemperatures.
- the number of teeth on eachgear. g. Nameplatesandrotationarrowsshallbeof
Series 300 stainlesssteelor of-nickel-copper
b.When lube-oilsystem is supplied,asche- alloy (Monel orits equivalent) attached by pins of
matic, certified dimensional outline drawing, and similar material and located for easy visibility.
As
parts list including the following: a minimum, the following data shouldbe clearly
- control, alarm and trip settings (pressures stamped on the nameplate:
and recommended temperatures); - the vendor's name;
- utilityrequirements,includingelectrical, - the size and typeof the gear unit;
water and air; - the gear ratio;
- pipe and valve sizes; - theserialnumber;
- instrumentation,safetydevicesandcon- - the service power, P,;
trol schemes;
- theratedinputspeed,inrevolutionsper
- size, rating and location of
all the purchas- minute;
er's connections; - the rated output speed, in revolutions per
- instruction and operation manuals; minute;
- maximum, minimumand normal
liquid - the gear service factor, as deiined in this
levels in the reservoir. standard;
c. Electrical
and
instrumentationschematics - the purchaser's item number;
and bills of materials, including the following: - the number of gear teeth;
- vibration warningand shutdown limits; - the number of pinion teeth;
- bearingtemperaturewarningandshut- - date of manufacture: month and year unit
down limits; was successfully tested.
h. A statement of anyspecialprotectionre-
- lube-oiltemperaturewarningandshut- quired for start-up, operation and periods of idle-
down limits.
ness under the site conditions specified on the
d. Lateral criiical speed analysis, whichmay in- data sheets. Thelist shallshow the protection to
clude any or allof the following: be furnished by the purchaser, as well as that in-
- themethodused; cluded in the vendor's scope of supply.
8.6 Installation manual
-. a graphic display of bearing and support
stiffness and their effects on critical speeds Whenspecifiedbythepurchaser,aninstallation
(undamped lateralcritical speedmap); manual shall be supplied. Any special information
17
STDmAGMA bOLL-HSB-ENGL L778 W O b 8 7 5 7 5 00058Sb q13
ANSIIAGMA 6011-H98 AMERICAN NATIONAL STANDARD
required for proper installation design that is not on index sheet containing section titles, and a complete
the drawings shall be compiled in this manual. This list of referenced and enclosed drawings by title and
manual shall be forwarded at a time that is mutually drawing number. The manual shallbe prepared for
agreed upon in the order. The manual shall contain thespecifiedinstallation;atypicalmanual is not
information such as special alignment and grouting acceptable.Thismanualshallbeforwarded at a
procedures, utilrty specifications (including quanti- time that is mutually agreed uponin the order. This
ties) and all other necessary installation design data, manual shall contain a section that provides special
including drawings and data specified in 8.5. The instructions for operation at specified extreme envi-
manual shall also include sketches that show the ronmental conditions, suchas temperatures.
location of the center of gravity and rigging provi-
8.8 Recommended spares
sions to permit the removal of the top half of the
casing, rotors and subassemblies that weigh more When the vendor submits a complete list of spare
than 140 kilograms. parts,thelistshouldincludesparepartsfor all
equipment and accessories supplied. The vendor
8.7 Operation, maintenance and technical should forward the list to the purchaser promptly
manuals after receiptofthe reviewed drawings andin time to
permit order and delivery of the parts before field
When specified, the vendor shall provide sufficient start-up.
written instructions and a cross-referenced list of all
8.9 Special tools
drawings to enablethepurchaser tocorrectly
operateandmaintainalltheequipmentordered. A list of special tools required for maintenance shall
This information,when required, should be compiled be furnished. The vendor shall identify any items
in a manual or manuals with acover sheet containing included in the offering as to whether arethey
inch or
allreference-identifyingdataspecifiedin 8.2, an metric.
18

S T D . A G f l A bOLL-HSB-ENGL 1798 Ob87575 0 0 0 5 8 5 7 35T
GMA
STANDARD
NATIONAL
AMERICAN 6011 -H98
Annex A
(informative)
Service factors
rheforeword,footnotes and annexes,
if any, are providedfor informational purposes onlyand
should not be construed asa
part of ANWAGMA 6011-H98,Specirïcation for High Speed Helical Gear Units.]
A1 Purpose A.2.2 Driven equipment characteristics
Thisannexprovidesdetailedinstructionsforthe Drivenequipmentcangenerallybedivided into

determinationanduseofservicefactorsforen- rotary and reciprocating types of machines. Rotary
as described in
closed high speed helical gear units machines generally have smoother power require-
AGMA 6011-H98. ments than reciprocating machines, but type eachis
unique and the equipment characteristics of each
A2 Determination of senrice factors
must be known to be properly evaluated.
The determination of service factor is based on the
equipment characteristic overload of the gear as unitA.2.3 System conditions
a resultof operation, the desired reliability
of the gear The gear unit is apart of a system and this system
unit during its design life, and theof time
lengththatis canhavedynamic(vibratory)responseto time
consideredthedesignlife.Itreliesheavilyon varying(dynamic)powertransmissionthatmay
experience acquiredin each specific application. A overload the gear unit. This is most commonly found
broad explanation of the factors involved are: as torsional vibration in the rotating shafts, but can
- The causes of service overloads are broken beanyvibratoryresponse to dynamicexciting
into three broad categories: those produced by forces.Generally,overloadsareassumed to be
the prime mover, those produced by the driven transmitted with no amplification through the gear,
equipment, and those resulting from system con-but whenthere is a resonant responseto a dynamic
siderations uniqueto the equipment train; power overload, a much higher load may occur the at
- The reliabilityof a geared system depends on gear unit.
many factors both internalto the gear unit itself
Thus,thedynamicoverloadsthatarecausedby
and externalto the unit. Increases in service fac-
tor to influence reliability normally take into con- prime movers and driven machines may be amplified
siderationexternalsources offailuresuchas in such a way as to greatly increase their magnitude
abuse and unexpected operating conditions; at the gear unit, and primarily at the gear tooth mesh.
Thenormalratingofgearunitsandthe normal
- The desired lifeof most high speed enclosed service factors used assume that these responses
drives is usually longer than other types of en-
(resonances) do notappreciably affect the gear unit
closed drives. At high operating speeds this can
load. Therefore, careful system analysis is recom-
translate into a very large number of stress cycles
mended to ensure that no unexpected overloads
on the components.
due to resonances are present.
A.2.1 Prime mover characteristics
A.2.4 Reliability and life requirements
Some different typesof prime movers are electric or
hydraulic motors, steam or gas turbines, and single There isareliabilityfactor in the power rating
or multiplecylinderinternalcombustionengines. equations, butit deals onlywith the statistical nature
Each of these prime movers is designed to produce of materialtestingandprobabilityoffailurefor
somenominalpower,buteach will producethis materials at a given stress level. In a gear unit there
power with some variation over time. The variation are many separate components that may fail, many
of power output with time may be lower or higher modes of failure, and many factors that can contrib
depending on the prime mover and also the way Ute thetothosemodes of failure.Forthisreason,
prime mover is applied in a particular' machinery quantifying factors associated with reliability
and life
train, but any variation over nominal power is an to account for these external issues can be extreme-
overload and must be considered. ly difficutt.
19
S T D - A L M A bOLL-HSB-.ENGL 1998 O b 8 7 5 7 5 0 0 0 5 8 5 0 27b m
6011 ANSI/AGYA -H98 STANDARD
NATIONAL AMERICAN
A.3 Service factor table - Electric motors that have electric power inter-
rupted and then re-applied before
the shafts have
Service factors have served the industry well when stopped rotating produce very high torques;
theyhavebeenidentifiedbyknowledgeableand - Synchronouselectricmotorscanproduce
experiencedgeardesignengineers.Theservice very hightorsional forcing functions during start-
factorsshown in table A l havebeenusedwith up. This can cause very high transient torsional
success in the past. These values may be used as torques onthe gear unit;
general guidelines, but they do not eliminate the
responsibility of defininganyunusualsystem re
- Generators have extremely high loads when
they areout of phase with the main system, and
quirements that would alter the listed values.
across-the-lineelectricalshorts can produce
A3.1 General selection guidelines very high torque loads.
For this reason lirn-
torque
iting devicesor higher service factors are advis-
There is no wayto list all the possible considerations able;
that may affect selectionof service factors,but the - Brakes or other decelerating devices can pro-
following are some guidelines. duce loads on the gear unit larger than the trans-
- Inductionelectricmotorscanproducehigh mitted power.
torques on start-up. Therefore, on an application The list could be much longer, but the intent here
with many starts, higher service factors may be is to give a general idea of items to consider when
warranted; selecting service factors.
-
Table A1 Service factors,CSFand &F
T Service factor.with Drime mover 1

Appllcation Synchronous motors
lnductlon Sas or steam or internal cornbustlon
motors turbine’) engine (multi-cyllnder)
3lowers
Centrifugai 1.4 1.6 1.7
Lobe 1.7 1.7 2.0
Sompressors
Centrifugal
process gas, except air conditioning 1.4 1.6 1.6
air conditioning service 1.2 1.4 1.6
air or pipe line service 1.4 1.6 1.7
Rotary
axial flow - all types 1.7 1.7 1.7
liquid piston (Nash) 1.7 1.7 2.0
lobe - radial flow 1.7 1.7 2.0
Reciprocating
3 or more cylinders 2.0 2.0 2.0
2 cylinders 2.0 2.0 2.3
lynarnometer - test stand 1.1 1.1 1.3
-ans
Centrifugal 1.4 1.6 1.7
Forced drafl 1.4 1.6 1.7
Induced draft 1.7 2.0 2.2
Industrial and mine (large with frequer
It stal 1.7 2.0 2.2
ìenerators and exciters
Base load or continuous 1.3 1.3 1.4
Peak duty cycle 1.4 1.4 1.7
(continued)
20
~~ ~ ~
S T D - A G H A bOLL-HSB-ENGL L778 Ob87575 0 0 0 5 8 5 9 1 2 2 E

AGMA
STANDARD
NATIONAL
AMERICAN -H98
Table Al (concloded)
I Service
factor,
with
prime
mover
Application T I Synchronousmotors
Induction Gas or steam orinternal combustion
motors turbine') engine (multi-cylinder)
'aper industry
Jordan or refiner "
1.5 "
Paper machine- line shaft "

1.3 "
%rips
Centrifugal (all service except as listed below) 1.3 1.5 1.7
Centrifugal
boiler feed 1.7 2.0 "
descaling (with surge tank) 2.0 2.0 "
hot oil 1.7 2.0 "
pipe line 1.5 1.7 2.0

water works 1.5 1.7 2.0
Reciprocating
3 or more cylinders 2.0 1.7 2.0
2 cylinders 2.0 2.0 .2.0
Rotary
axial flow- all types 1.5 1.5 1.8
gear type 1.5 1.5 1.8
liquid piston 1.7 1.7 2.0
lobe 1.7 1.7 2.0
sliding vane 1.5 1.5 1.8
iugar industry
Cane knives "
1.5 1.8
Crushers "
1.7 2.0
Mills "
1.7 2.3
SOTES:
Gas turbines seldom operate atfull design power while steam turbines often operate at or above rated power.
Qpropriate design considerations should be made to assure adequate torque capacity.
21
S T D - A L M A bOLL-HSB-ENGL 1998 W Ob87575 00058b0 9'411
STANDARD
MA NATIONAL
AMERICAN 6011-H98
Annex B
(informative)
A simplified method for verifying scuffing resistance
pheforeword, footnotes and annexes,if any, are providedfor informational purposes onlyand should not
be construedas a
pari of ANWAGMA 6011 -H98, Specifcation for High Speed Helical Gear Units.]
B.I Purposé C, = 1.1 O (conservative value);

Thisannexprovidesinformationconcerningthe C, = 1.15 (nominalvalue);
scuffing (scoring) of high speed gear units. C, = 1.20(maximumvalue).
B.2 Scuffing considerations NOTE: C, values are suggested values. Manufactur-
er's own experience may change these values with
AGMA 6011-H98 isconcernedwith two failure supporting data.
modes in gear teeth. They are surface pitting and
root bending fatigue failure
of the tooth material for a
givennumber of stresscycles.There is another
known failure type: scuffing (sometimes referred to
-
Table 6.1 Lubricant viscosities
as scoring). AGMA Nominal viscosity

lubricant IS0 viscosity at 40°C,
The calculationof the scuffing load capacity is avery number grade VG rnm*/sec (cst)
complex problem. While this type failure has been VG - 22 22
known for many years and mathematical methods O VG - 32 32
havebeendevised to assessrelativerisk(see 1 VG - 46 46
ANSI/AGMA 2101-C95, annex A), asimplified 2 VG - 68 68
scuffing criterion is suggested that is suitable for
general high speed design work.
From the valuesof tooth loading, pitch line velocity NOTE: For high speed gearset applications, lubrjcant
andviscosity of thelubricant,acondensedload viscosity means lightturbine oilwith littleor noadditives
based on a viscosity range of: 32 5 v a 5 68. The
function, F (load), is formed,which,toassure standard FZG oil test, DIN 51354, gives approxima-
scuffing resistance, must be less than (or equal to) tions for the lubricant with respectto scuffing tendency.
the geometric function, F (geometric). The geomet-
ric functionis based on gear characteristics such as
number of teeth of thepinionandgear,center Geometric function,F (geometric):
distance and gearsetratio. As long as the value of
the load function, F (load), does not exceed that of (50 + L , + z ~ ) ( u ) ' -[C,]
~
-**(B-3)
F(geometric) =
thegeometricfunction, F (geometric),thereis A
adequate safety against scuffing.
where:
Therefore:
LI is the number of teeth of the pinion;
F (load) 5 F (geometric) ...(8.1)
z2 is the number of teeth of the gear;
Load function,F (load): U isthecenterdistance,mm;
F (load) = [w'/Cw][ v ' ] ~ [. 4~ 6 / ~ 4 ] ~ - ~...(~B.2) U isthe gearratio = Z&
A = 300 for pressure angle ap = 20 deg;
where
W' is the specific tooth load on the pitch circle, For1 s u c 3
N/mm; c, = IO$ + 333 [3 - U] ...(B.4)
V' is thepitchlinevelocity, m/s;
V@ is the viscosity of lubricant at 40"C,mm2/s For3 IU I10
(CS); C, = 130 - 10.0 [lo9- (13 - u ) ~ ] ' . ~ ...(B.5)
Previous page is blank 23

S T D - A G M A bOLL-HSB-ENGL L778 W Ob87575 0 0 0 5 8 b L 880 D
ANSIIAGMA 6011-H98 AMERICAN
STANDARD
NATIONAL
8.3 Field of application 2. Pressure angle, g p = 17.5 deg

The above scuffing criterion is applicable to: A=300
a. High speed gears with a modified addendum
resulting in reasonably balanced sliding and roll- For1 Iu < 3
ing conditions between the tooth flanks at the
tip Cu = 90 + 30 [3 - U] ...(B.8)
of the pinion and mating gear;
b. Gear tooth accuracy grade, per IS0 1328-1,
shall be equal to or better than:
rpl
Q5 (AGMA 12) for single pitch deviation,
3. Pressure angle, ap = 22.5 deg
Q5 (AGMA 12) for total cumulative pitch
deviation, Fp A=250
Q4 (AGMA 13) for total profile deviation,
Fa
For1 S u e 3
Q3 (AGMA 14) for total helix deviation,Fß
Cu = 95 + 28.6 [3 - U] ...(B.10)
c. Surface roughness of tooth flanks after grind-
ing & s 0.5 pm (20 rms);
For3 5 U 5 10
d. Basic rack profile with: Cu = 130 - 10 [112.5 - (13 - u ) ~ J O . ~ ...(B.ll)
pressure angleap = 20 deg
addendum hap = 1 module. 4. Pressure angle, ap = 25 deg
The working flanks of the pinion or gear shall be
providedwithprofilemodificationstoobtaina A=250
trapezoidal tooth load distribution along the pathof
contact. For1 5 u e 3
Cu = 105 + 31.4 [3 - U] ...p.
12)
The working flanks of the pinion or gear shall be
provided with longitudinal modification to compen-
For3 I U I10
sateforbendingandtorsionaldeflectionsand
thermal deformations of the gear rotors in order to Cu = 140 - 10 [133.5 - (14 - u)2]0.5 ....(8.13)
obtainauniformtoothloaddistributionoverthe
entire rated face width.
BA Scuffing design criteria
Lubricants applied shall conform with an FZG L 6 As stated, there are no firm criieria.for designingto
load stage(DIN51354, IS0 14635). prevent scuffing at this time. However, it is hoped
that the use of methods such as those in this annex
For applications employing other pressure angles and those in ANSI/AGMA 2101-C95 can lead to a
where manufacturers have had successful experi- set of design criteria. There are other methods for
ence, the following formulas are suggested: predicting scuffing and there is no intentto deny the
1. Pressure angle, 4p = 15 deg validity of any method at this time.
A = 350 8.5 Conclusion
For1 5 u < 3 Predicting scuffing is very important in high speed
Cu = 95 + 28.6 [3 - U] ...(B.6) gearing. It is hoped that industry consensus can be
reachedonscuffingprediction. To achievethis
For 3 s 10
U I consensus, industry must utilize available methods
C, = 130 - 10 [112.5- (13 - u)~]O-S ,..(B.7) and gain experience.
24

Annex C
(informative)
Lateral rotor dynamics
rheforeword,footnotesand annexes,if any, are providedforinformationalpurposes onlyand should be
notconstrued as a
part of ANSIIAGMA 6011-H98,Specification for High Speed Helical Gear Units.]
c.1 Purpose mainly a result of the rotor weight and is therefore

constant.
Inthe dynamic analysis of a high speed gear box,
it is
necessary to veri¡ that the drive is inherently stable,
andthatanyactualharmfulcriticalspeedsare
sufficiently removed from any operating speed or
load range of the equipment. This annex provides
information on rotor dynamics for high speed gear
drives.
C.2 Modes
High speed gear drives are frequently coupled to

-
Figure C.2 Typical modes of flexural lateral
vibration .
turbomachinery. Although the gear drive operates at
turbomachineryspeeds, its dynamicbehavioris High speed gear drives use fluid film or sleeve type
significantly different from compressors or turbines. bearings.Theyfrequentlyaremanufacturedwith
Gear shafting is generally of the rigid rotor design. non-cylindrical bores. Gear drive bearings gener-
This meansthatthroughouttheoperatingspeed ally have a large length to diameter ratioto gain the
range of the machine, most vibration that occurs is bearing area requiredto support the torque load as
causedbyshaftdisplacementsinthebearing wellasrotorweightloadingand stillbeable to
system oil films rather than deflectionsof the rotor maintainhighefficiencies.Thistypeofbearing
(see figureC l
) . design lends itself to asymmetrical oil film stiffness
rates in thexand Ydirections. High stiffness values
occur in the direction of the applied load. Relatively
large cross coupled stiffness and damping coeffi-
cients are common. Bearing cross coupling spring
anddamping, in simple terms, meansthat, in
addition to a resulting resisting force being gener-
ated in thedirectionofdisplacementorvelocity,
another forceiscreated 90 degreesfromthe
direction of motion. This phenomenon has a more
pronouncedeffectingeardrives than in turbo
Figure C.l - Typical modes of rigid rotor lateral equipment, which frequently uses tilting pad type
vibration bearings. For an accurate analysisa gear of drive, a
complete eight element matrix of spring and damp-
Typical
turbomachineryequipment can pass ing rates should be obtained (see figure C.3).
through what is called flexural type critical speeds
within their operating speed range. Here the rotor Stiffness terms:
will actually deflectto create mode shapes similar to K, is force in X resulting from a displacement in
those shownin figure C.2,in addition to any vibration the X direction in Newtons per millimeter;
resulting from shaft displacement in its bearings. KT is force inXresultingfrom a displacement in
the Y direction in Newtons per millimeter;
C.3 Bearings
iG, is force in Y resulting from a displacement in
In gearrotordynamics,bearingoilfilmstiffness the Y direction in Newtons per millimeter;
varies 'Wh speed as wellas torque load applied to X;. is forcein Y resulting from a displacement in
the drive. In most turbomachinery, bearing load is theX direction in Newtons per millimeter.
25
Bearin
shell vibrations. Lightly loaded fluid film bearingscan get
9 into sub-synchronous vibration problems, particu-
larly in thequalificationtestingprocess,whichis
generally a no load test. Oil whirl and oil whip are the
names for this type of problem. This vibration is
usually at a frequency of around 0.4 times rotational
speed. If not properly detected in the analysis of the
drive,undesirable orevendestructivevibrations
may be exhibited in testing or lightly loaded field
running.
X
Figure C.3 - Cross coupled bearing schematic
representation
Damping terms:
Dnr is forceinX resulting from a velocitytheX
D,
D,
in
direction in Newtons per millimeter;
direction in Newtons per millimeter;

in the Y
is force inX resulting from a velocity
is forcein Y resulting from a velocity in Y the

I ' ;;I=-
:F
,I
source
e,
:y:
1 '
'Hz €5
direction in Newtons per millimeter; Figure C.4 - Heat balance model
L),.x is forcein Y resulting from a velocity in Y the
direction in Newtons per millimeter. C.5 Critical speed
Obtaining these coefficients is the first step to an A critical speed is defined as the speed at which the
accurate geardrive
rotor
dynamicsanalysis. peak response amplitude actually will occur when
Sophisticated bearinganalysis
techniques
are the rotorbearingsystem is in resonancewitha
available to determine these coefficients.A typical periodic forcing frequency. There are many possible
method will solve the Reynolds and energy equa- forcing frequencies in a gear drive system but the
tions over a grid network of the bearing area for theone most likely to excite the system is the harmonic
particular geometry in question by finite difference forcegeneratedatrotorrotationalspeeddueto
techniques.Theresultsfromeachgridpointare mass imbalance. Gears generally are designed to
numerically combinedto produce the performance have their actual criiical speeds above 120 percent
characteristics of the complete bearing.A detailed of their maximum operating speed. Undamped and
heatbalance of thebearingsystemunder its dampednaturalfrequenciesmaybecalculated
operating conditions must be performed to ensure belowrunningspeed.Dampingmaycompletely
that the actual oil film viscosities are being utilized. suppress the response of these modes or signifi-
This is normally accomplished in an iterative type cantly shiftthe frequency at which these modes will
technique, where an assumed temperature is cho- actually experience peak responseor critical speed
sen for performance calculation and then is com- by the above definition. Damping tends to lower
paredwith
the
final
calculated temperatures calculated natural frequencies. For simple systems
resulting from the heat balance. If the two do not they are related by:
agree, a new assumed temperature is chosen and
the process continuesin the program until conver-
...(C.1)
gence occurs (see figureC.4). where
C.4 Stability 5
isthe dampingratio;
Astability analysis is required to ensure that the drive
wd is the damped natural frequency;
willnotexhibitselfsustainingnon-synchronous W, is the undamped natural frequency.
26
STD.AGMA bOLL-HSB-ENGL L778 m Ob87575 0 0 0 5 8 b l l 5 9 T m
AMERICAN NATlONAL STANDARD ANSIIAGMA 6011-H98
C.6.1 Undamped critical speed analysis

, ..(C.2)
where
The undamped critical speed analysis is an excellent
D istheactualdamping; simpletoolforpreliminaryevaluation of arotor
Dc is thecriticaldamping. bearingsystem.Itallowstheanalysttoidentify
Damping, however, tends to raise the frequency at approximatelythemagnitude of oilfilmstiffness
whichtheactualresponseamplitude or critical required to obtain the desired regime of operation of
speed due to imbalance occurs. For simple systems
thesystem (Le., rigid orflexiblerotordesign).
they are related by:
Approximate mode shapes are obtained. Effective-
-
Wr = 1 ...(C.3) ness of bearing damping can be seen. If motion of
wo -4 the rotor occurs at the bearing, damping will be very
where effective.
W, is the actual response frequency.
The damped, undamped, and response frequencies If themotionoccursotherthanatthebearing,
will agreeonlywhenthedampingratio is small. dampingwillbeineffective.Whiletheundamped
Large discrepancieswill be seen at damping ratios criticalspeedmapisausefultoolinestimating
larger than0.3. Another wayof expressing damping performance, it is lacking in several major areas.
ratio is by a logariithmic decrement which defines
First, it does not consider the cross coÚpled effects in
how quickly a vibration will decay with time.
I
the oil filmand second, it does not consider the direct
or crosscoupleddampingterms.Ingeardrives
L o g decrement S = ...( C.4)
which generally have large damping values as well
C.6 Analysis types as large cross coupled terms, the result can to tend
yield critical speed predictions less than what an
There are threemaintoolsused in (naturalfre-
quency and criitical speed) analysis, each havingits actual machine may exhibit. Lastly, no indication of
ownstrengthsandweaknesses.Theyare the stability characteristics is obtained. The map should
undampedcriiicalspeedanalysis, the damped display the effect of load variations. Stiffness values
critical speed stability type analysis and the dampedfor the range of applied load are generally plotted on
unbalance response analysis.
Mode 3
Mode 2
1 Mode 1
Figure C S - Undamped critical speed map
27
ANWAGMA 6011-H98 AMERICAN NATIONAL STANDARD
C.6.2 Damped critical speed analysis smalldampinginthesystemforthismode.See

figure C.7.
The damping approach is similar to the undamped
map except that it is evaluated using full bearing
spring and damping characteristics, including cross
coupling terms.
Damping in gear bearings is significant and the first

two mode shapes generally show significant
movement in the bearings,therebyutilizingthe
available damping (see figure C.6). This tends to
give a closer theto real world result when evaluated,
consideringthatfrequencieswithdampingratios
greater than 0.2-0.3 will not be responsive where
indicated. It gives results which agree very closely
Figure C.6 Bearing damping -
with the damped response analysis for the flexural The degree of damping or likelihood of responseis
mode of vibration whichis generally the realcridical shown via logarithmic decrement or damping ratio
speed where response will occur. This is because
of values. This stability type analysis can also identify
little movement at the bearings and corresponding sub-synchronousvibrationpotentialsuchashalf
E= 0.01 E = 0.011 5 = 0.011 5 = 0.012

I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I 1 I I I
NF3
Bend
NF1
Rock
NF1
Bounce
2000 3000 4000 5000 6000 7000 8000 9000

Shaft rotating speed (rpm)
Figure C.7 - Damped critical speed mapnatural frequency versus rotational speedload
28

S T D - A G M A bOLL-HSB-ENGL L778 Ob87575 00058bb 3b2
AMERICAN NATIONALSTANDARD ANWAGMA W11 -H98
frequencywhirl,whichcanoccurwithunloaded frequency of thepeakinvibrationresponseto

gears. Here a growth factor is calculated for each excitation.
mode. Ifthe factor has a negative value, the system
isinherentlystable.Ifthevalueispositive,the Thedampedresponseanalysisincludesallthe
system may be unstable. This analysis should also effects from both damping and cross coupling. It will
be performed over the load range if applicable. The not indicate stability problems. isIt generally best to
damped naturalfrequencyanalysisyieldsmore specify unbalance forces several times larger than
information but can be difficult to interpret if one is not the actual rotor balance specification allows in the
familiar with evaluating the effect of the damping analysis.
Unbalancedforce
stations must be
ratio. selected to excite the particular mode of vibration in
question.Theunbalanceshouldbeappliedat
C.6.3 Damped response analysis
several places along the rotor in successive runsto
The damped response analysis is generally consid- ensurethateachmode will beexcited.Coupling
ered to be the most useful of the tools for evaluating end, midspan, and blind end locations should be run
rotorsynchronous vibration.
It
givesexcellent as a minimum. Coupling end unbalance will usually
correlationwithactualmachines. By definition, a excite the most common mode seen (see figures
critical speedis the speed which corresponds to the C.8, C.9 and C.10).
Max AMP 99 prn 1

at 20 800 rpm
90
h
-
E
5
al
U
70
.-3
c,
E. 50
E
Q
a
fi 30
9000 18 O00 27 O00

Speed (rpm)
Figure C.8 - Unbalance modeled at coupling

110
90
h
E
Y
5 70
al
U
3
CI
50
E
(II
Q
5 30
I" O 9000 18 O00 27 O00

Speed (rprn)
Figure C.9 - Midspan
29
S T D - A G M A bOLL-HSB-ENGL L778 Ub87575 U U U 5 8 b 7 2 T 7 W
ANWAGMA 6011-H98 STANDARD
NATIONAL
AMERICAN
Speed (rpm)
Figure C.10 - Blind end
In high speed gear drives with large LID bearings, it drive.Thisisbecause the criticalsareusually
is generally accepted thatNFI(bounce mode) and designed to be at operatingspeedshigher than the
N F (rock
~ mode) are heavily damped and unrespon- rest of the drive may be ableto withstand. Bearing
sive. When heavily damped (damping ratio greater temperatureorcentrifugalstressconsiderations
than 0.3),these bearing modes may fall within the usuallylimitthemaximumoperatingspeed.The
20% band width around the rotating speed-natural only thing that can usually be verified is that the
frequencyline.Theacceptabilitymaybeproven actual criiical is above design speeds, but not the
either by response analysis or by the damping ratio actual critical speed frequency. This is determined
of actual damping/criical damping. by not measuring any peak in response over the
speed range of the machine.
A term called the amplification factor determines
when a response peak is to be treated a Evaluating the
undamped and
damped naturd
criticalspeedor if thefrequencytendstobecriticallyfrequencies as well as the response analy-
dampedm factors less than 2*5 are sis is the
mostcomplete m y to
determine if gear a
considered to be critically damped.
drive rotorwill have dynamics problems.If only one
It is not the normal case to be able to evaluate the tool can be available, the mast reliable overall results
accuracy of a critical speed calculation for a gear will be obtained with the damped response analysis.
Ncl = Rotor first critical center frequency, cycles per minute
-3 .-
5ï
----------
Ac1
I
I
I N1
N2
= Initial (lesser) speed at 0.707 x peak amplitude (critical)
= Final (greater) speed at 0.707 x peak amplitude(critical)
ó
-
!
n
--- 0,7277_-FK ------ -*- 4 -
N2- N I
AF
= Peak width at the 'half power point
= Amplification factor
> - Nd
N 2 - N1
RRE = Resonanceresponse
envelope
"" *I
- - "
1
I 1. I1 . 1
AC1 = Amplitude at
N1 M N 2
Figure C.ll - Amplification factor
30

Annex D
(informative)
Systems considerations for high speed gear drives
Fheforeword, footnotes and annexes,
if any, are provided for informational purposes only and should not be construed
a as
D.l Purpose - gear,

coupling, equipment,
driven other any or
component.
The need for high mechanical reliability in geared
drives can best be satisfied by a "systems approach" Theincreasingdemandsforsystem"mechanical
to the entire train of machinery including founda- reliability" can best be satisfied by a coordinated
tions, lubrication, vibration, the forces moments
and technical exchangebetweendesigner,equipment
associated with piping, couplings, etc. The purpose supplier, erecting engineers, and user. The various
of this annex is to point out common problems that system analyses,in at least preliminaryforrn, should
mayoccur in gearedsystems, an explanationof precededetailedequipmentpurchasespecifica-
these problems, and the possible effects. tions. This sequence will permit the design to be
based on more nearly correct load and operating
It is not the intentof this annex to present detailed conditions.
methods of analyzing or solving the problem, nor will
Thiscoordinatedeffortcanbeproperlycalled
there be any attempt to set design criteria or limits.
"system engineering" andis normally Performedby
D.2 Responsibility the design agent or his technical representative.
A gear unit is susceptible to a variety of problems Gear mtlufacturers may not have the expertise nor
when fi becomesapartofarotatingmachinery thedetailedinformationtoadequatelyanalyze
system, the severity of which generally increases system overload- This function must be Performed
Ath speed.Eventhoughtheseproblemsare by specialists under the responsibility
of the systems
generally beyond the gear manufacturer's control, engineer.
they adversely affect system reliability and/or perfor-
There is no set format for communicating this data.
manceandmaycausedamagetothegearunit.Therequiredinformationisthemagnitudeofover-
The party having contractual responsibilEtyforsys-loadand a description of the operational conditions
temperformanceshouldinvestigateandresolve under whichit occurs, suchas when, how long, and
theseproblems in thedesignstageandthereby nature.
avoid the conflicts that may develop between the Gear units and couplings can be adversely affected
componentmanufacturers
users.
and
one
by or more
system
generated
problems.
Failuresthatresultfromthesesysteminduced
It is that the
having
pa* categorized
becan
under three main head-
responsibilityforthesystemanalysisofa ciiical :---.
II lys.
service gear drive beclearlyidentifiedinthe
specifications,contractorpurchaseorder.Because - Thoseresultingfromoverstressingcompo-
of the substantial cost involved ina system analysis, nent parts, which are grouped under "Overload";
and in some cases the
system performance, it - Thoseresultingprimarilyfrom a lubrication
should be
emphasized that all parties
supplying
related
failure;
components to thesystemhave a responsibilltyto - Alignmentrelated,suchasdistortedfounda-
furnish correct and accurate dataso that the analysis tions or poor alignment with connected machin-
will be meaningful. eV*
D.3 Introduction 0.4 Overloads
It is not uncommon to find daily process system For the purpose of this discussion overloadw i l l be
operating costs many times theofcost the gear unit. defined as:
Thisdowntimecostmakes it desirabletoavoid "That load whichis in excess of the nominal de-
failure of any partin the system-- be it prime mover, sign point load."
31
Overload can be of momentary duration, periodic, In the case of air handling centrifugal compressors,
quasi-steady state,or vibratory in nature. Depend- the design power is usually based on the normal
ing on its magnitude and the number of stress cycles maximum ambienttemperature.
Consideration
accumulated at overload, it can be afatigue or ayield should be givento cold weather operation since the
stress consideration. densrty of air varies with the absolute temperature.
Compressorshandlingothergasesareusually
Overload on a gear drive can result from internal or
encounteredinprocesssystemsundergreater
external causes. Internal cause of overload -- such
controlwheretemperaturevariationsareless.
as taum manufacturing (faults of manufacture) are
However, other variables may become serious. In
usually found by routine inspections before the gear
refinery practice, for example, the composition of the
driveisput into service.Externalsources of
gas can vary widely, andin other process workthe
overload result from the operational characteristics
of the system into which the gearisdrive placed, and
inlet pressure may not be a fixed value.
are more complex and difficult to identify. Carry out is an expression used by the pump and
The gear manufacturer has little if any control over compressor industries to indicate performance on a
the external influences that produce overload. The headcurvebeyondthe so-called designpoint.
system engineer who has overall responsibility for Figure D.l illustrates a typical compressor percent-
performance should include, along with output, unit age performance curve.
cost, efficiency, etc., the investigation of overloads
as they relate to potential failure, downtime, and It will be noted at100% speed as the head drops off
system reliability. and the flowis increased, the power increases to a
level as high as 115% load. Carryout is an everyday
Thefollowingmaterialisintended to assistthe reality.Itcomesaboutthroughsuchthings as
systemanalystbyhighlightingsubjectsforhis improper estimation of system performance during
consideration, and to establish better communica- designstages,alteredsystemrequirementsof
tion
between
system
peopleand
the
gear existingprocesses,gradualdeteriorationofpro-
manufacturers. cesses,systemsemployingmultipleunitswhere
D.4.1 Estimated maximum continuous power shutdown or failure of one increases the require-
ments on the remaining units, or through leaks or
The operational overload characteristics of various
failures.
driven equipment varies with the type of machine
and should be considered on an individual basis. Figure D.2 illustrates a similar percentage perfor-
Pump or compressor designers, for example, can mance curve for centrifugal pumps.
predict the power requirements at the design point
with fairly good accuracy. However, the maximum Overspeed is just what the name implies, and is
continuous power (service power)is a combination obviously limitedto applications with variable speed
of: prime movers. Becausethe power absorption of the
driven machine varies approximately with the third
- changes in specific gravity or density of the power ofthe speed, overspeed is a large contributor
media being pumped; to overload.Referringagain to figure D.l, the
- carry out; performance curve indicates that 110%
at speed and
- overspeed; 100% flow, the power is increased to 125%. Carry
out at this speed can increase the power still further,
- variations in pressure ratio across a compres- to levels approaching 140%ofservice power.
sor dueto abnormal operating conditions.
Changes in specificgravityof the fluid medium Normal practice for a turbine driven centrifugal pump
handled by a pump, or change in the density of the is to set the overspeed trips at 115% design speed.
gashandledby a compressor,affectthepower Governorsettingsaregenerallyestablished to
transmitted in directproportion.Onboilerfeed permitcontinuousoperationbetween 105% and
pumps, for example, this occurrencebecan encoun- 110% design speed. It should be borne in mind that
tered during startup, upon malfunction of pre-heat- operators can anddoresetgovernorstoavail
ing equipment, or during boiler cool-down following themselvesofmaximumoutput of thesystem,
the failure. regardless of the originalsettings.
32
S T D . A G M Ab O L L - H 7 8 - E N G L 1778 O b 8 7 5 7 5 0 0 0 5 8 7 0 873 m
GMA
STANDARD
NATIONAL
AMERICAN 6011-H98
140
130
60 70 80 90 1O0 110 120 140 130

% Flow
Figure D.l - Typical centrifugal compressor performancecurve
140
130
8 100
90
60 70 80 140
90 1301O0120 110
% Flow
Figure D.2 - Typical centrifugal pump performance curve
33
D.4.2 Vibratory overloads condition,therecommendedsolution is toshift

natural frequencies by changing stiffness or mass
An essential phase in the design of a critical service
instead of relyingonsystemdamping to limit
system of rotating machinery is the analysis of the vibratoryamplitudes.Normally,alinearvibration
dynamic (vibratory) response of a system to excita-
analysis is adequate. However, undercertain
tion forces.
conditions nonlinear responses can occur and the
Thedynamicresponseof a systemresults in possibility of their existence should be recognized.
additionalloadsimposeduponthesystemand Itisalsoadvantageous to performapreliminary
relative motion between adjacent elements in the vibration analysis early enough in the design proce-
system. The vibratory loads are superimposed uponduretoallowforanychangeswhichmight be
the mean running load in the system and, depending required for detuning purposes.
upon the dynamic behaviorthe ofsystem, could lead
to failure of the system components. In a gear unit D.4.2.2 Torsional vibration
thesefailurescouldoccur as toothbreakage or The vibratory load caused by a steady state torsional
pitting of thegearelements,shaftbreakageor vibration of a system is due to the interaction of a
bearing failure. periodic excitation, and a natural frequency of the
Dueto the backlash between the geared elements of system. The magnitudeof the dynamic load caused
a gear unit, tooth separation will occur when the bythistype of vibrationisdependent on three
vibratory torques in the shafts exceed the average factors: the magnitude of the excitation, the amount
torque, resultingin tooth separation and subsequent of damping in the system, and the proximity of the
impacts. Gear tooth loads due to these impacts can excitation frequency to resonance. Typical sources
be several times the vibratory torque in the gear for steady state excitation are:
shafts. - internalcombustionengines;
A vibratorytorquewhich is synchronized to the - reciprocatingpumpsandcompressors;
rotation of a gear element can form a cyclic wear - pump or compressorimpellers.
pattern on the gear. This wear, which varies around
A torsional vibrationin a system can also be caused
the circumference on the gear element, results in
tooth spacing errors of the gear causing noise or by a transient excitation which is often called a shock
even can become a self-generating excitation which or impact loading. Transient conditions occur to due
reinforces the original excitation. sudden changes in load or speed, or the accelerating
or decelerating through system natural frequencies,
Vibratory motion of gear unit components can take including the AC. component of synchronous mo-
upclearancescausinginterferenceproblemsbe- tors during startup.
tween gearing elements, or between shafting and
This type of disturbance will produce oscillations at
bearings or seals.
all the natural frequencies of the system. These
D.42.1 Vibration analysis oscillations will decay and eventually disappear due
Any vibration analysis must consider the complete to damping. The peak dynamic loads occur during or
systemincludingprimemover,gearunit,driven directly after the disturbance and their magnitudes
equipment, couplingsand foundations. The dynam- are not substantially reduced by the damping in the
ic loads imposed upon a gear unit are the result of the system. The effects of thetransient class
of vibration
dynamic behavior of the total system and not that ofcan be most severein the case of gear teeth due to
the gear unit alone. The individual components of theirabilitytoseparate,thusproducingimpact
the
systemare
usuallysupplied
bydifferent loadings onthe teeth.
manufacturers.Therefore, the responsibilityfor D.4.2.3 Lateral vibration
performing the vibration analysis must rest with the
Dynamic loads at a gear mesh can be caused by a
designer of the total system orhis designated agent.
lateral vibration of a gear element in response to an
The vibration analysis must determine all significant excitationsource.Thelateralvibrationofarotor
system natural frequencies and evaluate the system system should consider all flexibilies and restraints
response to a l l potential excitation sources. If the which will influence the vibratory response of the
analysisindicatesaresonantornearresonant rotor. In the case of a rotor system comprised of a
34

S T D - A L M A bOLL-HSB-ENGL 1998 m Ob87575 0 0 0 5 8 7 2 bbb
AMERICAN NATIONAL STANDARD ANSI/AGMA 6011-H98
gearelementandshaft, thisshouldincludethe - establishes confidence that the rotating sys-

influence of bearings, foundations, couplings, con- tem will perform satisfactorily or indicate areas
necting adjacent rotors and the mating gear ele- where corrective actions are required prior to a
ment. system failure;
- provide a basis for evaluation of systems that
The most common sources of lateral excitation in a may be designed or manufactured in the future;
rotorsystemareunbalanceandmisalignment.
Therefore, care should be given to minimize these - pinpoint system excitations or non-linear re-
sponseswhichwerenotconsideredinany
factors in the design, manufacture and installation of
theoretical evaluation.
arotatingsystem.Thelateralresponseofthe
system should be evaluated based on the design In the design stages it is advantageous to provide
tolerances for system unbalance and misalignment. design features in the system which would facilitate
Considerationmustbegiventooperationinthe testing, such as ground surfaces and proper access
proximityoflateralnaturalfrequenciesbecause points for pickups or strain gages. Also in the system
large vibratory loads may result with relativelylow design, if it is feasible, consideration should be given
excitation. Fluid film bearings are generally used to tofieldmodificationsthatcouldbemadewitha
supportrotors in criticalservicesystems.These minimumofoperationaldowntime if damaging
bearings possess stiffness and damping properties vibratory loads were encountered. An example of
which vary with speed and load. These non-linear this would be providing both access to couplings and
properties should be considered when calculating additional space for coupling changes for detuning
the lateral natural frequencies of the system. Under purposes.
certain conditions of operation, these bearings can D.4.3 Alignment
causeinstabilities in therotormotionwhichwill
D.4.3.1 Drive train alignment
impart dynamic loadson thegear mesh.
A gear unit by the nature of its operation is always
D.4.2.4 Axial vibration connectedto at leasttwo other pieces of equipment.
Dynamicloadsonagearmesh are sometimes The successful operation of the gear unit is largely
caused by what appears to be an axial vibration. dependent on the alignment of these components.
This axial motion is most often the response of the There are three distinct typesof misalignment which
gearelementto the unbalancedthrustforces. must be considered between connecting component
Common sources forthese forces are matfunction- shafting.
ing ormisalignedcouplings,electricarmatures - Paralleloffsetmisalignment -- when two
mounted off their magnetic center, face runout of shafts are not coaxial, but their axes are parallel;
thrust collarsor compressor wheels, and assembly - Angular misalignment -- when two shafts are
errors. not coaxial, and their axes are not parallel;
D.4.2.5 Vibrationmeasurementsanddesign - Axial misalignment -- when the ends of the
considerations two shafts are not positioned to provide the re-
quired shaft separation under operating condi-
The resultsof any theoretical vibration analysis are tions.
only as accurate as the mathematical model which isMisalignmentduringoperationnotonlycauses
developedto perform the calculations. The correct- vibration, but superimposes bending stress on the
ness of the model of the system is dependent on the shearstressduetotransmittedtorque.These
accuracyto which the inertia, stiffness, damping and stressescannotbereadilycalculatedbutthey
excitation can be ascertained. Since there is always warrant discussionso the designer can take precau-
thepossibility of the actualsystemresponding tions to minimize their effect. Perfect alignment is
differently than the theoretical evaluation, consider- almostimpossibletoobtain;therefore,flexible
ation should be given to physically measuring the couplings are used to minimize the effects of the
vibratory loads in the system at the time of initial inherent misalignment.
startup.
However, "flexible" couplings, whether of the gear
Obtaining test data related to operational loading on tooth, spring elements, flexing disc, or elastomeric
a system has the following advantages: type, produce forces and moments on their support-
35
S T D - A G M A bOLL-HSB-ENGL L998 Ob87575 0 0 0 5 8 7 3 5 T 2 D
ing shafts when operating misaligned. The analyti- is the best insurance to avoid unequal settling or
cal determination of the magnitude of these forces twisting from other causes.
andmomentsis not fully understood. It canbe Fabricated steel bedplates make convenient ship-
generalized that: pingandhandlingframes,butaregenerallyde-
- The sense and direction are such that they try signed for strength, not rigidity. Theyare frequently
to bring the supporting shafts
in line; designedwithoutconsideration for the various
piping and/or oil sump thermal expansion. Out-of-
- Significantbendingmomentsmaybe im- door installations on steel bedplates are particularly
posed on supporting shafts;
subject to cyclic bowing caused by the daily "rise and
- Thatthemagnitude of the forcesandmo- fall" of the sun.
ments increases with larger
angularii across the When steel bedplates are used, the designer should
coupling;
endeavor to achieve two things:
- Notwithstandingcatalogclaimsforangular - Arrange oil sumps, piping,andweather
capacity, flexible couplings should not be looked protection to minimize unsymmetrical thermal ex-
upon as universal joints; they should be given thepansion;
best possible alignment.
- Thoroughly investigate elastic deformation of
The designer,in order to obtain a greater mechanical the bedplate due to piping forces and moments;
reliability of a coupled shafting system must make a then design the bedplate to eliminate twisting at
comprehensive assessment of the operating align- the gear supports.
ment. This is a system study and must include all D.4.3.3 System piping
elements of the system including bedplates and/or
Theforcesandmomentsimposedonpumps,
foundations. An accurateevaluationofthermal
compressorsandturbines by theirinletanddis-
growth for all components from a valid and common
chargepipingaremajorfactors in deflecting this
referencelineisrequired.Journaldisplacement
equipment and causing operating misalignment.A l l
within bearings, though generally smallerin magni-
tude, should be considered, particularly efforts should be made to minimize piping effects.
as it affects
Inlet and drain piping to gear units should receive
cold or static alignment checks. After determining
the probable magnitude of alignment change from similar consideration.
static and cold to dynamic and hot (including any D.4.3.4 Installation instructions
periodic cyclic changes that may occur), select a The system designer should assemble and integrate
coupling arrangement that provides enough length completeandcomprehensiveinstallationinstruc-
or span between flexible elements to keep angularity tions covering, as a minimum,such thingsas:
low, in the regionof 5 minutes or lower.
- soleplate,bedplate,machinerypositionand
A hot alignment checkis recommended at the time leveling details;
the unit is put in service. This should be performed - foundation bolting and grouting details;
whenalltemperatureshavestabilized,andthe - coldalignmentdata -- includingmethod of
system is transmitting rated power at rated speed. measuring,relativeposition,andsequenceof
alignment;
D.4.3.2 Foundations
- keying,pinningandtorquingdetails as re-
Another kind of alignment problem commonly en- quired;
countered in geared systemsis the misalignment of - pipe support and flange makeup details;
pinion and gear axes due to foundation or bedplate
twistings or deflections.It should be recognized that
- all other relevant details that would otherwise
be left to the judgment ofthe job sitemechanic.
gear units require foundations with sufficient rigidity
to maintain alignment
under
operatingloads. D.5 Additional lubrication considerations
Reinforcedconcretefoundationswithgrouted-in The continued successful operation and long lifeof a
soleplate are generally preferable to fabricated steel gear unit is dependent on the constant supplyof a
bedplates in terms of foundation stiffness, mass and lubricating oil of proper quantity, quality, and condi-
damping characteristics. A concrete foundation of tion. The lubrication system has five functions to
adequate section, on good soil or onsufficient piling, perform:
36
~~~~~~ ~ ~
S T D - A L M A bULL-HSB-ENGL L778 m Ob87575 0 0 0 5 8 7 4 437 m

AMERICAN NAilONAL STANDARD ANSI/AGMA 6011-H98
- reducefriction; frequently changed to avoid accumulative separa-

tion
of
theadditives
during
operation.
When
- transfer
heat;
in excess of
exposed to high operating temperatures
- minimizewear; 90" C, rapid degradationwill occur.
- transferwearparticles;
D.5.2.2 Viscosity and viscosity index
- reducerusting andcorrosion.
Oils refined into lubricants are generally derived from
The failure of lhe lubrication system toadequately two types of crude oil, either
paraffin baseor naptha
perform any one or more of these functions may base. Paraffin based oils preferred
are because they
result in premature failureof the gear drive. have better natural extreme pressure characteristics
0.5.1 Type of lubricant and better resistance to "thinning down" at higher
operating temperatures. Naptha based oils, on the
Two basic types of oils are used to lubricate gear otherhand,requirespecialadditives in order to
drives: possess this benefit.
- petroleurn
base; The oil's resistance to "thinning"is measured by the
- synthetic. ViscosityIndex.Thehighertheindexvaluethe
bettertheresistance to "tinning".Oilswithout
Therecan be awidevariation in thelubricating
additives of the paraffin base type usually have VI
qualities of oils within each of these general types.
Oils are compounded to meet specific requirements values of ninety(90) or above, whereas naptha base
oilswillexhibitlowervalues,Oftentimesbetween
for various applications such as gear oils, bearing
twenty (20) and thirty(30).
oils, internal combustion oils, worm gear oils, etc.
Therefore, it isimportantthatanoilbeselected D.5.3 Oil film
meetingtherecommendationssuppliedwiththe
Gear elements and the supporting bearing system
gear unit.
require a continuous supplyproperlyof selected and
Synthetic oils shouldneverbesubstitutedfor conditioned oil for survival. An oil film of adequate
petroleum base oils without the gear manufacturer's thickness must be established between the rolling
approval, since these oils not only have different and sliding component surfaces to avoid damaging
lubricating qualities,but also may not be compatible wear and scuffing and to provide component cooling.
with materials usedin the gear unit.
Hydrodynamic and elastohydrodynamic lubrication
D.5.2 Lubricant selection theories are commonly usedtoday in analyzing film
thickness in bearingsandgearteeth.Theoil
The correcttype and viscosity of oil must be supplied
viscosity has the greatest effect on the film thick-
in accordance with the manufacturer's recommen-
ness. Consequently, failure to use a oil
of the proper
dations.The
friction,
wear,film
strength
and
viscosity or viscosity index can result in failure to
corrosion protection characteristics of differenttypes
produceanadequatefilm thickness for the gear
of oils can vary widely. Deviation from the recom-
teeth and bearings.
mended oil for the gear drive can result in premature
wear and/or failure. Improperoilfilmthicknessmaycauseseveral
operational problems. Lack ofoil film or inadequate
D.5.2.1 Lubricantquality
oil film thickness may cause metallurgical drawing
Lubricating oils for high speed gearboxes should bedue to frictional heatof hardened surfaces, destruc-
high qualrty, refined, paraffin base petroleum oils. tive wear, scuffing or pitting of the gear teeth and
They must not be corrosive and must be free from frictionalmelting,plastic flow or failure of the
grit or abrasives. As they are oftentimes subjectto babbitted bearing surfaces. Oil viscosity increases
large flow rates and high operating temperatures, frictional power losses and therefore increases the
they must have good antifoaming properties. temperature riseandmayproduceheatenergy
beyond the control of the cooling system.
Oils of a straight mineral type should be used. High
quality ,rust and oxidation resistance is desirable. Thelubricationsystemdesignmustsuccessfully
Oils with additives which enhance these characteris- achieve a balance of the viscosity and the oil film
ticsshouldbecarefullyselectedor,ifselected, thickness considerations.
37
ANWAGMA 6011-HQ8 AMERICAN NATIONALSTANDARD
D.5.4 Lubricant supply box and improperoil distribution to the spray jets and
bearings.
The oil supply must meet the requirements set forth
in the manufacturer’s recommendations. Whenthe oilsupplytemperatureishigherthan
specified, the oil will be subject to rapid oxidation
D.5.4.1Quantity reducing the life of the oil, and reducing the operating
The proper quantity of oil must be supplied to the viscosity resulting in an inadequateoil film. This
gear drive to ensure adequateoil film formation on condition can result in overheating, excessive wear
the rotor elements, and in cases where babbitted and even failure.
bearings are employed, in the bearing journals, to D.5.4.4 Pressurized system components
preventmetaltometalcontactoftherespective
elements. In
addition,
sufficient flow must be
Thesystemcomponents must beselectedand
installedto avoid problems. The following are some
maintained to assure adequate cooling. Too small a
quantity may cause inadequate distribution resultingsuggestions to avoid problems:
in potential overheating, whereas too large a quanti- - Aeration. Care must be takento avoid exces-
ty may result in excessive churning of the oil which sive aeration of the oil. Aeration may result in
may also resultin overheating. pump cavitationand decrease the volume of oil to
come in contact with the elements of the gear
D.5.4.2 Pressurized lubrication systems drive;
When lubrication systems are self contained, the - Oilreservoir.Thereservoirmustbelarge
system should be designed with a flow capacity of aenough to allow time for the air to separate from
minimum of10% greater than that initially required to the oil. Return linesto the oil reservoir should re-
allow for pump wear, slight bearing wear with normalturn below the oil level. This also includes relief
service, or change in oil viscosity dueto temperature valve bypass lines and any other return lines.
variations and change of viscosity with use. These lines should be located as far away from
the pumpsuction lineas possible. Baffles proper-
Where pressurized oil is furnished from a central ly located in the reservoir will ensure the aerated
supply,operating,alarmandshutdownpressures return oil does not find its way to the suction line
must be in accordance with the gearbox manufactur-until air has had time to escape from the oil;
er’sspecifications.
Pressures lower
thanthat
recommendedmayresult in reduced flow and
- Drain lines. The locationof the drain from the
gear drive is critical, and the manufacturers rec-
overheating. Pressures too high may cause exces- ommendationsshouldbefollowed.Drainlines
sivechurningandpossiblegearboxflooding,in- should be sued so they run no more than half full
creasing
power loss and also
resulting in of oil. Theline should slope down at a minimum of
overheating. (20 mm/m, 2%) and have a minimum number of
Oil pressure to the gear drive should be measured at bends and elbows. It is desirableto have a vent
a point as near to the entry of the unit as possible, located in the drain line near the exit from the gear
thus avoiding the inclusion of pressure drive to insure proper drainage;
losses in the
piping between the point of measurement and the - Vents. Vents must be carefully located and of
actual gear supply. ample size to avoid pressure buildup and allow
ready escape of air from the system without the
D.5.4.3 Lubricant temperature loss of oil. Vents must be high enough to avoid
The gear supplierwill normally specify the minimum entry of contaminants fromthe environment into
allowable oil temperature for startup. If tempera- the oil. Oftentimesit is desirableto place the vent
tures lowerthan this are expected, provisions must in the drain line near the exitthefrom gear driveto
ensure proper drainage.The oil is filtered prior to
be made to heat the oil prior to startup. The gear
returningto the gear drive as well.In this manner
drive must not be operated for extended periods at
direct contamination of the gear drive the fromat-
this minimum startup temperature.
mosphere outside is avoided;
Oil inlet temperature mustinbe accordance withthe - Suctionlines.Theselinesshouldbegener-
manufacturer’s specifications. A low supply temper- ously sized to minimize the pressure loss. The
ature may result in a change in viscosity causing suction pressure (net positive suction head) must
higher than expected temperature rise in the gear- not beless than that recommended by the pump
38
STD.AGMA bOLL-HSB-ENGL 1998 Ob87575 0 0 0 5 8 7 b 2 0 1
AMERICAN NATIONAL STANDARD ANSIIAGMA6011-H98
manufacturer. The total suction loss must include particlesintheoilsupplyshouldbeeliminated.

the loss in the piping, valves and fittings,in addi- Theseforeignmattersactasanabrasiveinthe
tion to the distance of thelift. If a check valve is bearingsandgearteeth,causingabrasivewear.
used in the suction line of positive displacement Splash lubricated drive systems may require fre-
pumps,apressurelimitingdeviceshouldbe quent changes to remove this debris. In pressurized
installed to protect against the effects of reverse systems,the oil issuppliedthrough a filter as
rotation of the pump; specified by the gearbox manufacturer. These filter
- Flushing. Before the oil is circulated through systemsshouldbeservicedregularlytoavoid
the gear drive, a bridge section containing are- circulation of contaminants with theoil and to avoid
movable screenis fittedbetween the supply point excessive pressure drops through the filters which
and the drain. The system must beflushed until may reduce the quantityof oil supplied to the gear
there isno significant accumulation ofdirt on the drive.
screen. During flushing the piping should be ham-
mer rapped to dislodge foreign particles. After The oil must be maintained in its correct chemical
flushing is completed, the supply and drain lines condition to properly perform. Foreign matter, dirt
are connectedto the gear drive. and moisture can change the chemical properties of
the oil. Additives usedin many oils are depleted with
D.5.4.5 Lubricant condition
use and require replacement. Since many factors
Having provided the propertype and gradeof oil, it is influence the useful life ofthe oil, its condition should
also important the oilbe supplied and maintainedin beanalyzedon aregularbasis 'to ensure its
thepropercondition.Dust,dirt,gritandother properties are within specification.
39
Annex E
(informative)
Illustrative example
r h eforeword, footnotes and annexes,
if any, are provided
for informational purposes only and should
be construed
not asa
E.l Purpose- calculated per ANWAGMA 2101 -C95 equations.

Withthefactorsthathaveavalue of one(1.0)
Thisannexprovidesexamplesbasedon the as- deleted, the equations are:
sumptionthatthegearsetpowerrating is the
minimum component rating. In practice all compo-
nent ratings must be calculated to determine the
lowest rated component. O1-695,Eq. 275
(see ANWAGMA 21
E.2 Example #i
E.2.1 Operationalparameters (see ANWAGMA 2101LC95 Eq.28)
The gearset to be rated transmits power from an where:
induction motor rated at 2500 kilowatts and 1480 W1 = 5000 rpm
RPM to a centrifugal compressor operating at 5000
b = 255 mm
RPM. AnnexAindicates that aservice factor of 1.4is
appropriate for this service. zl = 0.23 (see
AGMA 908-889)
4 1 = 182.76 mm
E.2.2 Gearset parameters
ZN = 0.680 (pinion)
The through hardened double helical gearsetto be = 0.720 (gear)
rated has the following parameters: ZE = 190
Number
teeth,
pinion
53
of fi pinion = 0.57 (see AGMA 908-889)
179
gear
teeth,
Number
of fi gear = 0.59 (seeAGMA908-B89)
normal Module, 4 = 3.448 (3 + COS 29" 32'30")
Pressure
angle, normal 20" YN = 0.800 (pinion)
angleHelix 29" 32' 30" = 0.827 (gear)
distance
Center 400 mm KJ = 1.15
Outside
diameter,
pinion
188.75
mm
Kif = 1.26 (seeANWAGMA 21O1 495)
Outside
diameter,
623.24
gear
mm
Cp=& = 1.4 (see annex A)
Normal circular tooth thickness at
reference diameters, pinion OHP = 1080 N/mm2(pinion @ 350HB)
4.63 mm = 960 N/mm2 (gear @ 300 HB)
(182.76 mm) and gear (617.24
mm) (see ANWAGMA21O1 -CS, figure 8
5 width Face Grade 2)
Overall
face
(gap
included) 300 mm OFP = 359 N/mm2 (pinion)
350 pinion
Hardness H6 (see ANWAGMA 21O1 -CS, figure 9
gearHardness 300 H6 Grade 2)
speed Pinion 5000 rpm OFP = 324N/mm2(gear @ 300 HB)
grade Material 2 (see ANWAGMA2101-C95 figure 9,
levelqualityGear Qvl2 Grade 2)
mm 7.0depth
whole
Cutter
radiustipCutter 1.28 mm P, =
5000(255) 0.23
[
182.76(1080)(0.680)
1.91 x 1071.15(1.26)
= 5290 kW (pinion)
190 I'
E.2.3 Rating parameters
Thepittingresistance power ratingandbending
P
, =
5000(255) 0.23
1.91 x 1071.15(1.26) [ 182.76(960)(0.720)
190
strengthpowerratingatunityservicefactorare = 4680 k W (gear)
Previous page is blank 41

S T D - A G M A bOLL-HSB-ENGL L978 W Ob87575 0 0 0 5 8 7 8 O B q W
ANSllAGMA 6011-H98 AMERICAN NATIONAL STANDARD
5000(182.76) 255(3.448)(0.57) 359(0.800)

Puyu =
1.91 x1.15(1.26)
107
1
= 4750 kW (pinion)
(see ANWAGMA 2101
-c95, Eq. 277
5000(182.76) 255(3.448)(0.59) 32q0.827)
Wldwl OFPYA'
payu = 1.91 X 107 l.U(l.26) 1 Pay. = "
1.91 X 107 K C X ~ 1
= 4590 kW (gear) (see ANWAGMA 21 O1-C95 Eq. 28)
5290 -
Pa is the lesserof - 4680 4750 4590 or 3BokW
1.4 ' 1.4 ' -
1.4 ' -
where:
1.4
E.2.4 Rating conclusions W1 = 8215 rpm
b = 260 mm
Pa is equal to the lesser ofP , or Payudivided by the
+
service factor, orPo = 4590 1.4 = 3280 kW. This is ZI = 0.19 (see
AGMA 908-889)
greater than the service power of 2500 kW. 6 1 = 255.9 mm
E.3 Example #2 ZN = 0.680
E.3.1 Operationalparameters = 190
The gearset to be rated transmits power from a gas rJ pinion = 0.55 (seeAGMA 908-889)
turbine rated at 15 MW and 8215 RPM to an electric YJgear =OS73 (seeAGMA908-889)
generator operating at 3600 RPM on a base load 4 = 6.555 (6 + cos 23" 45')
cycle. The service factoris 1.3.
YN = 0.800 (pinion)
E.3.2 Gearset parameters = 0.803 (gear)
The carburized and case hardened double helical Iyy = 1.15
gearset to be rated has the following parameters: KY = 1.27 (see ANWAGMA2101 -C%)
Number of teeth, pinion 39 C.F=I& = 1.3 (see annex A)
Number of teeth, gear 89
(?HP = 1550 N/mm2
Module, normal 6 (see ANSI/AGMA 2101-C95, table 3
Pressure angle, normal 20" Grade 2)
Helix angle 23"45'
GFP = 450 N/mm2(pinionandgear)
Center distance 420 mm
(see ANWAGMA 2101-C%, table 4
Outside diameter, pinion 268.8 mm Grade 2)
Outside diameter, gear 595.1 mm
o. 1
(q), pinion
Profile shift coefficient
(xd,gear
Profile shift coefficient
Face width
0.0
260 mm
P
, =
8215(260)
0.19
1.91 x 107 1.15(137) [
, 255.9(1550)(0.680)
190
= 29315 kW
Gap 80 mm
8215(255.9) 260(6.555)(055) 450(0.800)
Hardness pinion and gear 58 HRC Payu = 1.91 x 107 1.15(1.27)
1
Material grade 2
= 25 430 kW (pinion)
Cutter tip radius 2.4 mm
Cutter depth 14 mm 8215(255.9) 260(6.555)(0.57) 450(0.803)
Cutter protuberance 0.25
P
, =
1.91 x 107 1.15(1.27)
1
= 26 450 kW (gear)
E.3.3 Rating parameters 25 430 -
29315 -
Pa is the lesserof - 26 450 or
1.3 ' 1.3 ' 1.3
The pittingresistancepowerratingandbending 19 560kW.
strength power rating at unityservicefactorare
calculated per ANWAGMA 2101-C95 equations. E.3.4 Rating conclusions
With thefactorsthathaveavalue of one(1.0) Pa = 19 560 kW, is
The allowable transmitted power,
deleted, the equationsare: greater thanthe service power of 15 MW.
42

Annex F
(informative)
Efficiency
rheforeword,footnotesand annexes,if any, areprovidedforinformationalpurposes onlyand shouldnot be construedas a
part of ANSIIAGMA 6011-H98, Specification for High Speed Helical Gear Units.]
F.l Gear unit efficiency F.2 Calculation methods
.Mostcontractsforhighspeedhelicalgearunits F.2.1 Mesh losses

requiresomeguaranteeofminimumoperational Mesh power loss(PIM), for 17'/2" or 20" NPAof basic
efficiency. When high power is transmitted, a very rack, can be estimated as below:
small increment of efficiency can represent substan-
tial economic gain or loss over the life of the gear PM = (22 - 0.8 a,) 0.01 P [I'4-
+z:z] ...(F.1)
unit.To realize optimumgearunitefficiency, a
detailed study of the several sources of power loss where
is
required. a,, is normal pressure angle of basic rack;
Sources of power loss for high speed helical gear z1 is number of teeth in the pinion;
unitsinclude:mesh,internalwindage,radialand 22 isnumber of teethingear; .
thrust bearing friction and shaft driven accessory P istransmitted power, kw.
power requirements.
F.2.2 Windage losses
F.l.l Meshlosses Windage and churning loss can be evaluatedthe by
Mesh losses result from oil shearing and frictional following equation:
losses which are dependent on the specific sliding d'2n2bcos3 ß'm, 1.42 X
velocity and friction coefficient. Most gear meshes P, = A
...(F.2)
under this standardwill operate in the EHD lubrica- where
tion regime.
PW is windage power loss per gear, k W
F.1.2 Internal windage losses d' isoperatingpitchdiameterofgear,mm;
Because of the sensitivity to gear to unit specific n is gearspeed,rpm;
relationships - housing-to-rotor clearances, pitch b istotalfacewidth,mm;
line velocity, gear blank proportions and design, oil ß' is operatinghelixangle;
viscosity, method of mesh lubrication and cooling, m,, isnormalmodule;
horizontal or vertical offset and internal baffling
-this
A is arrangement constant (use 1O00 to 4000,
component of gear box losses is very difficult to
based on arrangement).
accurately estimate without experimental data from
a specific gearbox. F.2.3 Bearing losses
Hydrodynamic sleeve bearing loss in kW, P&, can
F.1.3 Bearing losses
be estimated bythe following equation:
Hydrodynamic journal bearing losses are generated d 3 ~1.723
j X 10-17
through oil shearing. Bearinglossesmaybe pBh= p nt ...(F.3)
C
calculatedbyamodifiedPetroffequationorby
The thrust bearing power loss in kW, P B ~is:
,
complex computer modeling methods.
F.1.4 Accessory losses
(<-r$.m X 1047 ...(F.4)
= mi t
The power consumed by shaft driven accessories where
can be computed by classic pressure - displace-
ment methods in the case of fuel or lube oil pumps. s;
is the oil viscosity, mPa
Accessoriesotherthanpumpswouldrequireap- q, isbearingspeed, rpm;
propriate evaluation. 4, is thebearingbore,mm;
43
~~ ~~ ~ ~
S T D - A G H A b O L L - H S B - E N G L L978 Ob87575 0 0 0 5 8 8 0 7 3 2
ANWAGMA 6011-H98 AMERICAN NATIONALSTANDARD
r is the oil filmthickness,mm; F.2.5 Accessory losses

riis the inside radius of thrustbearing,mm; Oil pump lossesmay be evaluated based onoil flow
r, is the outside radius of thrustbearing,mm; for lubrication and operating pressure:
L is thebearinglength,mm;
QP
PP = - ..(F.6)
C is thediametralclearance,mm; 60 O00 e
j is thebearingpowerlosscoefficient(see
where
figure F.3).
TheSommerfieldNumberused in figure F.3 is Q is pumpdisplacement(Vmin);
calculated by the following: p is pumpoperatingpressure(kPa);
e is pumpefficiency (85% estimated).
S= ...(F.5)
c2 W 60
where
W is theloadperunitarea,kPa.
110
1O0
90
80
II)
70
o
E
.-
25 60
öo
-I50
a,
-a
c
40
2
30
20
10 40 50 60 70 80 90 100
Temperature, "C
o 1 Dow Corning XF-258 (Silicone)
-40 50 60 80
70 90
Temperature, "C 2 GE Versalube F-30 (Silicone)
I -
AGMA I ISO Grade 46 3 MIL-LO2866(Cellutherrn2505A)
2 AGMA 2 - IS0 Grade 68 4 Mil-7808D
3 AGMA 3 - IS0 Grade 1O0 5 Mil-L-25336(Sinclair L-743)
-
Figure F.l Viscosity of petroleum oil Figure F.2 - viscosity of synthetic oil
44

= Ob87575
~~ ~
S T D . A G M A bOLL-H78-ENGL L778 0005881

ONAL AMERICAN , W11-H98
SommerfieldNumbeqS
Plot of] for elllptlcal bearlngs
31
Plot of j for cylindrical bearings
SommerfieldNumber, S
Plot ofj for four-groove bearings
Figure F.3 - Bearing powerloss coefficient,j

4s
S T D - A G H A bO11-HSB-ENGL 1998 = Ob87575 0 0 0 5 8 8 2 5 0 5 ,
PUBLISHED BY
AMERICAN GEAR MANUFACTURERSASSOCIATION
1500 KING STREET, AL€XANDRIA, VIRGINIA 22314


Agma Standard: Specification For Speed Gear Units

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ANSIIAGMA 6011 H98

AMERICAN NATIONAL STANDARD

Specification for High Speed Helical

COPYRIGHT American Gear Manufacturers Association, Inc.

Specification for High

Approved June 19, 1998

American Gear Manufacturers Association

Printed in the United

COPYRIGHT American Gear Manufacturers Association, Inc.

A Service factors ...................................................... 19

COPYRIGHT American Gear Manufacturers Association, Inc.

J.B. Amendola ................................. MAAG Gear Company, Ltd.

F. Barresi ...................................... Flender-Graffenstaden

COPYRIGHT American Gear Manufacturers Association, Inc.

American National Standard - 1.2 Normative references

2.2 Nomenclature ANSI Y10.3-1968,Letter Symbols for Quantities

3 Design considerations shall agree on the tooth contact patterns obtained in

Any practical combinationof tooth height, pressure

c) Fabricatedgear. A forgedrim is welded - environmentalelementsthatwillattackthe

- relativethermalgrowthbetweenmating Hydrodynamicradialbearingsshall bedesigned

COPYRIGHT American Gear Manufacturers Association, Inc.

Projected unit Minimum oil film Bearing shell

3.5.5 Thrust type collars must be calculatedusingthemethodshownin

the root diameter of the gear. Other designs also where:

is the temperature factor,Ye = 1.O;

COPYRIGHT American Gear Manufacturers Association, Inc.

Wscosity range Reference viscosity

COPYRIGHT American Gear Manufacturers Association, Inc.

2. Gearloading NOTE: The shape of the curve is for illustration only

AF is the amplification factor= Nct . All gearrotatingelementsshallbemultiplane

available. The rotating elements should be balanced

COPYRIGHT American Gear Manufacturers Association, Inc.

the unit may be disassembledfor bearing and gear - Onegearunit'srotatingelementsmaybe

vendor should furnish certified copies inq uthe

- schedules for transmittal of data, production 8.5 Contract data

COPYRIGHT American Gear Manufacturers Association, Inc.

- dimensionedshaftend@)forcoupling - a graphic display of the rotor response to

COPYRIGHT American Gear Manufacturers Association, Inc.

A1 Purpose A.2.2 Driven equipment characteristics

Thisannexprovidesdetailedinstructionsforthe Drivenequipmentcangenerallybedivided into

T Service factor.with Drime mover 1

S T D - A G H A bOLL-HSB-ENGL L778 Ob87575 0 0 0 5 8 5 9 1 2 2 E

Paper machine- line shaft "

descaling (with surge tank) 2.0 2.0 "

hot oil 1.7 2.0 "

pipe line 1.5 1.7 2.0

B.I Purposé C, = 1.1 O (conservative value);

as scoring). AGMA Nominal viscosity

Previous page is blank 23

8.3 Field of application 2. Pressure angle, g p = 17.5 deg

COPYRIGHT American Gear Manufacturers Association, Inc.

c.1 Purpose mainly a result of the rotor weight and is therefore

High speed gear drives are frequently coupled to

direction in Newtons per millimeter;

is forcein Y resulting from a velocity in Y the

C.6.1 Undamped critical speed analysis

Figure C S - Undamped critical speed map

C.6.2 Damped critical speed analysis smalldampinginthesystemforthismode.See

Damping in gear bearings is significant and the first

E= 0.01 E = 0.011 5 = 0.011 5 = 0.012

2000 3000 4000 5000 6000 7000 8000 9000

COPYRIGHT American Gear Manufacturers Association, Inc.