AGMA6011 I03 Specification For High Speed Helical Gear Units

ANSI/AGMA 6011- I03

(Revision of ANSI/AGMA 6011--H98)
AMERICAN NATIONAL STANDARD

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Specification for High Speed Helical Gear

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Copyright American Gear Manufacturers Association

Provided by IHS under license with AGMA Licensee=Praxair Inc/5903738101
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Specification for High Speed Helical Gear Units

American ANSI/AGMA 6011--I03
National [Revision of ANSI/AGMA 6011--H98]
Standard Approval of an American National Standard requires verification by ANSI that the require-
ments for due process, consensus, and other criteria for approval have been met by the
standards developer.
Consensus is established when, in the judgment of the ANSI Board of Standards Review,
substantial agreement has been reached by directly and materially affected interests.
Substantial agreement means much more than a simple majority, but not necessarily una-
nimity. Consensus requires that all views and objections be considered, and that a
concerted effort be made toward their resolution.
The use of American National Standards is completely voluntary; their existence does not
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in any respect preclude anyone, whether he has approved the standards or not, from
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manufacturing, marketing, purchasing, or using products, processes, or procedures not

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conforming to the standards.
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The American National Standards Institute does not develop standards and will in no
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circumstances give an interpretation of any American National Standard. Moreover, no
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person shall have the right or authority to issue an interpretation of an American National
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Standard in the name of the American National Standards Institute. Requests for interpre-
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tation of this standard should be addressed to the American Gear Manufacturers

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 As-
sociation on the subject matter.
[Tables or other self--supporting sections may be referenced. Citations should read: See
AGMA AGMA 6011--I03, Specification for High Speed Helical Gear Units,published by the
American Gear Manufacturers Association, 500 Montgomery Street, Suite 350,
Alexandria, Virginia 22314, http://www.agma.org.]
Approved February 12, 2004

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 or greater than 35 meters per second or rotational speeds greater than 4500
rpm and other stages having pitch line velocities equal to or greater than 8 meters per second.
Published by
American Gear Manufacturers Association

500 Montgomery Street, Suite 350, Alexandria, Virginia 22314
Copyright © 2003 by American Gear Manufacturers Association
All rights reserved.
No part of this publication may be reproduced in any form, in an electronic
retrieval system or otherwise, without prior written permission of the publisher.
Printed in the United States of America
ISBN: 1--55589--819--X
ii

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Normative references . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 Symbols, terminology and definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4 Design considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5 Rating of gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7 Vibration and sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8 Functional testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
9 Vendor and purchaser data exchange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Annexes
A Service factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
B A simplified method for verifying scuffing resistance . . . . . . . . . . . . . . . . . . . . . 24
C Lateral rotor dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
D Systems considerations for high speed gear drives . . . . . . . . . . . . . . . . . . . . . 32
E Illustrative example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
F Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
G Assembly designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
H Purchaser’s data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
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1 Amplification factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 `

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1 Symbols used in equations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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2 Recommended accuracy grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

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3 Recommended maximum length--to--diameter ( L / d ) ratios . . . . . . . . . . . . . . . . . 4

4 Hydrodynamic babbitt bearing design limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5 Dynamic factor as a function of accuracy grade . . . . . . . . . . . . . . . . . . . . . . . . . 8
6 Recommended lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
7 Casing vibration levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
© AGMA 2003 ---- All rights reserved iii


ANSI/AGMA 6011--I03 AMERICAN NATIONAL STANDARD
Foreword
[The foreword, footnotes and annexes, if any, in this document are provided for
informational purposes only and are not to be construed as a part of ANSI/AGMA Standard
6011--I03, Specification for High Speed Helical Gear Units.]
The first high speed gear unit standard, AGMA 421.01, was adopted as a tentative standard
in October, 1943. It contained formulas for computing the durability horsepower rating of
gearing, allowable shaft stresses, and included a short table of application factors. AGMA
421.01was revised and adopted as a full status standard in September, 1947 and issued as
AGMA 421.02.
The High Speed Gear Committee began work on the revision of AGMA 421.02 in 1951,
which included: classification of applications not previously listed; changing the application
factors from “K” values to equivalent Service 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 421.03 was approved as a revision by the AGMA membership in October, 1954.
The standard was reprinted as AGMA 421.04 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 AGMA 421.05 which
was approved by the AGMA membership as of October 22, 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 421.06 was approved by the
High Speed Gear Committee as of June 27, 1968, and by the AGMA membership as of
November 26, 1968.
ANSI/AGMA 6011--G92 was a revision of 421.06 approved by the AGMA membership in
October, 1991. The most significant changes were the adaptation of ratings per
ANSI/AGMA 2001--B88 and the addition of normal design limits for babbitted bearings.
ANSI/AGMA 6011--G92 used “application factor” and not “service factor”.
ANSI/AGMA 6011--H98 was a further refinement of ANSI/AGMA 6011--G92. One of the
most significant changes was the conversion to an all metric standard. The rating methods
were changed to be per ANSI/AGMA 2101--C95 which is the metric version of ANSI/AGMA
2001--C95. To provide uniform rating practices, clearly defined rating factors were included
in the standard (ANSI/AGMA 6011--H98). While some equations may slightly change to
conform to metric practices, no substantial changes were made to the rating practice for
durability and strength rating. In addition, minimum pitch line velocity was raised from 25
m/s to 35 m/s and minimum rotational speed increased to 4000 rpm.
AGMA has reverted to the term “service factor” in their standards, which was reflected in
ANSI/AGMA 6011--H98. The service factor approach is more descriptive of enclosed gear
drive applications and can 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 rating, rather than to the ratings of all components. Components are designed
based on the service power and the guidelines given in this standard.
In continued recognition of the effects of scuffing in the rating of the gear sets, additional
information on scuffing resistance was added to annex B of ANSI/AGMA 6011--H98.
iv © AGMA 2003 ---- All rights reserved

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AGMA 427.01 has been withdrawn. The information found in AGMA 427.01 was included in
annex D of ANSI/AGMA 6011--H98.
ANSI/AGMA 6011--I03 is a further refinement to ANSI/AGMA 6011--H98. Symbols have
been changed where possible to conform with ANSI/AGMA 2101--C95 and ISO standards.
The minimum rotational speed has been increased to 4500 rpm. Helix angle limits have
changed, and a minimum axial contact ratio limit has been added. The L / D limits have
changed, and use of modified leads is now encouraged with the use of predicted rotor
deflection and distortion. Bearing load design limits have also changed. For gear tooth
accuracy, reference is now made to ANSI/AGMA 2015--1--A01 rather than to ANSI/AGMA
2000--A88. The Z n and Y n life factors now have a maximum rather than a minimum limit
when the number of load cycles exceeds 1010. A table of dynamic factor as a function of
accuracy grade has been added. References to AGMA oil grades have been removed; now
only ISO viscosity grades are listed. To facilitate communications between purchaser and
vendor, an annex with data sheets has been added.
Realistic evaluation of the various rating factors of ANSI/AGMA 6011--I03 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.
The first draft of AGMA 6011--I03 was made in May, 2001. It was approved by the AGMA
membership in October, 2003. It was approved as an American National Standard on
February 12, 2004.
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Suggestions for improvement of this standard will be welcome. They should be sent to the
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American Gear Manufacturers Association, 500 Montgomery Street, Suite 350, Alexandria,
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© AGMA 2003 ---- All rights reserved v


PERSONNEL of the AGMA Helical Enclosed Drives High Speed Unit Committee
Chairman: John B. Amendola . . . . . . . . . . . . . . . . . . . . . . . . . MAAG Gear AG
ACTIVE MEMBERS
E. Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lufkin Industries, Inc.

J.M. Rinaldo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Atlas Copco Compressors, Inc.
W. Toner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Siemens Demag Delaval Turbomachinery, Inc.
ASSOCIATE MEMBERS
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A. Adams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Textron Power Transmission

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K.O. Beckman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lufkin Industries, Inc.
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A.S. Cohen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engranes y Maquinaria Arco, S.A.
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W. Crosher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flender Corporation

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G.A. DeLange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hansen Transmissions

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H. Ernst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HSB
R. Gregory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turner Uni--Drive Company
M. Hamilton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flender Graffenstaden
L. Hennauer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BHS Getriebe GmbH
O.A. LaBath . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear Consulting Services of Cincinnati, LLC
L. Lloyd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lufkin Industries, Inc.
M.P. Starr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Falk Corporation
F.A. Thoma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.A. Thoma, Inc.
F.C. Uherek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flender Corporation
U. Weller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAAG Gear AG
D.G. Woodley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shell Oil Products U.S.
vi © AGMA 2003 ---- All rights reserved


American National Standard -- 2 Normative references
The following standards contain provisions which,

Specification for High through referencein this text, constitute provisions of
this American National Standard. At the time of
Speed Helical Gear Units publication, the editions indicated were valid. All
standards are subject to revision, and parties to
agreements based on this American National Stan-
dard are encouraged to investigate the possibility of
applying the most recent editions of the standards
1 Scope
indicated below.
This high speed helical gear unit standard is ANSI/AGMA 1010--E95, Appearance of Gear Teeth
provided as a basis for improved communication -- Terminology of Wear and Failure
regarding: ANSI/AGMA 2015--1--A01, Accuracy Classification
System -- Tangential Measurements for Cylindrical
-- establishment of uniform criteria for rating;
Gears
-- guidance for design considerations; and,
ANSI/AGMA 2101--C95, Fundamental Rating Fac-
-- identification of the unique features of high tors and Calculation Methods for Involute Spur and
speed gear units. Helical Gear Teeth
1.1 Application ANSI/AGMA 6000--B96, Specification for
Operational characteristics such as lubrication, Measurement of Linear Vibration on Gear Units
maintenance, vibration limits and testing are dis- ANSI/AGMA 6001--D97, Design and Selection of -
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cussed. This standard is applicable to enclosed high Components for Enclosed Gear Drives
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speed, external toothed, single and double helical

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ANSI/AGMA 6025--D98, Sound for Enclosed -

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gear units of the parallel axis type. Units in this

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Helical, Herringbone, and Spiral Bevel Gear Drives ,

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classification are: `

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ISO 14635--1, Gears – FZG test procedures – Part

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-- single stage units with pitch line velocities 1: FZG test method A/8,3/90 for relative scuffing
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equal to or greater than 35 meters per second or load carrying capacity of oils
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rotational speeds greater than 4500 rpm;

-- multi--stage units with at least one stage hav-
ing a pitch line velocity equal to or greater than 35 3 Symbols, terminology and definitions
meters per second and other stages having pitch
line velocities equal to or greater than 8 meters
3.1 Symbols
per second.
Limits specified are generally accepted design The symbols usedin this standard are shown in table
limits. When specific experience exists for gear units 1.
of similar requirements above or below these limits, NOTE: The symbols andterms contained in this docu-
this experience may be applied. ment may vary from those used in other AGMA stan-
dards. Users of this standard should assure
Marine propulsion, aircraft, automotive, and themselves that they are using these symbols and
epicyclic gearing are not covered by this standard. terms in the manner indicated herein.
© AGMA 2003 ---- All rights reserved 1


Table 1 -- Symbols used in equations

Reference
Symbol Term Units paragraph
A Allowable double amplitude of unfiltered vibration mm 7.5
Act Amplitude at N ct mm 7.3.3.3
AF Amplification factor -- -- 7.3.3.3
CSF Service factor for pitting resistance -- -- 5.2
CRE Critical response envelope rpm 7.3.3.3
cp Specific heat of lubricant kJ/(kg°C) 8.2.5
DJ Nominal bearing bore diameter mm Table 4
d Pinion operating pitch diameter mm 4.6
F d Incremental dynamic load N 5.3.3
F t Transmitted tangential load N 5.3.3
K B Rim thickness factor -- -- 5.4
K H Load distribution factor -- -- 5.3.2
K He Mesh alignment correction factor -- -- 5.3.2
K Hma Mesh alignment factor -- -- 5.3.2
K Hmc Lead correction factor -- -- 5.3.2
K Hpm Pinion proportion modifier -- -- 5.3.2
K s Size factor -- -- 5.3
K SF Service factor for bending strength -- -- 5.2
K v Dynamic factor -- -- 5.3.3
L Face width including gap mm 4.6
N cm Initial (lesser) speed at 0.707 × peak amplitude (critical) rpm 7.3.3.3
N cp Final (greater) speed at 0.707 × peak amplitude (critical) rpm 7.3.3.3
N ct Rotor first critical, center frequency rpm 7.3.3.3
N mc Maximum continuous rotor speed rpm 4.1
nL Number of stress cycles -- -- 5.3.1
P a Allowable transmitted power for the gear set kW 5.1
P ayu Allowable transmitted power for bending strength at unity kW 5.1
service factor
P azu Allowable transmitted power for pitting resistance at unity kW 5.1
service factor
P L Power loss kW 8.2.5
P S Service power of enclosed drive kW 4.1
QLUBE Lubricant flow kg/sec 8.2.5
SJ Diametral clearance mm Table 4
SM Separation margin rpm 7.3.3.3
U max Amount of residual rotor unbalance g--mm 7.4
W Journal static loading kg 7.4
W cpl Half weight of coupling and spacer kg 7.3.3.2
W r Total weight of rotor kg 7.3.3.2
Y N Stress cycle factor for bending strength -- -- 5.4.1
Y θ Temperature factor -- -- 5.3
Z N Stress cycle factor for pitting resistance -- -- 5.3.1
Z R Surface condition factor for pitting resistance -- -- 5.3
Z W Hardness ratio factor for pitting resistance -- -- 5.3
∆T Change in lubricant temperature _C 8.2.5
σFP Allowable bending stress number N/mm2 5.5
σHP Allowable contact stress number N/mm2 5.5
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© AGMA 2003 ---- All rights reserved

3.2 Nomenclature All components shall be capable of transmitting the

service power.
4.2 High transient torque levels

The terms used, wherever applicable, conform to the
following standards: Where unusual torque variations develop peak
loads which exceed the application power by a ratio
AGMA 904--C96, Metric Usage greater than the service factor, CSF or K SF, specified
ANSI/AGMA 1012--F90, Gear Nomenclature, Defi- for the application, the magnitude and frequency of
nitions of Terms with Symbols such torque variations should be evaluated with
regard to the endurance and yield properties of the
ISO 701, International gear notation – Symbols for
materials used. See annex D and also ANSI/AGMA
geometrical data
2101--C95, subclause 16.3.
4.3 Torsional and lateral vibrations
4 Design considerations When an elastic system is subjected to externally

applied, cyclic or harmonic forces, the periodic
motion that results is called forced vibration. For the
This standard should be used in conjunction with systems in which high speed gears are typically
appropriate current AGMA standards. External used, two modes of vibration are normally consid-
loads must be considered as acting in directions and ered.
rotations producing the most unfavorable stresses
a) Lateral or radial vibration, which considers
unless more specific information is available.
shaft dynamic motion that is in a direction perpen-
Allowances must be made for peak loads.
dicular to the shaft centerline; and
4.1 Service power, P S b) Torsional vibration, which considers the am-
Service power of an application is defined as the plitude modulation of torque measured peak to
peak referenced to the axis of rotation.
maximum installed continuous power capacity of the
prime mover, unless specifically agreed to by the In certain cases, axial or longitudinal vibration might
purchaser and vendor. For example, for electric also be considered.
motors, maximum continuous power will be the
motor nameplate power rating multiplied by the Because of the wide variation of gear driven
motor service factor. systems, clause 7 of this standard outlines areas
where proper assessment of the system may be
For gear units between two items of driven equip- necessary. In addition, appropriate responsibility
ment, service power of such gears should normally between the vendor and purchaser must be clearly -
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4.4 Tooth proportions and geometry

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a. 110 percent of the maximum power required `

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by the equipment driven by the gear; Any practical combination of tooth height, pressure `
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angle and helix angle may be used. However, it is

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b. maximum power of the driver prorated be- recommended that the gears have a minimum
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tween the driven equipment, based on normal working depth of 1.80 times the normal module, a
power demands. maximum normal pressure angle of 25 degrees, a
If maximum torque occurs at a speed other than helix angle of 5 to 45 degrees, and a minimum axial
maximum continuous speed, this torque and its contact ratio of 1.1 per helix.
corresponding speed shall be specified by the
4.5 Recommended accuracy grade
purchaser. Maximum continuous speed, N mc, is
normally the speed at least equal to 105% of the Table 2 presents recommended ANSI/AGMA
specified (or nominal) pinion speed for variable 2015--1--A01 accuracy grades as a function of pitch
speed units and is the rated pinion speed for line velocity. Based on experience and application,
constant speed units. other accuracy grades may be appropriate.


Table 2 -- Recommended accuracy grades in the proposal for using the higher L / d ratio.
Pitch line ANSI/AGMA 2015--1 --A01 Purchasers should be notified when L / d ratios
velocity, m/s accuracy grade exceed those in table 3. When operating conditions
35 –100 A5 other than gear rated power are specified by the
100 – 160 A4 purchaser, such as the normal transmitted power,
Over 160 A3 the gear vendor shall consider in the analysis the
length of time and load range at which the gear unit
will operate at each condition so that the correct lead
4.6 Pinion proportions
modification can be determined. When modified
Table 3 presents maximum length--to--diameter ( L / d ) leads are to be furnished, purchaser and vendor
ratios for material hardening methods in current use. shall agree on the tooth contact patterns obtained in
The L / d values shown in table 3 apply to helical gears the checking stand, housing or test stand.
when designed to transmit the service power.
4.7 Rotor construction
Generally, higher L / d ratios are permitted when
analytical load distribution methods are employed Several configurations may be applied in the -
-
-
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,
,
that yield load distribution values, K H, that are less construction of rotors. The most commonly used are `
,
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,
,
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,
than the value calculated per 5.3.2 at the maximum listed below:
,
`
-
`
-
`
,
L / d ratio per table 3. A detailed analytical method

,
`
,
,
a) Integral shaft and gear element. This con- `

`
,
should include, but not be limited to, bending and

`
,
`
`
figuration is commonly used for pinions, smaller `

`
`
`
torsional deflection and thermal distortion. ,

`
,
gears, or rotating elements operating above a `

,
`
,
`
`
pitch line velocity of 150 meters per second. The

,
`
-
-
Table 3 – Recommended maximum length--to -- pinion or gear, integral with its shaft, is machined
diameter ( L / d ) ratios from a single blank;
Maximum L / d ratio b) Solid blank shrunk on a shaft. The shrink fit
Hardening Double Single may be used either with or without a mechanical
method helical helical torque transmitting device (such as key or spline).
Through hardened 2.2 1.6 When no torque transmitting device is used, the
Case hardened 2.0 1.6 shrink fit must provide ample capacity to transmit
NOTE: torque when considering centrifugal and thermal
L = face width including gap, mm; effects. When a torque transmitting device is
d = pinion operating pitch diameter, mm used, the shrink fit must provide ample location
support when considering centrifugal and thermal
No matter what the L / d ratio is, if the combination of effects;
tooth and rotor deflection and distortion exceeds 25 c) Fabricated gear. A forged rim is welded di-
mm for through hardened gears, or 18 mm for case
rectly to the fabricated substructure producing a
hardened gears, then an analytically determined one--piece welded gear. The shaft may be a part
lead modification should be applied in order to of theweldment. Fabricated gears should be ana-
reduce the total mismatch to a magnitude below lyzed to consider centrifugal and thermal stresses
these values. Determination of the combined tooth and fatigue life. Maximum pitch line velocity for
and rotor deflection shall be based on the service welded gear construction is 130 meters per sec-
power. The modification is intended to provide a ond;
uniform load distribution across the entire face width.
d) Forged rim shrunk onto a substructure.
Working flanks of the pinion or gear wheel should be The substructure may be forged, cast, or fabrica-
modified when necessary to compensate for torsion- ted. The shaft may be a part of the substructure.
al and bending deflections and thermal distortion. Shrunk rims shall consider stresses and torque
Gears with pitch line velocities in excess of 100 m/s transmitting capacity due to fit, centrifugal, and
are particularly susceptible to thermal distortion. thermal effects (refer to item b). The normal de-
Consideration should be given to the relationship of sign limit for this type of construction is 60 meters
lead modifications to gear tooth accuracy. per second.
When a higher L / d ratio than tabulated in table 3 is Combinations of the above are often used on
proposed, the gear vendor shall submit justification multistage units.
4 © AGMA 2003 ---- All rights reserved


Stresses and deflections at high speeds often dictate 4.8.2 Shaft seals
limits for a specific type of construction. High
Where shafts pass through the housing, the hous-
pitchline velocity, especially when combined with
ings shall be equipped with seals and deflectors that
high loads, may require special material specifica-
shall effectively retain lubricant in the housing and
tions and/or testing. Construction features such as
prevent entry of foreign material into the housing.
holes in the gear body should be analyzed for their
Easily replaceable labyrinth--type end seals and
influence on the stress. The influence of real or deflectors are preferred. The seals and deflectors
virtual inclusions and/or cracks may need to be shall be made of nonsparking materials. Lip--type
considered using the methods of fracture mechan- seals have a very finite life and can generate enough
ics, with testing of the material to ensure that there heat at higher speeds to be a fire hazard. Surface
are no inclusions greater than the assumed maxi- velocity should be kept within the seal manufactur-
mum. Overall, a careful analysis of actual operating er’s conservative recommendation.
stresses and deflection should be made to ensure
reliable operation. 4.9 Bearings
Proper design of bearings is critical to the operation

4.8 Gear housing
of high speed enclosed drive units. The bearing
The gear housing should be designed to provide a design shall consider normal service power.
sufficiently rigid enclosed structure for the rotating
Radial bearings are normally of the hydrodynamic
elements that enables them to transmit the loads
sleeve or pad type. Thrust bearings are usually flat
imposed by the system and protects them from the
land, tapered land, or thrust pad type. Rolling
environment in which they will operate. The
element bearings are occasionally used when
vendor’s design of the housing must provide for
speeds are at the very low end of the high speed
proper alignment of the gearing when operating
range. Bearing design shall consider start--up and
under the user’s specified thermal conditions, and
unloaded conditions, as well as normal service
the torsional, radial and thrust loadings applied to its
power.
shaft extensions. In addition, it should be designed
to facilitate proper lubricant drainage from the gear 4.9.1 Hydrodynamic bearings
mesh and bearings.
Hydrodynamic bearings shall be lined with suitable
The user’s design of the supporting structure must bearing material. Tin and lead based babbitts (white
maintain proper and stable alignment of the gearing. metal) are among the most widely used bearing
Alignment must consider all specified torsional, materials. Tin alloy is usually preferred over lead
radial and thrust loadings, and thermal conditions alloys because of its higher corrosion resistance,
present during operation. easier bonding, and better high temperature charac-
teristics. Hydrodynamic bearings shall have a rigid
4.8.1 Special housing considerations steel or other suitable metallic backing, and be
properly installed and secured in the housing against
Certain applications may be subjected to operating
axial and rotational movement. Bearings are
conditions requiring special consideration. Some of generally supplied split for ease of assembly.
these operating conditions are: Selection of the particular design (sleeve, pad type
-- temperature variations in the vicinity of the or land bearing) shall be based on evaluation of
gear unit; surface velocity, surface loading, hydrodynamic film
thickness, calculated bearing temperature, lubricant
-- relative thermal growth between mating sys- viscosity, lubricant flow rate, and bearing stability.
tem components; -
Heat is generated at running speeds as a result of

-
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,
,
`
-- environmental elements that will attack the

,
lubricant shear. Temperature is regulated by control-

`
,
,
`
,
,
unit housing, rotating components, bearings or lu-

`
ling the lubricant flow through the bearing and

-
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-
`
,
,
bricant;
`
external cooling of the lubricant. The anticipated

,
,
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`
,
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,
peak babbitt temperature as related to bearing

`
`
`
-- inadequate support for the housing;

`
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,
lubricant discharge temperatures should be kept `

,
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,
`
,
`
-- high pitch line velocities which may affect lu- within a range that is compatible with the bearing `
,
`
-
-
bricant distribution, create excessive temperature material and lubricant characteristics. See table 4
rise, or cause other adverse conditions. for design limits.


Table 4 -- Hydrodynamic babbitt bearing design limits1)
Projected unit Minimum lubricant Bearing metal Maximum

load,3) film thickness, temperature,2) 3) velocity,3)
Type of bearing N/mm2 mm C ° m/s
Radial bearing
-- Fixed geometry 3.8 0.020 115 100
-- Tilting pad 4.2 0.020 115 125
Thrust bearings
-- Tapered land 2.5 0.020 115 125
-- Flat face 0.5 N/A 115 50
-- Tilt pad 3.5 0.015 115 125
NOTE: Table limits will generally not occur all together; one parameter alone may dictate the design.
1) Limits are for babbitt on steel backing. Whenother materials are used, established limits for these materials are per-
missible. Bearing clearances should be chosen to yield proper temperature, high stiffness and stability, as well as to en-
sureadequate clearance to copewith thermal gradients,whether steady, static, or transient. The averageratioof diame-
tral clearance ( SJ) to the nominal bore size ( DJ), S J / DJ , for radial bearings is approximately 0.002 mm/mm.
2) Bearing temperature measurements are taken in the backing material within 3 mm of the backing material/babbitt
interface at the hottest operational zone of the bearing circumference.
3) Higher values are acceptable if supported either with special engineering or testing and field experience.
4.9.2 Radial bearing stability ments with the gear casing shall be provided unless
otherwise specifically agreed to by the purchaser.
Hydrodynamic radial bearings shall be designed
The design of a hydrodynamic bearing to sustain
such that damaging self generated instabilities (e.g.,
thrust is as complicated as the design of a radial
half frequency whirl) do not occur at any anticipated
hydrodynamic bearing. Complete analysis requires
operational load or speed. Hydrodynamic instability
occurs when a journal does not return to its consideration of heat generation, lubricant flow,
established equilibrium position after being momen- bearing material, load capacity, speed and stiffness.
tarily displaced. Displacement introduces an insta- Thrust bearing load capacity should consider the
bility in which the journal whirls around the bearing possibility of torque lock--up loads from couplings.
axis at less than one--half journal speed. Known as When other external thrust forces are anticipated,
“half frequency whirl”, this instability may occur in the vendor must be notified of their magnitudes.
lightly loaded high speed bearings. 4.9.4 Thrust collars
4.9.3 Thrust bearings

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Thrust collars (also known as rider rings) may be
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,
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used to counteract the axial gear thrust developedby
,
single helical gear sets.

`
Thrust bearings shall be furnished with all gear units

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,
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unless otherwise specified. Thrust bearings are

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Thrustcollars arranged near each endof theteeth on
generally provided on the low speed shaft for all
,
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a single helical pinion and having bearing surface

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double helical gears and on single helical gears fitted

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,
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, contact diameters greater than that of the pinion
`
,
with thrust collars (see 4.9.4). Thrust bearings are

,
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-
- outside diameter may be used to carry the gear
generally provided on each shaft for all single helical mesh thrust forces. Typically the thrust collars have
gears not fitted with thrust type collars. If the axial a conical shape where they contact a similarly
position of any of the shafts depends on items shapedsurface on themating gear rim located below
outside the gear unit, the purchaser and vendor shall the root diameter of the gear. Other designs also
agree to the arrangement relative to the thrust exist and may be used. Single helical gear sets
bearings. using thrust collars may be positioned in the housing
in a similar fashion to that of double helical gear
When gear units are supplied without thrust bear- elements.
ings, some type of end float limitation shall be
provided at shaft couplings to maintain positive axial 4.9.5 Rolling element bearings
positioning of the gear rotors and connected rotors. Selection of rolling element bearings shall be based
Provisions to prevent contact of the rotating ele- upon the application requirements and the bearing


manufacturer’s recommendations and rating P S is service power, kW.

methods. For normal applications, an L10 life of
It is recognized that all prime movers have overload
50 000 hours minimum is required.
capacity, which should be specified.
4.10 Threaded fasteners 5.2 Service factor, C SF and K SF
Refer to ANSI/AGMA 6001--D97, Design and Selec- The service factor includes the combined effects of
tion of Components for Enclosed Gear Drives, overload, reliability, life, and other application related
clause 8. influences. The AGMA service factor used in this
4.11 Shafting standard depends on experience acquired in each
specific application. -
-
The pinion and gear shafts may normally be

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designed for the maximum bending and maximum In determining the service factor, consideration `
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,
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should be given to the fact that systems develop a

-
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torsional shear stresses at service power (see 4.1) -

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peak torque, whether from the prime mover, driven

,
,
by the appropriate methods and allowable values

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from ANSI/AGMA 6001--D97, clause 4, or other machinery, or transitional system vibrations, that is `
`
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equivalent standards. In some instances, this may greater than the nominal torque. ,
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result in an oversized or undersized shaft. When an acceptable service factor is not known from
-
-
Therefore, an in--depth study using other available experience, the values shown in annex A should be
analysis methods may be required. used as minimum allowable values.
5.3 Pitting resistance power rating
5 Rating of gears The pitting resistance of gear teeth is considered to

be a Hertzian contact fatigue phenomenon. Initial
pitting and destructive pitting are illustrated and
5.1 Rating criteria discussed in ANSI/AGMA 1010--E95.
The pitting resistance power rating and bending The purpose of the pitting resistance formula is to
strength power rating for each gear mesh in the unit determine a load rating at which destructive pitting of
must be calculated. The lowest value obtained shall the teeth does not occur during their design life.
be used as the allowable transmitted power of the Ratings for pitting resistance are based on the
gear set. formulas developed by Hertz for contact pressure
The allowable transmitted power for the gear set, P a, between two curved surfaces, modified for the effect
is determined: of load sharing between adjacent teeth.
P azu ayu
The pitting resistance power rating for gearing within
P a = the lesser of and (1) the scope of this standard shall be determined by the
C SF K SF
rating methods and procedures of ANSI/AGMA
where 2101--C95, clause 10, when using service factors,
P azu is allowable transmitted power for pitting re- with the following values:
sistance at unity service factor (CSF = 1.0); Z W is hardness ratio factor, Z W = 1.0;
P ayu is allowable transmitted power for bending Y θ is temperature factor, Y θ = 1.0;
strength at unity service factor ( K SF = 1.0);
K s is size factor, K s = 1.0;
CSF is service factor for pitting resistance; rec-
ommended values are shown in annex A; Z R is surface condition factor, Z R = 1.0;
K SF is service factor for bending strength; rec- Z N is stress cycle factor (see 5.3.1);
ommended values are shown in annex A. K H is load distribution factor (see 5.3.2);
The service power shall be less than, or equal to, the K v is dynamic factor (see 5.3.3).
allowable transmitted gearset power rating:
5.3.1 Stress cycle factor, Z N
P S ≤ P a (2)
Stress cycle factor, Z N, is calculated by the lower
where: curve of figure 17 of ANSI/AGMA 2101--C95, and


should be based on 40 000 hours of service at rated F d is incremental dynamic tooth load due to the
operating speed. dynamic response of the gear pair to trans-
mission error excitation, N;
Z N = 2.466 n − 0.056 (3)
L F t is transmitted tangential load, N.
where
Dynamic forces on gear teeth result from gear
nL is number of stress cycles. transmission error, which is defined as the departure
When the number of stress cycles exceeds 1010 from uniform relative angular motion of a pair of
(i.e., speed above 4167 rpm for 40 000 hours), Z N meshing gears. Thetransmission error is causedby:
should be less than or equal to 0.68. -- inherent variations in gear accuracy as
manufactured;
Ifless than 40 000 hours is used for rating, it must be
with the specific approval of the purchaser and must -- gear tooth deflections which are dependent
be so stated along with the rating. on the variable mesh stiffness and the trans-
mitted load.
5.3.2 Load distribution factor, K H
The dynamic response to transmission error excita-
K H is the load distribution factor. Values are to be per
tion is influenced by:
ANSI/AGMA 2101--C95. The following values shall
be used with the empirical method: -- masses of the gears and connected rotors;
K Hmais mesh alignment factor. Use values from -- shaft and coupling stiffnesses;
curve 3, precision enclosed gear units, of
-- damping characteristics of the rotor and
figure 7 and table 2 of ANSI/AGMA
bearing system.
2101--C95;
The AGMA accuracy grades per ANSI/AGMA
K Hmc is lead correction factor,
K Hmc= 0.8; 2015--1--A01, specifically tooth element tolerances
for pitch and profile, and the pitch line velocity may
K Hpmis pinion proportion factor, be used as parameters to guide the selection of
K Hpm= 1.0;
dynamic factors. Within the 1.09 to 1.15 dynamic
K He is mesh alignment correction factor, factor range, the trend is for K v to vary in nearly a
K He = 0.8. direct relationship with AGMA accuracy grades from
The calculated value of K H shall not be less than 1.1. A5 to A2 as shown in table 5.
NOTE: The above empirical rating method assumes

properly matched leads whether unmodified or modi- Table 5 -- Dynamic factor as a function of
fied, teeth central to thebearing spanand tooth contact accuracy grade
checked at assembly with contact adjustments as re-
quired. If theseconditions are notmet, or for wide face ANSI/AGMA 2015--1 --A01 Dynamic factor, K v
gears, itmay be desirable to usean analyticalapproach accuracy grade
to determine load distribution factor. AGMA 927--A01 A5 1.15
provides one such approach. A4 1.13
5.3.3 Dynamic factor, K v A3 1.11
A2 1.09
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,
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,
Dynamic factors account for internally generated
`
gear tooth dynamic loads, which are caused by gear

,
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`
The dynamic factor, K v, does not account for

`
`
tooth meshing action at a non--uniform relative

,
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,
`
-
angular velocity. dynamic tooth loads which may occur due to
`
torsional or lateral natural frequencies. System

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,
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,
,
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,
`
,
The dynamic factor is the ratio of transmitted designs should avoid having such natural frequen-
,
`
-
-
-
tangential tooth load to the total tooth load, which cies close to an excitation frequency associated with
includes the dynamic effects. an operating speed, since the resulting gear tooth
F d + F t dynamic loads may be very high.
K v = (4)
F t Refer to ANSI/AGMA 2101--C95 for additional
where: considerations influencing dynamic factors.


5.4 Bending strength power rating specifies the treatment of momentary overload
conditions.
The bending strength of gear teeth is a measure of
the resistance to fatigue cracking at the tooth root Three grades of material have been established.
fillet. Grade 1 is normal commercial quality steel and shall
not be usedfor gears rated by this standard. Grade 2
The intent of the AGMA strength rating formula is to
is high quality steel meeting SAE/AMS 2301 cleanli-
determine the load which can be transmitted for the
ness requirements. Grade 3 is premium quality steel
design life of the gear drive without causing root fillet
meeting SAE/AMS 2300 cleanliness requirements.
cracking or failure.
Both Grade 2 and Grade 3 are heat treated under
The gear rim thickness must be sufficient for the carefully controlled conditions. The choice of
calculated rim thickness factor to be 1.0. material, hardness and grade is left to the gear
designer; however, values of σHP and σFP shall be for
Occasionally, manufacturing tool marks, wear, sur-
grade 2 materials.
face fatigue, or plastic flow may limit bending
strength due to stress concentration around large, Due consideration should be given to additional
sharp cornered pits or wear steps on the tooth testing, such as ultrasonic or magnetic particle
surface. inspection of high speed gear rotors which are
subject to high fatigue cycles or high stress, or both,
The bending strength power rating for gearing within
during operation.
the scope of this standard shall be determined by the
rating methods and procedures of ANSI/AGMA For details on tooth failure, refer to ANSI/AGMA
2101--C95, clause 10, when using service factors, 1010--E95.
with the following values: 5.6 Reverse loading
Y θ is temperature factor, Y θ = 1.0; For idler gears and other gears where the teeth are
K s is size factor, K s = 1.0; completely reverse loaded on every cycle, use 70
K B is rim thickness factor, K B = 1.0; percent of the allowable bending stress number, σFP,
in ANSI/AGMA 2101--C95.
Y N is stress cycle factor (see 5.4.1);
5.7 Scuffing resistance
K v is dynamic factor (see 5.3.3);
Scuffing failure (sometimes incorrectly referred to as
K H is load distribution factor (see 5.3.2).
scoring) has been known for many years and is a
5.4.1 Stress cycle factor, Y N concern for high speed gear units. When high speed
gears are subject to highly loaded conditions and
Stress cycle factor, Y N, is calculated by the lower
high sliding velocities, the lubricant film may not
curve of figure 18 of ANSI/AGMA 2101--C95, and
adequately separate the surfaces. This localized
should be based on 40 000 hours of service at rated
damage to the tooth surface is referred to as
operating speed.
“scuffing”. Scuffing will exhibit itself as a dull matte or
Y N = 1.6831 n − 0.0323 (5) rough finish usually at the extreme end regions of the
L
contact path or near the points of a single pair of
where
teeth contact resulting in severe adhesive wear.
nL is number of stress cycles.
Scuffing is not a fatigue phenomenon and may occur
When the number of stress cycles exceeds 1010, Y N instantaneously. The risk of scuffing damage varies
should be less than or equal to 0.80. with the material of the gear, lubricant being used,
viscosity of the lubricant, surface roughness of the
If other than 40 000 hours is used for rating, it must
tooth flanks, sliding velocity of the mating gear set
be with the specific approval of the purchaser and
under load, and geometry of the gear teeth.
must be so stated along with the rating.
Changes in any or all of these factors can reduce
5.5 Allowable stress numbers, σHP and σFP scuffing risk.
Allowable stress numbers, which are dependent Further information is provided in annex B. Annex B
upon material and processing, are given in ANSI/ is not a requirement of this standard. However, it is
AGMA 2101--C95, clause 16. That clause also recommended that either annex B or some other
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


method be used to check for the probability of lubricant is requested, the vendor shall provide
scuffing failure. See AGMA 925--A03 for further calculations and an experience list to support a
information. request for an alternate lubricant selection.
6.2.1 Lubricant viscosity
Selection of an appropriate lubricant viscosity is a
6 Lubrication
compromise of factors. In addition, lubrication
systems are oftentimes integrated with other drive
6.1 Design parameters train equipment whose viscosity requirements are
High speed gear units shall be designed with a different from the gear unit. This complicates the
pressurized lubrication supply system to provide selection of the lubricant.
lubrication and cooling to the gears and bearings. A Load carrying capacity of the lubricant film increases
normal lubricant inlet pressure of 1 to 2 bar is an with the viscosity of the lubricant. Therefore, a
industry accepted value. Special applications may higher viscosity is preferred at the gear mesh.
require other lubricant pressures. If a gear element Development of an adequate elastohydrodynamic
extends below the lubricant level in the gear casing, lubricant film thickness and reduction in tooth
it is said to be dipping in the lubricant. Dipping athigh roughness are of primary importance to the life of the
speed can result in high power losses, rapid gearset. However, in high speed gear units,
overheating, possible fire hazard, and should be particularly those with high bearing loads and high
avoided. journal velocities, heat created in the bearings is
The following minimum parameters should be con- considerable. Here, the viscosity must be low
sidered to ensure that proper lubrication is provided enough to permit adequate cooling of the bearings.
for the gear unit: Lubricant viscosity recommendations are specified
-- type of lubricant; as ISO viscosity grades. Recommendations for high
speed applications are listed in table 6. For turbine
-- lubricant viscosity; driven speed increasers where the lubrication sys-
-- film thickness; tem supplies both the bearings and the gear mesh,
-- surface roughness; an ISO VG32 is usually provided for the gear drive. A
lubricant with a viscosity index (VI) of 90 or better
-- inlet lubricant pressure; should be employed. Special considerations may
-- inlet lubricant temperature; require the use of lubricants not listed in table 6. The
gear vendor should always be consulted when
-- filtration;
selecting or changing viscosity grades.
-- drainage;
-- retention or settling time; Table 6 -- Recommended lubricants
-- lubricant flow rate; ISO Viscosity range Minimum
viscosity mm2 /s (cSt) viscosity
-- cooling requirements. grade (VG) at 40 C
° index (VI)
6.2 Choice of lubricant 32 28.8 to 35.2 90
46 41.4 to 50.6 90
Certain lubricant additives, such as those in extreme
68 61.2 to 74.8 90
pressure (EP) lubricants, may be removed by fine
filtration. Changes to the level of filtration should 100 90.0 to 100.0 90 -
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,
,
`
NOTE:
,
`
only be done in consultation with both the gear unit

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,
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,
When operating at low ambient temperatures, the lubri- `

-
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and lubricant manufacturers. Extreme pressure cant selected should have a pour point at least 6 C °
-
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,
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,
,
lubricants are not normally used in high speed units.

`
below the lowest expected ambient temperature. `

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`
To avoid dependency on extreme pressure addi- ,

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,
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6.2.2 Synthetic lubricants ,

`
,
tives, unless otherwise specified, the gear unit shall `

`
,
`
-
-
be designed for use with a lubricant that fails ISO Synthetic lubricants may be advantageous in some
14635--1 load stage 6. The lubricant used shall pass applications, especially where extremes of tempera-
ISO 14635--1 load stage 5. When an alternate ture are involved. There are many types of synthetic


lubricants, and some have distinct disadvantages. should be sized, vented, and baffled to adequately
The gear vendor should be consulted before using deaerate the lubricant and control foaming. In dry
any synthetic lubricant. sump applications, the external drainage system
must be adequately sized, sloped and vented to
6.3 Lubrication considerations
avoid residual lubricant buildup in the gear case.
6.3.1 Ambient temperature Drain velocities may vary, but 0.3 meters per second
in a half full opening is a generally accepted
Ambient temperature is defined as the temperature maximum value.
of the air in the immediate vicinity of the gear unit.
The normal ambient temperature range for high 6.3.6 Filtration
speed gear unit operation is from --10°C to 55°C.
The vendor should be informed what the ambient A good filtering system for the lubricant is very
temperature will be, or if a large radiant heat source important. The design filtration level may vary, but
is located near the gear unit. Furthermore, if low filtration to a 25 micron or finer nominal particle size
ambient temperature causes the sump temperature is a generally accepted value. Filtration finer than 25
to drop below 20°C at start--up, the vendor should be microns is recommended when light turbine lubri-
advised. Special procedures or equipment, such as cants are used, particularly for higher operating
heaters, may be required to ensure adequate temperatures. ISO 4406 may be used as a more
lubrication. complete specification of the oil cleanliness re-
quired. An ISO 4406:1999 cleanliness level of
6.3.2 Environment 17/15/12 is recommended if there is no other
recommendation from the gear unit manufacturer.
If a gear unit is to be operated in an extremely humid,
To remove the finer particles, systems may be
salt water, chemical, or dust laden atmosphere, the
installed downstream of the filters. It has been found
vendor must be advised. Special care must be taken
that removing very fine particles can greatly extend
to prevent lubricant contamination.
lubricant life. It is good practice to locate the filter as
6.3.3 Temperature control near as possible to the gear unit lubricant inlet.
Further, it is recommended to provide a duplex filter
The lubricant temperature control system must be
to facilitate cleaning of the filter when the unit can not
designed to maintain a lubricant inlet temperature
be conveniently shut down forfilter change. Any kind
within design limits at any expected ambient temper-
of bypass of the filter is prohibited. A mechanism to
ature or operating condition. Design inlet tempera-
indicate the cleanliness of the filter is recommended.
ture may vary, but 50°C is a generally accepted
Systems that take a portion of the filtered lubricant
value. Lubricant temperature rise through the gear
and further clean it are acceptable.
unit should be limited to 30°C. Special operating
conditions, such as high pitch line velocity, high inlet 6.3.7 Drain lines
lubricant temperature, and high ambient tempera-
ture may result in higher operating temperatures. Location of the drain line must be in accordance with
the vendor’s recommendations. Drain lines should
6.3.4 Gear element cooling and lubrication be sized so they are no more than half full. The lines
The size and location of the spray nozzles is critical should slope down at a minimum of 20 millimeters
to the cooling and proper lubrication of the gear per meter and have a minimum numberof bends and
mesh. elbows.
Spray nozzles may be positioned to supply lubricant 6.4 Lubricant maintenance

at either the in--mesh, out--mesh, or both sides of the
The lubricant must be filtered and tested, or changed
gear mesh (or at other points) at the discretion of the
periodically, to assure that adequate lubricant prop-
vendor.
erties are maintained.
6.3.5 Lubricant sump
Prior to initial start--up of the gear unit, the lubrication
The lubricant reservoir may be in the bottom of the system should be thoroughly cleaned and flushed. It
gear case (wet sump) or in a separate tank (dry is recommended that the initial charge of lubricant be
sump). In either case, the reservoir and/or gear case changed or tested after 500 hours of operation.
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6.4.1 Change interval the two that are normally reviewed analytically
during design are the lateral critical speeds of the
Unless the vendor recommends different intervals,
gear unit rotating shafts and the torsional critical
under normal operating conditions subsequent
frequencies of all connected rotating elements.
change or test intervals should be 2500 operating
hours, or 6 months, whichever occurs first. Ex- 7.2 Torsional vibration analysis
tended change periods may be established through Any torsional vibration analysis must consider the
periodic testing of lubricants. With periodic lubricant complete system including prime mover, gear unit,
testing and conditioning, it is not uncommon to driven equipment and couplings. Dynamic loads
operate lubrication systems without lubricant imposed on a gear unit from torsional vibrations are
changes for the life of the gear drive. the result of the dynamic behavior of the entire
6.4.2 Water contamination system and not the gear unit alone. Thus, a coupled
system has to be analyzed in its entirety. A common
Where operating conditions result in water collecting method used is to separate the system into a series
in the lubrication system, the lubricant should be of discrete spring connected masses. When applied
processed, or changed as required, to keep water to a multi--mass system, this method is known as
content below the lubricant manufacturer’s recom- using lumped parameters. These parameters are
mendation. Failure to control moisture may result in developed into a model in order to analyze the
damage to the gear unit. Some lubricants are system as a whole and solve its torsional mechanical
hygroscopic (absorb water) and may need special vibrations.
consideration to eliminate or control the water
It is important to note that this result is only as good
content and total acid number.
as its model. In fact, the process of lumping
parameters could be the largest source of errors.
The result of the torsional system analysis is not
7 Vibration and sound within the control of the vendor, since the gear unit
itself is only one of several elements in a coupled
7.1 Vibration analysis train.
The gear unit vendor is seldom the system designer
When the frequency of a periodic forcing phenome-
and in normal cases the gear unit vendor is
non (exciting frequency) applied to a rotor--bearing
responsible only for providing mass elastic data.
support system coincides with a natural frequency of
The system designer, not the gear vendor, is
that system, the system may be in a state of
responsible for the torsional vibration analysis.
resonance. A shaft rotational speed at which the
rotor--bearing support system is in a state of 7.3 Lateral vibration analysis
resonance with any exciting frequency associated The rating equations used in this standard assume
with that speed, is called a “critical speed”. smooth operation of the rotors. To insure smooth
Vibration of any component of the gear unit can operation, these rotors should be analyzed forlateral
result in additional dynamic loads being superim- critical speeds. It is imperative that slow roll,
posed on the normal operating loads. Vibration of start--up, and shutdown of rotating equipment not
sufficient amplitude may result in impact loading of cause any damage as the rotating elements pass
the gear teeth, interference in the gear mesh, or through their critical speeds. See annex C.
damage to close clearance parts of the gear unit. 7.3.1 Undamped lateral critical speed map
Where torque variations exceed 20 percent of the
An undamped lateral critical speed analysis is
rated torque at the service power, the magnitude and
sufficient in some cases to determine rotor suitability.
frequency of such torque variations should be
If this method is chosen as the sole criterion for
evaluated with regard to the endurance properties of
determining the suitability of a rotor, it should be
the materials used.
based upon significant experience in designing high
The types of vibration which are generally of concern speed gear drives utilizing this method. It includes a
for gear units are the torsional, lateral and axial lateral critical speed map, showing the undamped
modes of the rotating elements, since these can critical speeds versus support stiffness or percent-
have a direct influence on the tooth load. Of these, age of torque load. This graphic display shows all

--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


applicable loading conditions and no--load test 7.3.3 Lateral critical speeds
conditions (approximately 10 percent of the rated
Lateral critical speeds correspond to resonant
torque) at the maximum continuous speed. frequencies of the rotor--bearing support system.
The basic identification of critical speeds is made
The undamped lateral critical speed map for gear
from the natural frequencies of the system and of the
rotors is used to determine potential locations of the
forcing phenomena. If the frequency of any harmon-
critical speeds by locating the intersection of the
ic component of a periodic forcing phenomenon is
principal bearing stiffness values with the undamped
equal to or approximates the natural frequency of
critical speeds. If no intersections are indicated, with
any mode of rotor vibration, a condition of resonance
experience this can be used to determine rotor
may exist. If resonance exists at a finite rotational
suitability.
speed, the speed at which the peak response occurs
is called a critical speed. The speed or frequency at
Note that these undamped speeds can be signifi-
which these occur varies with the degree of trans- -
-
cantly different from the critical speeds determined

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from a rotor response to unbalance analysis. The mitted load, primarily as a result of the change in ,
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differences are due to the cross coupled stiffness stiffness of the bearing lubricant film. `
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and damping effects from the bearings. Critical speeds are normally determined using a `
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rotor response analysis and are deemed to be `

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7.3.2 Analytical methods

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acceptable if: (a) the separation margin is greater

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than 20 percent; or (b) the vibration levels are within

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Coupling moments and shear force transfer effects the specified limit and the amplification factor is less
between rotors with properly designed and installed than 2.5 (see 7.3.3.3).
couplings will be minimal. 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.
beyond the scope of this standard (see C.6.2).
Commercial computer software is available and 7.3.3.1 Forcing phenomena
analysts should assure themselves that the method
A forcing phenomenon or exciting frequency may be
they use gives accurate results for the type of rotors less than, equal to, or greater than the synchronous
being analyzed. Most high speed rotors are
frequency of the rotor. Potential forcing frequencies
supported in hydrodynamic journal bearings; there-
may include, but are not limited to, the following:
fore, of equal importance is the method used to
analyze the support (bearing) stiffness and damping. -- unbalance in the rotor system;
-- coupling misalignment frequencies;
The analyses should include the following effects on -- loose rotor--system component frequencies;
the critical speeds:
-- internal rub frequencies;
-- bearing--lubricant film stiffness and damping -- lubricant film frequencies;
for the range of bearing dimensions and toler-
-- asynchronous whirl frequencies;
ances, load, and speed;
-- gear--meshing and side--band frequencies,
-- bearing structure and gear casing support as well as other frequencies produced by inaccu-
structure stiffness; racies in the generation of the gear tooth.
7.3.3.2 Rotor response analysis
-- coupling weight to be supported by each gear
unit shaft (the weight of the coupling hub plus 1/2 The rotor response to unbalance analysis is used to
the weight of the coupling spacers). The coupling predict the damped vibration responses of the rotor
weight shall be applied at the proper center of to potential unbalance combinations (i.e., critical
gravity relative to the shaft end. The weight and speeds). The critical speeds of a gear rotor
center of gravity will be specified by the purchaser determined from the rotor response analysis should
of the coupling; be verified by shop and field test data.
-- potential unbalance of the gear rotor and cou- The rotor response analysis should consider the
pling. following parametric variations in order to assure


that the vibrations will be acceptable for all expected The response of a critical speed is considered to be
conditions: critically damped if the amplification factor is less
than 2.5 (see figure 1).
1. Unbalance, g--mm
The shape of the curve in figure 1 is for illustration
6350 W r only and does not necessarily represent any actual
-- midspan unbalance ;
N mc rotor response plot. In most cases the amplitude
63 500 W cpl does not decrease to N cp (0.707 of peak); therefore
-- overhung mass unbalance ; calculate N cp from the “flip” of N cm, or use another
N mc
method such as the amplification factor in the
63 500 W cpl “Handbook of Rotordynamics” by F.F. Ehrich, page
-- out--of--phase unbalance at cou- 4.28.
N mc
3175 W r
pling, and at the furthermost mass sta-
N mc
tion on the gear tooth portion of the gear. Operating
speed SM
where
e CRE
d
N mc is maximum continuous speed of rotor, rpm; u
t
i
l Act
p
W r is total weight of the rotor, kg; m
a
n 0.707 Peak
W cpl is half weight of the coupling and spacer, kg. o
i
t
a
r
2. Gear loading b
i
V
-- unloaded, or minimum load, or both;
-- 50 percent load; N mc N cm N ct N cp

Shaft speed, rpm
-- 75 percent load; Key:
-- 100 percent load. N mc is maximum continuous rotor speed, rpm;
N cp-- N cm is peak width at the half power point;
3. Bearing clearances N ct
AF is amplification factor= ;
N cp − N cm
-- minimum clearance and maximum preload;
SM is separation margin;
-- maximum clearance and minimum preload. CRE is critical response envelope;
4. Speed range from zero to 130 percent of Act is amplitude at N ct.
-
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maximum rotor speed.
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7.3.3.3 Amplification factor Figure 1 -- Amplification factor
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The amplification factor, AF , is defined as the critical

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speed divided by the band width of the response

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7.3.4 Stability analysis

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frequencies at the half power point.

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- Damped eigenvalues (damped natural frequencies)
N ct may occur below 120% maximum rotor speed due to
F = (6)
N cp − N cm a variation in load, bearing properties, etc. These
damped eigenvalues are the frequencies at which
where
the rotor will vibrate if there is sufficient energy or
N ct is rotor first critical, center frequency, rpm; insufficient damping in the system. Therefore, a
damped stability analysis is performed to ensurethat
N cm is initial (lesser) speed at 0.707 × peak am-
these damped eigenvalues have a large enough
plitude (critical), rpm;
logarithmic decrement (log dec) to insure stability.
N cp is final (greater) speed at 0.707 × peak am- The stability analysis calculates the damped eigen-
plitude (critical), rpm. values and their associated logarithmic decrement.


The rotor should have minimum log dec of +0.1 at

= 2800 (8)
any of the damped eigenvalues to be considered  N mc
stable. where
7.3.5 Mode shape A is allowable double amplitude of unfiltered
vibration, micrometers (mm) true peak to
Each finite resonant frequency has an associated
peak.
mode shape. Knowing the mode shape that therotor
will assume when responding to a critical speed is 7.5.1 Electrical and mechanical runout
important in understanding the consequences of When provisions for shaft non--contact eddy current
bearing placement and residual unbalance. In most vibration probes are supplied on the gear unit,
high speed gear unit rotors, the mode shape of the electrical and mechanical runout shall be deter-
first critical speed is mostly conical with a node point mined by rolling the rotor in V--blocks at the journal
between the bearings, vibration at the bearings bearing centerline, or on centers true to the bearing
approximately 180° out of phase, and the point of journals, while measuring runout with a non--con-
highest vibration at the drive (coupling) end of the tacting vibration probe and a dial indicator. This
shaft. A slight bending shape of the rotor is common. measurement will be taken at the centerline of the
The amplitudeat thebearing locations is usually high probe location and one probe tip diameter to either
enough to allow the damping inherent in hydrody- side and the results included with the test report.
namic journal bearings to limit maximum vibration
amplitudes. However, the location of highest 7.5.2 Electrical/mechanical runout
amplitude at the coupling makes most gear units compensation
sensitive to unbalance at this location and extra care If the vendor can demonstrate that electrical/me-
in coupling balance is recommended. chanical runout is present, the measured runoutmay
7.4 Balance be vectorially subtracted from the vibration signal
measured during the factory test. However, in no
All gear rotating elements shall be multiplane case shall the amount subtracted exceed the
dynamically balanced after assembly of the rotor. smallest of:
Rotors with single keys for couplings shall be
-- measured runout;
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balanced with their keyway fitted with a fully crowned
-- 25 percent of the test level determined from
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half--key so that the shaft keyway is filled for its entire

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7.5;
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length. The balancing machine shall be suitably

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calibrated, with documentation of the calibration -- 6.4 micrometers.
,
available. The rotating elements should be balanced

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7.6 Casing vibration
to the level of the following equation:
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During shop no--load test of the assembled gear

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U max =
6350 W (7) drive operating at its maximum continuous speed or
-
-
N mc
at any other speed within the specified range of
where
operating speeds, casing vibration as measured on
U max is amount of residual rotor unbalance, the bearing housing shall not exceed the values
g--mm; shown in table 7.
W is journal static loading, kg; 7.7 Vibration measurement
N mc is maximum continuous speed, rpm. Vibration measurements and instrumentation shall
7.5 Shaft vibration be in accordance with ANSI/AGMA 6000--B96
unless otherwise agreed upon by the purchaser and
During the shop test of the assembled gear unit vendor.
operating at its maximum continuous speed or at any
7.8 Sound measurement
other speed within the specified range of operating
speeds, the double amplitude of vibration for each Sound level measurement and limits shall be in
shaft in any plane measured on the shaft adjacent accordance with ANSI/AGMA 6025--D98 unless
and relative to each radial bearing shall not exceed otherwise agreed upon by the purchaser and
the following value or 50 mm, whichever is less: vendor.


Table 7 -- Casing vibration levels 8.2.2 Full speed and partial load testing
Velocity Acceleration The unit under test is normally driven in the same
Frequency 10 Hz -- 2.5 kHz - rotational direction and with the same input shaft as
range 2.5 kHz 10 kHz
in the design application. The output shaft will be
Unfiltered (peak) 4 mm/sec 4 g’s connected to a loading device which applies a
Filtered 2.5 mm/sec resisting torque less than the design full load torque.
component
Test duration should be no less than one hour after
NOTES:
temperature stabilization.
1) The above vibration levels are for horizontal offset
gearunits only. The allowable vibration levelsfor vertical 8.2.3 Full speed and full power testing
offset gears are twice those shown in the table.
2) Filtered componentmeansany vibrationpeak within Full speed and full power testing can be carried out in
the frequency range. the same manner as described in 8.2.2 for units with
lower operating powers.
Full power testing of units with higher power ratings
8 Functional testing may require back--to--back locked torque testing. In
this procedure two identical ratio units are shaft
8.1 General coupled together, input to input and output to output.
Full operational torque is applied by disengaging one
Each unit conforming to this standard should be of the shaft couplings, rotating the shafts relative to
functionally tested at full speed. Additional tests may one another until the proper torque is achieved, then
also be done at other speeds. Functional testing re--engaging the shaft coupling. The unit shafts are
provides a means of evaluating operational charac- then rotated at full speed. Full power testing duration
teristics of the unit. The procedures may be the is usually not less than four hours after temperature
vendor’s standard or one agreed upon by the vendor stabilization.
and purchaser.
When performing back--to--back locked torque test-
Functional testing presents an opportunity to ing the following risks should be considered:
evaluate the operational integrity of the design and
-- Bearings with full load applied at the static
manufacture of gear drives. Functional test
condition will start with full load and no hydrody-
procedures provide a means of evaluating the entire
namic lubricant film until “some” rotational speed
gear system for noise, vibration, lubrication, gear
is reached;
tooth contact, bearing operating temperatures, bear-
-
- ing stability, lubricant sealing, mechanical efficiency, -- Gear and pinion teeth with full load applied at
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the static condition will start with full load and no
instrument calibration and other unit features, and
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, lubricant film to separate the teeth until “some”
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provide data that parallels the expected on--line
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, rotational speed is reached. Scuffing may occur;
operational characteristics.
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special procedures such as coating of the gear

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8.2 Procedures teeth with an EP lubricant may be required (this

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problem may be avoided if the method of torque

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Functional testing may also include procedures

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application allows start up at low torque);

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ranging from partial speed and no load spin testing to

full speed and full power testing. Following testing, -- Bearings of one unit will be loaded in a direc-
the unit may be disassembled for bearing and gear tion opposite normal operation;
tooth contact inspection. -- Slave unit bearing loads are in the opposite
direction, stub shafts used to complete the torque
8.2.1 No load testing
path may have to be removed, and if the gear ele-
The unit under test is normally driven in the same ments of the slave unit are not flipped end for end,
rotational direction and with the same input shaft as they will be loaded on the flanks that are not nor-
in the design application. The output shaft will have mally loaded. Therefore the slave unit, and often
no load applied to it. Test speeds may range from also the tested unit, will have to be modified after
partial speed to over speed. The test duration should the test;
be no less than one hour after temperature stabiliza- -- For purposes ofthistestthe slave unit may re-
tion. quire a lead and profile modification suitable for


loading in the testing mode. When the leads are 9 Vendor and purchaser data exchange
modified specifically for test, then after back--to--
back testing the slave gears may require final 9.1 Rationale for data requirements
modification suitable for the contract application.
The vendor and purchaser shall agree on the ex- In order to promote consistency and reduce errors,
tent of this work. At the conclusion of back--to-- recommended information to be furnished to the
back tests, the slave unit will require a test of its vendor and data provided by the vendor is specified
own, since the back--to--back configuration can- in this section. A detail of the schedule for
not be duplicated for that purpose. The vendor transmission of drawings, curves and data should be
and purchaser shall agree on the test to be per- agreed to at the time of the proposal or order.
formed. The purchaser should promptly review the vendor’s
data when he receives them; however, this review
8.2.4 Special testing
does not constitute permission to deviate from any
requirements in the order unless specifically agreed
In the case of very high rotational speeds or multiple
upon in writing. After the data has final approval, the
input/output shafts, conventional testing may be-
vendor should furnish certified copies in the quantity
come impractical. In such cases, special test
specified.
procedures specific to the application should be
developed between the vendor and purchaser. A complete list of all vendor data should be included
with the first issue of major drawings. This list
8.2.5 Power loss testing contains titles, drawing numbers, and a schedule for
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transmission of all data the vendor will furnish.
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When testing for power loss in a high speed gear

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Inquiry documents should be revised to reflect any

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unit, one method is to measure the heat removed by

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subsequent changes. These changes will result in

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the lubricant flowing through the gear unit. Lubricant

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the purchaser’s issue of completed, corrected data
,
flow rate and lubricant inlet and outlet temperatures

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sheets as part of the order specifications.

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are measured. Power loss is then calculated using:

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9.2 Document identification

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P L = Q LUBE c p ∆ T (9) Transmittal (cover) letter title blocks or title pages
should contain the following information, when
where
available:
P L is power loss, kW; -- purchaser/user’s corporate name;

-- job/project;
QLUBE is lubricant flow, kg/sec;
-- equipment item number;
∆T is change in lubricant temperature from in- -- inquiry or purchase order number;
let to outlet, ° C;
-- any other identification specified in the inquiry
cp is specific heat of the lubricant, kJ/(kg°C). or purchase order;
-- vendor’s identifying proposal number, shop
Aeration of the lubricant may result in the indicated order number, serial number, or other reference
flow rate being higher than the actual mass flow, so required to completely identify return correspon-
the indicated flow may need to be adjusted to a lower dence.
value. 9.3 Data provided by purchaser
Accuracy of the power loss calculation may be To allow the gear unit to be properly selected or
improved if all other heat transfer to or from the gear designed, the vendor must have adequate informa-
unit is properly accounted for. tion from the purchaser. The following is a guide to
data that should be sent along with a request for
Other methods of measuring power loss may be quotation:
used, such as the difference in the power in and out -- a data sheet is provided in annex H. All of the
as measured with torque meters, if agreed to by the data on the left hand side of that form should be
purchaser and vendor. included in the request for proposal;


-- scope of supply; -- conditions and period of the vendor’s

warranty.
-- information on the couplings that will be used;
9.5 Items needing resolution
-- testing requirements;
The following items normally should be resolved
-- measurement units to be used in drawings
after purchase commitment. This may be done at a
and other communications (SI or U.S.
coordination meeting, preferably at the vendor’s
customary);
plant or by other suitable means of communication.
-- list of applicable standards and
-- purchase order, vendor’s internal order
specifications;
details and sub--vendor items;
-- copies of any applicable purchaser specifica- -- any required data sheets;
tions;
-- applicable specifications, standards, clarifi-
-- any other special requirements, such as cations and previously agreed upon exceptions;
painting, shipping, storage or environmental
-- that the system and all its components are in
protection requirements.
accordance with specified standards;
9.4 Proposal data
-- schedules for transmittal of data, production
The following is a guide to proposal data that should and testing;
be furnished by the vendor: -- quality assurance program, procedures and
acceptance criteria;
-- general arrangement or outline drawing for
each gear unit showing overall dimensions; -- inspection, expediting and testing;
-- purchaser’s data sheets, with completed ven- -- schematics and bills of material (B/Ms) of
dor’s information entered thereon and literature to auxiliary systems;
fully describe details of the offering (a suggested -- physical orientation of equipment, shaft rota-
data sheet is provided in annex H); tion, piping and auxiliary systems;
-- if applicable, a list of requested exceptions to -- final coupling selection.
the specifications;
9.6 Contract data
-- schedule for shipment of the equipment, in
The following lists contract data normally supplied by
weeks after receipt of the order, and all approved
the vendor:
drawings;
a. Certified dimensional outline drawing and
-- list of recommended start--up spares, includ-
parts list, including the following:
ing any items that the vendor’s experience indi-
cates are likely to be required; -- size, rating and location of all purchaser’s
connections;
-- complete tabulation of the utility require-
ments, including the required flow rate of lubricant -- approximate overall and handling weights;
and supply pressure, heat load to be removed by -- overall dimensions;
the lubricant, and nameplate power rating
-- dimensioned shaft end(s) for coupling
(approximate data shall be defined and identified
mounting(s);
as such);
-- height of shaft centerline;
-- description of tests and inspection
procedures, as required; -- dimensions of baseplates or soleplates (if
furnished), complete with the diameter, num-
-- when requested, the vendor should furnish a ber and location of bolt holes and thickness of
list of the procedures for any special, or optional the metal through which bolts must pass;
tests, that have been specified by the purchaser
-- shaft position diagram, including recom-
or proposed by the vendor;
mended limits during operation, with all
-- any start--up, shut--down,or operating restric- changes in shaft end position and support
tions required to protect the integrity of the equip- growths from an ambient reference or 15°C
ment; noted;
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


-- journal bearing clearances and tolerances; f. When mechanical running test is supplied,
test reports, including the following (see clause 8):
-- axial rotor float or thrust bearing clearance,
as applicable; -- vibration;
-- number of teeth on each gear. -- lubricant flow and inlet and outlet tempera-
tures;
b. When a lubricant system is supplied, a sche-
matic, certified dimensional outline drawing, and -- bearing temperatures.
parts list including the following: g. Nameplates and rotation arrows shall be of
Series 300 stainless steel or of nickel--copper
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-- control, alarm and trip settings (pressures

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alloy (Monel or its equivalent) attached by pins of

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and recommended temperatures);

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similar material and located for easy visibility. As

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-- utility requirements, including electrical,

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a minimum, the following data should be clearly
water and air;
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stamped on the nameplate:
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-- pipe and valve sizes; -- vendor’s name;
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-- instrumentation, safety devices and -- size and type of gear unit;
control schemes;
-- gear ratio;
-- size, rating and location of all purchaser’s
-- serial number;
connections;
-- service power, P s;
-- instruction and operation manuals;
-- rated input speed, in revolutions per
-- maximum, minimum and normal liquid lev- minute;
els in the reservoir;
-- rated output speed, in revolutions per
-- quantity of lubricant required to fill reservoir minute;
to the normal level.
-- gear service factor, as defined in this
c. Electrical and instrumentation schematics standard;
and bills of materials, including the following:
-- purchaser’s item number;
-- vibration warning and shutdown limits; -- number of gear teeth;
-- bearing temperature warning and shut- -- number of pinion teeth;
down limits;
-- date of manufacture: month and year unit
-- lubricant temperature warning and shut- was successfully tested.
down limits.
h. Statement of any special protection required
d. Lateral critical speed analysis, which may in- for start--up, operation, and periods of idleness
clude any or all of the following: under the site conditions specified on the data
-- method used; sheets. The list shall clearly identify theprotection
to be furnished by the purchaser, as well as that
-- graphic display of bearing and support stiff- included in the vendor’s scope of supply.
ness and their effects on critical speeds (un-
damped lateral critical speed map); 9.7 Installation manual
-- graphic display of the rotor response to un- When specified by the purchaser, an installation
balance, including damping (rotor response manual shall be supplied. Any special information
analysis); required for proper installation design that is not on
the drawings shall be compiled in this manual. This
-- journal bearing stiffness and damping
manual shall be forwarded at a time that is mutually
coefficients;
agreed upon in the order. The manual shall contain
-- damped stability analysis, including identi- information such as special alignment and grouting
fied eigenvalues and associated logarithmic procedures, utility specifications (including quanti-
decrement. ties), and all other necessary installation design
e. Torsional data for the gear unit and any shaft data, including drawings and data specified in 9.6.
couplings supplied by the vendor, sufficient for a The manual shall also include sketches that show
third party to do a system torsional analysis. the location of the center of gravity and rigging


provisions, to permit removal of the top half of the be forwarded at a time that is mutually agreed upon
casing, rotors, and subassemblies that have a mass in the order. This manual shall contain a section that
(weight) greater than 140 kilograms. provides special instructions for operation at speci-
fied extreme environmental conditions, such as
9.8 Operation, maintenance and technical temperatures.
manuals
9.9 Recommended spares
The vendor shall provide sufficient written instruc- When the vendor submits a complete list of spare
tions and a cross --referenced list of all drawings to parts, the list should include spare parts for all
enable the purchaser to correctly operate and equipment and accessories supplied. The vendor
maintain all the equipment ordered. This information should forward the list to the purchaser promptly
should be compiled in a manual or manuals with a after receipt of the reviewed drawings and in time to
cover sheet containing all reference--identifying data permit order and delivery of the parts before field
specified in 9.2, an index sheet containing section start--up.
titles, and a complete list of referenced and enclosed
9.10 Special tools
drawings by title and drawing number. The manual
shall be prepared for the specified installation; a A list of special tools required for maintenance shall
generic manual is not acceptable. This manual shall be furnished.
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Annex A
(informative)
Service factors
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 6011--I03, Specification for High Speed Helical Gear Units.]
A.1 Purpose A.2.2 Driven equipment characteristics

Driven equipment can generally be divided into
This annex provides detailed instructions for the
rotary and reciprocating types of machines. Rotary
determination and use of service factors for en-
machines generally have smoother power require-
closed high speed helical gear units as described in
ments than reciprocating machines, but each type is
ANSI/AGMA 6011--I03.
unique and the equipment characteristics of each
A.2 Determination of service factors must be known to be properly evaluated.
A.2.3 System conditions
The determination of service factor is based on the
equipment characteristic overload of the gear unit as The gear unit is a part of a system, and this system
a result of operation, desired reliability of the gear can have dynamic (vibratory) response to time,
unit during its design life, and length of time that is varying (dynamic) power transmission that may
considered the design life. It relies heavily on overload the gear unit. This is most commonly found
experience acquired in each specific application. A as torsional vibration in the rotating shafts, but can
broad explanation of the factors involved are: be any vibratory response to dynamic exciting
forces. Generally, overloads are assumed to be
-- The causes of service overloads are broken transmitted with no amplification through the gear.
into three broad categories: those produced by However, when there is a resonant response to a
the prime mover, those produced by the driven dynamic power overload, a much higher load may
equipment, and those resulting from system con- occur at the gear unit.
siderations unique to the equipment train;
Thus, the dynamic overloads that are caused by
-- The reliability of a geared system depends on prime movers and driven machines may be amplified
many factors both internal to the gear unit itself in such a way as to greatly increase their magnitude
and external to the unit. Increases in service fac- at the gear unit, and primarily at the gear tooth mesh.
tor to influence reliability normally take into con- The normal rating of gear units and the normal
sideration external sources of failure such as service factors used assume that these responses
abuse and unexpected operating conditions;
(resonances) do not appreciably affect the gear unit
-- The desired life of most high speed enclosed load. Therefore, careful system analysis is recom-
drives is usually longer than other types of en- mended to ensure that no unexpected overloads
closed drives. At high operating speeds this can due to resonances are present.
translate into a very large number of stress cycles
A.2.4 Reliability and life requirements
on the components.
There is a reliability factor in the power rating
A.2.1 Prime mover characteristics equations, but it deals only with the statistical nature
of material testing and probability of failure for
Some different types of prime movers are: electric or
materials at a given stress level. In a gear unit there
hydraulic motors, steam or gas turbines, and single
are many separate components that may fail, many
or multiple cylinder internal combustion engines.
modes of failure, and many factors that can contrib-
Each of these prime movers is designed to produce
ute to those modes of failure. For this reason,
some nominal power, but each will produce this
quantifying factors associated with reliability and life
power with some variation over time. The variation
to account for these external issues can be extreme-
of power output with time may be lower or higher
ly difficult.
depending on the prime mover and also the way the
prime mover is applied in a particular machinery A.3 Service factor table
train, but any variation over nominal power is an Service factors have served the industry well when
overload and must be considered. they have been identified by knowledgeable and
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


experienced gear design engineers. The service netic fields have dissipated can produce very high
factors shown in table A.1 have been used with torques;
success in the past. These values may be used as
-- Synchronous electric motors can produce
general guidelines, but they do not eliminate the
very high torsional forcing functions during start--
responsibility of defining any unusual system re-
up. This can cause very high transient torsional
quirements that would alter the listed values. torques on the gear unit;
A.3.1 General selection guidelines -- Generators have extremely high loads when
they are out of phase with the main system, and
There is no way to list all the possible considerations across--the--line electrical shorts can produce
that may affect selection of service factors, but the very high torque loads. For this reason torquelim-
following are some guidelines. iting devices or higher service factors are advis-
able;
-- Induction electric motors can produce high -- Brakes or other decelerating devices can pro-
torques on start--up. Therefore, on an application duce loads on the gear unit larger than the trans-
with many starts, higher service factors may be mitted power.
warranted;
The list could be much longer, but the intent here
-- Electric motors that have electric power inter- is to give a general idea of items to consider when
rupted and then re--applied before induced mag- selecting service factors.
Table A.1 -- Service factors, C SF and K SF

Service factor, with prime mover
Internal
Application combustion
Synchronous Induction Gas or steam engine
motors motors turbine1) (multi--cylinder)
Blowers
Centrifugal 1.7 1.4 1.6 1.7
Lobe 2.0 1.7 1.7 2.0
Compressors
Centrifugal
process gas, except air conditioning 1.6 1.4 1.6 1.6
air conditioning service 1.6 1.2 1.4 1.6
air or pipe line service 1.7 1.4 1.6 1.7
Rotary
axial flow -- all types 1.7 1.7 1.7 1.7
liquid piston (Nash) 2.0 1.7 1.7 2.0
lobe -- radial flow 2.0 1.7 1.7 2.0
Reciprocating
3 or more cylinders 2.0 2.0 2.0 2.0
2 cylinders 2.3 2.0 2.0 2.3
Dynamometer -- test stand 1.3 1.1 1.1 1.3
Fans
Centrifugal 1.7 1.4 1.6 1.7
Forced draft 1.7 1.4 1.6 1.7
Induced draft 2.2 1.7 2.0 2.2
Industrial and mine (large with 2.2 1.7 2.0 2.2
frequent starts)
Generators and exciters
Base load or continuous 1.4 1.3 1.3 1.4
Peak duty cycle 1.7 1.4 1.4 1.7
(continued)
22
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


Table A.1 (concluded)
Service factor, with prime mover
Internal
Application combustion
Synchronous Induction Gas or steam engine
motors motors turbine1) (multi--cylinder)
Paper industry
Jordan or refiner ---- ---- 1.5 -- --
Paper machine -- line shaft ---- ---- 1.3 -- --
Pumps
Centrifugal (all service except as listed 1.7 1.3 1.5 1.7
below)
Centrifugal
boiler feed ---- 1.7 2.0 -- --
descaling (with surge tank) ---- 2.0 2.0 -- --
hot oil ---- 1.7 2.0 -- --
pipe line 2.0 1.5 1.7 2.0
water works 2.0 1.5 1.7 2.0
Reciprocating
3 or more cylinders 2.0 2.0 1.7 2.0
-
2 cylinders 2.0 2.0 2.0 2.0
-
Rotary
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,
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,
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,
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,
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,
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`
axial flow -- all types 1.8 1.5 1.5 1.8
`
`
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,
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,
`
gear type 1.8 1.5 1.5 1.8
`
liquid piston 2.0 1.7 1.7 2.0

,
,
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,
,
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-
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-
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,
,
`
lobe 2.0 1.7 1.7 2.0
,
,
`
,
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,
,
`
sliding vane 1.8 1.5 1.5 1.8
-
Sugar industry
-
-
Cane knives 1.8 ---- 1.5 1.8

Crushers 2.0 ---- 1.7 2.0
Mills 2.3 ---- 1.7 2.3
NOTES:
1) Gas turbines seldom operate at full design power while steam turbines often operate at or above rated power.
Appropriate design considerations should be made to assure adequate torque capacity.


Annex B
(informative)
A simplified method for verifying scuffing resistance
B.1 Purpose v′ is pitch line velocity, m/s;
This annex provides information concerning the ν40 is viscosity of lubricant at 40° C, mm2 /s
scuffing (scoring) of high speed gear units. (cSt);
Cw = 1.10 (conservative value);

B.2 Scuffing considerations
Cw = 1.15 (nominal value);
ANSI/AGMA 6011--I03 is concerned with two failure
modes in gear teeth. They are surface pitting and Cw = 1.20 (maximum value).
root bending fatigue failure of the tooth material for a NOTE: C w valuesare suggested values. Vendor’s own
given number of stress cycles. There is another experience may change these values with supporting
known failure type: scuffing (sometimes referred to data. Value of Cw = 1.20 should only be used if total he-
as scoring). lix deviation meetsANSI/AGMA2015--1--A01 accuracy
grade A3.
The calculation of the scuffing load capacity is a very
complex problem. While this type failure has been
known for many years and mathematical methods Table B.1 -- Lubricant viscosities
have been devised to assess relative risk (see
AGMA 925--A03), a simplified scuffing criterion is ISO viscosity grade Nominal viscosity at
VG 40°C, mm2 /sec (cSt)
suggested that is suitable for general high speed
VG -- 22 22
design work. -
VG -- 32 32 -
-
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,
,
`
,
VG -- 46 46
`
From the values of tooth loading, pitch line velocity, ,

,
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,
,
`
-
and viscosity of the lubricant, a condensed load VG -- 68 68

`
-
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,
,
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,
function, F (load), is formed, which, to assure

,
`
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,
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,
`
scuffing resistance, must be less than (or equal to)

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,
`
,
the geometric function, F (geometric). The geomet- NOTE: For high speed gearset applications, lubricant
`
,
`
,
`
`
,
ric function is based on gear characteristics such as viscosity means light turbine oilwithlittle or noadditives
`
-
-
number of teeth of the pinion and gear, center based on a viscosity range of: 32 ≤ ν40 ≤ 68. The stan-
distance and gearset ratio. As long as the value of dard FZG oil test, ISO 14635--1, gives approximations
for the lubricant with respect to scuffing tendency.
the load function, F (load), does not exceed that of
the geometric function, F (geometric), there is
adequate safety against scuffing. Geometric function, F (geometric):
Therefore: 50 + z 1 + z 2(a) 0.5

F (geometric) = [C u] (B.3)
F ( load) ≤ F ( geometric) (B.1) A
Load function, F (load): where:
0.22 z 1 is number of teeth of the pinion;

F ( load) =  
w′ [ ] 0.25 46
Cw
v′  
ν 40
(B.2) z 2 is number of teeth of the gear;
a is center distance, mm;

where
A is taken from table B.2;
w′ is specific tooth load on the pitch circle, N/
mm; Cu is taken from table B.2.


Table B.2 -- Values A and C u for calculating F (geometric)
αp A C u @ 1 ≤
≤ u < 3 C u @ 3 ≤ ≤ 10
≤ u ≤
15 350 95 + 28.6 (3 -- u) 130 -- 10 [112.5 -- (13 -- u)2]0.5
17.5 300 90 + 30 (3 -- u) 120 -- 10 [90 -- (12 -- u )2]0.5
20 300 100 + 33.3 (3 -- u ) 130 -- 10 [109 -- (13 -- u )2]0.5
22.5 250 95 + 28.5 (3 -- u) 130 -- 10 [112.5 -- (13 -- u)2]0.5
25 250 105 + 31.4 (3 -- u ) 140 -- 10 [133.5 -- (14 -- u )2]0.5
NOTE
αp is pressure angle, degrees;
u is gear ratio ( z 2 / z 1).
B.3 Field of application The working flanks of the pinion or gear shall be
provided with longitudinal modification to compen-
The above scuffing criterion is applicable to:
sate for bending and torsional deflections and
a. High speed gears with a modified addendum thermal deformations of the gear rotors in order to
(rack shift or x factor) resulting in reasonably ba- obtain a uniform tooth load distribution over the
lanced sliding and rolling conditions between the entire rated face width.
tooth flanks at the tip of the pinion and mating
gear; The lubricant used shall pass ISO 14635--1 load
stage 5.
b. Gear tooth accuracy grade, per ANSI/AGMA
2015--1--A01, shall be equal to or better than: B.4 Scuffing design criteria
A5 for single pitch deviation, f pt
As stated, there are no firm criteria for designing to
A5 for total cumulative pitch deviation, F p prevent scuffing at this time. However, it is hoped
A4 for total profile deviation, F α that the use of methods such as those in this annex
A4 for total helix deviation, F β and those in AGMA 925--A03 can lead to a set of
design criteria. There are other methods for
c. Surface roughness of tooth flanks after grind-
predicting scuffing and there is no intent to deny the
ing, Ra ≤ 0.5 µ m (20 rms);
validity of any method at this time.
d. Basic rack profile with:
pressure angle, α P = 20 deg B.5 Conclusion
addendum, h ap = 1 module. Predicting scuffing is very important in high speed
The working flanks of the pinion or gear shall be gearing. It is hoped that industry consensus can be
provided with profile modifications to obtain a reached on scuffing prediction. To achieve this
trapezoidal tooth load distribution along the path of consensus, industry must utilize available methods
contact. and gain experience.
© AGMA 2003 ---- All rights reserved --`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---

25

Annex C
(informative)
Lateral rotor dynamics
C.1 Purpose bearing load is mainly a result of the rotor weight and
is therefore constant.
In the dynamic analysis of a high speed gear box, it is
necessary to verify that the drive is inherently stable,
and that any actual harmful critical speeds are
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
turbomachinery. Although the gear drive operates at vibration
turbomachinery speeds, its dynamic behavior is High speed gear drives use fluid film or sleeve type
significantly different from compressors or turbines. bearings. They frequently are manufactured with
Gear shafting is generally of the rigid rotor design. non--cylindrical bores. Gear drive bearings gener-
This means that throughout the operating speed ally have a large length to diameter ratio to gain the
range of the machine, most vibration that occurs is bearing area required to support the torque load as
caused by shaft displacements in the bearing well as rotor weight loading and still be able to
system oil films rather than deflections of the rotor maintain high efficiencies. This type of bearing
(see figure C.1). design lends itself to asymmetrical oil film stiffness -
-
-
`
,
,
rates in the X and Y directions. 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

,
`
`
`
`
`
`
and damping, in simple terms, means that, in

,
`
,
`
,
`
,
`
addition to a resulting resisting force being gener- `

,
`
-
-
ated in the direction of displacement or velocity,

another force is created 90 degrees from the
direction of motion. This phenomenon has a more
pronounced effect in gear drives than in turbo
Figure C.1 -- Typical modes of rigid rotor lateral equipment, which frequently uses tilting pad type
vibration
bearings. For an accurate analysis of a gear drive, a
Typical turbomachinery equipment can pass complete eight element matrix of spring and damp-
through what is called flexural type critical speeds ing rates should be obtained (see figure C.3).
within their operating speed range. Here the rotor Stiffness terms:
will actually deflect to create mode shapes similar to
K xx is force in X resulting from a displacement in
those shown in figure C.2, in addition to any vibration
the X direction, in Newtons per millimeter;
resulting from shaft displacement in its bearings.
K xy is force in X resulting from a displacement in
C.3 Bearings the Y direction, in Newtons per millimeter;
In gear rotor dynamics, bearing oil film stiffness K yy is force in Y resulting from a displacement in
varies with speed as well as torque load applied to the Y direction, in Newtons per millimeter;
the drive. This is quite different from turbomachinery K yx is force in Y resulting from a displacement in
driven through a high speed flexible coupling where the X direction, in Newtons per millimeter.


Bearing shell vibrations. Lightly loaded fluid film bearings can get
into sub--synchronous vibration problems, particu-
Bearing film Journal larly in the qualification testing process, which is
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
Dyy
speed. If not properly detected in the analysis of the
Y
K yy drive, undesirable or even destructive vibrations
may be exhibited in testing or lightly loaded field
running.
K yx Dxy
Dyx K xy
Q2
K xx Dxx Drains
Qe T 2
QLG
X T e Qv
P x
T G
Figure C.3 -- Cross coupled bearing schematic T 3
representation Bearing
Qi Bearing
groove T G films
Damping terms: Qe
Dxx is force in X resulting from a velocity in the X T e
direction, in Newtons per millimeter; Q1
External Q2 Q1
source
Dxy is force in X resulting from a velocity in the Y T 1 T 2
direction, in Newtons per millimeter;
H 2 P 2
Dyy is force in Y resulting from a velocity in the Y
direction, in Newtons per millimeter; Figure C.4 -- Heat balance model
Dyx is force in Y resulting from a velocity in the X C.5 Critical speed

direction, in Newtons per millimeter.
A critical speed is defined as the speed at which the -
-
-
Obtaining these coefficients is the first step to an

`
,
,
`
peak response amplitude actually will occur when ,

`
,
accurate gear drive rotor dynamics analysis.

,
`
,
,
the rotor bearing system is in resonance with a

`
-
`
Sophisticated bearing analysis techniques are

-
`
,
,
periodic forcing frequency. There are many possible

`
,
,
available to determine these coefficients. A typical

`
`
,
`
forcing frequencies in a gear drive system but the

,
`
`
method will solve the Reynolds and energy equa-

`
`
`
`
,
tions over a grid network of the bearing area for the one most likely to excite the system is the harmonic `
,
`
,
`
,
`
force generated at rotor rotational speed due to

`
,
particular geometry in question by finite difference

`
-
-
techniques. The results from each grid point are mass imbalance. Gears generally are designed to
numerically combined to produce the performance have their actual critical speeds above 120 percent
characteristics of the complete bearing. A detailed of their maximum operating speed. Undamped and
heat balance of the bearing system under its damped natural frequencies may be calculated
operating conditions must be performed to ensure below running speed. Damping may completely
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 shift the frequency at which these modes will
technique, where an assumed temperature is cho- actually experience peak response or critical speed
sen for performance calculation and then is com- by the above definition. Damping tends to lower
pared with 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
W d
the process continues in the program until conver-
W o
=
1 − ξ2 (C.1)
gence occurs (see figure C.4).
C.4 Stability where
A stability analysis is required to ensure that the drive ξ is the damping ratio;
will not exhibit self sustaining non--synchronous W d is the damped natural frequency;


W o is the undamped natural frequency. critical speed analysis, the damped critical speed
stability type analysis, and the damped unbalance
ξ = (C.2)
D c response analysis.
where C.6.1 Undamped critical speed analysis
D is the actual damping; The undamped critical speed analysis is an excellent
Dc is the critical damping. simple tool for preliminary evaluation of a rotor
Damping, however, tends to raise the frequency at bearing system. It allows the analyst to identify
which the actual response amplitude or critical approximately the magnitude of oil film stiffness
speed due to imbalance occurs. For simple systems required to obtain the desired regime of operation of
they are related by: the system (i.e., rigid or flexible rotor design).
W r Approximate mode shapes are obtained. Effective-
= 1
(C.3) ness of bearing damping can be seen. If motion of
W o 1 − 2 ξ 2 the rotor occurs at the bearing, damping will be very
where effective.
W r is the actual response frequency. If the motion occurs other than at the bearing,
The damped, undamped, and response frequencies damping will be ineffective. While the undamped
will agree only when the damping ratio is small. critical speed map is a useful tool in estimating
Large discrepancies will be seen at damping ratios performance, it is lacking in several major areas.
larger than 0.3. Another way of expressing damping First,it does not consider the cross coupled effects in
ratio is by a logarithmic decrement which defines the oil film; and second, it does not consider the
how quickly a vibration will decay with time. direct or cross coupled damping terms. In gear
drives, which generally have large damping values
Log decrement S =  4 π 2 ξ 2
1 − ξ2
(C.4) as well as large cross coupled terms, the result can
tend to yield critical speed predictions less than what
an actual machine may exhibit. Lastly, no indication
C.6 Analysis types
of stability characteristics is obtained. The map
There are three main tools used in natural frequency should display the effect of load variations. Stiffness
and critical speed analysis, each having its own values for the range of applied load are generally
strengths and weaknesses. They are the undamped plotted on the map (see figure C.5).
105 Mode 3
Mode 2
m
p Mode 1
c
,
d 4
e10
e
p KXX -- 50% LD
s 1 x pinion 8000 cpm
l
a KXX -- 75% LD
c
i
t
i
r 1 x bull gear 4000 cpm
C KXX--100%LD
KYY -- 50% LD
KYY -- 75% LD
KYY--100%LD
103
105 106 107 108
Bearing support stiffness, N/mm
Figure C.5 - Undamped critical speed map
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


C.6.2 Damped critical speed analysis
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, thereby utilizing the
available damping (see figure C.6). This tends to
give a result closer to the real world when evaluated,
considering that frequencies with damping ratios
Figure C.6 -- Bearing damping
greater than 0.2--0.3 will not be responsive where
indicated. It gives results which agree very closely
with the damped response analysis for the flexural The degree of damping or likelihood of response is
mode of vibration which is generally the real critical shown via logarithmic decrement or damping ratio
speed where response will occur. This is because of values. See figure C.7. This stability type analysis
little movement at the bearings and corresponding can also identify sub--synchronous vibration
small damping in the system for this mode. potential such as half
ξ= 0.01 ξ = 0.011 ξ = 0.011 ξ = 0.012
10 NF3
9 Bend
8
7 ξ = 0.6
3 NF1
0
1 6 Rock
X
m 5
p ξ = 0.5 NF1
c
, Bounce
y
c 4
n
e
u
q ξ = 0.50
e
r ξ = 0.47
f 3 ξ = 0 .45
l
a
r
u
t
a
N
ξ = 0.46
2
) )
d t d d
ξ= 0.4 e f e e
e a e i
p h p d
s s s u
t g t t
s
n n n t
o i o f
ξ= 0.43 c t
a c a
x M x h
a a S
M
( M
(
1
2000 3000 4000 5000 6000 7000 8000 9000
Shaft rotating speed (rpm)
Figure C.7 -- Damped critical speed map--natural frequency versus rotational speed load
© AGMA 2003 ---- All rights reserved --`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---

29

frequency whirl, which can occur with unloaded frequency of the peak in vibration response to
gears. Here a growth factor is calculated for each excitation.
mode. If the factor has a negative value, the system
is inherently stable. If the value is positive, the The damped response analysis includes all the
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. In the analysis, it is
damped natural frequency analysis yields more generally best to specify unbalance forces several
information butcan be difficult to interpret if one is not times larger than the actual rotor balance specifica-
familiar with evaluating the effect of the damping tion allows. Unbalanced force stations must be -
-
-
`
ratio. selected to excite the particular mode of vibration in

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question. The unbalance should be applied at ,

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C.6.3 Damped response analysis -

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several places along the rotor in successive runs to ,

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The damped response analysis is generally consid- ensure that each mode will be excited. Coupling
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ered to be the most useful of the tools for evaluating end, midspan, and blind end locations should be run
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rotor synchronous vibration. It gives excellent as a minimum. Coupling end unbalance will usually ,
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correlation with actual machines. By definition, a excite the most common mode seen (see figures
critical speed is the speed which corresponds to the C.8, C.9 and C.10).
110
Max AMP 99 m m
at 20 800 rpm
90
)
m
m
( 70
e
d
u
t
i
l
p 50
m
a
a
i
D 30
10
0 9000 18 000 27 000
Speed (rpm)
Figure C.8 -- Unbalance modeled at coupling
110
MAX AMP 86 m m
at 20 800 rpm
90
)
m
m 70
(
e
d
u
t
i
l 50
p
m
a
a
i
D 30
10
0 9000 18 000 27 000
Speed (rpm)
Figure C.9 -- Midspan


110
MAX AMP 98 m m
at 20 800 rpm
90
)
m
m
( 70
e
d
u
t
i
l
p 50
m
a
a
i
D 30
10
0 9000 18 000 27 000
Speed (rpm)
Figure C.10 -- Blind end
In high speed gear drives with large L/D bearings, it drive. This is because the criticals are usually -
-
-
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is generally accepted that N F 1 (bounce mode) and designed to be at operating speeds higher than the
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N F 2 (rock mode) are heavily damped and unrespon- rest of the drive may be able to withstand. Bearing
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sive. When heavily damped (damping ratio greater temperature or centrifugal stress considerations ,
,
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than 0.3), these bearing modes may fall within the usually limit the maximum operating speed. The ,
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20% band width around the rotating speed--natural only thing that can usually be verified is that the
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frequency line. The acceptability may be proven actual critical is above design speeds, but not the
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either by response analysis or by the damping ratio actual critical speed frequency. This is determined
of actual damping/critical 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 as a real
Evaluating the undamped and damped natural
critical speed or if the frequency tends to be critically
frequencies as well as the damped response analy-
damped. Amplification factors less than 2.5 are
sis is the most complete way to determine if a gear
considered to be critically damped.
drive rotor will have dynamics problems. If only one
It is not the normal case to be able to evaluate the tool can be available, the most reliable overall results
accuracy of a critical speed calculation for a gear will be obtained with the damped response analysis.
N ct = rotor first critical center frequency, cycles per

RRE minute
l N cm = initial (lesser) speed at 0.707 x peak amplitude
e Act
v (critical)
e
l
n N cp = final (greater) speed at 0.707 x peak amplitude
o
i
t 0.707 PEAK (critical)
a
r
b
i N cp -- N cm = peak width at the “half power” point
V
AF = amplification factor
N
= N −ct N
cp cm
N mc N cm N ct N cp RRE = resonance response envelope
Act = amplitude at N ct
Figure C.11 -- Amplification factor


Annex D
(informative)
Systems considerations for high speed gear drives
D.1 Purpose coupling, gear, driven equipment, or any other

component.
The need for high mechanical reliability in geared
drives can best be satisfied by a “systems approach” The increasing demands for system “mechanical
to the entire train of machinery including founda- reliability” can best be satisfied by a coordinated
tions, lubrication, vibration, the forces and moments technical exchange between designer, equipment
-
-
associated with piping, couplings, etc. The purpose supplier, erecting engineers, and user. The various
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, of this annex is to point out common problems that system analyses, in at least preliminary form, should
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precede detailed equipment purchase specifica-

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may occur in geared systems, an explanation of

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tions. This sequence will permit the design to be

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these problems, and the possible effects.
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based on more nearly correct load and operating
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It is not the intent of this annex to present detailed conditions.
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methods of analyzing or solving the problem, nor will
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This coordinated effort can be properly called
there be any attempt to set design criteria or limits.
-
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“system engineering” and is normally performed by

D.2 Responsibility the design agent or his technical representative.
Gear vendors may not have the expertise nor the
A gear unit is susceptible to a variety of problems
detailed information to adequately analyze system
when it becomes a part of a rotating machinery
overload. This function must be performed by
system, the severity of which generally increases
specialists under the responsibility of the systems
with speed. Even though these problems are
engineer.
generally beyond the vendor’s control, they adverse-
ly affect system reliability and/or performance and There is no set format for communicating this data.
may cause damage to the gear unit. The required information is the magnitude of over-
load and a description of the operational conditions
The party having contractual responsibility for sys- under which it occurs, such as when, how long, and
tem performance should investigate and resolve nature.
these problems in the design stage and thereby
Gear units and couplings can be adversely affected
avoid the conflicts that may develop between the
by one or more system generated problems.
component manufacturers and users.
Failures that result from these system induced
It is recommended that the party having contractual causes can be categorized under three main head-
responsibility for the system analysis involving a ings:
critical service gear drive be clearly identified in the -- those resulting from overstressing
specifications, contract or purchase order. Because component parts, which are grouped under “over-
of the substantial cost involved in a system analysis, load”;
and in some cases the system performance, it -- alignment related, such as distorted
should be emphasized that all parties supplying foundations or poor alignment with connected
components to the system have a responsibility to machinery;
furnish correct and accurate data so that theanalysis
-- those resulting primarily from a lubrication
will be meaningful.
related failure.
D.3 Introduction D.4 Overloads
It is not uncommon to find daily process system For the purpose of this discussion overload will be
operating costs many times the cost of the gear unit. defined as:
This downtime cost makes it desirable to avoid “That load which is in excess of the nominal de-
failure of any part in the system ---- be it prime mover, sign point load.”


Overload can be of momentary duration, periodic, equipment, or during boiler cool--down following a
quasi--steady state, or vibratory in nature. Depend- failure.
ing on its magnitude and the number of stress cycles
In the case of air handling centrifugal compressors,
accumulated at overload, it can be a fatigue or a yield
design power is usually based on the normal
stress consideration.
maximum ambient temperature. Consideration
Overload on a gear drive can result from internal or should be given to cold weather operation since the
external causes. Internal cause of overload ---- such density of air varies with absolute temperature.
Compressors handling other gases are usually
as faulty manufacturing (faults of manufacture) are
encountered in process systems under greater
usually found by routine inspections before the gear
control where temperature variations are less.
drive is put into service. External sources of
However, other variables may become serious. In
overload result from the operational characteristics
refinery practice, for example, the composition of the
of the system into which the gear drive is placed, and
gas can vary widely, and in other process work the
are more complex and difficult to identify. inlet pressure may not be a fixed value.
The gear vendor has little if any control over the Carry out is an expression used by the pump and
external influences that produce overload. The compressor industries to indicate performance on a
system engineer who has overall responsibility for head curve beyond the so--called design point.
performance should include, along with output, unit Figure D.1 illustrates a typical compressor percent-
cost, efficiency, etc., the investigation of overloads age performance curve.
as they relate to potential failure, downtime, and
system reliability. It will be noted at 100% speed as the head drops off
and flow is increased, power increases to a level as
The following material is intended to assist the high as 115% load. Carry out is an everyday reality.
system analyst by highlighting subjects for his It comes about through such things as improper
consideration, and to establish better communica- estimation of system performance during design
tion between system people and the vendor.
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stages, altered system requirements of existing
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processes, gradual deterioration of processes, sys-
D.4.1 Estimated maximum continuous power
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tems employing multiple units where shutdown or

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failure of one increases the requirements on the

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Operational overload characteristics of various driv-

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remaining units, or through leaks or failures.

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en equipment vary with the type of machine and

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should be considered on an individual basis.

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Figure D.2 illustrates a similar percentage perfor-
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mance curve for centrifugal pumps.

Pump or compressor designers, for example, can
predict the power requirements at the design point Overspeed is just what the name implies, and is
with fairly good accuracy. However, continuous obviously limited to applications with variable speed
power (service power) is a combination of: prime movers. Because the power absorption of the
-- changes in specific gravity or density of the driven machine varies approximately with the third
media being pumped; power of speed, overspeed is a large contributor to
overload. Referring again to figure D.1, the perfor-
-- carry out; mance curve indicates that at 110% speed and
100% flow, power is increased to 125%. Carry out at
-- overspeed;
this speed can increase the power still further, to
-- variations in pressure ratio across a levels approaching 140% of service power.
compressor due to abnormal operating condi-
tions. Normal practice for a turbine driven centrifugal pump
is to set the overspeed trips at 115% design speed.
Changes in specific gravity of the fluid medium Governor settings are generally established to
handled by a pump, or change in density of the gas permit continuous operation between 105% and
handled by a compressor, affect the power trans- 110% design speed. It should be borne in mind that
mitted in direct proportion. On boiler feed pumps, for operators can and do reset governors to avail
example, this occurrence can be encountered themselves of maximum output of the system,
during startup, upon malfunction of pre--heating regardless of the original settings.


140 Head at
110% speed
130
r
e
w
o120
p
Head at
%
d 100% speed
n
a110
d
a
e
H
%100
Power at
90 110% speed
Power at
100% speed
60 70 80 90 100 110 120 130 140

% Flow
Figure D.1 -- Typical centrifugal compressor performance curve
Head at
110% speed
140
130
r
e
w Head at
o120
p 100% speed
%
d
n Power at
a110
d 110% speed
a
e
H
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%100
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Power at
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100% speed `

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90 ,
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60 70 80 90 100 110 120 130 140

% Flow
Figure D.2 -- Typical centrifugal pump performance curve


D.4.2 Vibratory overloads condition, the recommended solution is to shift

natural frequencies by changing stiffness or mass
An essential phase in the design of a critical service
instead of relying on system damping to limit
system of rotating machinery is the analysis of the
vibratory amplitudes. Normally, a linear vibration
dynamic (vibratory) response of a system to excita-
analysis is adequate. However, under certain
tion forces.
conditions nonlinear responses can occur and the
The dynamic response of a system results in possibility of their existence should be recognized.
additional loads imposed upon the system and
It is also advantageous to perform a preliminary
relative motion between adjacent elements in the
vibration analysis early enough in the design proce-
system. The vibratory loads are superimposed upon
dure to allow for any changes which might be
the mean running load in the system and, depending
required for detuning purposes.
upon the dynamic behavior of system, could lead to
failure of the system components. In a gear unit D.4.2.2 Torsional vibration
these failures could occur as tooth breakage or The vibratory load caused by a steady state torsional
pitting of the gear elements, shaft breakage or vibration of a system is due to the interaction of a
bearing failure. periodic excitation, and a natural frequency of the
Due to the backlash between the geared elements of system. The magnitude of the dynamic load caused
a gear unit, tooth separation will occur when the by this type of vibration is dependent on three
vibratory torques in the shafts exceed the average factors: magnitude of the excitation, amount of
torque, resulting in tooth separation and subsequent damping in the system, and proximity of the excita-
impacts. Gear tooth loads due to these impacts can tion frequency to resonance. Typical sources for
be several times the vibratory torque in the gear steady state excitation are:
shafts. -- internal combustion engines;
A vibratory torque which is synchronized to the -- reciprocating pumps and compressors;
rotation of a gear element can form a cyclic wear -- pump or compressor impellers.
pattern on the gear. This wear, which varies around
A torsional vibration in a system can also be caused
the circumference on the gear element, results in
by a transientexcitation which is often called a shock
tooth spacing errors of the gear causing noise or
or impact loading. Transient conditions occur due to
even can become a self--generating excitation which
suddenchanges in load or speed,or theaccelerating
-
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reinforces the original excitation.
or decelerating through system natural frequencies,
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Vibratory motion of gear unit components can take

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including the A.C. component of synchronous mo-

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up clearances causing interference problems be- tors during startup.
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, tween gearing elements, or between shafting and
This type of disturbance will produce oscillations at
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bearings or seals.
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all the natural frequencies of the system. These

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D.4.2.1 Vibration analysis oscillations will decay and eventually disappear due
to damping. The peak dynamic loads occur duringor
Any vibration analysis must consider the complete
directly after the disturbance and their magnitudes
system including prime mover, gear unit, driven
are not substantially reduced by the damping in the
equipment, couplings and foundations. Dynamic
loads imposed upon a gear unit are the result of the system. Effects of thetransient class of vibrationcan
be most severe in the case of gear teeth due to their
dynamic behavior of the total system and not that of
ability to separate, thus producing impact loadings
the gear unit alone. The individual components of
on the teeth.
the system are usually supplied by different
manufacturers. Therefore, responsibility for per- D.4.2.3 Lateral vibration
forming the vibration analysis must rest with the
Dynamic loads at a gear mesh can be caused by a
designer of the total system or his designated agent.
lateral vibration of a gear element in response to an
The vibration analysis must determine all significant excitation source. The lateral vibration of a rotor
system natural frequencies and evaluate the system system should consider all flexibilities and restraints
response to all potential excitation sources. If the which will influence the vibratory response of the
analysis indicates a resonant or near resonant rotor. In the case of a rotor system comprised of a


gear element and shaft, this should include the -- establishes confidence that the rotating sys-
influence of bearings, foundations, couplings, tem will perform satisfactorily or indicate areas
connecting adjacent rotors and the mating gear where corrective actions are required prior to a
element. 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;
rotor system are unbalance and misalignment.
-- pinpoint system excitations or non--linear re-
Therefore, care should be given to minimize these
sponses which were not considered in any
factors in the design, manufacture and installation of
theoretical evaluation.
a rotating system. The lateral response of the
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
Consideration must be given to operation in the testing, such as ground surfaces and proper access
proximity of lateral natural frequencies because points for pickups or strain gages. Also in the system
large vibratory loads may result with relatively low design, if it is feasible, consideration should be given
excitation. Fluid film bearings are generally used to to field modifications that could be made with a
support rotors in critical service systems. These minimum of operational downtime 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.5 Alignment
cause instabilities in the rotor motion which will
D.5.1 Drive train alignment
impart dynamic loads on the gear mesh.
A gear unit by the nature of its operation is always
D.4.2.4 Axial vibration connected to at least two other pieces of equipment.
The successful operation of the gear unit is largely
Dynamic loads on a gear mesh are sometimes dependent on the alignment of these components.
caused by what appears to be an axial vibration. There are three distinct types of misalignment which
This axial motion is most often the response of the must be considered between connecting component
gear element to unbalanced thrust forces. Common shafting.
sources for these forces are malfunctioning or
-- Parallel offset misalignment ---- when two
misaligned couplings, electric armatures mounted
shafts are not coaxial, but their axes are parallel;
off their magnetic center, face runout of thrust collars
or compressor wheels, and assembly errors. -- Angular misalignment ---- when two shafts are
not coaxial, and their axes are not parallel;
D.4.2.5 Vibration measurements and design -- Axial misalignment ---- when the ends of the
considerations two shafts are not positioned to provide the re-
quired shaft separation under operating condi-
The results of any theoretical vibration analysis are tions.
only as accurate as the mathematical model which is
Misalignment during operation not only causes
developed to perform the calculations. The correct-
vibration, but superimposes bending stress on the
ness of the model of the system is dependent on the
shear stress due to transmitted torque. These
accuracy to which the inertia, stiffness, damping and
stresses cannot be readily calculated but they
excitation can be ascertained. Since there is always
warrant discussion so the designer can take precau-
the possibility of the actual system responding
tions to minimize their effect. Perfect alignment is
differently than the theoretical evaluation, consider-
almost impossible to obtain; 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-
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


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.
and moments is not fully understood. It can be Fabricated steel bedplates make convenient ship-
generalized that: ping and handling frames, but are generally de-
-- the sense and direction are such that they try signed for strength, not rigidity. They are frequently
to bring the supporting shafts in line; designed without consideration for the various
piping and/or oil sump thermal expansion. Out--of--
-- significant bending moments may be im-
door installations on steel bedplates are particularly
posed on supporting shafts;
subject to cyclic bowing caused by the daily “rise and
-- the magnitude of the forces and moments in- fall” of the sun.
creases with larger angularity across the cou-
When steel bedplates are used, the designer should
pling;
endeavor to achieve two things:
-- notwithstanding catalog claims for angular -- arrange oil sumps, piping, and weather
capacity, flexible couplings should not be looked protection to minimize unsymmetrical thermal ex-
upon as universal joints; they should be given the pansion;
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.5.3 System piping
elements of the system including bedplates and/or
The forces and moments imposed on pumps,
foundations. An accurate evaluation of thermal
compressors and turbines by their inlet and dis-
growth for all components from a valid and common
-
-
charge piping are major factors in deflecting this
reference line is required. Journal displacement
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equipment and causing operating misalignment. All

,
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,
within bearings, though generally smaller in magni-

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,
efforts should be made to minimize piping effects.

`
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tude, should be considered, particularly as it affects

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,
`
` Lubricant supply and drain piping for the gear unit
cold or static alignment checks. After determining
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should be given similar consideration.
the probable magnitude of alignment change from
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D.5.4 Installation instructions

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static and cold to dynamic and hot (including any

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periodic cyclic changes that may occur), select a

-
-
The system designer should assemble and integrate

coupling arrangement that provides enough length complete and comprehensive installation instruc-
or span between flexible elements to keep angularity tions covering, as a minimum, such things as:
low, in the region of 5 minutes or lower.
-- soleplate, bedplate, machinery position and
A hot alignment check is recommended at the time leveling details;
the unit is put in service. This should be performed -- foundation bolting and grouting details;
when all temperatures have stabilized, and the -- cold alignment data ---- including method of
system is transmitting rated power at rated speed. measuring, relative position, and sequence of
alignment;
D.5.2 Foundations
-- keying, pinning and torquing details as re-
Another kind of alignment problem commonly en- quired;
countered in geared systems is the misalignment of -- pipe support and flange makeup details;
pinion and gear axes due to foundation or bedplate
-- all other relevant details that would otherwise
twistings or deflections. It should be recognized that
be left to the judgment of the job site mechanic.
gear units require foundations with sufficient rigidity
to maintain alignment under operating loads. D.6 Additional lubrication considerations
Reinforced concrete foundations with grouted--in The continued successful operation and long life of a
soleplate are generally preferable to fabricated steel gear unit is dependent on the constant supply of 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 on sufficient piling, perform:


-- reduce friction; tics should be carefully selected and, if selected,

frequently changed to avoid accumulative separa-
-- transfer heat;
tion of the additives during operation. When
-- minimize wear; exposed to high operating temperatures in excess of
-- transfer wear particles; 90° C, rapid degradation will occur.
-- reduce rusting and corrosion. D.6.2.2 Viscosity and viscosity index

Failure of the lubrication system to adequately
Oils refined into lubricants aregenerally derived from
perform any one or more of these functions may
two types of crude oil, either paraffin base or naptha
result in premature failure of the gear drive.
base. Paraffinbased oils arepreferred because they
D.6.1 Type of lubricant have better natural extreme pressure characteristics
and better resistance to “thinning down” at higher
Two basic types of oils are used to lubricate gear operating temperatures. Naptha based oils, on the
drives: other hand, require special additives in order to
-- petroleum base; possess this benefit.
-- synthetic. The oil’s resistance to “thinning” is measured by the

There can be a wide variation in the lubricating viscosity index. The higher the index value thebetter
qualities of oils within each of these general types. the resistance to “thinning”. Oils without additives of
Oils are compounded to meet specific requirements the paraffin base type usually have VI values of
for various applications such as gear oils, bearing ninety (90) or above, whereas naptha base oils will
oils, internal combustion oils, worm gear oils, etc. exhibit lower values, oftentimes between twenty (20)
Therefore, it is important that an oil be selected and thirty (30).
meeting the recommendations supplied with the D.6.3 Oil film
gear unit.
Gear elements and the supporting bearing system
Synthetic oils should never be substituted for
require a continuous supply of properly selected and
petroleum base oils without the gear vendor’s
conditioned oil for survival. An oil film of adequate
approval, since these oils not only have different
thickness must be established between the rolling
lubricating qualities, but also may not be compatible
and sliding component surfaces to avoid damaging
with materials used in the gear unit.
wear and scuffingand to provide componentcooling.
D.6.2 Lubricant selection
Hydrodynamic and elastohydrodynamic lubrication
The correct type and viscosity of oil must be supplied theories are commonly used today in analyzing film
in accordance with the vendor’s recommendations. thickness in bearings and gear teeth. The oil
The friction, wear, film strength and corrosion viscosity has the greatest effect on the film thick-
protection characteristics of different types of oils ness. Consequently, failure to use an oil that has
can vary widely. Deviation from the recommended both the proper viscosity and viscosity index can
oil for the gear drive can result in premature wear, result in failure to produce an adequate film thick-
failure, or both. ness for the gear teeth and bearings.
D.6.2.1 Lubricant quality Improper oil film thickness may cause several
operational problems. Lack of oil film or inadequate
Lubricating oils for high speed gear units should be
oil film thickness may cause metallurgical drawing
high quality, refined, paraffin base petroleum oils.
due to frictional heat of hardened surfaces, destruc-
They must not be corrosive and must be free from
tive wear, scuffing or pitting of the gear teeth, and
grit or abrasives. As they are oftentimes subject to
frictional melting, plastic flow or failure of the
large flow rates and high operating temperatures,
babbitted bearing surfaces. Increased oil viscosity
they must have good antifoaming properties.
increases frictional power losses and therefore
Oils of a straight mineral type should be used. High increases the temperature rise and may produce
quality rust and oxidation resistance is desirable. heat energy beyond the control of the cooling
Oils with additives which enhance these characteris- system.
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


The lubrication system design must successfully Oil inlet temperature must be in accordance with the
achieve a balance of the viscosity and the oil film vendor’s specifications. A low supply temperature
thickness considerations. may result in a change in viscosity causing higher
than expected temperature rise in the gear unit and
D.6.4 Lubricant supply
improper oil distribution to the spray jets and
The oil supply must meet the requirements set forth bearings.
in the gear vendor’s recommendations.
When the oil supply temperature is higher than
D.6.4.1 Quantity specified, the oil will be subject to rapid oxidation
reducing thelife of the oil, and reducing the operating
The proper flow rate of oil must be supplied to the
viscosity resulting in an inadequate oil film. This
gear drive to ensure adequate oil 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
prevent metal to metal contact of the respective D.6.4.4 Pressurized system components
elements. In addition, sufficient flow must be The system components must be selected and
maintained to assure adequate cooling. Too small a installed to avoid problems. The following are some
quantity may cause inadequate distribution resulting suggestions to avoid problems:
in potential overheating, whereas too large a quanti-
-- Aeration. Care must be taken to avoid exces-
ty may result in excessive churning of the oil which
sive aeration of the oil. Aeration may result in
may also result in overheating.
pump cavitation and decrease the volume of oil to
D.6.4.2 Pressurized lubrication systems come in contact with the elements of the gear
drive;
When lubrication systems are self contained, the
system should be designed with a flow capacity of a -- Oil reservoir. The reservoir must be large
enough to allow time for the air to separate from
minimum of 10% greater than that initially required to
the oil. Return lines to the oil reservoir should re-
allow for pump wear, slight bearing wear with normal
turn below the oil level. This also includes relief
service, or change in oil viscosity due to 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
Where pressurized oil is furnished from a central the pump suction line as possible. Baffles proper-
supply, operating, alarm and shutdown pressures ly located in the reservoir will ensure the aerated
must be in accordance with the gear unit vendor’s return oil does not find its way to the suction line
specifications. Pressures lower than that recom- until air has had time to escape from the oil;
mended may result in reduced flow and overheating. -- Drain lines. The location of the drain from the
Pressures too high may cause excessive churning gear drive is critical, and the vendor’s recommen- -
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dations should be followed. Drain lines should be

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and possible gearbox flooding, increasing power `

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sized so they run no more than half full of oil. The

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loss and also resulting in overheating. ,

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line should slope down at a minimum of (20 ,

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Oil pressure to the gear drive should be measured mm/m, 2%) and have a minimum number of
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either in the oil passages of the gear unit or at a point bends and elbows. It is desirable to have a vent
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as near to the entry of the unit as possible, thus

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located in the drain line near the exit from the gear `
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avoiding the inclusion of pressure losses in the

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drive to insure proper drainage; -
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
D.6.4.3 Lubricant temperature ready escape of air from the system without the
loss of oil. Vents must be high enough to avoid
The gear supplier will normally specify the minimum entry of contaminants from the environment into
allowable oil temperature for startup. If tempera- the oil. Oftentimes it is desirable to place the vent
tures lower than this are expected, provisions must in the drain line near the exit from the gear driveto
be made to heat and, if possible, circulate the oil prior ensure proper drainage. The oil is filtered prior to
to startup. The gear drive must not be operated for returning to the gear drive as well. In this manner
extended periods at this minimum startup tempera- direct contamination of the gear drive from the at-
ture. mosphere outside is avoided;


-- Suction lines. These lines should be gener- also important the oil be supplied and maintained in
ously sized to minimize pressure loss. Suction the proper condition. Dust, dirt, grit and other
pressure (net positive suction head) must not be particles in the oil supply should be eliminated.
less than that recommended by the pump These foreign matters act as an abrasive in the
manufacturer. The total suction loss must include
bearings and gear teeth, causing abrasive wear.
the loss in the piping, valves and fittings, in addi-
The pressurized oil must be supplied through a filter
tion to the distance of the lift. If a check valve is
as specified by the gear unit vendor. These filter
used in the suction line of positive displacement
pumps, a pressure limiting device should be systems should be serviced regularly to avoid
installed to protect against the effects of reverse circulation of contaminants with the oil and to avoid
rotation of the pump; excessive pressure drops through the filters which
-- Flushing. Before oil is circulated through the may reduce the quantity of oil supplied to the gear
gear drive, a bridge section containing a remov- drive.
able screen is fitted between the supply point and
the drain. The system must be flushed until there The oil must be maintained in its correct chemical
is no significant accumulation of dirt on the condition to properly perform. Foreign matter, dirt
screen. During flushing the pipingshouldbe ham-
and moisture can change the chemical properties of
mer rapped to dislodge foreign particles. After
the oil. Additives used in many oils are depleted with
flushing is completed, the supply and drain lines
use and require replacement. Since many factors
are connected to the gear drive.
influence the useful life of the oil, its condition should
D.6.4.5 Lubricant condition
be analyzed on a regular basis to ensure its
Having provided the proper type and grade of oil, it is properties are within specification.
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Annex E
(informative)
Illustrative example
E.1 Purpose E.2.3 Rating parameters
This annex provides examples based on the as- The pitting resistance power rating and bending
sumption that the gear set power rating is the strength power rating at unity service factor are
minimum component rating. In practice all compo- calculated per ANSI/AGMA 2101--C95 equations.
nent ratings must be calculated to determine the With the factors that have a value of one (1.0)
lowest rated component. deleted, the equations are:
2
E.2 Example #1
E.2.1 Operational parameters

P azu =
ω 1 b Z I
1.91 × 10 7 K v K H

d w1σ HP Z N
Z E

(see ANSI/AGMA 2101--C95, Eq. 27)
The gearset to be rated transmits power from an ω 1 d w1 b m t Y J σ FPY N
induction motor rated at 2500 kilowatts and 1480 P ayu =
1.91 × 10 7 K v K H 1
RPM to a centrifugal compressor operating at 5000
(see ANSI/AGMA 2101--C95, Eq. 28)
RPM. Annex A indicatesthat a service factor of 1.4is
appropriate for this service. where:
E.2.2 Gearset parameters ω1 = 4998.5 rpm

b = 255 mm
The through hardened double helical gearset to be
rated has the following parameters: Z I = 0.22656 (see AGMA 908--B89)
Number of teeth, pinion 53 d w1 = 182.76 mm

Number of teeth, gear 179 Z N = 0.67313 (pinion)
Gear speed 1480 rpm = 0.720 (gear)
Module, normal 3 mm
Z E = 190 [N/mm2]0.5
Pressure angle, normal 20°
Helix angle 29° 32’ 30” Y J pinion = 0.56923 (see AGMA 908--B89)
Center distance 400 mm Y J gear = 0.58766 (see AGMA 908--B89)
Outside diameter, pinion 188.75 mm
Outside diameter, gear 623.24 mm mt = 3.4483 mm (3/cos 29°32’30”)
Normal circular tooth thickness at Y N = 0.79531 (pinion)
reference diameters, pinion = 0.82720 (gear)
4.63 mm
182.76
. mm and ear 617.24 .
mm) K v = 1.13
Face width 255 mm K H = 1.2648 (see ANSI/AGMA 2101--C95)
Overall face (gap included) 300 mm
Hardness pinion 350 HB CSF= K SF = 1.4 (see annex A)
Hardness gear 300 HB σHP = 1079 N/mm2 (pinion @ 350 HB)
Pinion speed 5000 rpm = 958 N/mm2 (gear @ 300 HB)
Material grade 2 (see ANSI/AGMA 2101--C95, figure 8
Gear quality level A4 Grade 2)
Cutter whole depth 7.0 mm σ FP = 359 N/mm2 (pinion)
Cutter 1/2 pitch addendum 3.8 mm (see ANSI/AGMA 2101--C95, figure 9
Cutter tip radius 1.28 mm Grade 2)

--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`--- 41

σFP = 324 N/mm2 (gear @ 300 HB) Outside diameter, gear 595.1 mm
(see ANSI/AGMA 2101--C95, figure 9, Profile shift coefficient ( x1), pinion 0.1
Grade 2) Profile shift coefficient ( x2), gear 0.0
4998.5 ( 255) (0.22656) Face width 260 mm
P azu =
1.91 × 10 7 (1.13) (1.2648) Gap 80 mm
2 Hardness pinion and gear 58 HRC
×  190

182.76 ( 1079) (0.67313)
Material grade 2
Quality level A4
= 5163 kW (pinion) Cutter tip radius 2.4 mm
Cutter depth 14 mm
-
4998.5 ( 255) (0.22656)

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, P azu = Cutter 1/2 pitch addendum 8 mm
1.91 × 10 7 (1.13) (1.2648)
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2 Cutter protuberance 0.25 mm

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×  190

182.76 ( 958) (0.72)
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= 4657 kW (gear) E.3.3 Rating parameters
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4998.5 ( 182.76) 255 (3.4483)(0.56923)

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The pitting resistance power rating and bending

P ayu =
1.91 × 10 7 1.13 ( 1.2648) strength power rating at unity service factor are
calculated per ANSI/AGMA 2101--C95 equations.
359 ( 0.79531)
× = 4782 kW (pinion) With the factors that have a value of one (1.0)
1
deleted, the equations are:
4998.5 ( 182.76) 255 (3.4483)(0.58766)
P ayu = 2
1.91 × 10 7 1.13 ( 1.2648)
×
324 ( 0.8272)
= 4635 kW (gear)
P azu =
ω1 b
1.91 × 10 7 K v K H Z E
Z I
 d w1σ HP Z N

1 (see ANSI/AGMA 2101--C95, Eq. 27)
P a is the lesser of
5163 4657 4782 4635 ω 1 d w1 b m t Y J σ FPY N
1.4 1.4 1.4 1.4 P ayu =
or 3311 kW 1.91 × 10 7 K v K H 1
E.2.4 Rating conclusions (see ANSI/AGMA 2101--C95, Eq. 28)
where:
P a is equal to the lesser of P azu or P ayu divided by the
service factor, or P a = 4635  1.4 = 3311 kW. This is ω1 = 8215.4 rpm
greater than the service power of 2500 kW. b = 260 mm
E.3 Example #2 Z I = 0.1730 (see AGMA 908--B89)
E.3.1 Operational parameters d w1 = 256.91 mm
The gearset to be rated transmits power from a gas Z N = 0.6547 (pinion)
turbine rated at 15 MW and 8215 RPM to an electric = 0.6856 (gear)
generator operating at 3600 RPM on a base load Z E = 190 [N/mm2]0.5
cycle. The service factor is 1.3.
Y J pinion = 0.4722 (see AGMA 908--B89)
E.3.2 Gearset parameters Y J gear = 0.4861 (see AGMA 908--B89)
The carburized and case hardened double helical mt = 6.5551 mm (6/cos 23.75)
gearset to be rated has the following parameters:
Y N = 0.7826 (pinion)
Number of teeth, pinion 39 = 0.8038 (gear)
Number of teeth, gear 89 K v = 1.13
Gear speed 3600 rpm
Module, normal 6 mm K H = 1.2369 (see ANSI/AGMA 2101--C95)
Pressure angle, normal 20° CSF= K SF = 1.3 (see annex A)
Helix angle 23°45’ σHP = 1550 N/mm2
Center distance 421.6 mm (see ANSI/AGMA 2101--C95, table 3
Outside diameter, pinion 268.8 mm Grade 2)


σ FP = 450 N/mm2 (pinion and gear)

26 060 28 580 22 410 23 690
P a is the lesser of
(see ANSI/AGMA 2101--C95, table 4 1.3 1.3 1.3 1.3
Grade 2) or 17 240 kW.
8215.4 ( 260) 0.1730 E.3.4 Rating conclusions
P azu =
1.91 × 10 7 1.13 ( 1.2369)
2 The allowable transmitted power, P a = 17 240 kW, is
×  190

256.91 ( 1550) (0.6547) greater than the service power of 15 MW.
= 26 060 kW (pinion)

8215.4 ( 260) 0.1730
P azu =
1.91 × 10 7 1.13 ( 1.2369)
2
×  
256.91 ( 1550) (0.6856)
190
= 28 580 kW (gear)
8215.4 ( 256.91) 260 ( 6.5551) (0.4722)
P ayu =
1.91 × 10 7 1.13 ( 1.2369)
450 ( 0.7826)
× = 22 410 kW (pinion)
1
8215.4 ( 256.91) 260 ( 6.5551) (04861)
P ayu =
1.91 × 10 7 1.13 ( 1.2369)
450 ( 0.8038)
× = 23 690 kW (gear)
1
--`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`---


Annex F
(informative)
Efficiency
F.1 Gear unit efficiency F.2 Calculation methods
Most contracts for high speed helical gear units F.2.1 Mesh losses
require some guarantee of minimum operational Mesh power loss ( P M),for 171 / 2° or20° NPA of 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
unit. To realize optimum gear unit efficiency, a
P M = ( 22 − 0.8 α n) 0.01 P 
z 1 + z 2

z 1 z 2 (F.1)
detailed study of the several sources of power loss is where

required. αn is normal pressure angle of basic rack;
Sources of power loss for high speed helical gear z 1 is number of teeth in the pinion;
units include: mesh, internal windage, radial and z 2 is number of teeth in gear;
thrust bearing friction, and shaft driven accessory P is transmitted power, kw.
power requirements.
F.2.2 Windage losses
F.1.1 Mesh losses Windage and churning loss can be evaluated by the
Mesh losses result from oil shearing and frictional following equation:
losses which are dependent on the specific sliding d ′ 2n 2b cos3 β′m n 1.42 × 10 −11
P W = (F.2)
velocity and friction coefficient. Most gear meshes A
under this standard will operate in the EHD lubrica- where
tion regime.
P W is windage power loss per gear, kW;
F.1.2 Internal windage losses d ′ is operating pitch diameter of gear, mm;
Because of the sensitivity of gear and unit specific n is gear speed, rpm;
relationships (such as housing--to--rotor clearances, b is total face width, mm;
pitch line velocity, gear blank proportions and β′ is operating helix angle;
design, oil viscosity, method of mesh lubrication and mn is normal module, mm;
cooling, horizontal or vertical offset, and internal
A is arrangement constant (use 1000 to 4000,
baffling), this component of gear box losses is very
based on arrangement).
difficult to accurately estimate without experimental
data from a specific gear unit. F.2.3 Bearing losses
Hydrodynamic sleeve bearing loss in kW, P Bh, can
F.1.3 Bearing losses
be estimated by the following equation:
Hydrodynamic journal bearing losses are generated d 3 L j 1.723 × 10 −17
b (F.3)
through oil shearing. Bearing losses may be P Bh = m n 2b c
calculated by a modified Petroff equation or by
The thrust bearing power loss in kW, P Bt, is:
complex computer modeling methods.
F.1.4 Accessory losses

r4o − r 4i1.723 × 10−17 (F.4)
P Bt = m n 2b t
The power consumed by shaft driven accessories where
can be computed by classic pressure -- displace-
m is oil viscosity, mPa·s;
ment methods in the case of fuel or lube oil pumps.
Accessories other than pumps require appropriate nb is bearing speed, rpm;
evaluation. d b is bearing bore, mm;
44 --`,``,`,`,`,``````,`,``,,`,,`-`-`,,`,,`,`,,`--- © AGMA 2003 ---- All rights reserved


t is oil film thickness, mm; F.2.5 Accessory losses

ri is inside radius of thrust bearing, mm;
Oil pump losses may be evaluated based on oil flow
ro is outside radius of thrust bearing, mm; for lubrication and operating pressure:
L is bearing length, mm;
Qp (F.6)
c is diametral clearance, mm; P p =
60 000 e
j is bearing power loss coefficient (see figure
F.3). where
The Sommerfield Number used in figure F.3 is Q is pump displacement (l/min);

calculated by the following: p is pump operating pressure (kPa);
d 2 m n b 10 −6 e is pump efficiency (85% estimated).
S = b (F.5)
c 2 w 60
60
where
w is load per unit area, kPa.
110
1
50
100
90
s 40
S 2
80 a
P
s m
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y
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S t
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a 70
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y 60
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v 50 b 20
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3 A
u
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l
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o 40
s 3
b
A 4
2
30 10
5
1
20
0
10 40 50 60 70 80 90 100
Temperature, ° C
0 1 Dow Corning XF--258 (Silicone)

40 50 60 70 80 90 100
Temperature, ° C 2 GE Versalube F--30 (Silicone)
1 ISO Grade 46 3 MIL--L0286B (Cellutherm 2505A)
2 ISO Grade 68 4 Mil--7808D
3 ISO Grade 100 5 Mil--L--25336 (Sinclair L--743)
Figure F.1 -- Viscosity of petroleum oil Figure F.2 -- Viscosity of synthetic oil


(A)
j = Power Loss Coefficient
L/d b =
0.25
0.375
0.5
0.75
1.0
1.25
1.5
10 5 2 1 0.5 0.2 0.1 0.05 0.02 0.01

Sommerfield Number, S
Plot of j for elliptical bearings
(B)
L/d b = 0.25
L/d b =
0.5
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10 5 2 1 0.5 0.2 0.1 0.05 0.02 0.01

Plot of j for cylindrical bearings
(C)
L/d b =
0.5
0.75
1.0
1.25
1.5
10 5 2 1 0.5 0.2 0.1 0.05 0.02 0.01

Plot of j for four--groove bearings
Figure F.3 -- Bearing power loss coefficient, j


Annex G
(informative)
Assembly designations
L--R L--L R--R R--L
L--LR LR--L LR--R R--LR
Plan views LR--LR Plan views
NOTES: -
-
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1. Code: L = Left; R = Right `

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2. Arrows indicate line of sight to determine direction of shaft extensions. ,

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3. Letters preceding the hyphen refer to number and direction of high speed shaft extensions.
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4. Letters following the hyphen refer to number and direction of low speed shaft extensions. ,
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Figure G.1 -- Parallel shaft spur, helical and herringbone gear drives, single or multiple stage
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Annex H
(informative)
Purchaser’s data sheet
H.1 Purpose chaser and vendor. The purchaser should fill in the
Data sheets in SI and U.S. customary units are left side of the data sheet.
provided to facilitate communication between pur-
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DATA SHEET: ANSI/AGMA 6011--I03 JOB NO. ITEM NO.
HIGH SPEED GEAR UNITS END USER

SI UNITS SITE
PURCHASER: PROJECT NAME
REVISION NO. BY DATE
INFORMATION TO BE COMPLETED BY PURCHASER INFORMATIONTOBECOMPLETEDBYVENDOR
1 APPLICABLE TO: PROPOSAL PURCHASE MANUFACTURER

2 REQUISITION NO. MODEL NO.
3 SERVICE QUOTE NO.
4 DRIVERTYPE BASIC GEARUNITDATA
5 DRIVEN EQUIPMENT FULL LOAD POWER LOSS kW

6 NO. REQUIRED MEASURED BY: ∆T LUBE OTHER
7 SPECIFIED RATING REQUIREMENTS MECHANICAL EFFICIENCY %

8 GEAR SERVICE POWER kW PITCH LINE VELOCITY m/sec
9 GEAR SERVICE FACTOR (MIN) ANTICIPATED SPL dBA @ m
. . 2
10 RATED SPEED, RPM: WR2 REFERRED
TO LS SHAFT Nms
11 INPUT SPECIFIED NOMINAL BREAKAWAY TORQUE N--m @ LS Shaft -

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12 OUTPUT SPECIFIED NOMINAL NET MASS (WT) OF GEAR UNIT kg ,

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13 MAX CONTINUOUS SPEED RPM MAX. MAINTENANCE MASS (WT) (IDENTIFY) kg ,
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14 TRIP SPEED RPM TOTAL SHIPPING MASS (WT) kg -

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15 EXTERNAL LOADS TOTAL SHIPPING DIMENSIONS X X m ,

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16 OTHER OPERATINGCONDITIONS LUBRICATION REQUIREMENTS `

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17 OIL VISCOSITY: cSt @ 40 C ° cSt @ 100 C

°
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18 CONFIGURATION REQUIREMENTS UNIT OIL PRESSURE kPa ,

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19 SHAFT ASSEMBLY DESIGNATION (LR or RL) UNIT OIL FLOW (TOTAL) m /hr
20 HS SHAFT ROT FAC’G CPL’G CW CCW MIN. STARTUP OIL TEMPERATURE °C
21 LS SHAFT ROT FAC’G CPL’G CW CCW CONSTRUCTION FEATURES
22 HS SHAFT END: CYLN. TAPER 1-- KEY 2--KEYS TYPEOF GEAR R EDUCER INCREASER
23 HYDR’LC TAPER INTEGRAL FLANGE SINGLE STAGE DOUBLE STAGE

24 LS SHAFT END: CYLN. TAPER 1-- KEY 2--KEYS SINGLE HELICAL DOUBLE HELICAL
25 HYDR’LC TAPER INTEGRAL FLANGE GEAR TOOTH GEOMETRY
26 INSTALLATIONDATA NUMBER OF TEETH PINION GEAR

27 AMBIENT TEMPERATURE (MIN/ MAX): / C
° GEAR RATIO CENTER DIST mm
28 ELEVATION m BAROMETER kPa abs AGMA GEOMETRY FACTOR ”J”:
29 ELECTRICAL AREA CLASS GRP DIV PINION GEAR

30 MAX ALLOW SPL dBA @ m HELIX ANGLE DEGREES FINISH Ra
31 UNUSUAL CONDITIONS DUST FUMES NORMAL PRESSURE ANGLE DEGREES
32 INSTRUMENTATION NET FACE WIDTH mm PINION L/d

33 RADIALVIBRATION PROBES NORMAL DIAMETRAL PITCH BACKLASH mm
34 NO. AT EACH RADIAL BEARING TOTAL NO. ADD MOD COEF: GEAR PINION
35 AXIALPOSITION PROBES MIN HARDNESS: GEAR PINION
36 LOCATION NO. REQUIRED MANUFACTURING METHODS PINION / GEAR
37 KEYPHASORS TEETH GENERATING /
38 LOCATION NO. REQUIRED TEETH FINISHING /
39 ACCELEROMETER TEETH HARDENING /
40 LOCATION NO. REQUIRED GEAR HUB TO SHAFT INTEGRAL SHRUNK--ON
41 BEARING METAL TEMPURATURE SENSORS RIM ATTACHMENT
42 TYPE TOTAL NO. BEARINGS
43 NO. AT EACH RADIAL BEARING PINION GEAR

44 NO. AT EACH THRUST BEARING RADIAL TYPE
45 ADDITIONAL REQUIREMENTS UNIT LOADING, kPa
46 JOURNAL VELOCITY, m/s

47 THRUST TYPE
48 UNIT LOADING, kPa

49 MEAN DIA VELOCITY, m/s
50


DATA SHEET: ANSI/AGMA 6011--I03 JOB NO. ITEM NO.
HIGH SPEED GEAR UNITS END USER

US CUSTOMARY UNITS SITE
PURCHASER:
-
-
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PROJECT NAME
,
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,
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,
REVISION NO. BY DATE
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INFORMATION TO BE COMPLETED BY PURCHASER INFORMATIONTOBECOMPLETEDBYVENDOR
,
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1 ,
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,
APPLICABLE TO: PROPOSAL PURCHASE MANUFACTURER
,
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-
2 `
-
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REQUISITION NO. MODEL NO.
,
,
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3 ,
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SERVICE QUOTE NO.
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4 -
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DRIVERTYPE BASIC GEARUNITDATA
5 DRIVEN EQUIPMENT FULL LOAD POWER LOSS HP

6 NO. REQUIRED MEASURED BY: ∆T LUBE OTHER
7 SPECIFIED RATING REQUIREMENTS MECHANICAL EFFICIENCY %

8 GEAR SERVICE POWER HP PITCH LINE VELOCITY ft/min
9 GEAR SERVICE FACTOR (MIN) ANTICIPATED SPL dBA @ ft
10 RATED SPEED, RPM: WR2 REFERRED TO LS SHAFT lb ft2
11 INPUT SPECIFIED NOMINAL BREAKAWAY TORQUE ft lb @ LS Shaft
12 OUTPUT SPECIFIED NOMINAL NET MASS (WT) OF GEAR UNIT lb

13 MAX CONTINUOUS SPEED RPM MAX. MAINTENANCE MASS (WT) (IDENTIFY) lb
14 TRIP SPEED RPM TOTAL SHIPPING MASS (WT) lb
15 EXTERNAL LOADS TOTAL SHIPPING DIMENSIONS X X ft
16 OTHER OPERATINGCONDITIONS LUBRICATION REQUIREMENTS
17 OIL VISCOSITY: SSU @ 100 F

° cSt @ 210 F
°
18 CONFIGURATION REQUIREMENTS UNIT OIL PRESSURE psi

19 SHAFT ASSEMBLY DESIGNATION (LR or RL) UNIT OIL FLOW (TOTAL) GPM
20 HS SHAFT ROT FAC’G CPL’G CW CCW MIN. STARTUP OIL TEMPERATURE F

°
21 LS SHAFT ROT FAC’G CPL’G CW CCW CONSTRUCTION FEATURES
22 HS SHAFT END: CYLN. TAPER 1-- KEY 2--KEYS TYPEOF GEAR R EDUCER INCREASER
23 HYDR’LC TAPER INTEGRAL FLANGE SINGLE STAGE DOUBLE STAGE

24 LS SHAFT END: CYLN. TAPER 1-- KEY 2--KEYS SINGLE HELICAL DOUBLE HELICAL
25 HYDR’LC TAPER INTEGRAL FLANGE GEAR TOOTH GEOMETRY
26 INSTALLATION DATA NUMBER OF TEETH PINION GEAR

27 AMBIENT TEMPERATURE(MIN / MAX): / °F GEAR RATIO CENTER DIST in
28 ELEVATION ft BAROMETER ” Hg AGMA GEOMETRY FACTOR ”J”:
29 ELECTRICAL AREA CLASS GRP DIV PINION GEAR

30 MAX ALLOW SPL dBA @ ft HELIX ANGLE DEGREES FINISH Ra
31 UNUSUAL CONDITIONS DUST FUMES NORMAL PRESSURE ANGLE DEGREES
32 INSTRUMENTATION NET FACE WIDTH in PINION L/d

33 RADIALVIBRATION PROBES NORMAL DIAMETRAL PITCH BACKLASH mil
34 NO. AT EACH RADIAL BEARING TOTAL NO. ADD MOD COEF: GEAR PINION
35 AXIALPOSITION PROBES MIN HARDNESS: GEAR PINION
36 LOCATION NO. REQUIRED MANUFACTURING METHODS PINION / GEAR
37 KEYPHASORS TEETH GENERATING /
38 LOCATION NO. REQUIRED TEETH FINISHING /
39 ACCELEROMETER TEETH HARDENING /
40 LOCATION NO. REQUIRED GEAR HUB TO SHAFT INTEGRAL SHRUNK--ON
41 BEARING METAL TEMPURATURE SENSORS RIM ATTACHMENT
42 TYPE TOTAL NO. BEARINGS
43 NO. AT EACH RADIAL BEARING PINION GEAR

44 NO. AT EACH THRUST BEARING RADIAL TYPE
45 ADDITIONAL REQUIREMENTS UNIT LOADING, psi
46 JOURNAL VELOCITY, ft/sec

47 THRUST TYPE
48 UNIT LOADING, psi

49 MEAN DIA VELOCITY, ft/sec
50


Bibliography
The following documents are either referenced in the text of ANSI/AGMA 6011--I03, Specification for High
Speed Helical Gear Units, or indicated for additional information.
AGMA 908--B89, Geometry Factors for Determin- ISO 4406:1999 (SAE J1165), Hydraulic fluid power
ing the Pitting Resistance and Bending Strength of -- Fluids -- Method for coding the level of
Spur, Helical and Herringbone Gear Teeth contamination by solid particles
AGMA 925--A03, Effect of Lubrication on Gear
Surface Distress SAE/AMS 2300, Steel Cleanliness, Premium Air-
craft--Quality Magnetic Particle Inspection Proce-
AGMA 927--A01, Load Distribution Factors -- Ana- dure
lytical Methods for Cylindrical Gears
Ehrich, Fredric F., Handbook of Rotordynamics, SAE/AMS 2301, Steel Cleanliness, Aircraft Quality
McGraw--Hill, Inc., 1992 Magnetic Particle Inspection Procedure
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PUBLISHED BY
AMERICAN GEAR MANUFACTURERS ASSOCIATION
1500 KING STREET, ALEXANDRIA, VIRGINIA 22314


AGMA6011 I03 Specification For High Speed Helical Gear Units

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AGMA6011 I03 Specification For High Speed Helical Gear Units

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ANSI/AGMA 6011- I03

AMERICAN NATIONAL STANDARD

Specification for High Speed Helical Gear

Copyright American Gear Manufacturers Association

Specification for High Speed Helical Gear Units

manufacturing, marketing, purchasing, or using products, processes, or procedures not

tation of this standard should be addressed to the American Gear Manufacturers

CAUTION NOTICE: AGMA technical publications are subject to constant improvement,

Approved February 12, 2004

American Gear Manufacturers Association

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03

1 Amplification factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 `

1 Symbols used in equations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 Recommended accuracy grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

3 Recommended maximum length--to--diameter ( L / d ) ratios . . . . . . . . . . . . . . . . . 4

© AGMA 2003 ---- All rights reserved iii

ANSI/AGMA 6011--I03 AMERICAN NATIONAL STANDARD

iv © AGMA 2003 ---- All rights reserved

Copyright American Gear Manufacturers Association

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03

© AGMA 2003 ---- All rights reserved v

ANSI/AGMA 6011--I03 AMERICAN NATIONAL STANDARD

Chairman: John B. Amendola . . . . . . . . . . . . . . . . . . . . . . . . . MAAG Gear AG

E. Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lufkin Industries, Inc.

A. Adams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Textron Power Transmission

W. Crosher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flender Corporation

G.A. DeLange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hansen Transmissions

vi © AGMA 2003 ---- All rights reserved

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03

American National Standard -- 2 Normative references

The following standards contain provisions which,

speed, external toothed, single and double helical

ANSI/AGMA 6025--D98, Sound for Enclosed -

gear units of the parallel axis type. Units in this

Helical, Herringbone, and Spiral Bevel Gear Drives ,

classification are: `

ISO 14635--1, Gears – FZG test procedures – Part

rotational speeds greater than 4500 rpm;

© AGMA 2003 ---- All rights reserved 1

ANSI/AGMA 6011--I03 AMERICAN NATIONAL STANDARD

Table 1 -- Symbols used in equations

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03

3.2 Nomenclature All components shall be capable of transmitting the

4.2 High transient torque levels

4.3 Torsional and lateral vibrations

4 Design considerations When an elastic system is subjected to externally

not be less than item (a) or (b) below, whichever is

4.4 Tooth proportions and geometry

a. 110 percent of the maximum power required `

angle and helix angle may be used. However, it is

© AGMA 2003 ---- All rights reserved 3

ANSI/AGMA 6011--I03 AMERICAN NATIONAL STANDARD

L / d ratio per table 3. A detailed analytical method

a) Integral shaft and gear element. This con- `

should include, but not be limited to, bending and

figuration is commonly used for pinions, smaller `

torsional deflection and thermal distortion. ,

gears, or rotating elements operating above a `

pitch line velocity of 150 meters per second. The

4 © AGMA 2003 ---- All rights reserved

AMERICAN NATIONAL STANDARD ANSI/AGMA 6011--I03

Proper design of bearings is critical to the operation

Heat is generated at running speeds as a result of