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AGMA911-A94
A M E R IC A N G E A R M A N U F A C T U R E R S A S S O C IA T IO N
c.
AGMA
INFO R M A T IO N
SHEET
AGMA 911-A94
ABSTRACT:
This Information Sheet covers current gear design practices as they are applied to air vehicles and spacecraft.
The material included goes beyond the design of gear meshes and presents the broad spectrum of factors
which combine to produce a working gear system, whether it be a power transmission or special purpose
mechanism. Although a variety of gear types, such as wormgears, face gears and various proprietary tooth
forms are used in aerospace applications, this document covers only spur, helical, and bevel gears.
ISBN:
ii
l-55589-8294
AGMA 911-A94
Contents
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..*...............
Page
vi
Scope .......................................................................
1.1
1.2
Application ...................................................................
References ...................................................................
1
1
Application ...................................................................
3
3.1
3.2
2
2
2
4
4.1
4.2
4.3
4.4
Designapproach ..............................................................
Design requirements and goals ... ;. ............................................
Identify design criieria .........................................................
. .......................
Preliminary design ....................................
................................................................
Detail design
5
5
6
8
12
5
5.1
5.2
5.3
5.4
5.5
5.6
5.7
Lubrication ..................................................................
Cooling vs. lubrication requirements ............................................
Lubricants...................................................................l
Distribution systems ..........................................................
Lubrication system design considerations .......................................
Filtration ....................................................................
Oiipumps ...................................................................
Lube system condition monitoring ..............................................
15
15
5
18
19
21
21
23
6
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
24
24
25
25
26
26
29
29
29
7
7.1
7.2
7.3
7.4
7.5
30
30
31
32
35
37
8
8.1
8.2
8.3
9
9.1
9.2
39
..3 9
41
45
47
47
47
...
III
AGMA 911-A94
Contents, continued
9.3
9.4
9.5
9.6
9.7
9.8
9.9
9.10
9.11
9.12
9.13
Cleanliness ...............................................................
...................................
Heat treatment ............................
Microstructure ...............................................................
Hardenability ................................................................
Dimensional stability ..........................................................
Pm-machining stock removal ..................................................
Ferrousgearing ..............................................................
Non-ferrous gearing ..........................................................
Material grades and heat treatment .............................................
Gear surface hardening .......................................................
Gear through hardening .......................................................
..4 8
48
48
48
48
48
48
49
49
49
53
10.1
10.2
10.3
10.4
54
54
55
0
61
11
11.1
11.2
11.3
11.4
63
63
63
64
67
12
12.1
12.2
12.3
68
68
68
69
13
13.1
13.2
13.3
70
70
71
73
10
2
16
16
16
17
17
17
19
9
10
11
26
Particle size distribution by weight ..............................................
Suggested functional test levels for propeller aircraft and turbine engine equipment ... 27
28
Suggested functional test peak levels for equipment installed on helicopters .........
12
13
14
iv
35
37
39
AGMA Qll-AQ4
Tables, continued
15
49
16
62
17
18
19
73
74
74
Figures
Retative life as function of lambda ...............................................
The general parallel-axis epicyclic gear train .....................................
Goodman diagram for combined load ...........................................
7
9
11
22
23
23
23
8
9
10
11
25
27
27
28
12
13
30
38
14
15
16
40
40
46
17
18
53
53
19
20
21
22
23
24
25
26
27
28
54
55
56
56
57
57
57
57
58
59
29
68
1
2
3
Annexes
A
Spur gear geometry factor including internal meshes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Gearbox test and mission requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
B
C
References and bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
AGMA 911-A94
[The foreword, footnotes, and annexes are provided for informational purposes only and should not be
construed as a part of AGMA 911-A94, information Sheet - Design Guidelines for Aerospace Gearing,]
This Information Sheet supersedes AGMA Standard 411.02, Design Procedure forAirm&Engine
and Power
Take-OlT Spur and Helical Gears. Its purpose is to provide guidance to the practicing aerospace gear
engineer in the design, manufacture, inspection, and assembly of aerospace gearing. In addition, it
addresses the lubrication, environmental, and application conditions which impact the gearbox as a working
system of components.
Material in the Information Sheet is supplemental to current AGMA Standards, but does not constitute a
Standard itself. By definition, Standards reflect established industry practice. In contrast, some of the
practices discussed here have not seen enough usage to be considered standard, but they do provide insight
to design techniques used in stat-f-the-art
aerospace equipment. It is expected that the user of this
Information Sheet will have some general experience in gear and machine design, and some knowledge of
current shop and inspection practices.
Suggestions for the improvement of this information sheet will be welcome. They should be sent to the
American Gear Manufacturers Association, 1500 King Street, Suite 201, Alexandria, Virginia, 22314.
vi
AGMA 911-A94
ACTIVE MEMBERS
J. Abrahamian . . . Pratt & Whitney
N. Anderson . . . . . GM Technical Center
I. Armitage . . . . . . Spar Aerospace
E. J. Bodensieck . Bodensieck Engineering
M. Brogiie . . . . . . . Dudley Technical Group
R.C. Bryant . . . . . . General Electric
Ft. Burdick . . . . . . . Aero Gear
J. Daly . . . . . . . . . . Metal Improvement Co.
R. Dayton . . . . . . . Wright Patterson A. F. 9.
ASSOCIATE MEMBERS
G. Belling . . . . . . . American Pfauter
J. D. Black . . . . . . General Motors
E. R. Braun . . . . . Eaton
C. E. Breneman . Advance Gear
A. T. Brunet . . . . . Allied Signal Aerospace
J. Cadisch . . . . . . Reishauer
H. S. Cheng . . . . . Academic Member
L. Cloutier . . . . . . Academic Member
9. Cluff . . . . . . . . . American Pfauter
F. W. Cumbow . . . M&M Precision
R. J. Cunningham Boeing
P. A. Deckowitz . . ITWlllitron
J. W. Dern . . . . . . SPECO Corporation
K. R. Dirks . . . . . . Allied-Signal, Garrett Eng. Div.
R. DiRusso . . . . . Kaman
D. W. Dudley* . . . Honorary Member
R. Durwin . . . . . . . Sikorsky
W. C. Emmerling Naval Air Propulsion Center
R. L. Errichello . . Academic Member
J. A. Ferrett . . . . . National Broach
D. J. Fessett . . . . Lucas Western IncJATD
H. K. Frint . . . . . . Sikorsky
R. Gefron . . . . . . . Superior Gear
N. L. Grace . . . . . Gleason Works
M. J. Gustafson . Kaman
D. R. Houser . . . . Academic Member
C. lsabelle . . . . . . Sikorsky
D. E. Kosal . . . . . National Broach
C. Layer . . . . . . . . Mmg
A. J. Lemanski
Academic Member
A. A. Lewis . . . : : Pratt & Whitney, Canada
M. Lonergan . . . . National Broach
P. Mangione . . . . Naval Air Warfare Center
W. Mark . . . . . . . . Academic Member
vii
. ..
VIII
AGMA 911-A94
AGMA 91%A94
1 .l Application
The working environment of the aerospace gear
has become so diverse that a single set of guidelines will no longer suffice. The operating conditions
imposed on a high speed, high powered, transmission or actuator are quite different than those experienced by the spacecraft mechanism which must
function in a hard vacuum for long periods of time
without maintenance. This Information Sheet addresses these differences and provides guidance to
the designer for these demanding applications.
1.2 References
The following standards contain provisions which,
through reference in thii text, constitute provisions
of this American Gear Manufacturers Information
Sheet. At the time of publication, the editions
indicated were valid. All standards are subject to
revision, and parties to agreements based on this
American Gear Manufacturers lnfomration Sheet
are encouraged to investigate the possibility of
applying the most recent editions of the standards
indicated below.
AGMA 230.01 - 1974, Surface Temper Inspection
Process.
2 Application
A listing of aerospace geared applications by type of
service or function performed is useful in segregating the diverse gearing tasks into mechanism families which experience similar load and environmental spectra.
Applications can be identified by general grouping
as follows:
engine
Aerospace Gearing.
tion on multiingine
systems;
1
AGMA 911-A94
SI (metric) units of measure are shown in parentheses in table 1 and in the text. Where equations require a different format or constant for use with SI
units, a second expression is shown after the first,
indented, in smaller type, and with M included in
the equation number.
Example
S
wt
*=K,K,
&
pd
Ks
KB
w,Ka 1 4 KmKB
St=--
and symbols
K~K~ mF
J
The second expression uses SI units.
3.1 Definitions.
. ..(n)
. ..(llM)
Units
Name
Reference
First
equation paragraph
Center distance
in (mm)
8.2.2
----
12
8.2.2
Cf
--a-
12
8.2.2
CH
-w--
18
8.2.8
CL
18
8.2.8
Gl
12
8.2.2
cp
Elastic coefficient
12
8.2.2
CR
18
8.2.8
12
8.2.2
AGMA 91%A94
Table 1 (coMwo
Name
Symbol
Units
First
equation
Reference
paragraph
CT
----
18
8.2.8
----
12
8.2.2
ch
BTlJ/lbm F
5.1.2
&J&l K)
dp
in (mm)
10
8.1.2
E,
F
IWir?(N/mm2)
4.2.4
Face width
in (mm)
8.1.2
Fe
H
in (mm)
12
8.2.2
in (mm)
4.2.4
HG
BTU/min
5.1.2
(kJ/min)
&ill
----
4.2.4
----
12
8.2.2
----
11
8.2.1
lb/in* (MPa)
8.1.2
Ka
. - - - -
11
8.2.1
KB
----
11
8.2.1
KL
----
13
8.2.7
Km
- - - -
11
8.2.1
KR
----
13
8.2.7
----
11
8.2.1
KT
----
13
8.2.7
KY
----
11
8.2.1
KX
- - - -
11
8.2.1
bending strength
M
Ibmlmin(kg/min)
5.1.2
Module ( = 25.4/pd )
11 M
8.2.1
(mm)
----
8.1.2
----
14
8.2.7
np
Pinion speed
rpm
8.1.2
Transmitted power
hp NW)
8.1.2
AGMA 91 l-A94
Table 1 (concluded)
Symbol
Name
pd
Unite
First
iquatior
Reference
paragraph
11
8.2.1
Reliabilii constant
in-l
----
I4
8.2.7
sac
lb/in* (MPa)
18
8.2.8
sat
lb/in* (MPa)
13
8.2.7
SC
lb/in* (MPa)
I2
8.2.2
St
lb/in* (MPa)
II
8.2.1
%vc
lb/in* (MPa)
I8
8.2.8
swt
lb/in* (MPa)
I3
8.2.7
Till
OF(C)
5.1.2
Tout
OF(C)
5.1.2
82
Contact temperature
F (C)
I9
8.3.1
tfl
Flash temperature
OF(C)
I9
8.3.1
tM
Bulk temperature
I9
8.3.1
Speed parameter
OF(C)
----
4.2.4
inlsec (mm&c)
4.2.4
Ve
Entraining velocity
4.2.4
Load parameter
in/s (m/s)
----
4.2.4
lb/in (N/mm)
4.2.4
WVr
lb/in (N/mm)
4.2.4
wt
I1
8.2.1
Xl-
lb 04
----
4.2.4
in*/lb (l/MPa)
4.2.4
inlin (mm/mm)
4.2.4
CL
Viscosity
reyns (kPa s)
4.2.4
PO
Absolute viscosity
4.2.4
reyns (kPa s)
----
I4
8.2.7
Pn
in (mm)
4.2.4
(Ja
tin @ml
4.2.4
Ul,(x
crin tw)
42.4
AGMA 911-A94
4 Design approach
4.1J Maintainability
Guidelines for field service work, space requirements, and tool limitations must be specified early in
the project.
4.1.3 Life
A clear definition of required gear and bearing
system life must be provided. Life is defined at a
specified survival level.
4.1.4 Weight
System weight is criiical in aerospace applications.
A value for gear system weight should be specified
as dry gearbox weight or gearbox plus lubrication
system weight.
4.1.6 Reliability
Reliability requirements are typically specified in
terms of mean time between failure (MTBF). A
historical data base of typical component reliability
will permit calculation of system reliability. New
products are more difficult to characterize. Tech-
4.1.6 Cost
Aerospace gearing is generally more costly than
commercial gearing because of the necessary
performance, qualii and traceability requirements.
Life cycle cost is often established at the start of the
project as a goal or as a requirement. Life cycle cost
is defined as the total cost of ownership of a system
over its operating fife.
4.1.9 Efficiency
In most aerospace applications, gearbox efficiency
is an important design consideration because it
influences system weight and power requirements.
Efficiency requirements and goals will provide the
designer a clear indication of the project objectives
and may affect key decisions in the design process.
AGMA 911-A94
as aircraft flap drive systems, winches, and spacecraft robotic manipulator arms. These loads are the
highest loads specified for the gears, and are often
two to three times higher than the maximum
continuous operating loads. This is particularly true
for low speed actuator gearing where there are no
significant dynamic loads. To properly accommodate these conditions, the designer must evaluate
the gear design for maximum compressivestresses
at the maximum holding loads.
Holding loads are usually specified as limit loads,
where there may be no permanent deformation or
yielding allowed, and ultimate loads, where deformation is allowed but the gears may not fracture.
A value of 3.1 times the shear yield strength may be
used as the allowable contact stress for most steels.
High strength, through hardened stainless gears,
may also be utilized where environmental conditions warrant. The surface durability of these gears
may be improved, if required, by nitriding.
4.2.2 Allowable bending stress
The allowable tooth root bending stress is a function
of the hardness and residual stress near the surface
of the root fillet and at the core.
4.2.2.1 Power transmission
Power transmission gears are usually case hardened by either nitriding or carburizing to obtain
adequate high cycle bending and contact fatigue
life.
A method for calculation of bending stress, along
with allowable limits, is given in ANSVAGMA
2001-B88.
4.2.2.2 Actuator gearing
AGMA 2001-B88.
AGMA 911-A94
h=+-
. ..(2)
u
.
4896
h
H = ,,,,g:
Aerospace gears
//
-i
g
a,
5
, A Bkaririgs
/
pn
W
where
2.2
-6
AGMA 911-A94
H mh = 2.65
uo.70
WO.13
.*p-(4)
- PO
Ve
2w+a
load parameter, W,
e(7)
where
p.
Ve
E,
p,,
Xr
4.3.1.1 Gearing
wr
AGMA 911-A94
tiple, equally spaced planets to assure a balanced system, and most importantly, provide
multiple load paths for reduced weight.
11
T
Figure 2 - The general parallel-axis epicyclic
gear train
If the input to the simple planetary is to the external
sun gear, the resulting gear box will be a speed
reducer, and conversely if the input is to the carrier,
the resulting gearbox will be a speed increaser. In
application the practical usable reduction ratio will
lie between 2.5 and 7 and the input and output
shafts will have the same direction of rotation.
- The star gearbox: If we constrain the carrier
against rotation, the system instant center of
rotation is coincident with the axis of the idler and
the rotating components become the central
external sun, the idler, and the internal sun.
Since the idler no longer orbiis about the system
axis it is usually called a star. Again, for reasons
of equilibrium and load division it is common
practice to fit the stationary carrier with multiple,
equally spaced stars.
If the input to the star gearbox is to the central
external sun, the resulting unit will be a speed
reducer, and conversely if the input is to the internal
sun, the resulting unit will be a speed increaser. In
application the practical usable reduction ratio lies
between 1.5 and 6 and the input and output shafts
will have opposite directions of rotation.
The star gear system has found extensive use in the
first reduction of high speed systems because it is
AGMA 911-A94
10
for specific
AGMA 911-A94
limit
Case carburized
AMS6265 Material
4.3.3 Loads
Steady stress
11
AGMA 911-A94
4.3.4.2 Bearings
12
AGMA 9ll-A94
metal-to-metal contact.
13
AGMA Qll-A94
14
AGMA 91%A94
5 Lubrication
5.1 Cooling vs. lubrication requirements
Proper lubrication of gears consists of:
a) selecting the correct lubricant;
b) ensuring that the lubricant gets into the gear
mesh;
c) providing adequate lubricant flow so that heat
generated in the mesh is removed.
There are a number of other considerations in the
design of an aerospace gearbox lubrication system
but all are related to these three basic requirements.
Failure modes that can occur due to inadequate lubrication include: scuffing, micropitting and spalling.
5.1 .l Elastohydrodynamic
and lambda ratio
(EHD) lubrication
= M ch (T,,,,,- Td
. ..(8)
where
HG
ch
l-ill
5.2 Lubricants
52.1 Liquid lubricants
Liquid lubrication predominates in the aerospace industry today. Many gear systems must be designed
to utilize lubricants that were originally formulated
for high temperature turbine engine applications
(MIL-L-23699 and MIL-L-7808). In some cases
the engine and gearbox use a common lubrication
system and thus must utilize engine oil. In other
cases a common lubricant has been required to prevent mixing of two diierent types of oil. These lubricants were formulated to meet criteria such as cold
flow/cold start requirements, high temperature limitations, material compatability requirements and
cost. These properties are derived from fluid base
stocks that are not necessarily ideal for lubricated
contacts in a gear drive system. Recently a new
version of these engine lubricants has been put in
service for helicopter applications (DOD-L-85734).
This lubricant isvery similarto MIL-L-23699 butaddiiives beneficial to the transmission are included.
Tables 2 through 5 list pertinent properties of the
most commonly used aircraft lubricants today.
15
AGMA 91%A94
lrature
c
400 204
350 177
320 160
212 100
210 98.9
104 40
100 37.8
-40 -40
-65
ViSCOS
MI L-L-23699
MIL-L-7808
1.25
1.63
2.00
5.00
5.ooto5.50*
25.00
25.00 min*
13000max*
-
1.00
1.25
1.47
3.00min
-
I,csf
DOD-L-85734*
5.00 to 5.50
-
12.00
-
25.00 min
c9500
-
2000
13OOOmax
Dexron II3
-
2.23
2.8
7
42
20000
-
dotesReference - AFAPL-TR-71-35;
! QOD-L-85734(AS) specification
) General Motors Dexron II Specification
from MIL-L-23699D or MIL-L-7808J specifications
Densi
OF
392
320
302
212
104
60
200
160
150
100
40
16
MIL-L-23699
MlL-L-7808
0.86
0.89
0.90
0.94
0.98
-
0.81
0.84
0.85
0.89
0.93
-
, s/ml
DOD-L-85734*
0.87
C
204
177
160
100
40
Reference AFAPL-TR-75-26
16
Dexron II3
coefficients
Pressure-viscosity coefficient,
(in2/lb)x10000[(mm2/N)x10
000]
MIL-L-7808G*
MIL-L-23699*
0.498 (72.2)
0.428 (62.1)
0.532 (77.2)
0.462 (67.0)
0.556(80.6)
0.486 (70.5)
0.681 (98.8)
0.613(88.9)
0.966(140.1)
0.918 (133.2)
AGMA 911-A94
5.2.2 Greases
Greases are commonly used to lubricate actuator
gearing and gearbox components such as bearings
and splines. Several grease lubricated helicopter
transmissions are in production but are not common. The most common greasesand their uses are
listed in table 6.
Specific heat,
btulb OF[kJ/(kg OK)]
MIL-L-23699 or
MIL-L-7808G*
400
350
300
250
200
150
100
0.562
0.551
0.538
0.524
0.508
0.486
0.464
204
177
149
121
93
66
38
(2.35)
(2.31)
(2.25)
(2.19)
(2.13)
(2.03)
(1.94)
Reference AFAPLR-T&75-26
Description
Application
MIL-G-6032
MIL-G-21164
MIL-G-23827
MIL-G-25013
MlL-C-38220
MIL-L-27617
MlL-G-46006
MIL-G-81322
MIL-L-81827
MIL-G-83261
MIL-G-83363
Military Handbook, Guide for Selection of Lubricant and Compounds for Use in Flight Vehicles and
Components, MIL-HDBK-2754, May, 1969
NOTE -The above greases are not to be used in vacuum applications(see clause 13).
Description
Application
m-G-659
MIL-M-7866
MIL-L-8937
MIL-L-23398
Graphite
Molybdenum disulfide
Corrosion inhibiting
Air drying solid film
Military Handbook, Guide for Selection of Lubricant and Con-pounds for Use in Fli&ht Vehicles and
Components, MIL-HDBK-275A, May, 1969
17
AGMA 911-A94
box applications.
18
AGMA 911-A94
Separate systems
Self containedplumbing
19
AGMA 911-A94
20
AGMA 911-A94
AGMA 91%A94
Oil tank
From nacelle
Gear mesh
I
I
i
Gear mesh
Bearings
c/l
kf Gear mesh
Bearings
)-I Bearings
b
Spline
1
I
Spline
LEGEND
Screen mesh
0,
Regulating valve
Filter
By-pass valve
22
The amount of
AGMA 916A94
Rotor
AGMA 91%A94
issues
24
AGMA 911-A94
4,
,Roll &-rgle
A *Below A
horizontal
* Reference to ground
n - Test points
Notes 1. The gearbox shall be capable of operating at all possible conditions; however, for the purpose of defining
the direction of acceleration vector from the engine CG,
the figure assumes no acceleration other than grav.w.
2. Gearbox centerline perpendicular to plane of paper.
3. Continuous operation in clear area.
4. Thirty second operation in shaded area.
25
AGMA 911-A94
Size, CPM
o-2 953
2 953-4 921
4 921-7 874
7 874-15 748
15748-35433
35 433-39 370
(o-75)
(75-l 25)
(125-200)
(200-400)
(400-900)
(900-l 000)
Percent
by weight
5+2
15+2
28f2
36+2
3.5 lk 0.5
1.5kO.5
Using the specification contaminant at some predetermined concentration level, qualification tests are
26
AGMA 911-A94
Table 10 - Suggested functional test levels for propeller aircraft and turbine eng,ine equipment
Equipment location*- 3
0.1
0.3
0.6
1.0
1 Fl= fundamental excitation frequency; Fi= source frequency (i = 1 -4), FZ = 2 Fl, F3= 3 FI, F4= 4 F1
2 When panels and racks are not available for equipment installed on vibration isolated panels or racks, or when
the equipment is tested with isolators removed, use fuselage or wing forward of propeller category with levels
reduced 4 dB.
3 Increase test levels 6 dB for equipment mounted on fuselage or wing skin within one propeller blade radius of
the plane of the propeller disc. For all other skin mounted equipment, increase levels by 3 dB.
4 Bandwidth vibration around each Fiwill equal f 5% F fpr constant-speed excitation. When excitation is not
constant-speed, bandwidth will encompass operating speeds for cruise and high power operation.
5 Fl= 68 Hz for most C-l 30 aircraft.
Li
4.
I
!
1
-6 dB/octave
octave = 2 to 1
frequency range
m
s
2
45
E
5
Q
6 -01 n
I
15
I
I
F,
l .
Li
I
l
.I
I
.
.
.
1
.03
h-l
F2
F3
I
4
_---_-_ __
8 I
II I
-N4
I
2000
i5
200;
F,
Frequency (Hz)
Frequency (Hz)
Figure 9 - Suggested vibration spectra for propeller aircraft and turbine engine equipment
A
A
i
1
rl
:I
&I57
g-g
ES
*; $02
i5gj
5m
8a
at
%
%
22
L3 L4
t
8
I
8
I
I
10
F,
F2
F3
F4
1
t
t
I
300
8
8
Equipment
location
General
instrument panel
External stores
On/near drive
train elements
w, , g*A-lz
Ft , Hz
0.002
0.002
0.002
0.02
500
500
500
2000
Frequency (Hz)
AGMA 91%A94
Table 11 - Suggested functional test peak levels for equipment installed on helicopters
Equipment location
General
5-25
25-40
40-50
50-500
0.1 F,
2.5
6.5 - 0.1 F,
1.5
5-25
25-40
40-50
m-500
0.07 F,
1.75
4.55 - 0.07 F,
1.05
External stores
5-25
25-40
40-50
50400
0.15 Fx
3.75
9.75 - 0.15 F,
2.25
5-50
50-2000
0.1 F,
5 + 0.01 F,
Instrument
panel
F,=
Source frequency of interest = Fr, Fe, FJ, or F.4
Fj = Fundamental source frequency
Fp = 2F1 ; F3=3Fj
; F4 = 4F1
Upon determining values of Fl, F2, F3, or F4 (figure lo), select the appropriate source frequency range for each
when determining peak vibration levels. The source frequency ranges are not presented in order of FI = F4.
2
Ft, F2, F3 and F4 must be determined from drive train areas for the particular helicopter. Note (1) is then
applicable.
[[
Test
Flight
vehicle
Operation test
Crash safety
Flight vehicle
equipment
402
75
20
40
11
11
1 Shock parameters recommended for equipment not shock-mounted and weighing less
than 300 pounds (136 kg).
2 Equipment mounted only in trucks and semitrailers may use a 20 g peak value.
Figure 11 -Terminal-peak sawtooth shock pulse configuration and its tolerance limits
(for use when shock response spectrum analysis capability is not available)
28
AGMA Qil-AQ4
resistance requirements. These tests are conducted while conveying the oil within the gearbox at
the lowest oil flow rate, highest ambient system
pressure, and the highest oil temperature expected
over the complete gearbox operating range.
6.7 Electromagnetic effects
Electromagnetic compatibility between any gearbox electrical/electronic component and those of
the rest of the aerospace system is essential for
For example,
proper and safe operation.
electromagnetic interference could conceivably
cause a malfunction of the gearbox condition
monitoring system such as that used to monitor
gearbox vibration levels or to detect the presence of
foreign or wear-generated contamination. Additionally, other components including gears and
bearings may become magnetized due to electromagnetic effects and attract harmful ferrous-based
contamination that can lead to wear and premature
To mitigate electromagnetic effects,
failure.
shielding can be used with electrical leads and/or
with the electronic component itself. During periodic
gearbox inspections and teardowns, procedures
often include passing bearings and gears through
demagnetizing coils to preclude rebuilding the
gearbox with magnetized components. Electromagnetic interference testing methods, such as
those prescribed in MlL-STD-462 for military
aircraft, will ensure compatibility between all aircraft
electrical and electronic components.
6.8 Nuclear, biological,
effects
29
AGMA 9ll-A94
r noise
e-
Structure-borne noise
AGMA 911-A94
31
AGMA 91%A94
32
AGMA 91%A94
Tooth combinations
Contact ratio
.* Total contact ratio is equal to the transverse contact ratio plus the face contact ratio.
33
AGMA Qll-A94
loads. For this reason, the actual modification applied will often be a compromise.
7.3.3.4 Gear accuracy
It is usually true that a more accurate gear also has
less vibration, assuming appropriate tooth modifications. If the gear mesh is exciting a resonance
somewhere in the system, nothing short of a
uperfect gear set will substantially reduce the
vibration and noise. In most other cases however,
improving accuracy will reduce the vibratory levels.
This is especially true when relatively low quality
gears are being used but much less so for higher
quality gears. Among the most important characteristics that affect noise and vibrations are involute
hollowness, lead variation, and control of profile
modification.
7.3.3.5 Design of shafts and location of
bearings
The design of the shafts which support the gears
and the location of the bearings which support the
shafts are a critical concern for two quite different
reasons. The first is the need to provide the gears
with a support system which maintains their relative
alignment. A misaligned gear system is subject to
higher unit tooth loads which not only degrade load
capacity but also increase the overall noise and
vibration level of the box.
In many cases, especially for high speed, lightweight gears, the support shafts are frequently
sized based on deflection and not solely strength
restrictions. The location of the bearing supports,
as noted earlier, should be chosen so that they
coincide as nearly as possible to node points in the
shaft mode shape. This will ensure minimum
vibration transmission to the housing and thus
minimum noise.
First, the housing design can be evaluated qualitatively. The design should be reviewed to ensure that
there is a rigid load path between each bearing
location and the housing mounting points to reduce
deflections. Large flat or gently curved areas on the
housing surface should be avoided since these
small.
34
AGMA 911-A94
Accuracy
Contact ratio
Load intensity
Phasing
Tooth profile modification
Alignment
Bearing location
Bearing type
Housing design
Tooth numbers
Tooth stiffness
Backlash
Material
Root clearance
Surface finish
Influence
High
High
High
High
High
Medium
Medium
Medium
Medium
Medium
Medium
Low
Low
Low
Low
AGMA 91%A94
A gear system transmitting power is also susceptible to torsional vibration. The inertia may be concentrated as in the body of a gear or distributed as in
the shafting. Similarly, the elasticity may be concentrated as in a coupling, or it may be distributed with
the inertia in the shaft sections. The excitation may
come from externally applied pulsating torques or
from a fluctuating resistance to the steady rotation.
However, in a geared system there is also an excitation due to displacement which comes from the imperfect transfer of motion (as described in 7.1 .l) between the meshing gears. Having defined the gear
tooth excitations, a modified Holzer analysis can be
used to calculate the dynamic tooth forces [9].
7.4.2 Response characteristics
7.4.2.1 Shaft response
Once the dynamic forces at the gear mesh have
been calculated, they can be applied to an analytical
model of the shaft system. The results are dynamic
forces at the shaft support (bearing) locations and
vibration mode shapes of the shafts. The objective
of the shaft analysis is to reduce the shaft response
in general and to change the shaft geometry such
that the bearings are located close to node points for
the critical modes.
7.4.2.2 Gear and housing response
The final step in the analysis is the evaluation of the
response of the gears and housings to the excitations transmitted to them. This task is usually
accomplished through the use of a finite element
program. The responses are obtained by applying
the appropriate forcing functions at the tooth contact
points in the case of the gears or at the bearing
locations within the housing. In the development of
the model, the parts are supported at their normal
mount points by appropriate constraints [lo].
7.4.3 Test methods
Many different methods of testing are used to determine vibratory characteristics. Each method is designed to answer certain kinds of questions, but no
one test will resolve all vibration or noise issues.
36
AGMA 911-A94
Accelerometers
pattern
This technique for determining modes and frequencies involves coating the part with a special powder
and exciting it with a variable frequency shaker. By
observing the patterns developed in the powder at
the parts natural frequencies, the modes for those
frequencies can be determined. It is also a nonrotating test, so effects of rotation are not included. The
part is normally excited during the observation by a
shaker, since the air siren would interfere with the
patterns.
7.4.3.2.4 Holography
This is a laser based optical technique of observing
and photographing mode shapes. The components
are excited, usually by a shaker, at the selected
frequency.
The holographic camera records a
hologram of the part which is vibrating during the
exposure. The resulting image is covered with light
and dark fringes which are contour lines related to
the vibration amplitude. From this fringe pattern, the
mode shapes can be determined and, if desired, the
pattern can be quantitatively evaluated to determine vibration ampliiude at any point.
The approach is most useful for non-rotational
determination of modes, since obtaining a fringe
pattern on rotating parts requires an elaborate
setup. Table 13 lists some common combinations of
these techniques and shows the characteristics of
each.
7.5 Vibration/Noise
reduction
techniques
addressed,
corrective
measures
must center
around modification to the existing hardware. Several of the more effective methods will be discussed.
Table 13 - Vibration
testing
Test objectives
Excitation:
Measurement
Running:
Strain gage
Accelerometer
Siren:
Strain gage
Holography
Impact:
Accelerometer
Shaker:
Holography
Powder
Strain gage
7.5.1
yes
X
x
X
x
no
no
X
X
X
X
no
no
Yes
no
X
x
X
X
x
X
x
X
Isolation
Gearbox
mounting
isolation
37
AGMA 911-A94
Dissipation
7.5.2.1 Externally
applied
damping
material
38
ring
Screens or barriers
A well constructed screen can shield a high frequency source and result in a significant noise level
reduction. However, if the gear drive is operating at
avery low speed, it will produce IowfrequWcy noise
and the gap around the screen can act as a new
source and radiate sound into the space with little
attenuation. Some noise will still enter the working
area via reflection from the adjacent walls as well as
by transmission through the-screen itself. In this
case, the use of absorbent materials, in conjunction
with a screen, can prove quite effective.
7.5.4
Absorbent
materials
AGMA 911-A94
ness of the enclosure. The noise reduction limitation in the speech frequency range with typical
acoustical enclosures and seals is about 25 dB, with
up to 35 dB obtainable through use of improved seal
configurations. Further reductions in noise level, up
to 50 to 60 dB, can be achieved with fume-tight
enclosures, such as those employed in some commercial helicopters and in some commercial transport aircraft engine installations operating today.
- Size effects;
- Fine pitch vs. coarse;
- Blank configuration;
- Rim;
-Web;
- support;
in this clause is
Mounting isolation
Rim isolation
External damping
Internal damping rings
Screens
Absorbent material
Enclosure
Airborne
noise
Local
vibration
Medium
Medium
Medium
Low
Low
Low
MedIHigh
MedIHigh
MedlHigh
High
High
Low
Low
Low
8.1 Introduction
considerations
for fatigue
experimentally
8 Load capacity
8.1.1
Analytical
bending
Dynamic effectslresonance;
Temperature effects;
Loading conditions/prelubing;
Deflections of teeth, shaft, housings.
The conventional AGMA method permits calculation of the maximum tooth tensile stress. The
minimum stress is assumed to be zero. Thus the
vibratory and steady stress is taken to be l/2 of the
maximum tensile stress. The true minimum bending stress in the gear is usually negative and occurs
prior to the initial point of contact for a driving gear
and after the final point of contact for a driven gear
(see figure 14). Afinite elementanalysiscan
predict
the maximum and minimum stress by conducting a
series of static solutions of stress as the pinion and
gear are incrementally rolled through mesh. The
stress allowables for the finite element method are
generally taken to be the material allowables found
from material testing or from actual gear teeth test
results.
A design approach that has been employed is to
conduct the design using the classical AGMA stress
index method and then to conduct an optional finite
element analysis to refine the design. A digital computer analysis using AGMA equations can quickly
and efficiently compare many preliminary designs
39
39 39
39
AGMA Qll-A94
Load
Time
Maximum stress, thick rim (AGMA stress index)
Load
Load
Time
40
propagation
through tooth
Maximum tooth
rim stress
9
Direction of propagation through rim
Figure 15 - Directions of crack propagation
in gear teeth
AGMA Wl-A94
...(9)
=
A- nP G
6.923 x lo8 P (mG+ 1)3
62F =
.*..(9M)
nP mG
. ..(lO)
dp
is gear ratio;
41
AGMA 91%A94
SC = s
w* G
C,
cs
dTe
cnl Cf
I
. ..(12)
where
8.2.1 Fundamental bending stress formula
(Refer to ANSVAGMA 2001-888 for spur or helical
gears or ANSVAGMA 2008-A86 for bevel gears)
5 --v wt
-K,,K
Ka
pd
Ks
Km KB
S_
dp
ca
cv
...(n)
cs
dP
s _ Wt Kca 1 5
t
?TlF
KVKX
Km KB
J
. ..(ll M)
Fe
where
KB
KV
K,
J
pd
m
F
42
%
Cf
AGMA 911-A94
43
AGMA 911-A94
I-
Ct KL
...(13)
KTKR
where
sWt is working bending stress number, lb/in*
(N/mm*);
S
at
KL
K,
KR
The reliability factor accounts for the normal statistical variations found when materials fracture. From
the analysis of probability, for a normal distribution,
the reliability constant is given as:
-Rel = 1-nv
where
Rel
n
V
...(i 4)
is reliability constant;
is number of standard deviations;
is coefficient of variation = standard
deviation/mean.
KR
=-
R99
. ..(15)
Rdesired
where
R99
44
AGMA 91 l-A94
deviations, n:
Rer= 1 (...17)
where
1
= l+
0.2316419n
Cl = 0.319381530
c:! = -0.356563782
1.781477937
c3 =
c4 =- 1.821255978
c5
1.330274429
Rel=
sac cL cH
T
index
..I418)
cir
. ..(19)
c 17.78
. ..(19M)
where
tc is contact temperature in F (C);
?M is bulk temperature in OF(C);
tn
where
%C
sac
cT
cR
8.2.7. For bevel gears, a lower coefficient of variation has been observed for contact stresses than for
45
AGMA 91%A94
*a
r=
%
yg
cc
s
6o
407
20
10
52
1
0.5
-1
-2
-3
46
AGMA 911-A94
9.2.1 Hardness
The strength properties are closely related to
material hardness for ferrous materials. Hardness
indicates the strength of the material and resistance
to tooth bending failure. Surface hardness provides
resistance to gear wear, pitting and scuffing.
Aerospace gearing is divided into three classes depending on the nature of the intended application.
Gear materials are specified by grade of metallurgical control factors and allowable stress numbers according to ANSVAGMA 2006B88 and ANSVAGMA
2003-A88 The three grade numbers are: Grade lmoderate quality, Grade 2 - superior quality, and
Grade 3 - Premium quality.
Gear application classes are described with the material grade numbers that are used as follows:
a) Typically Grade 3 material is used in main
drive system components, where failure of a
gear could result in the loss of the vehicle or
endanger operating personnel or passengers;
b) Typically Grade 2 or 3 material is used where
failure of a gear may render the primary system
inoperative, but where a secondary system can
be engaged to perform the same function;
c) Typically Grade 1 or 2 material is used where
failure of a gear may affect mission capability or
an auxiliary system but will not result in the loss
of a vehicle nor endanger operating personnel
or passengers.
9.2.5 Toughness
Toughness is a measure of ability to absorb impact
energy and is important for high impact or low temperature applications. Brittle fracture may occur in
high strength materials as a sudden failure or rapid
crack propagation below the tensile strength due to
low fracture toughness properties. Toughness of
steel gearing is adversely affected by the following
factors:
- Low temperature;
- Improper heat treatment causing defective
microstructure:
- High sulphur content;
ary precipitates;
- Non-metallic inclusions ;
47
AGMA 91%A94
9.5 Microstructure
The microstructure is the material structure
observed at 100X or higher magnification and
reveals the constituents of the material. The
constituents include, but are not limited to,
martensite, ferrite, pearlite, and bainite. The
microstructure also reveals grain size, carbides,
carbide networks, and retained austenite. These
constituents are a result of the heat treat process
and can help determine if a heat treat process was
done correctly or incorrectly. lt should be noted that
on a cross section, the microstructure near the
stock removal
AGMA 911-A94
Material
AMS
SPec
Heat
treatment*
Typical hardness
Case,
HRC**
Core,
HRC
Typical
applications
Alloy St-L .
AISI 9310
626516260
C-H
58-62
3442
58-62
58-62
4248
3844
58-60
59-64
48-52
3642
58-62
58-62
60-64
60-64
48-53
35-45
3442
3442
38-44
27-35
Main drive,
Accessory, actuators
Actuators
Main drive,
High temperature
Actuators
Main driie,
High temperature
High temperature
High temperature
Accessory drive
Accessory drive
Accessory drive
Accessory drive
Actuators
4330M
VASCO X2M
6427
N/A
HP 9-4-30
PYROWEAR 53***
6526
6308
C-H
M50NiL
CBS600
Nitralloy 135M
Niiralloy N
AISI 4340
AISI 4340
300M
Stainless steel:
PH13-8 MO
Custom 455
6278
6255
6471
6475
6414
6414
6419
C-H
GH
TH-N
TH-N
TH-N
TH
TH
5629
5617
PH
ST
Accessory drive
Actuators
ST
Worm gear
Actuators
Bronze:
C63000
NOTES-
4640
52-55
(1OOHRB)
-*
49
AGMA 911-A94
9.12.1 Carburizing
50
AGMA Qll-A94
AGMA 91%A94
52
AGMA 9ll-A94
Case
Figure 17 - Schematic of material ground from
a gear tooth
m-h
Tooth
Distortion
Heat Treatment
53
AGMA 91%A94
IO Surface treatment
This information covers a variety of currently utilized
surface treatments, generally applied after hardening, that are used to enhance the durability of aerospace gears with respect to their resistance to metal
fatigue, wear, and environmental corrosion.
10.1 Introduction
Post hardening surface treatments are usually
employed on gearing to accomplish one or more of
the following:
- Raise the bending fatigue strength at the tooth
root fillet radii, as well as in the rim, web, hub and
integral shafts;
B
Y
L1oo
53
ts
:
.g 80
8
40
-80
80
160
tension
compression
Peak residual stress, ksi
On the other hand, surface hardening heat treatments such as carburizing and nitriding introduce
beneficial residual compressive stresses in gears.
Some of their benefits may be offset, however, by
the presence of shallow, partial decarburization and
intergranular oxidation in unground roots of some
54
AGMA 911-A94
ing, burnishing and other superfinishing techniques are often eff e&e in removing fatigue lowering surface layers and defects, as well as in reducing surface roughness.
Another effective process for improving fatigue
properties by inducing high surface residual
compressive stresses in gears is controlled shot
The process is utilized for both
peening.
carburized case hardened and through hardened
aerospace gears. Controlled shot peening should
not be confused with shot blasting, grit blasting,
or abras.ive blasting. The latter processes are
employed for cleaning or abrading surfaces and do
not produce consistent residual surface compressave stress profiles or predictable increases in gear
fatigue properties.
10.2 Shot peening
Controlled shot peening is a surface cold working
process in which hard, spherical shaped media
(steel, ceramic or glass) are propelled at relatively
high velocity and at a nearly normal incidence angle
against a workpiece. Its purpose is to promote surface strain hardening and to induce predictable surface and near surface residual compressive
stresses.
Each particle of round shot striking the surface acts
like a tiny peening hammer, producing a small
indentation or dimple. The surface fibers are
stretched (yielded in tension) by the dimple formation, which also forms a sub-surface hemisphere of
strained metal below the dimple. Overlapping
dimples develop an even layer of plastically deformed surface fibers and a sut+sutface zone of
strained material. If unrestrained by the core, the
surface of the workpiece would elongate under
these deformation induced strains. The greater
mass of unaffected metal in the core, however,
restricts this expansion, producing high magnitude
residual compressive stresses in the surface and
near surface layers.
The maximum compressive stress is generally located just below the surface and decreases with increasing depth. The depth at which the residual
compressive stress becomes zero is usually referred to as the effective depth of peening. Beyond
sub-surface
honing
does not
55
55
AGMA 911-A94
Y5
/-
G
5
- -500
- -1000
I
0
0.004
0.008
Depth in inches
0.012
0.004
0.008
Depth in inches
56
AGMA 911-A94
6Ir
T 5
t
5
t
E4
I
8
P
a3
d
0
z2
0
Y
z!
n1
0
.I
104
165
lb6
107
Cycles to failure
Figure 24 - Increase in fatigue resistance of
spiral bevel gear 1151
Figure 23 - Stress profile of carburized gear
tooth root, ground and then shot peened with
special hardness shot [14]
60
420
350
G
y-40,
i!
4
I
zz 280
nl
::;f:;
1%
5x106 107
5x105 106
Revolutions
\ .
II
YFymnl(o(0124)
1 1
5x107
Cycles tti failure
57
AGMA 911-A94
Several of the ultra-high strength, through hardened gear steels are susceptible to stress corrosion
cracking (SCC) when exposed to a moist chloride
atmosphere. The residual surface compressive
stresses from shot peening, often in combination
with a sacrificial coating (such as cadmium, aluminum and zinc) may prevent or retard SCC in these
steels as well as fatigue cracks initiated by SCC.
1 -8
z
95
a0
E
z
$
t
&
3
60
ii
E
10
E
0.
6
4
20
100
40
Number of cycles xl O6
Standard gears
Comparison of surface (pitting) fatigue lives of
standard ground and shot-peened carburized
and hardened CVM AISI 9310 steel spur gears:
20
I
100
Number of cycles xl O6
Shot-peened
gears
58
I
40
I
200
AGMA 91%A94
inch
0.001
2
8
130
12
0.001 inch
16
20
0.30
0.20
- 10
r
.-E
0
0.05
0.10
0.15
0.20
0.10
E
B
6
59
AGMA 91%A94
When shot peening is selected for man-flight vehicle geared components, for geared components
where it is used as part of the design strength, or for
geared components which are considered critical to
system success, the following are suggested:
- Shot peening by computer monitored/controlled equipment per an applicable, approved
specification such as AMS2432, including the
use of liquid tracer systems to verify coverage;
- Prior approval of a strength and life analysis
which justifies the approach. This includes life
certification/qualification testing on hardware
conforming to the production configuration;
-The establishment and validation of an inspection interval that takes into account the potential
for in service degradation of peening benefits;
- Any repair/rework peening required at prescribed inspection intervals to attain the required
fatigue life.
The tables of guidelines found in numerous specifications, such as MIL-S-13165C, are valuable statting points for selection.
NOTE - Magnetic particle, penetrant, ultrasonic or
otherflaw andcrack detectionmethodsshouldbe performedprior to shot peening.
When the gear user does not wish to take advantage of the fatigue strength increases in the design
calculations, but wishes to use the process to overcome many of the residual surface tensile stresses
or similar problems from previous manufacturing
Table 16 lists of some of the most widely used coatings for aerospace gears. The table is divided into
three broad categories of coating application: antifretting barriers, corrosion resistance, and build-up
repair.
60
AGMA Qll-A94
resistance
of
10.4.1 Introduction
61
AGMA 911-A94
Application
Specification
Ant--fretting
Aluminum bronze econal
Copper
Silver plate
Sulfamate nickel plate
Tungsten carbide
Detonation thermal spray
Tungsten carbide plasma
spray
Corrosion resistance
METCO 604NS
MIL-C-14550
QQ-S-365
QQ-N-290
None
METCO 072VF
Baked resin
Black oxide
Brush cadmium plate
Corrosion resistance
Corrosion resistance (on shelf)
Corrosion resistance.
Used on high strength parts
Corrosion resistance for
parts outside gearbox
Touch up for Black Oxide
Corrosion resistance
Corrosion resistance &
break in surface for gears
Corrosion resistance, hard wear surface
MIL-R-3043
MIL-C-13924
MIL-STD-665
MlL-STD-665
Cadmium plate
Gun blue
Ion vapor deposition
Phosphate coat
Thin dense chrome
QQ-P-416
MIL-C-13924
MlL-C-6637
MIL-P-16232
QQ-C-320
Build-uo reoair
Brush nickel plate
Electroless nickel plate
62
MIL-C-26074
QQ-N-290
AGMA 911-A94
11 Manufacturing
considerations
11.I Introduction
The performance of an aerospace transmission is
directly related to the manufacturing process used
to fabricate the gears. Due to the unique characteristics of the sliding mesh, close control of the gear
tooth geometry is paramount to yield a successful
application. The metallurgical and geometric quality must be controlled to meet the drawing requirement. In addition, surface finish, including surface
roughness and waviness, is important to reduce
surface distress. The Engineering drawing requirements should dictate the manufacturing source and
process used to fabricate the gears. The selection
process for the manufacturer should include the
approval of Engineering, Manufacturing Engineering, and Quality Assurance. The manufacturer
should provide tangible evidence of their capability
to meet the drawing requirements.
63
AGMA 91%A94
64
AGMA 911-A94
Number of Teeth;
Pressure Angle;
Diametral Piich;
Spiral Angle;
Face Width;
Shaft Angle;
Whole Depth;
Working Depth;
Addendum;
Root Angle;
Root Fillet Radius;
Addendum Angle.
Develop flank form geometry
65
AGMA 911-A94
Manufacturing bevel gears requires a good manufacturing plan. The Manufacturing Engineer should
have a good technical background in bevel gear
manufacturing. The manufacturing plan should use
good logic for processing the gear, taking into consideration the following:
When the tooth contact analysis has been developed to the satisfaction of the gear Manufacturing
Engineer, the summary should be produced. This
data provides the machine settings for cutting and
grinding the gear and pinion. In addition to machine
settings, basic gear data is given as well as settings
for the Blank Checker, which measures the face and
back angle, root depth, and root angle. Proportional
changes are given for making second order
changes to the pinion.
11.3.6 Grinding sequence
Running the Grinding Sequence Program will provide information for sizing the grinding wheel, type
of grinding wheel, feeds and speeds, and other sequence data necessary to grind the gear and pinion.
11.3.7 Fillet details
The gear Manufacturing Engineer has the option of
running Tooth Profile and Fillet Details program.
This program will define the generated root fillet radius of the gear and pinion based on the generator
and grinding machine settings.
11.3.8 Current technology
Todays current technology permits defining the
working flanks of spiral bevel gears scientifically
using a three-dimensional, coordinatesystem. The
computer system will define the theoretical tooth
form established in the special analysis file located
in the mainframe computer, while developing the
tooth contact analysis and summary of machine
settings. The theoretical coordinate data established on the computer can be downloaded to the
coordinate measuring machine for use in measuring theflankform of the spiral bevel gear teeth. With
the software system, it is possible to get first and
second order corrections to the machine settings
used to produce the gear teeth. That is, a gear
produced on a cutting or grinding machine can be
measured on a coordinate measuring machine
using the computer program. It will define the
66
AGMA 911-A94
AGMA 91-l-A94
12 Gear inspection
12.1 General
This clause describes the recommended methods,
practices and controls used for the assurance of the
desired quality level of aerospace gears. The
clause is divided into two parts and discusses spur
and helical involute gears and bevel gears. The
dimensional and gear tooth element inspection of
aerospace gears is the same as for gears used in
other applications. However, the controls which
maintain the integrity, reliability and life are more
stringent and more supportive dccumentation and
records are required.
12.2 Spur and helical involute gears
The inspection methods and practices for the
inspection of spur and helical involute gears are
comprehensively discussed in ANSVAGMA
2000-A88, Gear Classification and inspection
Handbook, Tolerances and Measuring Methods for
Unassembled Spur and Helical Gears (including
Metric Equivalents). The following covers additional considerations for the inspection and control
of aerospace spur and helical involute gears.
122.1 Identification/traceability
Because the integrity and lie of aerospace gears is
so important, and in the event of a failure having to
Surface A, TYP, 2 PL
68
AGMA 911-A94
of dimensions
after shot
69
AGMA 91%A94
Refer to 12.25.
12.3.9 Verification
peening
Refer to 12.2.6.
of dimensions
after shot
Refer to 12.2.6.
12.3.2 Identificatio~nkaceability
13.1 introduction
Refer to 12.2.8.
bevel gears.
70
AGMA 911-A94
71
AGMA 911-A94
72
have
been successfully
AGMA 91%A94
Lubricant*
Method of
application
Lubeco 905
Coated
Sprayed
Viirolube
1220
Coated
Sprayed
Microseal
Impinged on
Surface
200-I
Electrofilm
2396
Sprayed/
Coated
Electrofilm
4396
Sprayed/
Coated
MoS2
Sputtered
Molykote
- -
Duroid 5813
- -
Vespel
--
Polymide
Lead
Ion plated
Lead
x-1 5
Constituents
Remarks
* This information is given for the convenience of users of this AGMA information sheet and does not constitute an
endorsement by AGMA of the products named. Equivalent products may be used if they can be shown to lead to
the same results.
73
AGMA 911-A94
Lubricant*
Viscous VI,
Vat-Kote
:Hydrocarbon base oil)
Viscosity
CSt
1OOF 210F
138%) (100C)
100
10
Space history
and remarks
Other
properties
Versilube F-50
Vlethylchloropheny
ISilicone oil
52
16
Aeroshell7 Soap
thickened diester
--
3.1
Used on Ranger 6 - 9.
(-75%
to +15OC).
Apiezon c 100
Molecularly distilled
hydrocarbon oil.
100
10
OS0
Braycote 601
Grease
140
45
Perfluorinated polyether
with tetrafluoroethylene
telomere
This information is given for the convenience of users of this AGMA information sheet and does not constitute an
endorsement by AGMA of the products named. Equivalent products may be used if they can be shown to lead to
the same results.
l
74
Lubricant
MIL-L-7808
MIL-L-23699
1 ~Space history
Aerojet
~ Titan
Rocketdyne
Turbopump
Mark 3
Fuel additive
~ Kerosene & 3% Zinc diacoele ~ Delta engine
RS-27
MIPHI Phosphate
i Gaseous hydrogen
Liquid oxygen
RL-10
Pratt & Whitney
I Aerojet
AGMA 911-A94
Annex A
(Informative)
Spur gear geometry factor including internal meshes
[The foreword, footnotes, and annexes are provided for informational purposes only, and should not be
construed as a part of AGMA 911-A94, Design Guidelines forAerospace Gearing.]
A.1 Introduction
%ate
*P
BLm~
+ tp + *pnme =n;
is fillet radius of gear, in (mm);
Rr
Rb
Rmate
RGmate
Rbmate
pb
tan+*
(&#$,
--
@d(Ad~R~
Rb
+ h%f~
c SWJ
is pressure angle:
. ..(A.l)
&
&
where
tan @h
75
AGMA 911-A94
or
+(AG)
wq
-(AG) - *i
*d
% =fan&
Al=
R;+ [d[R,
+&I
lj-12-Rb+k)
p12
. ..(A.7)
mb
...(A.4)
Rx =*
where
negative for internal gears whereAo =-l), in
inches (millimeters);
rjn is angle which the normal force makes with a
line perpendicular to the tooth centerline at
highest point of single tooth contact, in
radians;
where
r, is the pressureangle at the intersection of the
fillet and involute;
A, is the radius to tangency point of fillet and
gear tooth profile, in inches (mm).
@=&%;I
...(A.6)
76
1
aI= invI;+
l+bk)
2
1 b
2Rb
x=A,$n
Y=A,cos
-6%)
*b
. ..(A.8)
A =a+I,
aa= x -64~)
7 cos A
. ..(A.9)
bb=y+&)
rf sinA
. ..(A.8)
where
aa isxcoordinate of fillet radius center, in inches
(millimeters);
bb is y coordinate of fillet radius center, in inches
(millimeters).
Figure A.1 illustrates some of the nomenclature
used for external spur gears while figures A.2 and
A.3 are for internal gears. Figure A.4 demonstrates
the special case where the fillet center is below the
base circle diameter and the fillet and involute are
connected by a radial line portion.
Afterthe coordinatesof the center of the fillet radius
have been calculated, the next step is to determine
h and t, the height and thickness respectivety of the
tooth at the critical section. Figure A.5 illustrates h
and tfor external and internal gears.
AGMA 911-A94
& space
bb
IB
B--Jc
Nl%
-L
--I
r-
. -
77
AGMA 911-A94
&tooth
A!--tI
Figure A2 -Angles
78
1II T
i
A
AGMA 911-A94
k space
ctooth
bb
I
I
++i
4\
\
1RX I
I
I Base
circle I
&space
jFx*Y
T&D
\\II
I\
1 1IIL
ri cp.
I
I
1I
79
AGMA 911-A94
I
I
I
-1
a ---+jiji
fillet
Internal gear
. SPACE
External gear
cosr= -Rb
...(A.ll)
a =inv r+
1 + (AG)
2
1 b
2Rb
80
-(AG) fb
...(A.12)
[(&>O)~tA<Adl
OR
AGMA 911-A94
[ ~;!+?3;$]
u=arctan~+(&)arccos
...(A.l3)
NOTE-if (A1sAsRb )thena=a (radiallineportion)
h=(&)R,-(&)Acos[(
t=2Asin
I[(
l+@G z;n
2 9
(&) a]
...(A.%)
J=
cos 4n
1.5
Kt---- cost [ x
tan 4%
t
. ..(A.l6)
t2
X=4h
Kt =H + [+]
. ..(A.l8)
[$]M
Pressure
angle $
14.5*
20*
22.5
25
30
0.22
0.18
0.1618
0.1437
0.1073
L
0.20
0.15
0.1272
0.1045
0.0590
0.40
0.45
0.4728
0.4955
0.5409
H = 0.3255- 0.4167Cp
L = 0.3318 - 0.52094
M = 0.2682+ 0.5209$I
where $ is in radians.
To find the point where J is a minimum, an iterative
81
A=A+(&)A
82
AGMA 911-A94
.60
56
-15
20
80
40
60
30
Number of teeth in external gear
100
150
Figure A.7 - Geometry factor for standard proportions, external gears with internal mates,
addendum = 1 .OO,dedendum = 1.24, tooth thickness = 1.5508, backlash = 0.04, (I = 20
Table A.2 - Fillet radius used to generate J factor curves in figure A.7
Fillet radius, inches
Number of external teeth
17
20
25
35
50
75
100
50
0.613
-------
70
0.613
0.596
0.561
-----
Number
90
0.616
0.596
0.565
0.502
----
of internal teeth
110
150
0.617
0.617
0.596
0.596
0.560
0.562
0.526
0.512
0.467
0.448
-0.412
---
200
0.616
0.596
0.560
0.532
0.479
0.426
0.396
300
0.614
0.596
0.560
0.531
0.492
0.441
0.413
AGMA Qil-A94
-60
56
Number of teeth in
.52
.36
15
20
30
40
60
80
Number of teeth in external gear
100
150
Figure A.8 - Geometry factor for standard proportions, external gears with internal mates,
addendum = 1 .OO,dedendum = 1.24, tooth thickness = 1S508, backlash = 0.04, $ = 22.5
Table A.3 - Fillet radius used to generate J factor curves in figure A.8
Number of internal teeth
17
20
25
35
50
75
100
84
--
0.552
0.513
0.494
--mm
0.554
0.532
0.500
0.462
---
0.552
0.532
0.498
0.463
0.431
--
--
--
--
0.550
0.530
0.499
0.470
0.442
0.415
--
200
300
0.546
0.525
0.498
0.463
0.441
0.419
0.411
0.544
0.522
0.493
0.466
0.444
0.429
0.417
AGMA 911-A94
.60
.56
T
% t$ -52
al5
-cd
-UEs
G&8
30
40
60
80
Number of teeth in external gear
100
150
Figure A.9 - Geometry factor for standard proportions, external gears with internal mates,
addendum = 1 JO, dedendum = 1.24, tooth thickness = 1.5508, backlash = 0.04, + = 25O
Table A.4 - Fillet radius used to generate J factor curves in figure A.9
Fillet radius, inches
Number of external teeth
17
20
25
35
50
75
100
50
70
0.474
0.450
-----
0.473
0.452
0.420
i---
0.474
0.454
0.423
0.386
---
0.477
0.452
0.419
0.393
0.365
--
--
--
--
--
200
300
0.474
0.447
0.421
0.394
0.370
0.341
0.471
0.441
0.417
0.389
0.366
0.346
0.467
0.439
0.412
0.384
0.359
0.337
-a
0.343
0.330
85
AGMA 911-A94
.62
.60
58
8L 5 .56
-is?
SE
=g.5454
50
.50
.48 '
40
60
80 100
150
200
Number of teeth in internal gear
300
400
Figure A.10 - Geometry factor for standard proportions, internal gears with external mates,
addendum = 1 .OO,dedendum q 1.24, tooth thickness = 1.5508, backlash = 0.04,$ = 20
Table A.5 - Fillet radius used to generate J factor curves in figure A.10
Fillet radius, inches
Number of internal teeth
50
70
90
110
150
200
86
17
20
25
35
50
75
100
0.412
0.422
_0.425
_0.424
0.431
0.433
0.434
0.437
0.438
0.439
0.444
0.451
0.444
0.451
0.446
0.450
--0.437
0.439
0.448
0.455
0.455
0.454
---0.438
0.448
0.452
0.454
-_
---0.448
0.453
0.455
__------
0.450
0.453
AGMA 91%A94
I
I
.62
I
I
Number of teeth in
matinn external near
75
50
35
\
.60
17 20
\ \
F
\
.58
.56
.52 ~~
.50
40
60
80 100
150
200
Number of teeth in internal gear
300
400
Figure A.11 - Geometry factor for standard proportions, internal gears with external mates,
addendum = 1 .OO,dedendum = 1.24, tooth thickness = 1 S506, backlash = 0.04, $ = 22.5
Table A.6 - Fillet radius used to generate J factor curves in figure A.11
of external teeth
l--TnsY
0.333
0.351
0.365
0.368
0.372
0.375
0.374
0.360
0.345
0.363
0.362
0.372
0.372
0.383
yF
---0.344
i
0.357
0.357
-0.366
0.366
0.364
0.372
0.374
0.370
0.383
0.378
0.378
0.374
0.378
0.383
75
100
--
---
0.370
0.375
0.385
0.385
0.382
87
AGMA 911-A94
3 5 .62 aao
-s
E6
i2g
= g.60
58
I
II
80
100
150
200
300
400
Figure A.12 - Geometry factor for standard proportions, internal gears with external mates,
addendum = 1.99, dedendum = 1.24, tooth thickness = 1.5599, backlash = 0.94, $ = 25
Table A.7 - Fillet radius used to generate J factor curves in figure A.12
I
Number of internal teeth
88
75
----
-- I
0.288
0.290
0.280
---
AGMA 911-A94
Annex B
(Informative)
Gearbox Test and Mission Requirements
[The foreword, footnotes, and annexes are provided for informational purposes only, and should not be
construed as a part of AGMA 91 l-A94, Design Guidelines for Aerospace Gearing.]
For gearbox design and test purposes values of
B.l Introduction
power and speed are needed for each phase of
Mission profiles are established to determine load,
flight. Figures B.2 and B.3 show typical power and
speed, operating time, and environmental requirespeed values versus time for both a fixed wing and a
ments for gearbox operation during service. The
rotary wing application.
designer uses these parameters to size the gearbox
while testing is performed to assess the integrity of
10
J_Aad-l
---the design and to uncover any unmanifested
F-r
--!
problems. Gearbox testing is performed in test rigs
where possible, and finally in the actual application
for certification.
_---m-m-------
5
20
-4o-
. .
-i
lib
I
OO
--
I
20
I
40
I
60
I
80
i
100
% lime
0
0
I
20
I
40
I
60
I
80
100
% Time
Time
89
AGMA 911-A94
B.3 Testing
Testing is performed to assess the integrity of the
gearbox design and is a requirement for aircraft and
g60
$40
I
2::
0
20
40
80
100
60
% Time
AGMA 911-A94
91
AGMA 911-A94
92
AGMA 911-A94
requirements
8.4 Gearbox
Test Rigs
AGMA 911-A94
inet3lkatinn
,IIY.UII~.III
Test side
Slave side
Prime mover
Magnetic
gearboxes
After each air vehicle gearbox/transmission undergoes final assembly, it is prudent to substantiate
design performance by a dynamic test. The test
experienced.
94
AGMA 911-A94
Test gearbox
,-
Slip ring
Slip ring
\-/
I
I\
Input
motor
x
I
Higk&Z$ubox
Hydra&
fluid in
95
AGMA 911-A94
96
AGMA 911-A94
Annex C
(Informative)
References and Bibliography
[The foreword, footnotes, and annexes are provided for informational purposes only, and should not be
construed as a part of AGMA 911-A94, Design Guidelines for Aerospace Gearing.]
1. Anderson, N.E., Loewenthal, S.H.: Comparison
of Spur Gear Efficiency Prediction Methods, Advanced Power Transmission Technology, NASA CP
2210, AVRADCOM TR 82-C-l 6, June, 1981.
9. Drago, R. J., Then AnalicalExperimentalEvaluation of Resonant Response in High Speed, Lightweight, High/y Loaded Gearing, ASME Paper
8O-C2/DET-22, August 1980.
Il. Koster, W-P., Surface /ntegrity of Machined Materials, Technical Report, AFML-TR-74-60, April
1974.
12. Fuchs, H.O., Shot Peening Stress Profi/es.
13. Lauchner, E., Westech Presentation, March
1974, Northrop Corporation, Hawthorne, California.
14. Ahmad, Aquil, Eaton Corporation.
15. Daly, J., A Concept for Using Controlled Shot
Peening in Original Gear Design, American Gear
Manufacturers
Association Technical Paper
87FrMl3.
16. Horger, 0-J. and Lipson, C., Automotive Rear
Ax/es and Means of improving Their Fatigue Resistance, American Society for Testing and Materials,
Technical Publication No. 72, 1947.
17. Lowenthal, S.H.; Design of Power Transmission
Shafting, NASA Report, RP-1123.
18. Townsend, D-P., and Zaretsky, E.V., Effect of
Shot Peening on Su/face Fatigue Life of Canburized
and HardenedAlSl9310 Spur Gears, NASA Technical Paper 2047,1982.
19. Dudley, D-W., Handbook of Practical Gear Design, McGraw-Hill, Inc., 1984.
20. Prevey, P.S., X-Ray Diffraction Residual Stress
Techniques, Metals Handbook, Ninth Edition,
Vol.1 0, ASM International, Ohio, 1986.
21. A. Gerve, B. Kehrwald and L. Wiesner, T. W.
Conlon and G. Dearnaley, Materialscience and Engineering 69 (1966), pp. 221-225.
22. G. Hubler, I.L. Singer and C. R. Clayton, Materia/s Science and Engineering 69 (1985), p. 203.
97
PUBLISHED BY
AMERICAN GEAR MANUFACTURERS ASSOCIATION
1500 KING STREET, ALEXANDRIA, VIRGINIA 22s14