Ansi Agma 6011 J14 2014

ANSI/AGMA 601 1 -J1 4
(Revi si on of AN SI /AG M A 601 1 -I 03)
American National Standard
Speci fi cati on for H i g h
Speed H el i cal G ear U n i ts

ANSI/AGMA 601 1 -J 1 4
Copyright American Gear Manufacturers Association

AMERICAN NATIONAL STANDARD ANSI/AGMA 601 1 -J1 4
American Specification for High Speed Helical Gear Units

National ANSI/AGMA 601 1 -J1 4
Standard Approval of an American National Standard requires verification by ANSI that the
requirements 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 unanimity. 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 in any respect preclude anyone, whether he has approved the standards or
not, from manufacturing, marketing, purchasing or using products, processes or
procedures not conforming to the standards.
The American National Standards Institute does not develop standards and will in no
circumstances give an interpretation of any American National Standard. Moreover,
no person shall have the right or authority to issue an interpretation of an American
National Standard in the name of the American National Standards Institute.
Requests for interpretation 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 Association on the subject matter.
[Tables or other self-supporting sections may be referenced. Citations should read:
See ANSI/AGMA 601 1 -J1 4, Specification for High Speed Helical Gear Units,
published by the American Gear Manufacturers Association, 1 001 N. Fairfax Street,
Suite 500, Alexandria, Virginia 2231 4, http://www.agma.org.]
Approved August 8, 201 4
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 operating with 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
1 001 N. Fairfax Street, Suite 500, Alexandria, Virginia 2231 4
Copyright © 201 4 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: 978-1 -61 481 -088-9
©AGMA 201 4 – All rights reserved

Copyright American Gear Manufacturers Association ii
Contents
Foreword ...................................................................................................................................................... vi
1 Scope ..................................................................................................................................................... 1
1 .1 Application ..................................................................................................................................... 1
2 Normative references ............................................................................................................................. 1
3 Symbols, terminology and definitions .................................................................................................... 2
3.1 Symbols ......................................................................................................................................... 2
3.2 Nomenclature ................................................................................................................................ 3
3.3 Definitions ...................................................................................................................................... 3
3.3.1 Ambient temperature ................................................................................................................. 3
3.3.2 Amplification factor, AF ............................................................................................................. 3
3.3.3 Checking stand .......................................................................................................................... 3
3.3.4 Critical speed ............................................................................................................................. 3
3.3.5 Damping coefficient ................................................................................................................... 3
3.3.6 Dynamic tooth contact pattern check ........................................................................................ 3
3.3.7 Functional test ........................................................................................................................... 4
3.3.8 Gear rated power ...................................................................................................................... 4
3.3.9 Half frequency whirl ................................................................................................................... 4
3.3.1 0 Helix modification .................................................................................................................. 4
3.3.1 1 Lateral vibration ..................................................................................................................... 4
3.3.1 2 Layout lacquer ....................................................................................................................... 4
3.3.1 3 Normal transmitted power ..................................................................................................... 4
3.3.1 4 Overload ................................................................................................................................ 4
3.3.1 5 Profile modification ................................................................................................................ 4
3.3.1 6 Service power........................................................................................................................ 4
3.3.1 7 Thrust collars ......................................................................................................................... 4
4 Design considerations ............................................................................................................................ 4
4.1 Gear rated power, Pr ..................................................................................................................... 5
4.2 High transient torque levels ........................................................................................................... 5
4.3 Torsional and lateral vibrations ..................................................................................................... 5
4.4 Tooth proportions and geometry ................................................................................................... 5
4.5 Recommended tooth flank tolerance classification ....................................................................... 5
4.6 Pinion proportions ......................................................................................................................... 6
4.7 Rotor construction ......................................................................................................................... 6
4.8 Gear housing ................................................................................................................................. 7
4.8.1 Special housing considerations ................................................................................................. 7
4.8.2 Shaft seals ................................................................................................................................. 7
4.9 Bearings ........................................................................................................................................ 7
4.9.1 Hydrodynamic bearings ............................................................................................................ 7
4.9.2 Radial bearing stability .............................................................................................................. 8
4.9.3 Thrust bearings ......................................................................................................................... 8
4.9.4 Thrust collars ............................................................................................................................. 8
4.9.5 Rolling element bearings ........................................................................................................... 9
4.1 0 Threaded fasteners ....................................................................................................................... 9
4.1 1 Shafting ......................................................................................................................................... 9
5 Rating of gears ....................................................................................................................................... 9
5.1 Rating criteria ................................................................................................................................ 9
5.2 Service factor, CSF and KSF ........................................................................................................... 9
5.3 Pitting resistance power rating ...................................................................................................... 9
5.3.1 Stress cycle factor, ZN ............................................................................................................. 1 0
5.3.2 Load distribution factor, KH ...................................................................................................... 1 0
5.3.3 Dynamic factor, Kv ................................................................................................................... 1 0

Copyright American Gear Manufacturers Association iii
5.4 Bending strength power rating .................................................................................................... 1 1

5.4.1 Stress cycle factor, YN ............................................................................................................. 1 2
5.5 Allowable stress numbers, σHP and σFP ...................................................................................... 1 2
5.6 Reverse loading .......................................................................................................................... 1 2
5.7 Scuffing resistance ...................................................................................................................... 1 2
6 Lubrication ........................................................................................................................................... 1 3
6.1 Design parameters ...................................................................................................................... 1 3
6.2 Choice of lubricant ...................................................................................................................... 1 3
6.2.1 Additives .................................................................................................................................. 1 4
6.2.2 Viscosity .................................................................................................................................. 1 4
6.2.3 Synthetic lubricants ................................................................................................................. 1 4
6.3 Lubrication considerations .......................................................................................................... 1 4
6.3.1 Ambient temperature ............................................................................................................... 1 4
6.3.2 Environment ............................................................................................................................ 1 4
6.3.3 Temperature control ................................................................................................................ 1 4
6.3.4 Gear element cooling and lubrication ..................................................................................... 1 4
6.3.5 Lubricant sump ........................................................................................................................ 1 5
6.3.6 Filtration ................................................................................................................................... 1 5
6.3.7 Drain lines ............................................................................................................................... 1 5
6.4 Lubricant maintenance ................................................................................................................ 1 6
6.4.1 Change interval ....................................................................................................................... 1 6
6.4.2 Water contamination ............................................................................................................... 1 6
7 Vibration and sound ............................................................................................................................. 1 6
7.1 Vibration analysis ........................................................................................................................ 1 6
7.2 Lateral critical speeds ................................................................................................................. 1 6
7.2.1 Rotor response analysis .......................................................................................................... 1 7
7.2.2 Mode shape ............................................................................................................................. 1 7
7.2.3 Analytical considerations ......................................................................................................... 1 7
7.2.4 Other forcing phenomena ....................................................................................................... 1 7
7.2.5 Amplification factor, AF ........................................................................................................... 1 8
7.2.6 Stability analysis ...................................................................................................................... 1 8
7.3 Torsional vibration analysis ......................................................................................................... 1 9
7.4 Balance ....................................................................................................................................... 1 9
7.5 Shaft vibration ............................................................................................................................. 1 9
7.5.1 Electrical and mechanical runout ............................................................................................ 1 9
7.5.2 Electrical/mechanical runout compensation ............................................................................ 1 9
7.6 Casing vibration........................................................................................................................... 20
7.7 Vibration measurement ............................................................................................................... 20
7.8 Sound measurement ................................................................................................................... 20
8 Inspection and testing .......................................................................................................................... 20
8.1 Static tooth contact inspection .................................................................................................... 20
8.2 Functional testing ........................................................................................................................ 20
8.2.1 No load testing ........................................................................................................................ 21
8.2.2 Full speed and partial load testing .......................................................................................... 21
8.2.3 Full speed and full load testing ................................................................................................ 21
8.2.3.2 Back-to-back locked torque testing. .................................................................................... 21
8.2.3.3 Back-to-back regenerative testing ....................................................................................... 21
8.2.4 Special testing ......................................................................................................................... 22
8.2.5 Power loss testing ................................................................................................................... 22

Copyright American Gear Manufacturers Association iv
8. 3 Post fu n cti on al i n specti on s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
9 Ven d or an d pu rch aser d ata exch an g e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
9. 1 Rati on al e for d ata req u i rem en ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

9. 2 Docu m en t i d en ti fi cati on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
9. 3 Data provi d ed by pu rch aser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
9. 4 Proposal d ata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
9. 5 I tem s n eed i n g resol u ti on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
9. 6 Con tract d ata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
9. 7 I n stal l ati on man u al . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
9. 8 Operati on , mai n ten an ce an d tech n i cal m an u al s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
9. 9 Recom m en d ed spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
9. 1 0 Speci al tool s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Bi bl i og raph y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Annexes
An n ex A Servi ce factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
An n ex B A si m pl i fi ed m eth od for veri fyi n g scu ffi n g resi stan ce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
An n ex C System s con si d erati on s for h i g h speed g ear d ri ves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
An n ex D I l l u strati ve exam pl e. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
An n ex E Effi ci en cy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
An n ex F M etal l u rg i cal con si d erati on s for cri ti cal appl i cati on s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
An n ex G Assem bl y d esi g n ati on s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
An n ex H Pu rch aser's d ata sh eet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
An n ex I G u i d el i n e for l u bri can t vi scosi ty g rad e sel ecti on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
An n ex J Assem bl y, fu n cti on al testi n g an d preservati on of g earboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Tables
Tabl e 1 - Sym bol s u sed i n eq u ati on s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Tabl e 2 - Recom m en d ed flan k tol eran ce cl ass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Tabl e 3 - Recom m en d ed m axi m u m l en g th -to-d i am eter ( L/d) rati os . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1)
Tabl e 4 - H yd rod yn am i c babbi tt beari n g d esi g n l i m i ts ................................................................................ 8
Tabl e 5 - Dyn am i c factor as a fu n cti on of fl an k tol eran ce cl assi fi cati on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1
Tabl e 6 - Recom m en d ed l u bri can ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3
Tabl e 7 - Casi n g vi brati on l evel s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figures
Fi g u re 1 - Am pl i fi cati on factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8

©AG M A 201 4 – Al l ri g h ts reserved v
Foreword
[Th e foreword , footn otes an d an n exes, i f an y, i n th i s d ocu m en t are provi d ed for i n form ati on al pu rposes
on l y an d are n ot to be con stru ed as a part of AN SI /AG M A 601 1 -J 1 4, Specification for High Speed Helical
Gear Units. ]
Th e fi rst h i g h speed g ear u n i t stan d ard , AG M A 421 . 01 , was ad opted as a ten tati ve stan d ard i n October,
1 943. I t con tai n ed form u l as for com pu ti n g th e d u rabi l i ty h orsepower rati n g of g eari n g , al l owabl e sh aft
stresses, an d i n cl u d ed a sh ort tabl e of appl i cati on factors. AG M A 421 . 01 was revi sed an d ad opted as a
fu l l statu s stan d ard i n Septem ber, 1 947 an d i ssu ed as AG M A 421 . 02.
Th e H i g h Speed G ear Com m i ttee beg an work on th e revi si on of AG M A 421 . 02 i n 1 951 , wh i ch i n cl u d ed :

cl assi fi cati on of appl i cati on s n ot previ ou sl y l i sted ; ch an g i n g th e appl i cati on factors from “K” val u es to
eq u i val en t Service Factors; revi si on of th e rati n g formu l a to al l ow for th e u se of h eat treated g eari n g ; an d
d evel op a u n i form sel ecti on m eth od for h i g h speed g ear u n i ts. Th i s Uniform Selection Method Data
Sheet became AG M A 421 . 03A.
AG M A 421 . 03 was approved as a revi si on by th e AG M A m em bersh i p i n October, 1 954.
Th e stan d ard was repri n ted as AG M A 421 . 04 i n J u n e, 1 957. I t i n cl u d ed th e correcti on of typog raph i cal
errors an d th e ad d i ti on of a parag raph on pi n i on proporti on s an d beari n g span , wh i ch h ad been approved
by th e com m i ttee for ad d i ti on to th e stan d ard at th e October, 1 955 m eeti n g .
I n October, 1 959 th e Comm i ttee u n d ertook revi si on s to cover d evel opm en ts i n th e d esi g n , m an u factu re,
an d operati on of h i g h speed u n i ts wi th speci fi c referen ces to h i g h h ard n ess m ateri al s an d sou n d l evel
l i m i ts. Th e revi si on s were i n corporated i n AG M A 421 . 05 wh i ch was approved by th e AG M A m em bersh i p
as of October 22, 1 963.
Th e si g n i fi can t ch an g es of 421 . 06 from 421 . 05 were: m i n i m u m pi tch l i n e speed was i n creased to 5000
feet per m i n u te (25 m eters per secon d ); stren g th an d d u rabi l i ty rati n g s were ch an g ed ; an d som e servi ce
factors were ad d ed . AG M A 421 . 06 was approved by th e H i g h Speed G ear Com m i ttee as of J u n e 27,
1 968, an d by th e AG M A m em bersh i p as of N ovem ber 26, 1 968.
AN SI /AG M A 601 1 -G 92 was a revi si on of 421 . 06 approved by th e AG M A m em bersh i p i n October, 1 991 .

Th e m ost si g n i fi can t ch an g es were th e ad aptati on of rati n g s per AN SI /AG M A 2001 -B88 an d th e ad d i ti on
of n ormal d esi g n l i m i ts for babbi tted beari n g s. AN SI /AG M A 601 1 -G 92 u sed “appl i cati on factor” an d n ot
“servi ce factor”.
AN SI /AG M A 601 1 -H 98 was a fu rth er refi n em en t of AN SI /AG M A 601 1 -G 92. On e of th e m ost si g n i fi can t
ch an g es was th e con versi on to an al l m etri c stan d ard . Th e rati n g m eth od s were ch an g ed to be per
AN SI /AG M A 21 01 -D04 wh i ch i s th e metri c versi on of AN SI /AG M A 2001 -D04. To provi d e u n i form rati n g
practi ces, cl earl y d efi n ed rati n g factors were i n cl u d ed i n th e stan d ard (AN SI /AG M A 601 1 -H 98). Wh i l e
som e eq u ati on s sl i g h tl y ch an g ed to con form to m etri c practi ces, n o su bstan ti al ch an g es were m ad e to th e
rati n g practi ce for d u rabi l i ty an d stren g th rati n g . I n ad d i ti on , m i n i m u m pi tch l i n e vel oci ty was rai sed from
25 m /s to 35 m /s an d m i n i m u m rotati on al speed i n creased to 4000 rpm .
AG M A h ad reverted to th e term “servi ce factor” i n th ei r stan d ard s, wh i ch was refl ected i n AN SI /AG M A
601 1 -H 98. Th e servi ce factor approach i s m ore d escri pti ve of en cl osed g ear d ri ve appl i cati on s an d can
be d efi n ed as th e com bi n ed effects of overl oad , rel i abi l i ty, d esi red l i fe, an d oth er appl i cati on rel ated
factors. Th e servi ce factor i s appl i ed on l y to th e g ear tooth rati n g , rath er th an to th e rati n g s of al l
com pon en ts. Com pon en ts are d esi g n ed based on th e rated power an d th e g u i d el i n es g i ven i n th i s
stan d ard .
I n con ti n u ed recog n i ti on of th e effects of scu ffi n g i n th e rati n g of th e g ear sets, ad d i ti on al i n form ati on on
scu ffi n g resi stan ce was ad d ed to an n ex B of AN SI /AG M A 601 1 -H 98.
AG M A 427. 01 was wi th d rawn . Th e i n form ati on fou n d i n AG M A 427. 01 was i n cl u d ed i n an n ex D of

AN SI /AG M A 601 1 -H 98.
AN SI /AG M A 601 1 -I 03 was a fu rth er refi n em en t to AN SI /AG M A 601 1 -H 98. Sym bol s were ch an g ed wh ere
possi bl e to con form wi th AN SI /AG M A 21 01 -D04 an d I SO stan d ard s. Th e m i n i m u m rotati on al speed was
i n creased to 4500 rpm . H el i x an g l e l i mi ts were ch an g ed , an d a mi n i m u m axi al con tact rati o was ad d ed .
Th e L /D l i m i ts were ch an g ed , an d u se of m od i fi ed h el i ces i s en cou rag ed based on th e u se of pred i cted
rotor d efl ecti on an d d i storti on . Beari n g l oad d esi g n l i m i ts al so ch an g ed . For g ear tooth accu racy,
referen ce was m ad e to AN SI /AG M A 201 5-1 -A01 rath er th an to AN SI /AG M A 2000-A88. Th e Z
n an d Yn l i fe

©AG M A 201 4 – Al l ri g h ts reserved vi
factors now have a maximum rather than a minimum limit when the number of load cycles exceeds 1 0 1 0.
A table of dynamic factor as a function of accuracy grade was added. References to AGMA oil grades
were removed; now only ISO viscosity grades are listed. To facilitate communications between purchaser
and vendor, an annex with data sheets was added.
Realistic evaluation of the various rating factors of ANSI/AGMA 601 1 -I03 required 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 ANSI/AGMA 601 1 -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 1 2, 2004.
ANSI/AGMA 601 1 -J1 4 is a further refinement of ANSI/AGMA 601 1 -I03. For flank tolerance classification,
previously referred to as accuracy grade or quality number, the referenced quality standard has been
changed to ANSI/AGMA ISO 1 328-1 -B1 4.
This revision expanded the definition section and provides detailed attention to improving quality and
reliability of high speed gearing. The most notable changes are:
- normative referral to material requirements in accordance with AGMA 923-B05 replacing ANSI/AGMA
21 01 -D04;
- tightened controls on allowable and recommended filtration of lubricants;
- clarified test requirements and test options;
- eliminated the rotor dynamics annex and transferred it for adoption to the Sound and Vibration
Committee;
- expanded the annex on systems considerations for high speed gears;
- introduced new material in gear efficiency annex eliminating a specific method for determining mesh
and windage losses;
- added an annex on metallurgical consideration for high speed gearing;
- added an annex on lubrication considerations;
- added an annex on procedures for assembly and functional testing of gearboxes.
The first draft of AGMA 601 1 -J1 4 was made in May, 201 1 . It was approved by the AGMA membership in
July 28, 201 4. It was approved as an American National Standard on August 8, 201 4.
Suggestions for improvement of this standard will be welcome. They may be submitted to
[email protected].

Copyright American Gear Manufacturers Association vii
PERSONNEL of the AGMA Helical Enclosed Drives High Speed Unit Committee
Chairman: John B. Amendola ............................. Artec Machine Systems
ACTIVE MEMBERS
E. Martin ............................................................... Lufkin Industries, LLC
J. Rinaldo ............................................................. Atlas Copco Comptec, LLC
T. Praneis ............................................................. Cotta Transmission
A. Swiglo .............................................................. Northern Illinois University
W. Toner............................................................... Siemens Demag Delaval Turbomachinery, Inc.

Copyright American Gear Manufacturers Association viii
American National Standard -
Specification for High Speed Helical Gear

Units
1 Scope
This high speed helical gear units standard is provided as a basis for improved communication regarding:
- establishment of uniform criteria for rating;
- guidance for design considerations; and,
- identification of the unique features of high speed gear units.
1 .1 Application
Operational characteristics such as lubrication, maintenance, vibration limits and testing are discussed.
This standard is applicable to enclosed high speed, external toothed, single and double helical gear units
of the parallel axis type. Units in this classification are:
- single stage units with pitch line velocities equal to or greater than 35 meters per second or rotational
speeds greater than 4500 rpm;
- multi-stage units with at least one stage having a pitch line velocity equal to or greater than 35 meters
per second and other stages having pitch line velocities equal to or greater than 8 meters per second.
When specific experience exists, this standard may be applied to gear units that operate below the limits
specified above.
Marine propulsion, aerospace and vehicle gearing are not covered by this standard.
2 Normative references
The following standards contain provisions that, through reference in this text, constitute provisions of this
American National Standard. At the time of publication, the editions indicated were valid. All standards
are subject to revision, and parties to agreements based on this American National Standard are
encouraged to investigate the possibility of applying the most recent editions of the standards indicated
below.
AGMA 91 5-1 , Inspection Practices -- Part 1: Cylindrical Gears -- Tangential Measurements
AGMA 923-B05, Metallurgical Specifications for Steel Gearing
AGMA 925-A03, Effect of Lubrication on Gear Surface Distress
ANSI/AGMA 1 01 0, Appearance of Gear Teeth - Terminology of Wear and Failure
ANSI/AGMA ISO 1 328-1 -B1 4, Cylindrical Gears - ISO System of Flank Tolerance Classification - Part 1:
Definitions and Allowable Values of Deviations Relevant to Flanks of Gear Teeth
ANSI/AGMA 21 01 -D04, Fundamental Rating Factors and Calculation Methods for Involute Spur and
Helical Gear Teeth
ANSI/AGMA 6000-B96, Specification for Measurement of Linear Vibration on Gear Units
ANSI/AGMA 6001 -D97, Design and Selection of Components for Enclosed Gear Drives
ANSI/AGMA 6025-D98, Sound for Enclosed Helical, Herringbone, and Spiral Bevel Gear Drives
©AGMA
Copyright American Gear Manufacturers 201 4
Association – All rights reserved 1
AN SI /AG M A 9005-E02, Industrial Gear Lubrication

I SO 4406: 1 999, H yd rau l i c fl u i d power -- Fl u i d s -- M eth od for cod i n g th e l evel of con tam i n ati on by sol i d
parti cl es
I SO 1 41 79-1 : 2001 , G ears -- Th ermal capaci ty -- Part 1 : Rati n g g ear d ri ves wi th th erm al eq u i l i bri u m at
95° C su mp tem peratu re
I SO 1 4635-1 , Gears – FZG test procedures – Part 1: FZG test method A/8,3/90 for relative scuffing
load carrying capacity of oils
3 Symbols, terminology and definitions

3.1 Symbols
Th e sym bol s u sed i n th i s stan d ard are sh own i n Tabl e 1 .
NOTE: Th e symbol s an d term s con tai n ed i n th i s d ocu m en t m ay vary from th ose u sed i n oth er AG M A stan d ard s.
U sers of th i s stan d ard sh ou l d assu re th em sel ves th at th ey are u si n g th ese sym bol s an d term s i n th e man n er
i n d i cated h erei n .
Table 1 - Symbols used in equations

Symbol Term Units Where first
used
A Al l owabl e ampl i tu d e of u n fi l tered vi brati on mm 7. 5
A ct Am pl i tu d e at Nct mm Fi g u re 1
AF Am pl i fi cati on factor - - 7. 2. 5
C SF Servi ce factor for pi tti n g resi stan ce - - 5. 2
CRE Cri ti cal respon se en vel ope rpm Fi g u re 1
c h Lu bri can t speci fi c h eat at ( Tou t + T i n )/2 kJ /kg C° 6. 3. 4
c p Speci fi c h eat of l u bri can t kJ /kg C° 8. 2. 5
D J N om i n al beari n g bore d i ameter mm Tabl e 4
d Pi n i on operati n g pi tch d i ameter mm 4. 6
F d I n crem en tal d yn am i c l oad N 5. 3. 3
F t Tran sm i tted tan g en ti al l oad N 5. 3. 3
K B Ri m th i ckn ess factor - - 5. 4
K H Load d i stri bu ti on factor - - 5. 3. 2
K He M esh al i g n men t correcti on factor - - 5. 3. 2
K Hma M esh al i g n men t factor - - 5. 3. 2
K Hmc H el i x correcti on factor - - 5. 3. 2
K H pm Pi n i on proporti on m od i fi er - - 5. 3. 2
K s Si ze factor - - 5. 3
K SF Servi ce factor for ben d i n g stren g th - - 5. 2
K v Dyn am i c factor - - 5. 3. 3
L Face wi d th i n cl u d i n g g ap mm 4. 6
N cm I n i ti al (l esser) speed at 0. 707 peak ampl i tu d e (cri ti cal ) rpm 7. 2. 5
N cp Fi n al (g reater) speed at 0. 707 peak ampl i tu d e (cri ti cal ) rpm 7. 2. 5
N ct Rotor fi rst cri ti cal , cen ter freq u en cy rpm 7. 2. 5
N mc M axi m u m con ti n u ou s rotor speed rpm 4. 1
n L N u m ber of stress cycl es - - 5. 3. 1
P a Al l owabl e tran sm i tted power for th e g ear set kW 5. 1
P ayu Al l owabl e tran sm i tted power for ben d i n g stren g th at u n i ty kW 5. 1

servi ce factor

©AG M A 201 4 – Al l ri g h ts reserved 2
Symbol Term Units Where first

used
Pazu Allowable transmitted power for pitting resistance at unity kW 5.1
service factor
PL Power loss kW 8.2.5
Pr Gear rated power kW 4.1
QLUBE Lubricant flow kg/sec 8.2.5
SJ Diametral clearance mm Table 4
SM Separation margin rpm Figure 1
Umax Amount of residual rotor unbalance per plane g-mm 7.4
W Individual journal static loading kg 7.4
Wcpl Half weight of coupling and spacer kg 7.2.1
Wr Total weight of rotor kg 7.2.1
YN Stress cycle factor for bending strength -- 5.4.1
Yθ Temperature factor -- 5.3
ZN Stress cycle factor for pitting resistance -- 5.3.1
ZR Surface condition factor for pitting resistance -- 5.3
ZW Hardness ratio factor for pitting resistance -- 5.3
ΔT Change in lubricant temperature C° 8.2.5
σFP Allowable bending stress number N/mm 2 5.5
σHP Allowable contact stress number N/mm 2 5.5
3.2 Nomenclature
The terms used, wherever applicable, conform to the following standards:
AGMA 904-C96, Metric Usage
ANSI/AGMA 1 01 2-G05, Gear Nomenclature, Definitions of Terms with Symbols
ISO 701 , International gear notation – Symbols for geometrical data
3.3 Definitions
3.3.1 Ambient temperature
The temperature of the air in the immediate vicinity of the gear unit.
3.3.2 Amplification factor, AF
The critical speed divided by the band width of the response frequencies at the half power point.
3.3.3 Checking stand
A testing device that holds the pinion and gear very accurately in the correct position, axes parallel at the
proper center distance, so they can be rotated and the contact pattern of the teeth checked.
3.3.4 Critical speed
A rotor speed at which a peak vibration occurs in response to excitation.
3.3.5 Damping coefficient
A characteristic of the bearings that is generally obtained from the bearing manufacturer or calculated
with specialized bearing software.
3.3.6 Dynamic tooth contact pattern check
A check of the tooth contact pattern after operation.

Copyright American Gear Manufacturers Association 3
3.3.7 Functional test

A mechanical running test performed on the assembled gear unit.
3.3.8 Gear rated power

The maximum power the gear is designed to transmit at a specified speed.
3.3.9 Half frequency whirl

An instability in which the shaft whirls around the bearing axis at a frequency less than one-half shaft
speed.
3.3.1 0 Helix modification

An intentional design change to the shape of the lead, generally defined relative to a helix on a specified
pitch cylinder.
NOTE: Helix modification usually does not mean that the helix angle is modified. There are many possible helix
modifications, including end relief, full crowning, or far more complex asymmetrical modifications such as those
designed to compensate for thermal deformation and distortions expected under load.
3.3.1 1 Lateral vibration

Dynamic motion that is primarily in a direction perpendicular to the shaft centerline, i.e. in a radial
direction.
3.3.1 2 Layout lacquer

A hard lacquer commonly used to make scribed lines more visible on smooth metal surfaces.
3.3.1 3 Normal transmitted power

An optional power level specified by the purchaser.
3.3.1 4 Overload
A load which is in excess of the torque equivalent to the gear rated power at rated speed.
3.3.1 5 Profile modification

An intentional design change to the shape of the profile, generally defined relative to an involute in the
transverse plane.
NOTE: Profile modification usually does not mean that the profile angle is modified. One common profile
modification is tip relief, used so that highly loaded gears transfer loads between teeth smoothly.
3.3.1 6 Service power

The maximum installed continuous power capacity of the prime mover
3.3.1 7 Thrust collars

A pair of flanges or collars on single helical pinions that overlap the sides of the gear wheel such that the
axial position of the pinion is controlled by the gear wheel.
NOTE: Thrust collars are used so that a high speed thrust bearing is not needed; the pinion thrust forces are
transmitted to the gear wheel where a low speed thrust bearing may be used.
4 Design considerations
This standard should be used in conjunction with appropriate AGMA standards. External loads shall be
considered as acting in directions and rotations producing the most unfavorable stresses unless more
specific information is available. Allowances shall be made for peak loads.
©AGMA
4.1 Gear rated power, Pr

U n l ess speci fi cal l y ag reed to by th e pu rch aser an d ven d or, th e rated power of th e g ear u n i t sh al l be eq u al
to or g reater th an th e servi ce power.
For g ear u n i ts between two i tem s of d ri ven eq u i pm en t, rated power of su ch g ear u n i ts sh ou l d n orm al l y n ot
be l ess th an i tem (a) or (b) bel ow, wh i ch ever i s g reater.
a. 1 1 0 percen t of th e maxi m u m power req u i red by th e eq u i pm en t d ri ven by th e g ear u n i t;

b. m axi m u m power of th e d ri ver prorated between th e d ri ven eq u i pmen t, based on n orm al
tran sm i tted power d eman d s.
I f m axi m u m torq u e occu rs at a speed oth er th an rated speed , th i s torq u e an d i ts correspon d i n g speed
sh al l be speci fi ed by th e pu rch aser. M axi m u m con ti n u ou s speed , N m c, i s n orm al l y th e speed at l east
eq u al to 1 05% of th e rated speed for vari abl e speed u n i ts an d i s th e rated speed for con stan t speed u n i ts.
Al l com pon en ts sh al l be capabl e of h an d l i n g both th e m axi m u m torq u e and th e rated power.
4.2 High transient torque levels

Wh ere u n u su al torq u e vari ati on s d evel op peak l oad s wh i ch exceed 20 percen t of th e torq u e of th e rated
power, th e mag n i tu d e an d freq u en cy of su ch torq u e vari ati on s sh ou l d be eval u ated wi th reg ard to th e
en d u ran ce an d yi el d properti es of th e m ateri al s u sed . See an n ex C of th i s stan d ard an d al so
AN SI /AG M A 21 01 -D04, cl au se 1 6. 3.
4.3 Torsional and lateral vibrations

Wh en an el asti c system i s su bj ected to extern al l y appl i ed , cycl i c or h arm on i c forces, th e peri od i c m oti on
th at resu l ts i s cal l ed forced vi brati on . For th e systems i n wh i ch h i g h speed g ears are typi cal l y u sed , two
m od es of vi brati on are n orm al l y con si d ered .
a. Lateral vi brati on , wh i ch con si d ers sh aft d yn am i c moti on th at i s i n a d i recti on perpen d i cu l ar to th e

sh aft cen terl i n e; an d
b. Torsi on al vi brati on , wh i ch con si d ers th e am pl i tu d e m od u l ati on of torq u e measu red peak to peak
referen ced to th e axi s of rotati on .
I n certai n cases, axi al or l on g i tu d i n al vi brati on m i g h t al so be con si d ered .
Becau se of th e wi d e vari ati on of g ear d ri ven system s, cl au se 7 of th i s stan d ard ou tl i n es areas wh ere
proper assessm en t of th e system m ay be n ecessary. I n ad d i ti on , respon si bi l i ty sh al l be cl earl y d el i n eated
between th e ven d or an d pu rch aser.
4.4 Tooth proportions and geometry

An y practi cal combi n ati on of tooth h ei g h t, pressu re an g l e an d h el i x an g l e m ay be u sed . H owever, i t i s
recom m en d ed th at th e g ears h ave a minimum workin g d epth of 1 . 80 ti m es th e n ormal m od u l e, a
m axi m u m n orm al pressu re an g l e of 25 d eg rees, a h el i x an g l e of 5 to 45 d eg rees, an d a mi n i m u m axi al
con tact rati o of 1 . 1 per h el i x.
4.5 Recommended tooth flank tolerance classification

Previ ou sl y fl an k tol eran ce cl assi fi cati on was referred to as accu racy g rad e or q u al i ty n u m ber. Tabl e 2
presen ts recom m en d ed AN SI /AG M A I SO 1 328-1 -B1 4 fl an k tol eran ce cl ass as a fu n cti on of pi tch l i n e
vel oci ty. Based on th e experi en ce an d appl i cati on , oth er fl an k tol eran ce cl asses m ay be appropri ate.
Table 2 - Recommended flank tolerance class

Pitch line velocity, m/s ANSI/AGMA ISO 1 328-1 -B1 4
flank tolerance class
35 –1 00 5
1 00 – 1 50 4
Over 1 50 3

4.6 Pinion proportions

Tabl e 3 presen ts m axi m u m l en g th -to-d i am eter ( L/d) rati os for m ateri al h ard en i n g m eth od s i n cu rren t u se.
L/d rati o m ay be acceptabl e i f th e rati n g i s based on a face wi d th correspon d i n g to th e L/d rati o i n
H i g h er
th e tabl e. G en eral l y, h i g h er L/d rati os are perm i tted wh en an al yti cal l oad d i stri bu ti on m eth od s are
em pl oyed th at yi el d l oad d i stri bu ti on val u es, K , th at are l ess th an th e val u e cal cu l ated per 5. 3. 2 at th e
m axi m u m L/d rati o per Tabl e 3 an d th e proposal to th e pu rch aser i n cl u d es n oti ce an d j u sti fi cati on of th e
H
L/d rati o to be u sed . Th e an al yti cal meth od sh ou l d i n cl u d e, bu t n ot be l i m i ted to, ben d i n g an d torsi on al
d efl ecti on an d th erm al d i storti on .
No matter wh at th e L/d rati o i s, i f th e total h el i x m i sm atch , i n cl u d i n g com bi n ed ben d i n g , torsi on al

d efl ecti on an d th erm al d i storti on of th e tooth an d rotor, based on th e g ear rated power, exceed s 25 μm for
th rou g h h ard en ed g ears, or 1 5 μm for case or su rface h ard en ed g ears, th en an appropri ate h el i x
m od i fi cati on sh ou l d be appl i ed i n ord er to red u ce th e total m i sm atch to a m ag n i tu d e bel ow th ese val u es at
g ear rated power. Th e mod i fi cati on i s i n ten d ed to provi d e a u n i form l oad d i stri bu ti on across th e en ti re
face wi d th . G ears wi th pi tch l i n e vel oci ti es i n excess of 1 00 m /s are parti cu l arl y su scepti bl e to th ermal
d i storti on . Con si d erati on sh ou l d be g i ven to th e rel ati on sh i p of h el i x m od i fi cati on s to g ear tooth accu racy;
ti g h ter h el i x tol eran ces m ay be appropri ate. I n ad d i ti on , th e profi l e of th e pi n i on or g ear wh eel sh ou l d be
m od i fi ed wh en n ecessary to com pen sate for ben d i n g d efl ecti on s an d th erm al d i storti on .
Wh en operati n g con d i ti on s oth er th an g ear rated power are speci fi ed by th e pu rch aser, su ch as th e
n ormal tran sm i tted power, th e ven d or sh al l con si d er i n th e an al ysi s th e l en g th of ti m e an d l oad ran g e at
wh i ch th e g ear u n i t wi l l operate at each con d i ti on so th at th e correct h el i x m od i fi cati on can be d eterm i n ed .
Wh en con tact ch ecks are to be fu rn i sh ed on g ears wi th h el i x or profi l e mod i fi cati on s, th e pu rch aser an d
ven d or sh al l ag ree on th e acceptabl e ran g e of tooth con tact pattern s obtai n ed i n th e ch ecki n g stan d ,
h ou si n g , or test stan d .
4.7 Rotor construction

Several con fi g u rati on s m ay be appl i ed i n th e con stru cti on of rotors. Th e m ost com mon l y u sed are l i sted
bel ow:
- I n teg ral sh aft an d g ear el em en t. Th i s con fi g u rati on i s com m on l y u sed for pi n i on s, sm al l er g ears, or
rotati n g el emen ts operati n g above a pi tch l i ne vel oci ty of 1 50 meters per secon d . Th e pi n i on or g ear,
i n teg ral wi th i ts sh aft, i s m ach i n ed from a si n g l e bl an k;
- Sol i d bl an k sh ru n k on a sh aft. Th e sh ri n k fi t m ay be u sed ei th er wi th or wi th ou t a m ech an i cal torq u e

tran sm i tti n g d evi ce (su ch as key or spl i n e). Wh en n o torq u e tran sm i tti n g d evi ce i s u sed , th e sh ri n k fi t
sh al l provi d e am pl e capaci ty to tran sm i t torq u e wh en con si d eri n g cen tri fu g al an d th ermal effects.
Wh en a torq u e tran sm i tti n g d evi ce i s u sed , th e sh rin k fi t sh al l provi d e am pl e l ocati on su pport wh en
con si d eri n g cen tri fu g al an d th erm al effects;
- Fabri cated g ear. A forg ed ri m i s wel d ed d i rectl y to th e fabri cated su bstru ctu re prod u ci n g a on e-pi ece
wel d ed g ear. Th e sh aft m ay be a part of th e wel d m en t. Fabri cated g ears sh ou l d be an al yzed to
con si d er cen tri fu g al an d th erm al stresses an d fati g u e l i fe. M axi m u m pi tch l i n e vel oci ty for wel d ed
g ear con stru cti on i s 1 30 meters per secon d ;
- Forg ed ri m sh ru n k on to a su bstru ctu re. Th e su bstru ctu re m ay be forg ed , cast, or fabri cated . Th e
sh aft m ay be a part of th e su bstru ctu re. Sh ru n k ri m s sh al l con si d er stresses an d torq u e tran sm i tti n g
capaci ty d u e to fi t, cen tri fu g al , an d th erm al effects (refer to sol i d bl an k sh ru n k on sh aft above). Th e
n ormal d esi g n l i m i t for th i s type of con stru cti on i s 60 m eters per secon d .
Com bi n ati on s of th e above are often u sed on m u l ti stag e u n i ts.
Table 3 - Recommended maximum length-to-diameter (L/d) ratios

Hardening method Maximum L/d ratio
Double helical Single helical
Th rou g h h ard en ed 2. 2 1 .6
Case or su rface h ard en ed 2. 0 1 .6
NOTE:
L = face wi d th i n cl u d i n g g ap, mm ;
d = pi n i on operati n g pi tch d i am eter, mm

Stresses an d d efl ecti on s at h i g h speed s often d i ctate l i m i ts for a speci fi c type of con stru cti on . H igh
pi tch l i n e vel oci ty, especi al l y wh en combi n ed wi th h i g h l oad s, m ay req u i re speci al m ateri al speci fi cati on s
an d /or testi n g . Con stru cti on featu res su ch as h ol es i n th e g ear bod y sh ou l d be an al yzed for th ei r
i n fl u en ce on th e stress. Th e i n fl u en ce of real or vi rtu al i n cl u si on s an d /or cracks m ay n eed to be
con si d ered u si n g th e m eth od s of fractu re m ech an i cs, wi th testi n g of th e m ateri al to en su re th at th ere are
n o i n cl u si on s g reater th an th e assu med m axi m u m. Overal l , a carefu l an al ysi s of actu al operati n g
stresses an d d efl ecti on sh ou l d be m ad e to en su re rel i abl e operati on .
4.8 Gear housing

Th e g ear h ou si n g sh ou l d be d esi g n ed to provi d e a su ffi ci en tl y ri g i d en cl osed stru ctu re for th e rotati n g
el em en ts th at en abl es th em to tran sm i t th e l oad s i m posed by th e system an d protects th em from th e
en vi ron m en t i n wh i ch th ey wi l l operate. Th e ven d or's d esi g n of th e h ou si n g sh al l provi d e for proper
al i g n m en t of th e g eari n g wh en operati n g u n d er th e u ser's speci fi ed th erm al con d i ti on s, an d th e torsi on al ,
rad i al an d th ru st l oad i n g s appl i ed to i ts sh aft exten si on s. I n ad d i ti on , i t sh ou l d be d esi g n ed to faci l i tate
proper l u bri can t d rai n ag e from th e g ear m esh an d beari n g s.
Th e u ser's d esi g n of th e su pporti n g stru ctu re sh al l m ai n tai n proper an d stabl e al i g n m en t of th e g eari n g .

Al i g n m en t sh ou l d con si d er al l speci fi ed torsi on al , rad i al an d th ru st l oad i n g s, an d th ermal con d i ti on s
presen t d u ri n g operati on .
4.8.1 Special housing considerations

Certai n appl i cati on s m ay be su bj ected to operati n g con d i ti on s req u i ri n g speci al con si d erati on . Som e of
th ese operati n g con d i ti on s are:
- tem peratu re vari ati on s i n th e vi ci n i ty of th e g ear u n i t;
- rel ati ve th ermal g rowth between m ati n g system com pon en ts;
- en vi ron m en tal el em en ts th at wi l l attack th e u n i t h ou si n g , rotati n g com pon en ts, beari n g s or l u bri can t;
- i n ad eq u ate su pport for th e h ou si n g ;
- h i g h pi tch l i n e vel oci ti es wh i ch m ay affect l u bri can t d i stri bu ti on , create excessi ve tem peratu re ri se, or
cau se oth er ad verse con d i ti on s.
4.8.2 Shaft seals

Wh ere sh afts pass th rou g h th e h ou si n g , th e h ou si n g s sh al l be eq u i pped wi th seal s an d d efl ectors th at
sh al l effecti vel y retai n l u bri can t i n th e h ou si n g an d preven t en try of forei g n materi al i n to th e h ou si n g .
Easi l y repl aceabl e l abyri n th en d seal s an d d efl ectors are preferred . Th e seal s an d d efl ectors sh al l be
m ad e of n on -sparki n g m ateri al s. Li p seal s h ave a very fi n i te l i fe an d can g en erate en ou g h h eat at h i g h er
speed s to be a fi re h azard . Su rface vel oci ty sh ou l d be kept wi th i n th e seal m an u factu rer's
recom m en d ati on .
4.9 Bearings
Proper d esi g n of beari n g s i s cri ti cal to th e operati on of h i g h speed en cl osed d ri ve u n i ts. Th e beari n g
d esi g n sh al l con si d er th e g ear rated power.
Rad i al beari n g s are n orm al l y of th e h yd rod yn am i c sl eeve or pad type. Th ru st beari n g s are u su al l y fl at
l an d , tapered l an d , or ti l ti n g pad type. Rol l i n g el emen t beari n g s are occasi on al l y u sed . Beari n g d esi g n
sh al l con si d er start-u p an d u n l oad ed con d i ti on s.
4.9.1 Hydrodynamic bearings

H yd rod yn am i c beari n g s sh al l be l i n ed wi th su i tabl e beari n g materi al , su ch as ti n an d l ead based babbi tts.
Ti n al l oy i s u su al l y preferred over l ead al l oys becau se of i ts h i g h er corrosi on resi stan ce, easi er bon d i n g ,
an d better h i g h tem peratu re ch aracteri sti cs. H yd rod yn am i c beari n g s sh al l h ave a ri g i d steel or oth er
su i tabl e m etal l i c backi n g , an d be properl y i n stal l ed an d secu red i n th e h ou si n g ag ai n st axi al an d rotati on al
m ovem en t. Beari n g s are g en eral l y su ppl i ed spl i t for ease of assem bl y. Sel ecti on of th e parti cu l ar d esi g n
(sl eeve, pad type or l an d beari n g ) sh al l be based on eval u ati on of su rface vel oci ty, su rface l oad i n g ,
h yd rod yn am i c fi l m th i ckn ess, cal cu l ated beari n g tem peratu re, l u bri can t vi scosi ty, l u bri can t fl ow rate, an d
beari n g stabi l i ty.

H eat i s g en erated as a resu l t of l u bri can t sh ear. Tem peratu re i s reg u l ated by con trol l i n g th e l u bri can t fl ow
th rou g h th e beari n g an d extern al cool i n g of th e l u bri can t. Th e an ti ci pated peak babbi tt tem peratu re as
rel ated to beari n g l u bri can t d i sch arg e tem peratu res sh ou l d be kept wi th i n a ran g e th at i s compati bl e wi th
th e babbi tt an d l u bri can t ch aracteri sti cs. See Tabl e 4 for d esi g n l i mi ts.
4.9.2 Radial bearing stability

H yd rod yn am i c rad i al beari n g s sh al l be d esi g n ed su ch th at d am ag i n g sel f-g en erated i n stabi l i ti es (e. g . , h al f
freq u en cy wh i rl ) d o n ot occu r at an y an ti ci pated operati on al l oad or speed . H yd rod yn ami c i n stabi l i ty
occu rs wh en a j ou rn al d oes n ot retu rn to i ts establ i sh ed eq u i l i bri u m posi ti on after bei n g m om en tari l y
d i spl aced . Di spl acemen t i n trod u ces an i n stabi l i ty i n wh i ch th e sh aft wh i rl s arou n d th e beari n g axi s at l ess
th an on e-h al f j ou rn al speed . Kn own as “h al f freq u en cy wh i rl ”, th i s i n stabi l i ty m ay occu r i n l i g h tl y l oad ed
h i g h speed beari n g s.
4.9.3 Thrust bearings

Th ru st beari n g s sh al l be fu rn i sh ed wi th al l g ear u n i ts u n l ess oth erwi se speci fi ed . A th ru st beari n g i s
u su al l y provi d ed on l y on th e l ow speed sh aft for al l d ou bl e h el i cal g ears an d on si n g l e h el i cal g ears fi tted
wi th th ru st col l ars (see 4. 9. 7). Th ru st beari n g s are g en eral l y provi d ed on each sh aft for al l si n g l e h el i cal
g ears n ot fi tted wi th th ru st col l ars. I f th e axi al posi ti on of an y of th e sh afts d epen d s on i tems ou tsi d e th e
g ear u n i t, th e pu rch aser an d ven d or sh al l ag ree to th e arran g em en t rel ati ve to th e th ru st beari n g s.
Wh en g ear u n i ts are su ppl i ed wi th ou t th ru st beari n g s, som e type of en d fl oat l i mi tati on sh al l be provi d ed

at sh aft cou pl i n g s to m ai n tai n posi ti ve axi al posi ti on i n g of th e g ear rotors an d con n ected rotors.
Provi si on s to preven t con tact of th e rotati n g el emen ts wi th th e g ear casi n g sh al l be provi d ed u n l ess
oth erwi se speci fi cal l y ag reed to by th e pu rch aser.
Th e d esi g n of a h yd rod yn am i c beari n g to su stai n th ru st i s as com pl i cated as th e d esi g n of a rad i al

h yd rod yn am i c beari n g . Com pl ete an al ysi s req u i res con si d erati on of h eat g en erati on , l u bri can t fl ow,
beari n g materi al , l oad capaci ty, speed an d sti ffn ess. Th ru st beari n g l oad capaci ty sh ou l d con si d er th e
possi bi l i ty of torq u e l ock-u p l oad s from cou pl i n g s. Wh en oth er extern al th ru st forces are an ti ci pated , th e
ven d or sh al l be n oti fi ed of th ei r m ag n i tu d es.
4.9.4 Thrust collars

Th ru st col l ars m ay be u sed on si n g l e h el i cal g ears to m ai n tai n al i g n m en t an d tran sfer axi al forces from
th e pi n i on to th e g ear wh eel . Th e th ru st col l ars exten d beyon d th e pi n i on ou tsi d e d i ameter an d typi cal l y
h ave a con i cal sh ape th at con tacts a si m i l arl y sh aped su rface on th e m ati n g g ear ri m at a d i am eter bel ow
th e root d i ameter of th e g ear. Oth er d esi g n s al so exi st an d m ay be u sed .
Table 4 - Hydrodynamic babbitt bearing design limits1 )

Type of bearing Projected
3)
unit
2
Minimum lubricant Measured bearing
2) 3)
Maximum velocity, 3)
load, N/mm film thickness, mm temperature, °C m/s
Rad i al beari n g
- Fi xed g eometry 3. 8 0. 020 115 1 00
- Ti l ti n g pad 4. 2 0. 020 115 1 25
Th ru st beari n g s
- Tapered l an d 2. 5 0. 020 115 1 25
- Fl at face 0. 5 N /A 115 50
- Ti l ti n g pad 3. 5 0. 01 5 115 1 25
NOTE:
Tabl e l i m i ts wi l l g en eral l y n ot occu r al l tog eth er; on e parameter al on e m ay d i ctate th e d esi g n .
1)
Li m i ts are for babbi tt on steel backi n g . Wh en oth er m ateri al s are u sed , establ i sh ed l i mi ts for th ese m ateri al s are
permi ssi bl e. Beari n g cl earan ces sh ou l d be ch osen to yi el d proper tem peratu re, h i g h sti ffn ess an d stabi l i ty, as wel l
as to en su re ad eq u ate cl earan ce to cope wi th th erm al g rad i en ts, wh eth er stead y, stati c, or tran si en t. Th e averag e
rati o of d i am etral cl earan ce ( S)J to th e n om i n al bore si ze ( D ), S /D
J J J, for rad i al beari n g s i s approxi m atel y 0. 002
m m /m m .
2)
Beari n g tem peratu re m easu remen ts are taken i n th e m etal l i c backi n g materi al wi th i n 3 m m of th e backi n g
m ateri al /babbi tt i n terface at th e h ottest operati on al zon e of th e beari n g ci rcu m feren ce.
3)
H i g h er val u es are acceptabl e i f su pported ei th er wi th speci al en g i n eeri n g or testi n g an d fi el d experi en ce.

4.9.5 Rolling element bearings

Sel ecti on of rol l i n g el em en t beari n g s sh al l be based u pon th e appl i cati on req u i rem en ts an d th e beari n g
m an u factu rer's recom m en d ati on s an d rati n g meth od s. For n orm al appl i cati on s, an L 10 l i fe of 50, 000
h ou rs m i n i m u m i s req u i red at g ear rated power.
4.1 0 Threaded fasteners

Refer to AN SI /AG M A 6001 -E08, cl au se 9.
4.1 1 Shafting
Th e pi n i on an d g ear sh afts may n orm al l y be d esi g n ed for th e m axi m u m ben d i n g an d maxi m u m torsi on al
sh ear stresses at th e g ear rated power by th e appropri ate m eth od s an d al l owabl e val u es from
AN SI /AG M A 6001 -E08, cl au se 5, or oth er eq u i val en t stan d ard s. To en su re th at th e sh aft i s n ot u n d er or
oversi zed , oth er avai l abl e an al ysi s m eth od s m ay be u sed for a m ore i n d epth stu d y.
5 Rating of gears
5.1 Rating criteria
Th e pi tti n g resi stan ce power rati n g an d ben d i n g stren g th power rati n g for each g ear m esh i n th e u n i t i s
cal cu l ated per AN SI -AGM A 21 01 -D04 u si n g th e factors speci fi ed in th i s cl au se. Th e l owest val u e
obtai n ed sh al l be u sed as th e al l owabl e tran sm i tted power of th e g ear set.
Th e al l owabl e tran sm i tted power for th e g ear set, P , i s d eterm i n ed :

a
P P
P  th e l e sser of a zu
an d
a yu
a
C SF
K SF
(1 )
wh ere
P azu i s al l owabl e tran sm i tted power for pi tti n g resi stan ce at u n i ty servi ce factor (C SF = 1 . 0);
P ayu i s al l owabl e tran sm i tted power for ben d i n g stren g th at u n i ty servi ce factor ( K SF = 1 . 0);
C SF i s servi ce factor for pi tti n g resi stan ce; recom m en d ed val u es are sh own i n an n ex A;
K SF i s servi ce factor for ben d i n g stren g th ; recom men d ed val u es are sh own i n an n ex A.
Th e g ear rated power sh al l be l ess th an , or eq u al to, th e al l owabl e tran sm i tted g earset power rati n g :
P Pr a
(2)
wh ere
P r i s g ear rated power, kW.
I t i s recog n i zed th at al l pri m e m overs h ave overl oad capaci ty, wh i ch sh ou l d be speci fi ed .
5.2 Service factor, CSF and KSF

Th e servi ce factor i n cl u d es th e com bi n ed effects of overl oad , rel i abi l i ty, an d oth er appl i cati on rel ated
i n fl u en ces. Th e AG M A servi ce factor u sed i n th i s stan d ard d epen d s on experi en ce acq u i red i n each
speci fi c appl i cati on .
I n d eterm i n i n g th e servi ce factor, con si d erati on sh ou l d be g i ven to th e fact th at system s d evel op a peak
torq u e, wh eth er from th e pri m e m over, d ri ven m ach i n ery, or tran si ti on al system vi brati on s, th at i s g reater
th an th e n om i n al torq u e.
Wh en an acceptabl e servi ce factor i s n ot kn own from experi en ce, th e val u es sh own i n an n ex A sh ou l d be

u sed as m i n i m u m al l owabl e val u es.
5.3 Pitting resistance power rating

Th e pi tti n g resi stan ce of g ear teeth i s con si d ered to be a H ertzi an con tact fati g u e ph en omen on . I n i ti al
pi tti n g an d d estru cti ve pi tti n g are i l l u strated an d d i scu ssed i n AN SI /AG M A 1 01 0.

Th e pu rpose of th e pi tti n g resi stan ce form u l a i s to d eterm i n e a l oad rati n g at wh i ch d estru cti ve pi tti n g of
th e teeth d oes n ot occu r d u ri n g th ei r d esi g n l i fe. Rati n g s for pi tti n g resi stan ce are based on th e form u l as
d evel oped by H ertz for con tact pressu re between two cu rved su rfaces, m od i fi ed for th e effect of l oad
sh ari n g between ad j acen t teeth .
Th e pi tti n g resi stan ce power rati n g for g eari n g wi th i n th e scope of th i s stan d ard sh al l be d eterm i n ed by
th e rati n g m eth od s an d proced u res of AN SI /AG M A 21 01 -D04, cl au se 1 0, wh en u si n g servi ce factors, wi th
th e val u es for factors as speci fi ed i n th i s cl au se an d cl au ses 5. 3. 1 th rou g h 5. 3. 3:
Z W i s h ard n ess rati o factor, Z = 1 . 0;

W
Y θ i s tem peratu re factor, Y = 1 . 0;

θ
K s i s si ze factor, K s = 1 . 0;
Z R i s su rface con d i ti on factor, Z

R = 1 . 0;
Z N i s stress cycl e factor (see 5. 3. 1 );
K H i s l oad d i stri bu ti on factor (see 5. 3. 2);
K v i s d yn am i c factor (see 5. 3. 3).
5.3.1 Stress cycle factor, ZN

Stress cycl e factor, Z , i s cal cu l ated by th e l ower cu rve of fi g u re 1 7 of AN SI /AG M A 21 01 -D04, an d sh ou l d
N
be based on a m i n i m u m of 40 000 h ou rs of servi ce at rated operati n g speed .
Z N
 2.466 nL0.056 (3)
wh ere
n L i s n u m ber of stress cycl es.
Wh en th e n u m ber of stress cycl es exceed s 1 0

10
(i . e. , speed above 41 67 rpm for 40 000 h ou rs), ZN sh ou l d
be l ess th an or eq u al to 0. 68.
I f l ess th an 40 000 h ou rs i s u sed for rati n g , i t sh al l be wi th th e speci fi c approval of th e pu rch aser an d sh al l

be so stated al on g wi th th e rati n g .
5.3.2 Load distribution factor, KH

K i s th e l oad d i stri bu ti on factor. Val u es are to be per AN SI /AG M A 21 01 -D04.
H Th e fol l owi n g val u es sh al l
be u sed wi th th e em pi ri cal m eth od :
K Hma i s m esh al i g n m en t factor. U se val u es from cu rve 3, preci si on en cl osed g ear u n i ts, of fi g u re 7 an d
tabl e 2 of AN SI /AG M A 21 01 -D04;
K Hmc i s h el i x correcti on factor,
K H m c= 0. 8;
K H pm i s pi n i on proporti on factor,
K H pm = 1 . 0;
K He i s m esh al i g n m en t correcti on factor,
K He = 0. 8.

Th e val u e u sed for K

H sh al l n ot be l ess th an 1 . 1 .
NOTE: Th e above em pi ri cal rati n g m eth od assu m es properl y m atch ed h el i x wh eth er u n m od i fi ed or m od i fi ed ,

teeth cen tral to th e beari n g span an d tooth con tact ch ecked at assem bl y wi th con tact ad j u stmen ts as req u i red . If
th ese con d i ti on s are n ot met, or for wi d e face g ears, i t may be d esi rabl e to u se an an al yti cal approach to
d eterm i n e l oad d i stri bu ti on factor. AGM A 927 provi d es on e su ch approach .
5.3.3 Dynamic factor, Kv

Dyn am i c factors accou n t for i n tern al l y g en erated g ear tooth d yn am i c l oad s, wh i ch are cau sed by g ear
tooth m esh i n g acti on at a n on -u n i form rel ati ve an g u l ar vel oci ty.
Th e d yn am i c factor i s th e rati o of tran sm i tted tan g en ti al tooth l oad to th e total tooth l oad , wh i ch i n cl u d es
th e d yn am i c effects.

F  Ft
K  d
v
F
t
(4)
wh ere
F d i s i n cremen tal d yn am i c tooth l oad d u e to th e d yn am i c respon se of th e g ear pai r to tran sm i ssi on
error exci tati on , N ;
F t i s tran sm i tted tan g en ti al l oad , N .
Dyn am i c forces on g ear teeth resu l t from g ear tran sm i ssi on error. Th e tran sm i ssi on error i s cau sed by:
- i n h eren t vari ati on s i n g ear accu racy as m an u factu red ;
- g ear tooth d efl ecti on s wh i ch are d epen d en t on th e vari abl e m esh sti ffn ess an d th e tran sm i tted l oad .
Th e d yn am i c respon se to tran sm i ssi on error exci tati on i s i n fl u en ced by:
- m asses of th e g ears an d con n ected rotors;
- sh aft an d cou pl i n g sti ffn ess;
- d ampi n g ch aracteri sti cs of th e rotor an d beari n g system .
Th e AGM A fl an k tol eran ce cl assi fi cati on per AN SI /AG M A I SO 1 328-1 -B1 4, speci fi cal l y tooth el em en t
tol eran ces for pi tch an d profi l e, an d th e pi tch l i n e vel oci ty m ay be u sed as param eters to g u i d e th e
sel ecti on of d yn am i c factors. Wi th i n th e 1 . 09 to 1 . 1 5 d yn am i c factor ran g e, th e tren d i s for K
v to vary i n
n earl y a d i rect rel ati on sh i p wi th fl an k tol eran ce cl asses from 2 to 5 as sh own i n Tabl e 5.
Th e d yn am i c factor, K,
v d oes n ot accou n t for d yn am i c tooth l oad s wh i ch m ay occu r d u e to torsi on al or
l ateral n atu ral freq u en ci es. System d esi g n s sh ou l d avoi d h avi n g su ch n atu ral freq u en ci es cl ose to an
exci tati on freq u en cy associ ated wi th an operati n g speed , si n ce th e resu l ti n g g ear tooth d yn am i c l oad s
can be very h i g h .
Refer to AN SI /AG M A 21 01 -D04 for ad d i ti on al con si d erati on s i n fl u en ci n g d yn am i c factors.
5.4 Bending strength power rating

Th e i n ten t of th e AG M A stren g th rati n g form u l a i s to d eterm i n e th e l oad wh i ch can be tran sm i tted for th e
d esi g n l i fe of th e g ear d ri ve wi th ou t cau si n g root fi l l et cracki n g or fati g u e fai l u re.
Th e g ear ri m th i ckn ess sh al l be su ffi ci en t for th e cal cu l ated ri m th i ckn ess factor to be 1 . 0 per AN SI /AG M A
21 01 -D04 an n ex B.
Occasi on al l y, m an u factu ri n g tool m arks, wear, su rface fati g u e, or pl asti c fl ow m ay l i m i t ben d i n g stren g th
d u e to stress con cen trati on arou n d l arg e, sh arp corn ered pi ts or wear steps on th e tooth su rface.
Th e ben d i n g stren g th power rati n g for g eari n g wi th i n th e scope of th i s stan d ard sh al l be d eterm i n ed by
th e rati n g m eth od s an d proced u res of AN SI /AG M A 21 01 -D04, cl au se 1 0, wh en u si n g servi ce factors, wi th
th e val u es for factors as speci fi ed i n th i s cl au se an d cl au ses 5. 4. 1 , 5. 3. 3 an d 5. 3. 2:
Yθ i s tem peratu re factor, Yθ = 1 . 0;

K s i s si ze factor, Ks = 1 . 0;
K B i s ri m th i ckn ess factor, K B = 1 . 0;
Y N i s stress cycl e factor (see 5. 4. 1 );
K v i s d yn am i c factor (see 5. 3. 3);
K H i s l oad d i stri bu ti on factor (see 5. 3. 2).
Table 5 - Dynamic factor as a function of flank tolerance classification

ANSI/AGMA ISO 1 328-1 -B1 4 Dynamic factor, Kv
flank tolerance class
5 1 .1 5
4 1 .1 3
3 1 .1 1
2 1 . 09

5.4.1 Stress cycle factor, YN

Stress cycl e factor, Y , i s cal cu l ated by th e l ower cu rve of fi g u re 1 8 of AN SI /AG M A 21 01 -D04, an d sh ou l d
N
be based on a m i n i m u m of 40 000 h ou rs of servi ce at rated operati n g speed .
YN
 1 .6831 nL0.0323 (5)
wh ere
n L i s n u m ber of stress cycl es.
Wh en th e n u m ber of stress cycl es exceed s 1 0

10
(i . e. , speed above 41 67 rpm for 40 000 h ou rs), Y N sh ou l d
be l ess th an or eq u al to 0. 80.
I f l ess th an 40 000 h ou rs i s u sed for rati n g , i t sh al l be wi th th e speci fi c approval of th e pu rch aser an d sh al l

be so stated al on g wi th th e rati n g .
5.5 Allowable stress numbers, σHP and σFP

Al l owabl e stress n u m bers, wh i ch are d epen d en t u pon m ateri al an d processi n g , are g i ven i n AN SI /AG M A
21 01 -D04, cl au se 1 6. Th at cl au se al so speci fi es th e treatm en t of m om en tary overl oad con d i ti on s.
AG M A 923 ‐ B05 sh al l be u sed i n con j u n cti on wi th th i s stan d ard . I t i s to be u sed i n i ts en ti rety i n pl ace of
th e m etal l u rg i cal tabl es 7, 8, 9, an d 1 0 of AN SI /AG M A 21 01 ‐ D04 (or AN SI /AG M A 2001 -D04). Fl am e
h ard en ed g eari n g i s n ot approved for com pl i an ce wi th th i s stan d ard .
Th ree g rad es of m ateri al h ave been establ i sh ed . G rad e 1 m ateri al sh al l n ot be u sed for g ears rated by
th i s stan d ard . Both G rad e 2 an d G rad e 3 are h eat treated u n d er carefu l l y con trol l ed con d i ti on s. Th e
ch oi ce of m ateri al , h ard n ess an d g rad e i s l eft to th e g ear d esi g n er; h owever, val u es of σ HP an d σ FP sh al l
be for g rad e 2 m ateri al s.
Du e con si d erati on sh ou l d be g i ven to ad d i ti on al testi n g , su ch as u l trason i c or mag n eti c parti cl e i n specti on

of h i g h speed g ear rotors wh i ch are su bj ect to h i g h fati g u e cycl es or h i g h stress, or both , d u ri n g operati on .
Refer to An n ex F for ad d i ti on al m etal l u rg i cal con si d erati on s. For d etai l s on tooth fai l u re, refer to
AN SI /AG M A 1 01 0.
Th e cl ean l i n ess of steel u sed for g ears con trol l ed by th i s stan d ard , speci fi cal l y n on -metal l i c i n cl u si on s i n
th e raw m ateri al , sh al l be con trol l ed by AG M A 923-B05 Tabl e 2 I tem 4 Al tern ati ve A, B, or C; bu t n ot
Al tern ati ve D.
Th e g rai n si ze sh al l be 90% G rai n Si ze 5 an d fi n er, wi th n o g rai n coarser th an G rai n Si ze 3. G rai n si ze

ch ecks after carbu ri zi n g may be con si d ered .
Th e m i n i m u m total raw m ateri al area red u cti on rati o sh al l be ach i eved by h ot worki n g processes wh i ch
en su re th rou g h -secti on worki n g .
5.6 Reverse loading

For i d l er g ears an d oth er g ears wh ere th e teeth are compl etel y reverse l oad ed on every cycl e, u se 70
percen t of th e al l owabl e ben d i n g stress n u m ber, σ FP , i n AN SI /AG M A 21 01 -D04.
5.7 Scuffing resistance

Scu ffi n g fai l u re (someti m es i n correctl y referred to as scori n g ) h as been kn own for m an y years an d i s a
con cern for h i g h speed g ear u n i ts. Wh en h i g h speed g ears are su bj ect to h i g h l y l oad ed con d i ti on s an d
high sl i d i n g vel oci ti es, th e l u bri can t fi l m m ay n ot ad eq u atel y separate th e su rfaces. Th i s l ocal i zed
d am ag e to th e tooth su rface i s referred to as “scu ffi n g ”. Scu ffi n g wi l l exh i bi t i tsel f as a d u l l m atte or rou g h
fi n i sh u su al l y at th e extrem e en d reg i on s of th e contact path or n ear th e poi n ts of a si n g l e pai r of teeth
con tact resu l ti n g i n severe ad h esi ve wear.
Scu ffi n g i s n ot a fati g u e ph en om en on an d m ay occu r i n stan tan eou sl y. Th e ri sk of scu ffi n g d am ag e vari es
wi th th e m ateri al of th e g ear, l u bri can t bei n g u sed , vi scosi ty of th e l u bri can t, su rface rou g h n ess of th e
tooth fl an ks, sl i d i n g vel oci ty of th e m ati n g g ear set u n d er l oad , an d g eom etry of th e g ear teeth . Ch an g es
i n an y or al l of th ese factors can red u ce scu ffi n g ri sk.

Further information is provided in annex B. Although annex B is not a requirement of this standard, it is
recommended that this or some other method be used to check for the probability of scuffing failure. See
AGMA 925-A03 for further information.
6 Lubrication
6.1 Design parameters
Proper lubrication of high speed gear units consists of:
- Selecting an appropriate lubricant;
- Ensuring that the lubricant enters the gear mesh;
- Providing adequate lubricant flow so that heat generated in the mesh is removed;
- Providing adequate lubricant flow to the bearings.
There are a number of other considerations in the design of a high speed gear unit lubrication system but
all are related to these three basic requirements. Failure modes that can occur due to inadequate
lubrication include: scuffing, micropitting, and abrasive wear, see ANSI/AGMA 1 01 0.
High speed gear units shall be designed with a pressurized lubrication supply system to provide
lubrication and cooling to the gears and bearings. A normal lubricant inlet pressure of 1 to 2 bar is an
industry accepted value. Special applications may require other lubricant pressures. If a gear element
extends below the lubricant level in the gear casing, it is said to be dipping in the lubricant. Dipping at
high speed can result in high power losses, rapid overheating, possible fire hazard, and should be
avoided.
The following minimum parameters should be considered to ensure that proper lubrication is provided for
the gear unit:
- type of lubricant;
- lubricant viscosity;
- film thickness;
- surface roughness;
- inlet lubricant pressure;
- inlet lubricant temperature;
- filtration;
- drainage;
- retention or settling time;
- lubricant flow rate;
- cooling requirements.
6.2 Choice of lubricant

The recommendations of the gear vendor should be followed, in selecting a gear lubricant, particularly
when considering alternate viscosities. See Table 6 and annex I.
Table 6 - Recommended lubricants

ISO viscosity grade (VG) Viscosity range mm 2/s (cSt) at 40°C Minimum viscosity index (VI)
32 28.8 to 35.2 90
46 41 .4 to 50.6 90
68 61 .2 to 74.8 90
1 00 90.0 to 1 00.0 90
NOTE:
The lubricant selected should have a pour point at least 6°C below the lowest expected ambient temperature.
©AGMA
6.2.1 Additives
Ch an g es to th e l evel of fi l trati on sh ou l d on l y be d on e i n con su l tati on wi th both th e g ear ven d or an d
l u bri can t m an u factu rers. Certai n l u bri can t ad d i ti ves, su ch as th ose i n extrem e pressu re (EP) l u bri can ts,
m ay be rem oved by fi n e fi l trati on , su ch as 1 0 m i cron absol u te or fi n er; extreme pressu re l u bri can ts are
n ot n orm al l y u sed i n h i g h speed u n i ts. See 6. 3. 6.
To avoi d d epen d en cy on extrem e pressu re ad d i ti ves, u n l ess oth erwi se speci fi ed , th e g ear u n i t sh ou l d be
d esi g n ed for u se wi th a l u bri can t th at fai l s I SO 1 4635-1 l oad stag e 6. Th e l u bri can t, h owever, sh al l pass
I SO 1 4635-1 l oad stag e 5.
6.2.2 Viscosity
Sel ecti on of an appropri ate l u bri can t vi scosi ty i s a com prom i se of factors. I n ad d i ti on , l u bri cati on system s
are often ti m es i n teg rated wi th oth er d ri ve trai n eq u i pm en t wh ose vi scosi ty req u i rem en ts are d i fferen t from
th e g ear u n i t. Th i s com pl i cates th e sel ecti on of th e l u bri can t.
Load carryi n g capaci ty of th e l u bri can t fi l m i n creases wi th th e vi scosi ty of th e l u bri can t. Th erefore, a
h i g h er vi scosi ty i s preferred at th e g ear m esh . Devel opm en t of an ad eq u ate el astoh yd rod yn am i c l u bri can t
fi l m th i ckn ess an d red u cti on i n tooth rou g h n ess are of pri m ary i m portan ce to th e l i fe of th e g earset. Refer
to AN SI /AG M A 925-A03 for referen ces on eval u ati n g l u bri can t properti es for th e d evel opm en t of a
l u bri can t fi l m . H owever, i n h i g h speed g ear u n i ts, parti cu l arl y th ose wi th h i g h beari n g l oad s an d h i g h
j ou rn al vel oci ti es, h eat created i n th e beari n g s i s con si d erabl e. H ere, th e vi scosi ty n eed s to be l ow
en ou g h to perm i t ad eq u ate cool i n g of th e beari n g s.
An n ex I g i ves g u i d el i n es for l u bri can t sel ecti on i n th e form of tabl es based on operati n g tem peratu re an d
vel oci ti es. Refer to cl au se 4 of AN SI /AG M A 9005-E02 for l u bri can t cl assi fi cati on s an d performan ce
req u i remen ts.
6.2.3 Synthetic lubricants

Syn th eti c l u bri can ts m ay be ad van tag eou s in som e appl i cati on s, especi al l y wh ere extrem es of
tem peratu re are i n vol ved . Th ere are m an y types of syn th eti c l u bri can ts, an d some h ave d i sti n ct
d i sad van tag es. Th e g ear ven d or sh ou l d be con su l ted before u si n g an y syn th eti c l u bri can t.
6.3 Lubrication considerations

6.3.1 Ambient temperature
Th e n ormal am bi en t temperatu re ran g e for h i g h speed g ear u n i t operati on i s from -1 0° C to 55° C. Th e
ven d or sh ou l d be i n form ed wh at th e am bi en t tem peratu re wi l l be, or i f a l arg e rad i an t h eat sou rce i s
l ocated n ear th e g ear u n i t. Fu rth erm ore, i f l ow am bi en t tem peratu re cau ses th e su m p tem peratu re to d rop
bel ow 20° C at start-u p, th e g ear ven d or sh ou l d be ad vi sed . Speci al proced u res or eq u i pm en t, su ch as
h eaters, m ay be req u i red to en su re ad eq u ate l u bri cati on .
6.3.2 Environment
I f a g ear u n i t i s to be operated i n an extrem el y h u m i d , sal t water, ch em i cal , or d u st l ad en atm osph ere, th e
g ear ven d or sh al l be ad vi sed . Wh en so ad vi sed , speci al care sh al l be taken to preven t l u bri can t
con tam i n ati on .
6.3.3 Temperature control

Th e l u bri can t tem peratu re con trol system sh al l be d esi g n ed to m ai n tai n a l u bri can t i n l et tem peratu re
wi th i n d esi g n l i m i ts at an y expected ambi en t tem peratu re or operati n g con d i ti on . Desi g n i n l et tem peratu re
m ay vary, bu t 50° C i s a g en eral l y accepted val u e. Lu bri can t tem peratu re ri se th rou g h th e g ear u n i t sh ou l d
be l i m i ted to 30° C. Speci al operati n g con d i ti on s, su ch as h i g h pi tch l i n e vel oci ty, h i g h i n l et l u bri can t
tem peratu re, an d h i g h am bi en t tem peratu re m ay resu l t i n h i g h er operati n g tem peratu res.
6.3.4 Gear element cooling and lubrication

Th e si ze an d l ocati on of th e spray n ozzl es i s cri ti cal to th e cool i n g an d proper l u bri cati on of th e g ear
m esh .

Spray n ozzl es m ay be posi ti on ed to su ppl y l u br i can t at ei th er th e i n -m esh , ou t-m esh , or both si d es of th e

g ear mesh (or at oth er poi n ts) at th e d i screti on of th e ven d or.
I n oi l l u bri cated systems, th e amou n t of oi l su ppl i ed to th e g ear m esh d epen d s on th e h eat g en erati on
rate. Th e am ou n t of oi l req u i red i n th e form ati on of an oi l fi l m i s m i n i scu l e com pared to th at req u i red for
cool i n g . M ost h i g h speed g ear l u bri cati on systems are d esi g n ed to h an d l e th e h i g h est h eat l oad an d
h ave excess capaci ty at al l oth er operati n g con d i ti on s. H eat g en erati on i n g ears an d beari n g s can be
esti m ated by vari ou s tech n i q u es su ch as AG M A I SO 1 41 79-1 . Typi cal l y, con vecti on an d rad i ati on are
i g n ored su ch th at th e en ti re h eat l oad i s to be tran sferred to th e cool i n g oi l by con d u cti on an d th en
rem oved from th e system wi th a separate oi l cool er. Kn owi n g th e h eat l oad , th e l u bri can t ch aracteri sti cs,
an d th e al l owabl e temperatu re ri se, th e req u i red oi l fl ow rate to cool th e g ear m esh can be cal cu l ated .
Th i s cal cu l ati on i s l i m i ted to th e req u i red oi l fl ow to cool th e m esh ; n o accom m od ati on s are mad e for
an ci l l ary com pon en ts su ch as beari n g s, seal s, etc.
Hg
M (6)

ch Tout  Tin 
wh ere
M i s l u bri can t fl ow rate for h eat rem oval , kg /m i n ;
Hg i s h eat g en erated at d esi g n poi n t, kJ /m i n ;
ch i s l u bri can t speci fi c h eat at ( Tou t +Ti n )/2, kJ /kg C° ;
Tou t i s averag e oi l ou t tem peratu re, ° C;
Ti n i s averag e oi l i n tem peratu re, ° C.
6.3.5 Lubricant sump

Th e l u bri can t reservoi r may be i n th e bottom of th e g ear case (wet su mp) or i n a separate tan k (d ry
su m p). I n ei th er case, th e system sh ou l d be si zed , ven ted , an d baffl ed to ad eq u atel y d e-aerate th e
l u bri can t an d con trol foam i n g . I n d ry su m p appl i cati on s, th e extern al d rai n ag e system sh al l be ad eq u atel y
si zed , sl oped an d ven ted to avoi d resi d u al l u bri can t bu i l d u p i n th e g ear case. Drai n vel oci ti es m ay vary,
bu t 0. 3 m eters per secon d i n a h al f fu l l open i n g i s a g en eral l y accepted m axi m u m val u e.
6.3.6 Filtration
I t i s very i m portan t to con ti n u ou sl y rem ove con tam i n ati on parti cl es from th e oi l system wi th an appropri ate
fi l ter u pstream of th e g earbox. I t i s g ood practi ce to l ocate th e fi l ter as n ear as possi bl e to th e g ear u n i t
l u bri can t i n l et. Th e fi l ter sh al l be 25 m i cron absol u te or fi n er. Fi l trati on to 10 m i cron s absol u te is
recom m en d ed wh en l i g h t tu rbi n e l u bri can ts, e. g . I SO VG 32, are u sed , parti cu l arl y for h i g h er operati n g
tem peratu res. I SO 4406 m ay be u sed as a m ore compl ete speci fi cati on of th e oi l cl ean l i n ess req u i red . An
I SO 4406: 1 999 cl ean l i n ess l evel of 1 7/1 5/1 2 i s recom m en d ed i f th ere i s n o oth er recom m en d ati on from
th e g ear ven d or.
Lu bri cati on system s sh al l n ot be d esi g n ed wi th th e abi l i ty to bypass oi l arou n d th e fi l ter. A d u pl ex fi l ter i s

recom m en d ed to faci l i tate cl ean i n g of th e fi l ter wh en th e u n i t can n ot be con ven i en tl y sh u t d own for fi l ter
ch an g e. A m ech an i sm to i n d i cate th e cl ean l i n ess of th e fi l ter i s al so recom m en d ed .
System s th at take a porti on of th e fi l tered l u bri can t an d fu rth er cl ean i t are acceptabl e. I t h as been fou n d
th at rem ovi n g very fi n e parti cl es can g reatl y exten d l u bri can t l i fe.
I n ad d i ti on to th e fi l ter, a screen on th e su cti on si d e may be u sed to protect th e pu m p. Th i s screen sh ou l d

h ave a coarse m esh to avoi d fl ow restri cti on .
CAUTION: Lu bri can ts sh ou l d n ot be fi l tered th rou g h fu l l er’ s earth or oth er types of fi l ters wh i ch cou l d rem ove th e
ad d i ti ves of th e ori g i n al form u l ati on .
6.3.7 Drain lines

Th e d rai n l i n e con fi g u rati on sh al l be i n accord an ce wi th th e g ear ven d or's recom m en d ati on s. Drai n l i n es
sh ou l d be si zed so th ey are n o more th an h al f fu l l . Th e l i n es sh ou l d sl ope d own at a m i n i m u m of 20
m i l l i m eters per m eter an d h ave a m i n i mu m n u m ber of ben d s an d el bows.

6.4 Lubricant maintenance

Th e l u bri can t sh ou l d be fi l tered an d tested , or ch an g ed peri od i cal l y, to assu re th at ad eq u ate l u bri can t
properti es are m ai n tai n ed .
Pri or to i n i ti al start-u p of th e g ear u n i t, th e l u bri cati on system sh ou l d be th orou g h l y cl ean ed an d fl u sh ed . I t

i s recom men d ed th at th e i n i ti al l u bri can t be ch an g ed or tested after 500 h ou rs of operati on .
6.4.1 Change interval

U n l ess th e ven d or recom men d s d i fferen t i n terval s, u n d er n orm al operati n g con d i ti on s su bseq u en t ch an g e
or test i n terval s sh ou l d be 2500 operati n g h ou rs, or 6 m on th s, wh i ch ever occu rs fi rst. Exten d ed ch an g e
peri od s may be establ i sh ed th rou g h peri od i c testi n g of l u bri can ts. Wi th peri od i c l u bri can t testi n g an d
con d i ti on i n g , i t i s n ot u n com m on to operate l u bri cati on systems wi th ou t l u bri can t ch an g es for th e l i fe of
th e g ear d ri ve.
6.4.2 Water contamination

Wh ere operati n g con d i ti on s resu l t i n water col l ecti n g i n th e l u bri cati on system , th e l u bri can t sh ou l d be
processed , or ch an g ed as req u i red , to keep water con ten t bel ow th e l u bri can t m an u factu rer's
recom m en d ati on . Fai l u re to con trol m oi stu re m ay resu l t i n d am ag e to th e g ear u n i t. Som e l u bri can ts are
h yg roscopi c (absorb water) an d m ay n eed speci al con si d erati on to el i m i n ate or con trol th e water con ten t
an d total aci d n u m ber.
7 Vibration and sound

7.1 Vibration analysis
Th e rati n g eq u ati on s u sed by th i s stan d ard assu m e sm ooth operati on of th e rotors. Vi brati on of an y
com pon en t of a g ear u n i t can resu l t i n ad d i ti on al d yn am i c l oad s bei n g su peri m posed on th e n orm al
operati n g l oad s. Vi brati on of su ffi ci en t am pl i tu d e can resu l t in i m pact l oad i n g of th e g ear teeth ,
i n terferen ce i n th e g ear mesh , or d am ag e to com pon en ts at cl ose cl earan ce l ocati on s i n th e g ear u n i t.
Th e types of vi brati on th at are g en eral l y of con cern for h i g h speed g ear u n i ts are th e torsi on al , l ateral an d
axi al m od es of th e rotati n g el em en ts, si n ce th ese can h ave a d i rect i n fl u en ce on th e tooth l oad . G en eral l y
h owever, on l y th e l ateral an d torsi on al d eg rees of freed om are revi ewed an al yti cal l y d u ri n g d esi g n .
7.2 Lateral critical speeds

Lateral vi brati on i s th at for wh i ch rel ati ve d i spl acem en ts of th e rotor take pl ace i n pl an es tran sverse to th e
axi s of rotati on . Lateral cri ti cal speed s correspon d to reson an t freq u en ci es of th e com bi n ed rotor, beari n g
an d su pport system . Th e basi c i d en ti fi cati on of cri ti cal speed s i s mad e from th e n atu ral freq u en ci es of th e
system an d th e forci n g ph en om en a. I f th e freq u en cy of an y h arm on i c com pon en t of a peri od i c forci n g
ph en om en on i s eq u al to, or approxi m ates th e n atu ral freq uen cy of an y m od e of rotor vi brati on , a con d i ti on
of reson an ce m ay exi st. I f reson an ce exi sts, th e speed at wh i ch th e peak respon se occu rs i s cal l ed a
cri ti cal speed . For rotors su pported by fl u i d fi l m beari n g s, th e speed or freq u en cy at wh i ch th ese occu r wi l l
vary wi th th e tran sm i tted l oad , pri m ari l y as a resu l t of th e ch an g e i n th e sti ffn ess of th e beari n g l u bri can t
fi l m .
Cri ti cal speed s are n ormal l y d eterm i n ed u si n g a rotor respon se an al ysi s an d are con si d ered to be
acceptabl e i f: (a) th e separati on m arg i n i s g reater th an 20 percen t; or (b) th e vi brati on l evel s are wi th i n th e
speci fi ed l i m i t an d th e am pl i fi cati on factor i s l ess th an 2. 5 (see 7. 2. 5). I t i s i m portan t to con si d er sl ow rol l ,
startu p, an d sh u td own of th e eq u i pmen t as th e rotati n g el em en ts pass th rou g h th ei r cri ti cal speed s.
I n som e cases a si mpl e u n d am ped l ateral cri ti cal speed an al ysi s m ay be su ffi ci en t for d esi g n . I f th i s
m eth od i s to be th e sol e cri teri on for d eterm i n i n g th e fi tn ess of a rotor wi th i ts su pport system , i t sh ou l d be
based u pon si g n i fi can t experi en ce i n th e d esi g n of h i g h speed g ear d ri ves em pl oyi n g th i s m eth od . Th e
resu l ts are n orm al l y presen ted as a m ap of u n d am ped n atu ral freq u en ci es versu s su pport sti ffn ess
d eterm i n ed for vari ou s con d i ti on s of tran sm i tted l oad . Th e m ap i s u sed to i d en ti fy poten ti al cri ti cal speed s
by l ocati n g th e i n tersecti on of th e pri n ci pal beari n g su pport sti ffn ess val u es wi th th e freq u en cy cu rves for
a g i ven m od e sh ape. I t sh ou l d be n oted th at th e response freq u en cy of th e rotor m ay be si g n i fi can tl y
d i fferen t wh en d am pi n g i s con si d ered .

7.2.1 Rotor response analysis

A rotor u n bal an ce respon se an al ysi s i s u sed to pred i ct th e d am ped respon se of th e rotor to vari ou s
com bi n ati on s of resi d u al u n bal an ce to i d en ti fy cri ti cal speed s. Th e cri ti cal speed s of a g ear rotor
d eterm i n ed from th e rotor respon se an al ysi s sh ou l d al so be veri fi ed by sh op an d fi el d test d ata.
Th e an al ysi s sh ou l d con si d er th e fol l owi n g param etri c vari ati on s i n ord er to en su re th at th e vi brati on
l evel s wi l l be acceptabl e for al l expected operati n g con d i ti on s:
- U n bal an ce, g -m m
 m i d span u n bal an ce eq u al to 6350 WN r/ m c;
 overh u n g m ass u n bal an ce eq u al to 63 500 W N cpl / m c;
 ou t-of-ph ase u n bal an ce eq u al to 63 500 W N

cpl / mc at cou pl i n g , an d eq u al to 31 75 WN r/ mc at th e
fu rth erm ost m ass stati on on th e g ear tooth porti on of th e g ear
wh ere
N i s m axi m u m con ti n u ou s speed of rotor, rpm ;
W
mc
i s total wei g h t of th e rotor, kg ;

W
r
cpl i s h al f wei g h t of th e cou pl i n g an d spacer, kg .

- G ear l oad i n g
 u n l oad ed , or m i n i m u m l oad , or both ;
 50 percen t l oad , i f g reater th an m i n i m u m l oad ;
 75 percen t l oad ;
 1 00 percen t l oad .
- Beari n g cl earan ces
 m i n i mu m cl earan ce an d m axi m u m prel oad , i f appl i cabl e;
 m axi m u m cl earan ce an d mi n i m u m prel oad , i f appl i cabl e.

- Speed ran g e from zero to 1 30 percen t of m axi m u m con ti n u ou s speed .
7.2.2 Mode shape

Each reson an t freq u en cy h as an associ ated mod e sh ape. Kn owi n g th e sh ape th e rotor wi l l assu m e wh en
respon d i n g to a cri ti cal speed i s i m portan t i n u n d erstan d i n g th e con seq u en ces of beari n g pl acemen t an d
resi d u al u n bal an ce. For m ost h i g h speed g ear rotors, th e si g n i fi can t m od es are th e tran sl ati on al or
bou n ci n g m od e, th e rocki n g or pi voti n g m od e an d th e fi rst ben d i n g m od e. Di spl acem en t at th e beari n g
l ocati on typi cal l y en h an ces d ampi n g . High am pl i tu d e l ocati on s i n d i cate pl aces for effecti ve bal an ce
correcti on s.
7.2.3 Analytical considerations

For m ost cou pl i n g d esi g n s u sed for h i g h speed mach i n ery, th e cou pl i n g m om en ts an d sh ear forces
tran sferred between rotors wi l l be m i n i mal . As a resu l t, each cou pl ed rotor can g en eral l y be con si d ered to
be i sol ated an d th erefore an al yzed i n d epen d en tl y.
Th e an al yses sh ou l d i n cl u d e th e fol l owi n g effects on th e cri ti cal speed s:
- for rotor wi th fl u i d fi l m beari n g s, oi l fi l m sti ffn ess an d d am pi n g for th e ran g e of beari n g d i men si on s an d
tol eran ces, l oad an d speed ;
- beari n g stru ctu re an d g ear casi n g su pport stru ctu re sti ffn ess;
- cou pl i n g wei g h t to be su pported by each sh aft (th e wei g h t of th e cou pl i n g h u b pl u s 1 /2 th e wei g h t of

th e cou pl i n g spacers). Th e cou pl i n g wei g h t sh ou l d be appl i ed at th e proper cen ter of g ravi ty rel ati ve
to th e sh aft en d . Th e wei g h t an d cen ter of g ravi ty sh al l be speci fi ed by th e pu rch aser of th e cou pl i n g ;
- poten ti al u n bal an ce of th e g ear rotor an d cou pl i n g .
7.2.4 Other forcing phenomena

A forci n g ph en om en on or exci ti n g freq u en cy m ay be l ess th an , eq u al to, or g reater th an th e syn ch ron ou s
freq u en cy of th e rotor. Poten ti al forci n g freq u en ci es i n cl u d e, bu t are n ot l i m i ted to th e fol l owi n g :
- u n bal an ce i n th e rotor system ;
- cou pl i n g m i sal i g n m en t freq u en ci es;
- l oose rotor-system com pon en t freq u en ci es;

- i n tern al ru b freq u en ci es;
- l u bri can t fi l m freq u en ci es;
- asyn ch ron ou s wh i rl freq u en ci es;
- g ear-m esh i n g an d si d e-ban d freq u en ci es, as wel l as oth er freq u en ci es prod u ced by i n accu raci es i n
th e g en erati on of th e g ear teeth .
7.2.5 Amplification factor, AF

Th e am pl i fi cati on factor, AF, i s a m easu re of th e rotor’ s sen si ti vi ty to u n bal an ce wh en operati n g i n th e
vi ci n i ty of a rotor-su pport system cri ti cal speed . I t i s d efi n ed as th e cri ti cal speed d i vi d ed by th e ban d
wi d th of th e respon se freq u en ci es at th e h al f power poi n ts of th e respon se peak on a Bod é pl ot.
Nct
AF  (7)
Ncp  Ncm
wh ere
Nct i s rotor fi rst cri ti cal cen ter freq u en cy, rpm;
Ncm i s i n i ti al (l esser) speed at 0. 707 peak am pl i tu d e (cri ti cal ), rpm ;
Ncp i s fi n al (g reater) speed at 0. 707 peak am pl i tu d e (cri ti cal ), rpm .
NOTE: A Bod é pl ot i s a g raph i cal d i spl ay of a rotor’ s syn ch ron ou s vi brati on am pl i tu d e an d ph ase an g l e versu s
rotati on al speed .
Th e respon se of a cri ti cal speed i s u su al l y con si d ered to be cri ti cal l y d am ped i f th e am pl i fi cati on factor i s
l ess th an 2. 5 (see Fi g u re 1 ).
Th e sh ape of th e cu rve i n Fi g u re 1 i s for i l l u strati on pu rposes on l y an d d oes n ot n ecessari l y represen t an y

actu al rotor respon se pl ot. I n cases wh ere th e am pl i tu d e d oes n ot d ecrease to N
cp (0. 707 of peak), AF
m ay be approxi m ated by cal cu l ati n g N cp from th e “fl i p” of N cm , or u se an oth er m eth od . See [4] .
Nct
AF  (8)
2  Nct  Ncm 
7.2.6 Stability analysis

A rotor can vi brate at freq u en ci es bel ow th e operati n g speed as a resu l t of cross-cou pl ed forces created
by com pon en ts su ch as beari n g s an d seal s an d assem bl ed com pon en ts wi th sh ri n k fi ts. A d am ped
stabi l i ty an al ysi s can be perform ed to pred i ct su bsyn ch ron ou s freq u en ci es an d th e rotor-beari n g system s
sen si ti vi ty to a respon se. Th i s sen si ti vi ty i s n orm al l y expressed as th e n atu ral l og ari th m of th e rati o of two
su ccessi ve respon se peaks i n free h arm on i c vi brati on . Th i s i s referred to as th e l og ari th m i c d ecrem en t or
l og d ec. Th e val u e i s cal cu l ated d u ri n g a rotor stabi l i ty an al ysi s an d i s a m easu re of rotor system stabi l i ty.
A n eg ati ve val u e i n d i cates th e system i s u n stabl e.
A rotor sh ou l d h ave m i n i mu m l og d ec of +0. 1 at an y of th e d am ped ei g en val u es to be con si d ered stabl e.
Key
N mc i s m axi m u m con ti n u ou s rotor speed , rpm ;
N -N cp cm i s peak wi d th at th e h al f power poi n t;
AF i s am pl i fi cati on factor;
SM i s separati on m arg i n ;
CRE i s cri ti cal respon se en vel ope;
A ct i s am pl i tu d e at N
ct.
Figure 1 - Amplification factor

7.3 Torsional vibration analysis

Torsi on al vi brati on i s th at for wh i ch th e d i spl acem en ts are rel ati ve rotati on s abou t th e axi s of rotati on .
To be mean i n g fu l , th e torsi on al vi brati on an al ysi s sh al l con si d er th e compl ete system i n cl u d i n g pri m e

m over, g ear u n i t, d ri ven eq u i pm en t an d cou pl i n g s. Dyn am i c l oad s i m posed on a g ear u n i t from torsi on al
vi brati on s are th e resu l t of th e d yn am i c beh avi or of th e en ti re system an d n ot th e g ear u n i t al on e. G ear
i m perfecti on s, su ch as ru n ou t, can be a si g n i fi can t sou rce of exci tati on for torsi on al vi brati on .
Th e party wi th trai n respon si bi l i ty n ormal l y carri es th e respon si bi l i ty for th e torsi on al system . Th e oth er
eq u i pmen t m an u factu rers are u su al l y respon si bl e on l y for th e accu racy of th e m ass el asti c d ata
represen ti n g th e eq u i pm en t su ppl i ed . Tu n i n g of th e system i s often a sh ared respon si bi l i ty so th at d esi g n
ch an g es n ecessary to affect th e trai n n atu ral freq u en ci es can be m ad e at th e l ocati on s wh ere th ey wi l l be
m ost effecti ve.
7.4 Balance
Al l g ear rotati n g el em en ts sh ou l d be m u l ti pl an e d yn am i cal l y bal an ced after assem bl y of th e rotor. Rotors
wi th si n g l e keys for cou pl i n g s sh ou l d be bal an ced wi th th ei r keyway fi tted wi th a fu l l y crown ed h al f-key so
th at th e sh aft keyway i s fi l l ed for i ts en ti re l en g th . Th e bal an ci n g mach i n e sh al l be su i tabl y cal i brated , wi th
d ocu m en tati on of th e cal i brati on avai l abl e. Th e rotati n g el em en ts sh ou l d be bal an ced to th e l evel of
eq u ati on 9 or better:
6350 W
Um ax 
Nm c (9)
wh ere
U m ax i s m axi m u m am ou n t of resi d u al rotor u n bal an ce per pl an e, g -m m ;
W i s i n d i vi d u al j ou rn al stati c l oad i n g per pl an e, kg ;
N mc i s m axi m u m con ti n u ou s speed , rpm .
7.5 Shaft vibration

Du ri n g th e fu n cti on al test of th e assembl ed g ear u n i t operati n g at i ts m axi m u m con ti n u ou s speed or at
an y oth er speed wi th i n th e speci fi ed ran g e of operati n g speed s, th e peak to peak ampl i tu d e of vi brati on
for each sh aft i n an y pl an e m easu red on th e sh aft ad j acen t an d rel ati ve to each rad i al beari n g sh al l n ot
exceed th e val u e g i ven i n eq u ati on 1 0, or 50 µ m , wh i ch ever i s l ess:
2800
A (1 0)
Nm c
wh ere
A μ
i s th e al l owabl e am pl i tu d e of u n fi l tered vi brati on , m i crom eters ( m ) peak to peak.
7.5.1 Electrical and mechanical runout

Wh en provi si on s for sh aft n on -con tacti n g ed d y cu rren t vi brati on probes are su ppl i ed on th e g ear u n i t,
el ectri cal an d mech an i cal ru n ou t sh al l be d eterm i n ed by rol l i n g th e rotor i n V-bl ocks at th e j ou rn al beari n g
cen terl i n e, or on cen ters tru e to th e beari n g j ou rn al s, wh i l e m easu ri n g ru n ou t wi th a n on -con tacti n g
vi brati on probe an d a d i al i n d i cator. Th i s m easu rem en t wi l l be taken at th e cen terl i n e of th e probe l ocati on
an d on e probe ti p d i am eter to ei th er si d e. Th e resu l ts sh ou l d be i n cl u d ed wi th th e test report.
7.5.2 Electrical/mechanical runout compensation

I f th e g ear ven d or can d em on strate th at el ectri cal or m ech an i cal ru n ou t i s presen t, th e m easu red ru n ou t
m ay be vectori al l y su btracted from th e vi brati on si g n al m easu red d u ri n g th e fu n cti on al test. H owever, i n
n o case sh al l th e am ou n t su btracted exceed th e smal l est of:
- m easu red ru n ou t;
- 25 percen t of th e test l evel d eterm i n ed from 7. 5;
- 6. 4 m i crometers.

7.6 Casing vibration

Du ri n g sh op n o-l oad test of th e assembl ed g ear d ri ve operati n g at i ts m axi m u m con ti n u ou s speed or at
an y oth er speed wi th i n th e speci fi ed ran g e of operati n g speed s, casi n g vi brati on as m easu red on th e
beari n g h ou si n g sh al l n ot exceed th e val u es sh own i n Tabl e 7.
7.7 Vibration measurement

Vi brati on m easu remen ts an d i n stru m en tati on sh al l be i n accord an ce wi th AN SI /AG M A 6000-B96 u n l ess
oth erwi se ag reed u pon by th e pu rch aser an d ven d or.
7.8 Sound measurement

Sou n d l evel m easu rem en t an d l i m i ts sh al l be i n accord an ce wi th AN SI /AG M A 6025-D98 u n l ess oth erwi se
ag reed u pon by th e pu rch aser an d ven d or
8 Inspection and testing

8.1 Static tooth contact inspection
Pri or to fu n cti on al testi n g , stati c tooth con tact ch ecks m ay be perform ed to record an d compare fi n d i n g s
to th e acceptabl e l i m i ts i n accord an ce wi th AG M A 91 5-1 -A02 cl au se 1 0.
G ear tooth con tact pattern s i n d i cate h ow wel l a g ear set i s al i g n ed an d h el p d eterm i n e operati on al
com pati bi l i ty of a pi n i on an d g ear. Stati c n o-l oad con tact pattern s m ay be i n spected i n a rol l stan d or i n
an u n stressed g ear h ou si n g , u si n g Pru ssi an bl u e or appropri ate m arki n g com pou n d . A rol l stan d can be
u sed to obtai n n ear perfect al i g n m en t of th e g ear set axes to eval u ate d evi ati on s from d esi g n ed profi l e
an d h el i x. Con tact pattern s obtai n ed i n a g ear h ou si n g i n cl u d e g ear tooth d evi ati on s, g ear h ou si n g bore
d evi ati on s, an d effects of beari n g cl earan ce, see an n ex J .
NOTE: Stati c n o-l oad tooth con tact pattern s are n ot as rel i abl e as d yn am i c n o-l oad or d yn am i c part l oad con tact
pattern s for sh owi n g g ear set al i g n m en t. Stati c n o-l oad tests d o n ot sh ow d i storti on an d m i sal i g n m en t cau sed by
l oad , speed , tem peratu re or actu al operati n g posi ti on s of th e rotors. Th erefore, stati c n o-l oad tests are u su al l y
prel i m i n ary i n specti on s th at are fol l owed by d yn am i c n o-l oad or d yn am i c part or fu l l y l oad ed tests. I f th e con tact
pattern s are u n acceptabl e, i t i s u su al l y n ecessary to re-i n spect th e g ear set on a g ear tooth i n specti on mach i n e to
re-veri fy actu al g ear tooth d evi ati on s before d eterm i n i n g th e correcti ve acti on to be taken . Con tact pattern s are
i n spected i n th e g ear h ou si n g u si n g (pre-fu n cti on al test appl i ed ) l ayou t l acq u er. Con tact pattern s obtai n ed u n d er
d yn am i c n o-l oad or d yn ami c part or fu l l l oad tests sh ow th e cu m u l ati ve effects of g ear tooth d evi ati on s, g ear
h ou si n g bore d evi ati on s, beari n g cl earan ces, an d d efl ecti on s d u e to l oad , speed , an d tem peratu re.
8.2 Functional testing

Each u n i t sh al l be tested at fu l l speed . Spare rotati n g el em en ts sh ou l d al so be tested at fu l l speed wh en
practi cal . Ad d i ti on al tests m ay al so be d on e at oth er speed s or l oad s. Th e proced u res m ay be th e
ven d or's stan d ard or on e ag reed u pon by th e ven d or an d pu rch aser.
Fu n cti on al testi n g may i n cl u d e proced u res ran g i n g from parti al speed an d n o l oad spi n testi n g to fu l l
speed an d fu l l power testi n g . Fu n cti on al testi n g presen ts an opportu n i ty to eval u ate th e operati on al
i n teg ri ty of th e d esi g n an d m an u factu re of g ear d ri ves. Fu n cti on al test proced u res provi d e a m ean s of
eval u ati n g th e en ti re g ear system for n oi se, vi brati on , l u bri cati on , g ear tooth con tact, beari n g operati n g
tem peratu res, beari n g stabi l i ty, l u bri can t seal i n g , m ech an i cal effi ci en cy, i n stru m en t cal i brati on an d oth er
u n i t featu res, an d m ay provi d e d ata th at paral l el s th e expected on -l i n e operati on al ch aracteri sti cs.
Table 7 - Casing vibration levels

Frequency range Velocity 1 0 Hz - 2.5 kHz
Acceleration 2.5 kHz - 1 0 kHz
U n fi l tered (peak) 4 m m /sec 4 g’s
Fi l tered com pon en t 2. 5 m m /sec
NOTES:
1) Th e above vi brati on l evel s are for h ori zon tal offset g ear u n i ts on l y. Th e al l owabl e vi brati on l evel s for verti cal
offset g ears are twi ce th ose sh own i n th e tabl e.
2) Fi l tered com pon en t m ean s an y vi brati on peak wi th i n th e freq u en cy ran g e.

8.2.1 No load testing

Th e u n i t u n d er test i s n orm al l y d ri ven i n th e sam e rotati on al d i recti on an d wi th th e sam e i n pu t sh aft as i n
th e d esi g n appl i cati on . Th e ou tpu t sh aft wi l l h ave n o l oad appl i ed to i t. Test speed s m ay ran g e from
parti al speed to overspeed . Th e test d u rati on sh ou l d be at l east two h ou rs after tem peratu re stabi l i zati on .
N ote th at l on g er test ti m es h el p i d en ti fy an y l eakag e probl em s.
8.2.2 Full speed and partial load testing

Th e u n i t u n d er test i s n orm al l y d ri ven i n th e sam e rotati on al d i recti on an d wi th th e sam e i n pu t sh aft as i n
th e d esi g n appl i cati on . Th e ou tpu t sh aft wi l l be con n ected to a l oad i n g d evi ce wh i ch appl i es a resi sti n g
torq u e l ess th an th e d esi g n fu l l l oad torq u e. Th e test d u rati on sh ou l d be at l east two h ou rs after
tem peratu re stabi l i zati on . N ote th at l on g er test ti m es h el p i d en ti fy an y l u bri can t l eakag e probl em s.
8.2.3 Full speed and full load testing

Th e u n i t u n d er test i s d ri ven i n th e sam e rotati on al d i recti on an d wi th th e sam e i n pu t sh aft as i n th e
d esi g n appl i cati on . Fu l l l oad testi n g d u rati on i s u su al l y at l east fou r h ou rs after tem peratu re stabi l i zati on .
8.2.3.1 Straight through testing

Wh en th ere i s su ffi ci en t power capaci ty i n th e test stan d , testi n g m ay be d on e si m pl y by con n ecti n g a
m otor to on e sh aft of th e g earbox an d a l oad i n g d evi ce to th e oth er sh aft, see 8. 2. 2.
8.2.3.2 Back-to-back locked torque testing.

Fu l l l oad testi n g of u n i ts wi th h i g h power rati n g s m ay req u i re back-to-back l ocked torq u e testi n g . I n th i s
proced u re two i d en ti cal rati o u n i ts are sh aft cou pl ed tog eth er, i n pu t to i n pu t an d ou tpu t to ou tpu t. Fu l l
operati on al torq u e i s appl i ed by d i sen g ag i n g on e of th e sh aft cou pl i n g s, rotati n g th e sh afts rel ati ve to on e
an oth er u n ti l th e proper torq u e i s ach i eved , th en en g ag i n g th e sh aft cou pl i n g . Speci al d evi ces to appl y
th e torq u e may al so be u sed . Th e u n i t sh afts are th en rotated at fu l l speed .
Wh en perform i n g back-to-back l ocked torq u e testi n g th e fol l owi n g ri sks sh ou l d be con si d ered :
- Beari n g s wi th fu l l l oad appl i ed at th e stati c con d i ti on wi l l start wi th fu l l l oad an d n o h yd rod yn am i c

l u bri can t fi l m u n ti l “som e” rotati on al speed i s reach ed ;
- G ear an d pi n i on teeth wi th fu l l l oad appl i ed at th e stati c con d i ti on wi l l start wi th fu l l l oad an d n o

l u bri can t fi l m to separate th e teeth u n ti l “som e” rotati on al speed i s reach ed . Scu ffi n g m ay occu r;
speci al proced u res su ch as coati n g of th e g ear teeth wi th an EP l u bri can t m ay be req u i red (th i s
probl em m ay be avoi d ed i f th e m eth od of torq u e appl i cati on al l ows start u p at l ow torq u e);
- Sl ave u n i t beari n g l oad s are i n th e opposi te d i recti on , stu b sh afts u sed to compl ete th e torq u e path
m ay h ave to be rem oved , an d i f th e g ear el em en ts of th e sl ave u n i t are n ot fl i pped en d for en d , th ey
wi l l be l oad ed on th e fl an ks th at are n ot n orm al l y l oad ed . Th erefore th e sl ave u n i t, an d often al so th e
tested u n i t, wi l l h ave to be m od i fi ed after th e test;
- For pu rposes of th i s test th e sl ave u n i t m ay req u i re a h el i x an d profi l e m od i fi cati on su i tabl e for l oad i n g
i n th e testi n g m od e. Wh en th e h el i ces are m od i fi ed speci fi cal l y for test, th en after back-to-back
testi n g th e sl ave g ears m ay req u i re fi n al m od i fi cati on su i tabl e for th e con tract appl i cati on . Th e ven d or
an d pu rch aser sh al l ag ree on th e exten t of th i s work. At th e con cl u si on of back-to-back tests, th e
sl ave u n i t wi l l req u i re a test of i ts own , si n ce th e back-to-back con fi g u rati on can n ot be d u pl i cated for
th at pu rpose. Th e ven d or an d pu rch aser sh al l ag ree on th e test to be perform ed .
8.2.3.3 Back-to-back regenerative testing

Fu l l l oad testi n g of u n i ts wi th h i g h power rati n g s m ay al so be d on e wi th back-to-back reg en erati ve testi n g .
I n th i s proced u re a motor i s con n ected to th e fi rst of two i d en ti cal rati o u n i ts th at are sh aft cou pl ed
tog eth er, ou tpu t to ou tpu t, an d th e secon d u n i t i s cou pl ed to a g en erator. Th i s test i s very si m i l ar to a
back-to-back l ocked torq u e test, wi th th e sam e ri sks an d req u i remen ts, except th at th e tran sm i tted power
can be easi l y vari ed an d exten d ed sh afts g en eral l y are n ot n eed ed . Th e power from th e g en erator i s
u sed to offset th e power req u i red by th e m otor, so the n et power u sed i s si m i l ar to th at of a back-to-back
l ocked torq u e test.

8.2.4 Special testing

In th e case of very h i g h rotati on al speed s or m u l ti pl e i n pu t/ou tpu t sh afts, con ven ti on al testi n g may
becom e i m practi cal . In su ch cases, speci al test proced u res speci fi c to th e appl i cati on sh ou l d be
d evel oped between th e ven d or an d pu rch aser.
8.2.5 Power loss testing

Wh en testi n g for power l oss i n a h i g h speed g ear u n i t, on e m eth od i s to measu re th e h eat removed by th e
l u bri can t fl owi n g th rou g h th e g ear u n i t. Con vecti on an d rad i an t l osses are n ot i n cl u d ed i n th i s m eth od .
Lu bri can t fl ow rate an d l u bri can t i n l et an d ou tl et tem peratu res are m easu red . Power l oss is th en
cal cu l ated u si n g :
P QL LU BE
c Tp
(1 1 )
wh ere
P L i s power l oss, kW;
Q LU BE i s l u bri can t fl ow, kg /sec;
ΔT i s ch an g e i n l u bri can t tem peratu re from i n l et to ou tl et, C° ;
cp i s speci fi c h eat of th e l u bri can t, kJ /kg C° .
Aerati on of th e l u bri can t may resu l t i n th e i n d i cated fl ow rate bei n g h i g h er th an th e actu al mass fl ow, so
th e i n d i cated fl ow m ay n eed to be ad j u sted to a l ower val u e.
Accu racy of th e power l oss cal cu l ati on m ay be i m proved i f al l oth er h eat tran sfer to or from th e g ear u n i t i s
properl y accou n ted for.
Oth er meth od s of m easu ri n g power l oss m ay be u sed , su ch as th e d i fferen ce i n th e power i n an d ou t as

m easu red wi th torq u e meters, i f ag reed to by th e pu rch aser an d ven d or.
8.3 Post functional inspections

Post fu n cti on al teard own i n specti on is n ot req u i red by th i s stan d ard , bu t is recomm en d ed . Th i s
i n specti on al l ows for fi n al i n specti on of rotors, beari n g s an d seal s pri or to fi n al assembl y. I n tern al
com pon en ts m ay al so h ave proper preservati on appl i ed fol l owi n g th i s i n specti on i f n o fu rth er testi n g i s to
be d on e.
Du ri n g post fu n cti on al i n specti on , record th e resu l ts of th e d yn am i c tooth con tact pattern ch ecks, an d
com pare th e fi n d i n g s to th e ven d or’ s req u i rem en ts.
9 Vendor and purchaser data exchange

9.1 Rationale for data requirements
I n ord er to prom ote con si sten cy an d red u ce errors, recom m en d ed i n formati on to be fu rn i sh ed to th e
ven d or an d d ata provi d ed by th e ven d or i s speci fi ed in th i s cl au se. A d etai l of th e sch ed u l e for
tran sm i ssi on of d rawi n g s, cu rves an d d ata sh ou l d be ag reed to at th e ti m e of th e proposal or ord er.
Th e pu rch aser sh ou l d prom ptl y revi ew th e ven d or's d ata wh en recei ved ; h owever, th i s revi ew d oes n ot
con sti tu te perm i ssi on to d evi ate from an y req u i rem en ts i n th e pu rch ase ord er u n l ess speci fi cal l y ag reed
u pon i n wri ti n g . After th e d ata h as fi n al approval , th e ven d or sh ou l d fu rn i sh certi fi ed copi es i n th e q u an ti ty
speci fi ed .
A compl ete l i st of al l ven d or d ata sh ou l d be i n cl u d ed wi th th e fi rst i ssu e of m aj or d rawi n g s. Th i s l i st

con tai n s ti tl es, d rawi n g n u m bers, an d a sch ed u l e for tran sm i ssi on of al l d ata th e ven d or wi l l fu rn i sh .
I n q u i ry d ocu m en ts sh ou l d be revi sed to refl ect an y su bseq u en t ch an g es. Th ese ch an g es wi l l resu l t i n th e

pu rch aser's i ssu e of com pl eted , corrected d ata sh eets as part of th e ord er speci fi cati on s.
9.2 Document identification

Tran sm i ttal (cover) l etter ti tl e bl ocks or ti tl e pag es sh ou l d con tai n th e fol l owi n g i n form ati on , wh en
avai l abl e:
- pu rch aser/u ser's corporate n am e;

- j ob/proj ect n am e or i d en ti fi cati on ;
- eq u i pmen t i tem n u m ber;
- i n q u i ry or pu rch ase ord er n u m ber;
- an y oth er i d en ti fi cati on speci fi ed i n th e i n q u i ry or pu rch ase ord er;
- ven d or's i d en ti fyi n g proposal n u m ber, sh op ord er n u m ber, seri al n u m ber, or oth er referen ce req u i red
to com pl etel y i d en ti fy retu rn correspon d en ce.
9.3 Data provided by purchaser

To al l ow th e g ear u n i t to be properl y sel ected or d esi g n ed , th e ven d or n eed s ad eq u ate i n form ati on from
th e pu rch aser. Th e fol l owi n g i s a g u i d e to d ata th at sh ou l d be sen t al on g wi th a req u est for q u otati on :
- a d ata sh eet i s provi d ed i n an n ex H . Al l of th e d ata on th e l eft h an d si d e of th at form sh ou l d be

i n cl u d ed i n th e req u est for proposal ;
- scope of su ppl y;
- i n form ati on on th e cou pl i n g s th at wi l l be u sed ;
- testi n g req u i rem en ts;
- m easu rem en t u n i ts to be u sed i n d rawi n g s an d oth er com mu n i cati on s (SI or U . S. cu stom ary);
- l i st of appl i cabl e stan d ard s an d speci fi cati on s;
- copi es of an y appl i cabl e pu rch aser speci fi cati on s;
- an y oth er speci al req u i rem en ts, su ch as pai n ti n g , sh i ppi n g , storag e or en vi ron m en tal protecti on
req u i remen ts.
9.4 Proposal data

Th e fol l owi n g i s a g u i d e to proposal d ata th at sh ou l d be fu rn i sh ed by th e ven d or:
- g en eral arran g em en t or ou tl i n e d rawi n g for each g ear u n i t sh owi n g overal l d i men si on s;
- pu rch aser's d ata sh eets, wi th com pl eted ven d or's i n form ati on en tered th ereon an d l i teratu re to fu l l y
d escri be d etai l s of th e offeri n g (a su g g ested d ata sh eet i s provi d ed i n an n ex H );
- i f appl i cabl e, a l i st of req u ested excepti on s to th e speci fi cati on s;
- sch ed u l e for sh i pmen t of th e eq u i pmen t, i n weeks after recei pt of both th e pu rch ase ord er an d al l
approved d rawi n g s;
- l i st of recomm en d ed start-u p spares, i n cl u d i n g an y i tem s th at th e ven d or's experi en ce i n d i cates are

l i kel y to be req u i red ;
- com pl ete tabu l ati on of th e u ti l i ty req u i rem en ts, i n cl u d i n g th e req u i red fl ow rate of l u bri can t an d su ppl y
pressu re, h eat l oad to be rem oved by th e l u bri can t, an d n amepl ate power rati n g (approxi m ate d ata
sh al l be d efi n ed an d i d en ti fi ed as su ch );
- d escri pti on of tests an d i n specti on proced u res, as req u i red ;
- wh en req u ested , th e ven d or sh ou l d fu rn i sh a l i st of th e proced u res for an y speci al , or opti on al tests,

th at h ave been speci fi ed by th e pu rch aser or proposed by th e ven d or;
- an y start-u p, sh u t-d own , or operati n g restri cti on s req u i red to protect th e i n teg ri ty of th e eq u i pmen t;
- con d i ti on s an d peri od of th e ven d or's warran ty.
9.5 Items needing resolution

Th e fol l owi n g i tem s n orm al l y sh ou l d be resol ved after pu rch ase com m i tm en t. Th i s m ay be d on e at a
coord i n ati on m eeti n g , preferabl y at th e ven d or's pl an t or by oth er su i tabl e m ean s of com mu n i cati on .
- pu rch ase ord er, ven d or's i n tern al ord er d etai l s an d su b-ven d or i tem s;
- an y req u i red d ata sh eets;
- appl i cabl e speci fi cati on s, stan d ard s, cl ari fi cati on s an d previ ou sl y ag reed u pon excepti on s;
- Th at th e system an d al l i ts com pon en ts are i n accord an ce wi th speci fi ed stan d ard s;
- sch ed u l es for tran sm i ttal of d ata, prod u cti on an d testi n g ;
- q u al i ty assu ran ce prog ram , proced u res an d acceptan ce cri teri a;

- i n specti on , exped i ti n g an d testi n g ;
- sch em ati cs an d bi l l s of m ateri al (B/M s) of au xi l i ary systems;
- ph ysi cal ori en tati on of eq u i pm en t, sh aft rotati on , pi pi n g an d au xi l i ary system s;
- fi n al cou pl i n g sel ecti on .
9.6 Contract data

Th e fol l owi n g l i sts con tract d ata n orm al l y su ppl i ed by th e ven d or:
a. Certi fi ed d i men si on al ou tl i n e d rawi n g an d parts l i st, i n cl u d i n g th e fol l owi n g :
- si ze, rati n g an d l ocati on of al l pu rch aser's con n ecti on s;
- approxi m ate overal l an d h an d l i n g wei g h ts;
- overal l d i men si on s;
- d i m en si on ed sh aft en d (s) for cou pl i n g mou n ti n g (s);
- h ei g h t of sh aft cen terl i n e;
- d i m en si on s of basepl ates or sol epl ates (i f fu rn i sh ed ), com pl ete wi th th e d i am eter, n u m ber an d

l ocati on of bol t h ol es an d th i ckn ess of th e m etal th rou g h wh i ch bol ts pass;
- sh aft posi ti on d i ag ram , i n cl u d i n g recom m en d ed l i m i ts d u ri n g operati on , wi th al l ch an g es i n sh aft

en d posi ti on an d su pport g rowth s from an am bi en t referen ce or 1 5° C n oted ;
- j ou rn al beari n g cl earan ces an d tol eran ces;
- axi al rotor fl oat or th ru st beari n g cl earan ce, as appl i cabl e;
- n u m ber of teeth on each g ear.
b. El ectri cal an d i n stru men tati on sch emati cs an d bi l l s of m ateri al s, i n cl u d i n g th e fol l owi n g :
- vi brati on warn i n g an d sh u td own l i m i ts;
- beari n g tem peratu re warn i n g an d sh u td own l i m i ts;
- l u bri can t temperatu re warn i n g an d sh u td own l i m i ts.
c. Lateral cri ti cal speed an al ysi s, wh i ch m ay i n cl u d e an y or al l of th e fol l owi n g :
- m eth od u sed ;
- d i ag ram of beari n g an d su pport sti ffn ess an d th ei r effects on cri ti cal speed s (u n d amped l ateral
cri ti cal speed m ap);
- d i ag ram of th e rotor respon se to u n bal an ce, i n cl u d i n g d am pi n g (rotor respon se an al ysi s);
- j ou rn al beari n g sti ffn ess an d d am pi n g coeffi ci en ts;
- d am ped stabi l i ty an al ysi s, i n cl u d i n g i d en ti fi ed ei g en val u es an d associ ated l og ari th m i c d ecremen t.
d. Torsi on al d ata for th e g ear u n i t an d an y sh aft cou pl i n g s su ppl i ed by th e ven d or, su ffi ci en t for a th i rd
party to perform a system torsi on al an al ysi s.
e. N am epl ates sh al l be of Seri es 300 stai n l ess steel or of n i ckel -copper al l oy (M on el or i ts eq u i val en t)
attach ed by pi n s of si m i l ar m ateri al an d l ocated for easy vi si bi l i ty. As a m i n i mu m , th e fol l owi n g d ata
sh ou l d be cl earl y stam ped on th e n am epl ate:
- ven d or's n am e;
- si ze an d type of g ear u n i t;
- g ear rati o;
- seri al n u mber;
- g ear rated power, P; r
- rated i n pu t speed , i n revol u ti on s per m i n u te;

- rated ou tpu t speed , i n revol u ti on s per m i n u te;
- g ear servi ce factor, as d efi n ed i n th i s stan d ard ;
- pu rch aser's i tem n u m ber;
- n u m ber of g ear teeth ;
- n u m ber of pi n i on teeth ;
- d ate of m an u factu re: m on th an d year u n i t was su ccessfu l l y tested .
f. Wh en th e g earbox i s n ot bi -d i recti on al , rotati on d i recti on sh al l be perm an en tl y i d en ti fi ed , su ch as wi th

cast-i n or stai n l ess steel rotati on arrows.
g. Statem en t of an y speci al protecti on req u i red for start-u p, operati on , an d peri od s of i d l en ess u n d er th e
si te con d i ti on s speci fi ed on th e d ata sh eets. Th e l i st sh al l cl earl y i d en ti fy th e protecti on to be
fu rn i sh ed by th e pu rch aser, as wel l as th at i n cl u d ed i n th e ven d or's scope of su ppl y.
h. Wh en a l u bri can t system i s su ppl i ed , a sch em ati c, certi fi ed d i m en si on al ou tl i n e d rawi n g , an d parts l i st

i n cl u d i n g th e fol l owi n g :
- con trol , al arm an d tri p setti n g s (pressu res an d recomm en d ed tem peratu res);
- u ti l i ty req u i rem en ts, i n cl u d i n g el ectri cal , water an d ai r;
- pi pe an d val ve si zes;
- i n stru m en tati on , safety d evi ces an d con trol sch em es;
- si ze, rati n g an d l ocati on of al l pu rch aser's con n ecti on s;
- i n stru cti on an d operati on man u al s;
- m axi m u m , m i n i m u m an d n orm al l i q u i d l evel s i n th e reservoi r;
- q u an ti ty of l u bri can t req u i red to fi l l reservoi r to th e n orm al l evel .
i. Wh en m ech an i cal ru n n i n g test i s su ppl i ed , test reports, i n cl u d i n g th e fol l owi n g (see cl au se 8):
- vi brati on ;
- l u bri can t fl ow an d i n l et an d ou tl et tem peratu res;
- beari n g tem peratu res.
j. M an u al s wh en req u i red .
9.7 Installation manual

I n stal l ati on man u al s sh al l be provi d ed wh en speci fi ed by th e pu rch aser, an d an y speci al i n form ati on
req u i red for proper i n stal l ati on d esi g n th at i s n ot on th e d rawi n g s sh al l be com pi l ed i n th i s m an u al . Th i s
m an u al sh al l be forward ed at a ti m e th at i s mu tu al l y ag reed u pon i n th e ord er. Th e man u al sh al l con tai n
i n form ati on su ch as speci al al i g n m en t an d g rou ti n g proced u res, u ti l i ty speci fi cati on s (i n cl u d i n g q u an ti ti es),
an d al l oth er n ecessary i n stal l ati on d esi g n d ata, i n cl u d i n g d rawi n g s an d d ata speci fi ed i n 9. 6. Th e
m an u al sh al l al so i n cl u d e sketch es th at sh ow th e l ocati on of th e cen ter of g ravi ty an d ri g g i n g provi si on s,
to perm i t rem oval of th e top h al f of th e casi n g , rotors, an d su bassem bl i es th at h ave a m ass (wei g h t)
g reater th an 1 40 ki l og rams.
9.8 Operation, maintenance and technical manuals

Th e ven d or sh al l provi d e su ffi ci en t wri tten i n stru cti on s an d a cross-referen ced l i st of al l d rawi n g s to
en abl e th e pu rch aser to correctl y operate an d m ai n tai n al l th e eq u i pmen t ord ered . Th i s i n form ati on
sh ou l d be com pi l ed i n a m an u al or m an u al s wi th a cover sh eet con tai n i n g al l referen ce-i d en ti fyi n g d ata
speci fi ed i n 9. 2, an i n d ex sh eet con tai n i n g secti on ti tl es, an d a com pl ete l i st of referen ced an d en cl osed
d rawi n g s by ti tl e an d d rawi n g n u m ber. Th e m an u al sh al l be prepared for th e speci fi ed i n stal l ati on ; a
g en eri c m an u al i s n ot acceptabl e. Th i s m an u al sh al l be forward ed at a ti m e th at i s m u tu al l y ag reed u pon
i n th e ord er. Th i s m an u al sh al l con tai n a secti on th at provi d es speci al i n stru cti on s for operati on at
speci fi ed extrem e en vi ron m en tal con d i ti on s, su ch as tem peratu res.

9.9 Recommended spares

When the vendor submits a complete list of spare parts, the list should include spare parts for all
equipment and accessories supplied. The vendor should forward the list to the purchaser promptly after
receipt of the reviewed drawings and in time to permit order and delivery of the parts before field start-up.
9.1 0 Special tools

A list of special tools required for maintenance shall be furnished.
©AGMA
Annex A
Service factors
[Th e foreword , footn otes an d an n exes, i f an y, are provi d ed for i n form ati on al pu rposes on l y an d sh ou l d n ot be
con stru ed as a part of AN SI /AG M A 601 1 -J 1 4, Specification for High Speed Helical Gear Units. ]
A. 1 Purpose
Th i s an n ex provi d es d etai l ed i n stru cti on s for th e d eterm i n ati on an d u se of servi ce factors for en cl osed
h i g h speed h el i cal g ear u n i ts as d escri bed i n AN SI /AG M A 601 1 -J 1 4.
A. 2 Determination of service factors

Th e d eterm i n ati on of servi ce factor i s based on th e eq u i pmen t ch aracteri sti c overl oad of th e g ear u n i t as
a resu l t of operati on , d esi red rel i abi l i ty of th e g ear u n i t d u ri n g i ts d esi g n l i fe, an d l en g th of ti m e th at i s
con si d ered th e d esi g n l i fe. I t rel i es h eavi l y on experi en ce acq u i red i n each speci fi c appl i cati on . A broad
expl an ati on of th e factors i n vol ved are:
- Th e cau ses of servi ce overl oad s are broken i n to th ree broad categ ori es: th ose prod u ced by th e
pri m e m over, th ose prod u ced by th e d ri ven eq u i pm en t, an d th ose resu l ti n g from system
con si d erati on s u n i q u e to th e eq u i pm en t trai n ;
- Th e rel i abi l i ty of a g eared system d epen d s on m an y factors both i n tern al to th e g ear u n i t i tsel f an d
extern al to th e u n i t. I n creases i n servi ce factor to i n fl u en ce rel i abi l i ty n orm al l y take i n to con si d erati on
extern al sou rces of fai l u re su ch as abu se an d u n expected operati n g con d i ti on s;
- Th e servi ce factors l i sted i n th e tabl e are for u n i ts wh ere th ere i s proper m ai n ten an ce of th e l u bri can t
an d l u bri cati n g operati n g tem peratu res are kept wi th i n th e d esi g n l i m i ts. I n stal l ati on con d i ti on s su ch
as n u m ber of startu ps an d th e startu p proced u res wi l l affect g ear l i fe, an d i n some cases m ay warran t
a h i g h er servi ce factor th an l i sted i n th e tabl e;
- Th e d esi red l i fe of m ost h i g h speed en cl osed d ri ves i s u su al l y l on g er th an oth er types of en cl osed

d ri ves. At h i g h operati n g speed s th i s can tran sl ate i n to a very l arg e n u m ber of stress cycl es on th e
com pon en ts.
A.2.1 Prime mover characteristics

Som e d i fferen t types of pri m e m overs are: el ectri c or h yd rau l i c m otors, steam or g as tu rbi n es, an d
i n tern al com bu sti on en g i n es. Each of th ese pri m e movers i s d esi g n ed to prod u ce som e n om i n al power,
bu t each wi l l prod u ce th i s power wi th som e vari ati on over ti m e. Th e vari ati on of power ou tpu t wi th ti m e
m ay be l ower or h i g h er d epen d i n g on th e pri m e m over an d al so th e way th e pri m e m over i s appl i ed i n a
parti cu l ar m ach i n ery trai n , bu t an y vari ati on over n om i n al power i s an overl oad an d sh al l be con si d ered .
A.2.2 Driven equipment characteristics

Dri ven eq u i pm en t can g en eral l y be d i vi d ed i n to rotary an d reci procati n g types of m ach i n es. Rotary
m ach i n es g en eral l y h ave sm ooth er power req u i remen ts th an reci procati n g m ach i n es. I n tern al com bu sti on
en g i n es m ay affect beari n g perform an ce an d l u bri cati on fi l m stabi l i ty. Each type i s u n i q u e an d th e
eq u i pm en t ch aracteri sti cs of each n eed s to be kn own to be properl y eval u ated .
A.2.3 System conditions

Th e g ear u n i t i s a part of a system wh i ch can h ave a d yn am i c respon se to varyi n g tran sm i tted power th at
m ay overl oad th e g ear u n i t. Th i s i s m ost com m on l y fou n d as torsi on al vi brati on i n th e rotati n g sh afts, bu t
can be an y vi bratory respon se to d yn am i c exci ti n g forces. G en eral l y, overl oad s are assu m ed to be
tran sm i tted wi th n o am pl i fi cati on th rou g h th e g ear. H owever, wh en th ere i s a reson an t respon se to a
d yn am i c power overl oad , a m u ch h i g h er l oad m ay occu r at th e g ear u n i t.
Th u s, th e d yn am i c overl oad s th at are cau sed by pri m e m overs an d d ri ven m ach i n es m ay be am pl i fi ed i n

su ch a way as to g reatl y i n crease th ei r m ag n i tu d e at th e g ear u n i t, an d pri m ari l y at th e g ear tooth m esh .
Th e n orm al rati n g of g ear u n i ts an d th e n ormal servi ce factors u sed assu m e th at th ese respon ses
(reson an ces) do n ot appreci abl y affect th e g ear unit l oad . Th erefore, carefu l system an al ysi s is
recom m en d ed to en su re th at n o u n expected overl oad s d u e to reson an ces are presen t.

A.2.4 Reliability and life requirements

There is a reliability factor in the power rating equations, but it deals only with the statistical nature of
material testing and probability of failure for materials at a given stress level. In a gear unit there are
many separate components that may fail, many modes of failure, and many factors that can contribute to
those modes of failure. For this reason, quantifying factors associated with reliability and life to account
for these external issues can be extremely difficult.
A.3 Service factor table

Service factors have served the industry well when they have been identified by knowledgeable and
experienced gear design engineers. The service factors shown in Table A.1 have been used with
success in the past. These values may be used as general guidelines, but they do not eliminate the
responsibility of defining any unusual system requirements that would alter the listed values.
A.3.1 General selection guidelines

There is no way to list all the possible considerations that may affect selection of service factors, but the
following are some guidelines.
- Induction electric motors can produce high torques on start-up. Therefore, on an application with
many starts, higher service factors may be warranted;
- Electric motors that have electric power interrupted and then re-applied before induced magnetic
fields have dissipated can produce very high torques;
- Synchronous electric motors can produce very high torsional forcing functions during start-up. This
can cause very high transient torsional torques on the gear unit;
- Generators have extremely high loads when they are out of phase with the main system, and across-
the-line electrical shorts can produce very high torque loads. For this reason torque limiting devices
or higher service factors are advisable;
- Brakes or other decelerating devices can produce loads on the gear unit larger than the transmitted
power.
The list could be much longer, but the intent here is to give a general idea of items to consider when
selecting service factors.
©AGMA
Table A.1 - Service factors, CSF and KSF

Service factor, with prime mover
Application Synchronous Induction Gas or 1 steam Internal
motors motors turbine ) combustion
engine
Bl owers
Cen tri fu g al 1 .7 1 .4 1 .6 1 .7
Lobe 2. 0 1 .7 1 .7 2. 0
Com pressors
Cen tri fu g al
process g as, except ai r con d i ti on i n g 1 .6 1 .4 1 .6 1 .6
ai r con d i ti on i n g servi ce 1 .6 1 .2 1 .4 1 .6
ai r or pi pe l i n e servi ce 1 .7 1 .4 1 .6 1 .7
Rotary
axi al fl ow - al l types 1 .7 1 .7 1 .7 1 .7
l i q u i d pi ston (N ash ) 2. 0 1 .7 1 .7 2. 0
l obe - rad i al fl ow 2. 0 1 .7 1 .7 2. 0
Reci procati n g
3 or m ore cyl i n d ers 2. 0 2. 0 2. 0 2. 0
2 cyl i n d ers 2. 3 2. 0 2. 0 2. 3
Dyn am om eter - test stan d 1 .3 1 .1 1 .1 1 .3
Fan s
Cen tri fu g al 1 .7 1 .4 1 .6 1 .7
Forced d raft 1 .7 1 .4 1 .6 1 .7
I n d u ced d raft 2. 2 1 .7 2. 0 2. 2
I n d u stri al an d mine (l arg e wi th 2. 2 1 .7 2. 0 2. 2
freq u en t starts)
G en erators an d exci ters
Base l oad or con ti n u ou s 1 .4 1 .3 1 .3 1 .4
Peak d u ty cycl e 1 .7 1 .4 1 .4 1 .7
Paper i n d u stry
J ord an or refi n er -- -- 1 .5 --
Paper m ach i n e - l i n e sh aft -- -- 1 .3 --
Pu m ps
Cen tri fu g al (al l servi ce except as l i sted 1 .7 1 .3 1 .5 1 .7
bel ow)
boi l er feed -- 1 .7 2. 0 --
d escal i n g (wi th su rg e tan k) -- 2. 0 2. 0 --
h ot oi l -- 1 .7 2. 0 --
pi pe l i n e 2. 0 1 .5 1 .7 2. 0
water works 2. 0 1 .5 1 .7 2. 0
Reci procati n g
3 or m ore cyl i n d ers 2. 0 2. 0 1 .7 2. 0
2 cyl i n d ers 2. 0 2. 0 2. 0 2. 0
Rotary
axi al fl ow - al l types 1 .8 1 .5 1 .5 1 .8
g ear type 1 .8 1 .5 1 .5 1 .8
l i q u i d pi ston 2. 0 1 .7 1 .7 2. 0
l obe 2. 0 1 .7 1 .7 2. 0
sl i d i n g van e 1 .8 1 .5 1 .5 1 .8
Su g ar i n d u stry
Can e kn i ves 1 .8 -- 1 .5 1 .8
Cru sh ers 2. 0 -- 1 .7 2. 0
Mills 2. 3 -- 1 .7 2. 3
NOTES:
1)
G as tu rbi n es sel d om operate at fu l l d esi g n power wh i l e steam tu rbi n es often operate at or above rated power. Appropri ate
d esi g n con si d erati on s sh ou l d be m ad e to assu re ad eq u ate torq u e capaci ty. To accou n t for l oad vari ati on s i n excess of th e rated
l oad , h i g h er servi ce factors for steam tu rbi n e g en erator d ri ves u si n g carbu ri zed g eari n g m ay be con si d ered .
2) 10
Som e cen tri fu g al com pressors operate at very h i g h speed s accu m u l ati n g 1 0 l oad cycl es i n a sh ort peri od of ti m e. For u n i ts
wi th an exten d ed l i fe expectan cy, th e servi ce factor sel ecti on m ay n eed to be h i g h er th an th e val u es l i sted . Atten ti on to A. 2 i s
en cou rag ed . Al so fl an k tol eran ce i s an i m portan t factor. Larg er tol eran ces d i m i n i sh th e effecti ven ess of th e servi ce factor.

Annex B
A simplified method for verifying scuffing resistance
B. 1 Purpose
Th i s an n ex provi d es i n form ati on con cern i n g th e scu ffi n g (scori n g ) of h i g h speed g ear u n i ts.
B. 2 Scuffing considerations
AN SI /AG M A 601 1 -J 1 4 i s con cern ed wi th two fai l u re m od es i n g ear teeth . Th ey are su rface pi tti n g an d
root ben d i n g fati g u e fai l u re of th e tooth m ateri al for a g i ven n u m ber of stress cycl es. Th ere i s an oth er
kn own fai l u re type: scu ffi n g (som eti m es referred to as scori n g ).
Th e cal cu l ati on of th e scu ffi n g l oad capaci ty i s a very com pl ex probl em . Wh i l e th i s type fai l u re h as been
kn own for m an y years an d m ath em ati cal m eth od s h ave been d evi sed to assess rel ati ve ri sk (see AG M A
925-A03), a si m pl i fi ed scu ffi n g cri teri on i s su g g ested th at i s su i tabl e for g en eral h i g h speed d esi g n work.
From th e val u es of tooth l oad i n g , pi tch l i n e vel oci ty, an d vi scosi ty of th e l u bri can t, a con d en sed l oad
fu n cti on , F (l oad ), i s formed , wh i ch , to assu re scu ffi n g resi stan ce, sh al l be l ess th an (or eq u al to) th e
g eom etri c fu n cti on , F (g eom etri c). Th e g eom etri c fu n cti on i s based on g ear ch aracteri sti cs su ch as
n u m ber of teeth of th e pi n i on an d g ear, cen ter d i stan ce an d g earset rati o. As l on g as th e val u e of th e
l oad fu n cti on , F (l oad ), d oes n ot exceed th at of th e g eom etri c fu n cti on , F (g eom etri c), th ere i s ad eq u ate
safety ag ai n st scu ffi n g .
Th erefore:
F l oad   F geom etric  (B. 1 )
Load fu n cti on , F (l oad ):

0.22
F
 w  v 0.25  46 
l oad 
 
C 
  v 
 w  40  (B. 2)
wh ere
w  i s speci fi c tooth l oad on th e operati n g pi tch ci rcl e, N /mm ;
v  i s pi tch l i n e vel oci ty, m /s;

2
ν40 i s vi scosi ty of l u bri can t at 40° C, m m /s (cSt);
C = 1 . 1 0 (con servati ve val u e);

w
C = 1 . 1 5 (n om i n al val u e);
w
C = 1 . 20 (maxi m u m val u e).

w
NOTE: C w val u es are su g g ested val u es. Ven d or's own experi en ce m ay ch an g e th ese val u es wi th su pporti n g
d ata. Val u e of C w = 1 . 20 sh ou l d on l y be u sed i f total h el i x d evi ati on m eets AN SI /AG M A I SO 1 328-1 -B1 4 fl an k
tol eran ce cl ass 3.
NOTE: For h i g h speed g earset appl i cati on s, l u bri can t vi scosi ty m ean s l i g h t tu rbi n e oi l wi th l i ttl e or n o ad d i ti ves
based on a vi scosi ty ran g e of: 32   40  68. Th e stan d ard FZG oi l test, I SO 1 4635-1 , g i ves approxi m ati on s for
th e l u bri can t wi th respect to scu ffi n g ten d en cy. See Tabl e B. 1 .
Table B.1 - Lubricant viscosities

ISO viscosity grade VG Nominal viscosity at 40 ° C, mm 2/sec (cSt)
VG - 22 22
VG - 32 32
VG - 46 46
VG - 68 68

G eom etri c fu n cti on , F (g eom etri c):
F g eom etri c  
 50  z1  z2   a  0.5
Cu 

A (B. 3)
wh ere
z 1 i s n u m ber of teeth of th e pi n i on ;
z 2 i s n u m ber of teeth of th e g ear;
a i s cen ter d i stan ce, m m ;
A i s taken from Tabl e B. 2;
C u i s taken from Tabl e B. 2.
B. 3 Field of application
Th e above scu ffi n g cri teri on i s appl i cabl e to:
a. High speed g ears wi th a m od i fi ed ad d en d u m (rack sh i ft or x factor) resu l ti n g in reason abl y

bal an ced sl i d i n g an d rol l i n g con d i ti on s between th e tooth fl an ks at th e ti p of th e pi n i on an d m ati n g
g ear;
b. G ear tooth fl an k tol eran ce cl ass, per AN SI /AG M A I SO 1 328-1 -B1 4, sh ou l d be eq u al to or better
th an :
5 for si n g l e pi tch d evi ati on , f pt
5 for total cu m u l ati ve pi tch d evi ati on , Fp
4 for total profi l e d evi ati on , Fα

4 for total h el i x d evi ati on , Fβ
Ra ≤ 0. 5 μm

c. Su rface rou g h n ess of tooth fl an ks after g ri n d i n g , (20 rm s);

d. Basi c rack profi l e wi th :
pressu re an g l e, α= 20 d eg
ad d en d u m , h ap = 1 m od u l e.
Th e worki n g fl an ks of th e pi n i on or g ear sh ou l d be provi d ed wi th profi l e m od i fi cati on s to obtai n a

trapezoi d al tooth l oad d i stri bu ti on al on g th e path of con tact.
Th e worki n g fl an ks of th e pi n i on or g ear sh ou l d be provi d ed wi th h el i x (l on g i tu d i n al ) mod i fi cati on to

com pen sate for ben d i n g an d torsi on al d efl ecti on s an d th erm al d eform ati on s of th e g ear rotors i n ord er to
obtai n a u n i form tooth l oad d i stri bu ti on over th e en ti re rated face wi d th .
Th e l u bri can t u sed sh ou l d pass I SO 1 4635-1 l oad stag e 6.
B. 4 Scuffing design criteria

As stated , th ere are n o fi rm cri teri a for d esi g n i n g to preven t scu ffi n g at th i s ti m e. H owever, i t i s h oped th at
th e u se of m eth od s su ch as th ose i n th i s an n ex an d th ose i n AGM A 925-A03 can l ead to a set of d esi g n
cri teri a. Th ere are oth er m eth od s for pred i cti n g scu ffin g an d th ere i s n o i n ten t to d en y th e val i d i ty of an y
m eth od at th i s ti m e.
Table B.2 - Values A and Cu for calculating F (geometric)

α A Cu at 1 ≤ u < 3 Cu at 3 ≤ u ≤ 1 0
15 350 95 + 28. 6 (3 - u) 1 30 - 1 0 [1 1 2. 5 - (1 3 - u) 2 0. 5
]
90 + 30 (3 - u ) u) ] 2 0. 5
1 7. 5 300 1 20 - 1 0 [90 - (1 2 -
1 00 + 33. 3 (3 - u ) 1 30 - 1 0 [1 09 - (1 3 - u ) ]
2 0. 5
20 300
95 + 28. 5 (3 - u ) 1 30 - 1 0 [1 1 2. 5 - (1 3 - u ) ]
2 0. 5
22. 5 250
1 05 + 31 . 4 (3 - u ) 1 40 - 1 0 [1 33. 5 - (1 4 - u ) ]
2 0. 5
25 250
NOTE:
a i s n orm al pressu re an g l e, d eg rees;
u i s g ear rati o ( z /z ). 2 1

Annex C
Systems considerations for high speed gear drives
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 601 1 -J1 4, Specification for High Speed Helical Gear Units. ]
C.1 Purpose
The need for high mechanical reliability in geared drives can best be satisfied by a “systems approach” to
the entire train of machinery including foundations, lubrication, vibration, the forces and moments
associated with piping, couplings, etc. The purpose of this annex is to point out common problems that
may occur, an explanation of these problems, and the possible effects.
It is not the intent of this annex to present detailed methods of analyzing or solving the problem; it does
not set design criteria or limits.
C.2 Responsibility
A gear unit is susceptible to a variety of problems when it becomes a part of a rotating machinery system,
the severity of which generally increases with speed. Even though these problems are generally beyond
the gear vendor's control, they adversely affect system reliability and/or performance and may cause
damage to the gear unit.
The party having contractual responsibility for system performance should investigate and resolve these
problems in the design stage and thereby avoid the conflicts that may develop between the component
manufacturers and users.
It is recommended that the party having contractual responsibility for the system analysis involving a
critical service gear drive be clearly identified in the specifications, contract or purchase order. Because
of the substantial cost involved in a system analysis, and in some cases the system performance, it
should be emphasized that all parties supplying components to the system have a responsibility to furnish
correct and accurate data so that the analysis will be meaningful.
C.3 Introduction
It is not uncommon to find daily process system operating costs many times the cost of the gear unit.
This downtime cost makes it desirable to avoid failure of any part in the system -- be it prime mover,
coupling, gear, driven equipment, or any other component.
The demands for system “mechanical reliability” can best be satisfied by a coordinated technical
exchange between designer, equipment supplier, erecting engineers, and user. The various system
analyses, in at least preliminary form, should precede detailed equipment purchase specifications. This
sequence will permit the design to be based on more nearly correct load and operating conditions.
This coordinated effort can be properly called “system engineering” and is normally performed by the
design agent or his technical representative.
Gear vendors may not have the expertise nor the detailed information to adequately analyze system
overload. This function shall be performed by specialists under the responsibility of the systems
engineer.
There is no set format for communicating this data. The required information is the magnitude of
overload and a description of the operational conditions under which it occurs, such as when, how long,
and nature.
Gear units and couplings can be adversely affected by one or more system generated problems. Failures
that result from these system induced causes can be categorized under three main headings:
- those resulting from overstressing component parts, which are grouped under “overload”;
- alignment related, such as distorted foundations or poor alignment with connected machinery;
- those resulting primarily from a lubrication related failure.
©AGMA
C. 4 Overloads
Overl oad can be of mom en tary d u rati on , peri od i c, q u asi -stead y state, or vi bratory i n n atu re. Depen d i n g
on i ts m ag n i tu d e an d th e n u m ber of stress cycl es accu m u l ated at overl oad , i t can be a fati g u e or a yi el d
stress con si d erati on .
Overl oad on a g ear d ri ve can resu l t from i n tern al or extern al cau ses. I n tern al cau se of overl oad -- su ch
as fau l ty m an u factu ri n g (fau l ts of m an u factu re) are u su al l y fou n d by rou ti n e i n specti on s before th e g ear
d ri ve i s pu t i n to servi ce. Extern al sou rces of overl oad resu l t from th e operati on al ch aracteri sti cs of th e
system i n to wh i ch th e g ear d ri ve i s pl aced , an d are m ore com pl ex an d d i ffi cu l t to i d en ti fy.
Th e g ear ven d or h as l i ttl e i f an y con trol over th e extern al i n fl u en ces th at prod u ce overl oad . Th e system
en g i n eer wh o h as overal l respon si bi l i ty for perform an ce sh ou l d i n cl u d e, al on g wi th ou tpu t, u n i t cost,
effi ci en cy, etc. , th e i n vesti g ati on of overl oad s as th ey rel ate to poten ti al fai l u re, d own ti m e, an d system
rel i abi l i ty.
Th e fol l owi n g m ateri al is i n ten d ed to assi st th e system an al yst by h i g h l i g h ti n g su bj ects for his
con si d erati on , an d to establ i sh better com m u n i cati on between th e system an al yst an d th e g ear ven d or.
C.4.1 Estimated maximum continuous power

Operati on al overl oad ch aracteri sti cs of vari ou s d ri ven eq u i pm en t vary wi th th e type of m ach i n e an d
sh ou l d be con si d ered on an i n d i vi d u al basi s.
Pu m p or compressor d esi g n ers, for exam pl e, can pred i ct th e power req u i rem en ts at th e d esi g n poi n t wi th
fai rl y g ood accu racy. H owever, power d u ri n g operati on resu l ts from a com bi n ati on of:
- speci fi c g ravi ty or d en si ty of th e m ed i a bei n g pu m ped , wh i ch m ay ch an g e over ti m e;
- carry ou t;
- overspeed ;
- vari ati on s i n pressu re rati o across a com pressor d u e to operati n g con d i ti on s.
Ch an g es i n speci fi c g ravi ty of th e fl u i d m ed i u m h an d l ed by a pu m p, or ch an g e i n d en si ty of th e g as
h an d l ed by a com pressor, affect th e power tran sm i tted i n d i rect proporti on . On boi l er feed pu m ps, for
exam pl e, th i s occu rren ce can be en cou n tered d u ri n g startu p, u pon m al fu n cti on of pre-h eati n g eq u i pm en t,
or d u ri n g boi l er cool -d own fol l owi n g a fai l u re.
In th e case of ai r h an d l i n g cen tri fu g al com pressors, d esi g n power i s u su al l y based on th e n orm al

m axi m u m am bi en t tem peratu re. Con si d erati on sh ou l d be g i ven to col d weath er operati on si n ce th e
d en si ty of ai r vari es wi th absol u te tem peratu re. Com pressors h an d l i n g oth er g ases are u su al l y
en cou n tered i n process systems u n d er g reater con trol wh ere tem peratu re vari ati on s are l ess. H owever,
oth er vari abl es may becom e seri ou s. I n refi n ery practi ce, for exam pl e, th e com posi ti on of th e g as can
vary wi d el y, an d i n som e process work th e i n l et pressu re m ay n ot be a fi xed val u e.
Fi g u re C. 1 i l l u strates a typi cal com pressor perform an ce cu rve. I t wi l l be n oted at 1 00% speed as th e
h ead d rops off an d fl ow i s i n creased , power i n creases to a l evel as h i g h as 1 1 5% l oad . Th i s i n creased
power com es abou t th rou g h su ch th i n g s as i m proper esti m ati on of system perform an ce d u ri n g d esi g n
stag es, al tered system req u i remen ts of exi sti n g processes, g rad u al d eteri orati on of processes, system s
em pl oyi n g m u l ti pl e u n i ts wh ere sh u td own or fai l u re of on e i n creases th e req u i rem en ts on th e rem ai n i n g
u n i ts, or th rou g h l eaks or fai l u res.
Fi g u re C. 2 i l l u strates a si m i l ar performan ce cu rve for cen tri fu g al pu m ps.
Overspeed n orm al l y on l y occu rs i n appl i cati on s wi th vari abl e speed pri m e movers. Becau se th e power
absorpti on of th e d ri ven m ach i n e vari es approxi m atel y wi th th e th i rd power of speed , overspeed i s a l arg e
con tri bu tor to overl oad . Referri n g ag ai n to fi g u re C. 1 , th e perform an ce cu rve i n d i cates th at at 1 1 0%
speed an d 1 00% fl ow, power i s i n creased to 1 25% . Carry ou t at th i s speed can i n crease th e power sti l l
fu rth er, to l evel s approach i n g 1 40% of d esi g n poi n t power.
N orm al practi ce for a tu rbi n e d ri ven cen tri fu g al pu m p i s to set th e overspeed tri ps at 1 1 5% d esi g n speed .
G overn or setti n g s are g en eral l y establ i sh ed to perm i t con ti n u ou s operati on between 1 05% an d 1 1 0%
d esi g n speed . I t sh ou l d be born e i n m i n d th at operators can an d d o reset g overn ors to avai l th em sel ves
of m axi m u m ou tpu t of th e system , reg ard l ess of th e ori g i n al setti n g s.

Figure C.1 - Typical centrifugal compressor performance curve
Figure C.2 - Typical centrifugal pump performance curve
C.4.2 Vibratory overloads

An essen ti al ph ase i n th e d esi g n of a cri ti cal servi ce system of rotati n g m ach i n ery i s th e an al ysi s of th e
d yn am i c (vi bratory) respon se of a system to exci tati on forces.
Th e d yn am i c respon se of a system resu l ts i n ad d i ti on al l oad s i m posed u pon th e system an d rel ati ve

m oti on between ad j acen t el em en ts i n th e system . Th e vi bratory l oad s are su peri m posed u pon th e m ean
ru n n i n g l oad i n th e system an d , d epen d i n g u pon th e d yn am i c beh avi or of system , cou l d l ead to fai l u re of
th e system com pon en ts. I n a g ear u n i t th ese fai l u res cou l d occu r as tooth breakag e or pi tti n g of th e g ear
el em en ts, sh aft breakag e or beari n g fai l u re.

Vibratory motion of gear unit components can take up clearances causing interference problems between
gearing elements, or between shafting and bearings or seals.
C.4.2.1 Torsional vibration analysis

The vibration analysis shall consider the complete system including prime mover, gear unit, driven
equipment, couplings and foundations. Dynamic loads imposed upon a gear unit are the result of the
dynamic behavior of the total system and not that of the gear unit alone. The individual components of
the system are usually supplied by different manufacturers. Therefore, responsibility for performing the
vibration analysis shall rest with the designer of the total system or his designated agent.
The vibration analysis should determine all significant system natural frequencies and evaluate the
system response to all potential excitation sources. If the analysis indicates a resonant or near resonant
condition, the recommended solution is to shift natural frequencies by changing stiffness or mass instead
of relying on system damping to limit vibratory amplitudes. Normally, a linear vibration analysis is
adequate. However, under certain conditions nonlinear responses can occur and the possibility of their
existence should be recognized.
It is also advantageous to perform a preliminary vibration analysis early enough in the design procedure
to allow for any changes which might be required for detuning purposes.
C.4.2.2 Torsional vibration

The vibratory load caused by a steady state torsional vibration of a system is due to the interaction of a
periodic excitation, and a natural frequency of the system. The magnitude of the dynamic load caused by
this type of vibration is dependent on three factors: magnitude of the excitation, amount of damping in the
system, and proximity of the excitation frequency to resonance. Typical sources for steady state
excitation include but are not limited to:
- internal combustion engines;
- reciprocating pumps and compressors;
- variable frequency drives;
- pump or compressor impellers.
A torsional vibration in a system can also be caused by a transient excitation which is often called a shock
or impact load. Transient conditions occur due to sudden changes in load or speed, or the accelerating
or decelerating through system natural frequencies, including the oscillating component of synchronous
motors during startup.
Transient excitation will produce oscillations at all the natural frequencies of the system. These
oscillations will decay and may eventually disappear due to damping. The peak dynamic loads occur
during or directly after the disturbance; their magnitudes are not substantially reduced by the damping in
the system.
Due to the backlash between the geared elements of a gear unit, tooth separation will occur when the
vibratory torques in the shafts exceed the average torque, resulting in tooth separation and subsequent
impacts. Gear tooth loads due to these impacts can be several times the vibratory torque in the gear
shafts.
A vibratory torque which is synchronized to the rotation of a gear element can form a cyclic wear pattern
on the gear. This wear, which varies around the circumference on the gear element, results in tooth
spacing errors of the gear causing noise or even can become a self-generating excitation which
reinforces the original excitation.
C.4.2.3 Lateral vibration

Dynamic loads at a gear mesh can be caused by a lateral vibration of a gear element in response to an
excitation source. The lateral vibration of a rotor system should consider all flexibilities and restraints
which will influence the vibratory response of the rotor. In the case of a rotor system comprised of a gear
element and shaft, this should include the influence of bearings, foundations, couplings, connecting
adjacent rotors and the mating gear element. Lateral vibrations may also be caused by torsional
vibrations, but this may not be predicted with a linear analysis.
©AGMA
The most common sources of lateral excitation in a rotor system are unbalance and misalignment.
Therefore, care should be given to minimize these factors in the design, manufacture and installation of a
rotating system. The lateral response of the system should be evaluated based on the design tolerances
for system unbalance and misalignment. Consideration should be given to operation in the proximity of
lateral natural frequencies because large vibratory loads may result with relatively low excitation. Fluid
film bearings are generally used to support rotors in critical service systems. These bearings possess
stiffness and damping properties which vary with speed and load. These non-linear properties should be
considered when calculating the lateral natural frequencies of the system. Under certain conditions of
operation, these bearings can cause instabilities in the rotor motion which will impart dynamic loads on
the gear mesh.
C.4.2.4 Axial vibration

Dynamic loads on a gear mesh are sometimes caused by what appears to be an axial vibration. This
axial motion is most often the response of the gear element to unbalanced thrust forces. Common
sources for these forces are malfunctioning or misaligned couplings, electric armatures mounted off their
magnetic center, face runout of thrust collars or compressor wheels, and assembly errors.
C.4.2.5 Vibration measurements and design considerations

The results of any theoretical vibration analysis are only as accurate as the mathematical model which is
developed to perform the calculations. The correctness of the model of the system is dependent on the
accuracy to which the inertia, stiffness, damping and excitation can be ascertained. Since there is always
the possibility of the actual system responding differently than the theoretical evaluation, consideration
should be given to physically measuring the vibratory loads in the system at the time of initial startup.
Obtaining test data related to operational loading on a system has the following advantages:
- establishes confidence that the rotating system will perform satisfactorily or indicate areas where
corrective actions are required prior to a system failure;
- provide a basis for evaluation of systems that may be designed or manufactured in the future;
- pinpoint system excitations or non-linear responses which were not considered in any theoretical
evaluation.
In the design stages it is advantageous to provide design features in the system which would facilitate
testing, such as ground surfaces and proper access points for pickups or strain gages. Also in the
system design, if it is feasible, consideration should be given to field modifications that could be made
with a minimum of operational downtime if damaging vibratory loads were encountered. An example of
this would be providing both access to couplings and additional space for coupling changes for detuning
purposes.
C.5 Alignment
C.5.1 Drive train alignment
A gear unit by the nature of its operation is always connected to at least two other pieces of equipment.
The successful operation of the gear unit is largely dependent on the alignment of these components.
The alignment shall consider the parallel offset, angular misalignment, and axial misalignment.
Misalignment during operation not only causes vibration, but superimposes bending stress on the shear
stress due to transmitted torque. These stresses cannot be readily calculated but they warrant discussion
so the designer can take precautions to minimize their effect. Perfect alignment is almost impossible to
obtain; therefore, flexible couplings are used to minimize the effects of the inherent misalignment.
However, “flexible” couplings, whether of the gear tooth, spring elements, flexing disc, or elastomeric
type, produce forces and moments on their supporting shafts when operating misaligned. The analytical
determination of the magnitude of these forces and moments is not fully understood. It can be
generalized that:
- the sense and direction are such that they try to bring the supporting shafts in line;
- significant bending moments may be imposed on supporting shafts;
- the magnitude of the forces and moments increases with larger angularity across the coupling;
©AGMA
- n otwi th stan d i n g catal og cl ai m s for an g u l ar capaci ty, fl exi bl e cou pl i n g s sh ou l d n ot be l ooked u pon as
u n i versal j oi n ts; th ey sh ou l d be g i ven th e best possi bl e al i g n m en t.
Th e system d esi g n er, i n ord er to obtai n m ech an i cal rel i abi l i ty of a cou pl ed sh afti n g system , m u st m ake a
com preh en si ve assessm en t of th e operati n g al i g n men t. Th i s i s a system stu d y an d sh al l i n cl u d e al l
el em en ts of th e system i n cl u d i n g bed pl ates an d /or fou n d ati on s. An accu rate eval u ati on of th erm al g rowth
for al l com pon en ts from a val i d an d com m on referen ce l i n e i s req u i red . J ou rn al d i spl acem en t wi th i n
beari n g s, th ou g h g en eral l y sm al l er i n m ag n i tu d e, sh ou l d be con si d ered , parti cu l arl y as i t affects col d or
stati c al i g n men t ch ecks. After d eterm i n i n g th e probabl e m ag n i tu d e of al i g n m en t ch an g e from stati c an d
col d to d yn am i c an d h ot (i n cl u d i n g an y peri od i c cycl i c ch an g es th at m ay occu r), sel ect a cou pl i n g
arran g em en t th at provi d es en ou g h l en g th or span between fl exi bl e el em en ts to keep an g u l ari ty l ow, i n th e
reg i on of 5 m i n u tes or l ower.
A h ot al i g n men t ch eck i s recomm en d ed at th e ti m e th e u n i t i s pu t i n servi ce. Th i s sh ou l d be performed

wh en al l tem peratu res h ave stabi l i zed , an d th e system i s tran sm i tti n g rated power at rated speed .
C.5.2 Foundations
An oth er ki n d of al i g n m en t probl em com m on l y en cou n tered i n g eared system s i s th e m i sal i g n m en t of
pi n i on an d g ear axes d u e to fou n d ati on or bed pl ate twi sti n g or d efl ecti on s. I t sh ou l d be recog n i zed th at
g ear u n i ts req u i re fou n d ati on s wi th su ffi ci en t ri g i d i ty to m ai n tai n al i g n men t u n d er operati n g l oad s.
Rei n forced con crete fou n d ati on s wi th g rou ted -i n sol epl ate are g en eral l y preferabl e to fabri cated steel
bed pl ates i n term s of fou n d ati on sti ffn ess, m ass an d d am pi n g ch aracteri sti cs. A con crete fou n d ati on of
ad eq u ate secti on , on g ood soi l or on su ffi ci en t pi l i n g , i s th e best i n su ran ce to avoi d u n eq u al settl i n g or
twi sti n g from oth er cau ses.
Fabri cated steel bed pl ates m ake con ven i en t sh i ppi n g an d h an d l i n g frames, bu t are g en eral l y d esi g n ed for
stren g th , n ot ri g i d i ty. Th ey are freq u en tl y d esi g n ed wi th ou t con si d erati on for th e vari ou s pi pi n g an d /or oi l
su m p th erm al expan si on . Ou td oor i n stal l ati on s on steel bed pl ates are parti cu l arl y su bj ect to cycl i c
bowi n g cau sed by th e d ai l y “ri se an d fal l ” of th e su n .
Wh en steel bed pl ates are u sed , th e d esi g n er sh ou l d en d eavor to ach i eve two th i n g s:
- arran g e oi l su m ps, pi pi n g , an d weath er protecti on to m i n i m i ze u n sym m etri cal th erm al expan si on ;
- th orou g h l y i n vesti g ate el asti c d eform ati on of th e bed pl ate d u e to pi pi n g forces an d mom en ts; th en
d esi g n th e bed pl ate to el i mi n ate twi sti n g at th e g ear su pports.
C.5.3 System piping

Th e forces an d m om en ts i m posed on pu m ps, com pressors an d tu rbi n es by th ei r i n l et an d d i sch arg e
pi pi n g are maj or factors i n d efl ecti n g th i s eq u i pm en t an d cau si n g operati n g m i sal i g n m en t. Al l efforts
sh ou l d be m ad e to m i n i m i ze pi pi n g effects. Lu bri can t su ppl y an d d rai n pi pi n g for th e g ear u n i t sh ou l d be
g i ven si m i l ar con si d erati on .
C.5.4 Installation instructions

Th e system d esi g n er sh ou l d assem bl e an d i n teg rate com pl ete an d com preh en si ve i n stal l ati on
i n stru cti on s coveri n g , as a m i n i m u m , su ch th i n g s as:
- sol epl ate, bed pl ate, m ach i n ery posi ti on an d l evel i n g d etai l s;
- fou n d ati on bol ti n g an d g rou ti n g d etai l s;
- col d al i g n m en t d ata -- i n cl u d i n g m eth od of m easu ri n g , rel ati ve posi ti on , an d seq u en ce of al i g n m en t;
- keyi n g , pi n n i n g an d torq u i n g d etai l s as req u i red ;
- pi pe su pport an d fl an g e m akeu p d etai l s;
- al l oth er rel evan t d etai l s th at wou l d oth erwi se be l eft to th e j u d g m en t of th e j ob si te m ech an i c.
C. 6 Additional lubrication considerations

Th e con ti n u ed su ccessfu l operati on an d l on g l i fe of a g ear u n i t i s d epen d en t on th e con stan t su ppl y of a
l u bri cati n g oi l of proper q u an ti ty, q u al i ty, an d con d i ti on . Th e l u bri cati on system h as fi ve fu n cti on s to
perform :
- red u ce fri cti on ;

- tran sfer h eat;
- m i n i m i ze wear;
- tran sfer wear parti cl es;
- red u ce ru sti n g an d corrosi on .
Fai l u re of th e l u bri cati on system to ad eq u atel y perform an y on e or m ore of th ese fu n cti on s m ay resu l t i n
prematu re fai l u re of th e g ear d ri ve.
C.6.1 Type of lubricant

Two basi c types of oi l s are u sed to l u bri cate g ear d ri ves:
- petrol eu m base;
- syn th eti c.
Th ere can be a wi d e vari ati on i n th e l u bri cati n g q u al i ti es of oi l s wi th i n each of th ese g en eral types. Oi l s
are com pou n d ed to m eet speci fi c req u i rem en ts for vari ou s appl i cati on s su ch as g ear oi l s, beari n g oi l s,
i n tern al com bu sti on oi l s, worm g ear oi l s, etc. Th erefore, i t i s i m portan t th at an oi l be sel ected m eeti n g th e
recom m en d ati on s su ppl i ed wi th th e g ear u n i t.
Syn th eti c oi l s sh ou l d n ever be su bsti tu ted for petrol eu m base oi l s wi th ou t th e g ear ven d or's approval ,
si n ce th ese oi l s n ot on l y h ave d i fferen t l u bri cati n g q u al i ti es, bu t al so m ay n ot be com pati bl e wi th m ateri al s
u sed i n th e g ear u n i t.
C.6.2 Lubricant selection

Th e correct type an d vi scosi ty of oi l sh al l be su ppl i ed i n accord an ce wi th th e ven d or's recom m en d ati on s.
Th e fri cti on , wear, fi l m stren g th an d corrosi on protecti on ch aracteri sti cs of d i fferen t types of oi l s can vary
wi d el y. Devi ati on from th e recom m en d ed oi l for th e g ear d ri ve can resu l t i n prematu re wear, fai l u re, or
both .
C.6.2.1 Lubricant quality

Lu bri cati n g oi l s for h i g h speed g ear u n i ts sh ou l d be h i g h q u al i ty, refi n ed , paraffi n base petrol eu m oi l s.
Th ey sh al l n ot be corrosi ve an d sh al l be free from g ri t or abrasi ves. As th ey are often ti mes su bj ect to
l arg e fl ow rates an d h i g h operati n g tem peratu res, th ey sh al l h ave g ood an ti foam i n g properti es.
Oi l s of a strai g h t m i n eral type sh ou l d be u sed . H i g h q u al i ty ru st an d oxi d ati on resi stan ce i s d esi rabl e.
Oi l s wi th ad d i ti ves wh i ch en h an ce th ese ch aracteri sti cs sh ou l d be carefu l l y sel ected an d , i f sel ected ,
freq u en tl y ch an g ed to avoi d accu mu l ati ve separati on of th e ad d i ti ves d u ri n g operati on . Wh en exposed to
h i g h operati n g tem peratu res i n excess of 90° C, rapi d d eg rad ati on wi l l occu r.
C.6.2.2 Viscosity and viscosity index

Oi l s refi n ed i n to l u bri can ts are g en eral l y d eri ved from two types of cru d e oi l , eith er paraffi n base or n apth a
base. Paraffi n based oi l s are preferred becau se th ey h ave better n atu ral extrem e pressu re
ch aracteri sti cs an d better resi stan ce to “th i n n i n g d own ” at h i g h er operati n g temperatu res. N apth a based
oi l s, on th e oth er h an d , req u i re speci al ad d i ti ves i n ord er to possess th i s ben efi t.
Th e oi l 's resi stan ce to “th i n n i n g ” i s m easu red by th e vi scosi ty i n d ex. Th e h i g h er th e i n d ex val u e th e better
th e resi stan ce to “th i n n i n g ”. Oi l s wi th ou t ad d i ti ves of th e paraffi n base type u su al l y h ave vi scosi ty i n d ex
(VI ) val u es of n i n ety (90) or above, wh ereas n apth a base oi l s wi l l exh i bi t l ower val u es, often between
twen ty (20) an d th i rty (30).
C.6.3 Oil film

G ear el em en ts an d th e su pporti n g beari n g system req u i re a con ti n u ou s su ppl y of properl y sel ected an d
con d i ti on ed oi l for su rvi val . An oi l fi l m of ad eq u ate th i ckn ess n eed s to be establ i sh ed between th e rol l i n g
an d sl i d i n g com pon en t su rfaces to avoi d d am ag i n g wear an d scu ffi n g an d to provi d e com pon en t cool i n g .
H yd rod yn am i c an d el astoh yd rod yn ami c l u bri cati on th eori es are com m on l y u sed in an al yzi n g fi l m
th i ckn ess i n beari n g s an d g ear teeth . Th e oi l vi scosi ty h as th e g reatest effect on th e fi l m th i ckn ess.
Con seq u en tl y, fai l u re to u se an oi l th at h as both th e proper vi scosi ty an d vi scosi ty i n d ex can resu l t i n
fai l u re to prod u ce an ad eq u ate fi l m th i ckn ess for th e g ear teeth an d beari n g s.

Improper oil film thickness may cause several operational problems. Lack of oil film or inadequate oil film
thickness may cause metallurgical tempering of hardened surfaces due to frictional heat, destructive
wear, scuffing or pitting of the gear teeth, and frictional melting, plastic flow or failure of the babbitted
bearing surfaces. Increased oil viscosity increases frictional power losses and therefore increases the
temperature rise and may produce heat energy beyond the capacity of the cooling system.
The lubrication system design should successfully achieve a balance of the viscosity and the oil film
thickness considerations.
C.6.4 Lubricant supply
The oil supply shall meet the requirements set forth in the gear vendor's recommendations.
C.6.4.1 Quantity
The proper flow rate of oil shall be supplied to the gear drive to ensure adequate oil film formation on the
rotor elements, and in cases where babbitted bearings are employed, in the bearing journals, to prevent
metal to metal contact of the respective elements. In addition, sufficient flow shall be maintained to
assure adequate cooling. Too small a quantity may cause inadequate distribution resulting in potential
overheating, whereas too large a quantity may result in excessive churning of the oil which may also
result in overheating.
C.6.4.2 Pressurized lubrication systems
When lubrication systems are self contained, the system should be designed with a flow capacity that is a
minimum of 1 0% greater than that initially required to allow for pump wear, slight bearing wear with
normal service, or change in oil viscosity due to temperature variations and change of viscosity with use.
Where pressurized oil is furnished from a central supply, operating, alarm and shutdown pressures shall
be in accordance with the gear unit vendor's specifications. Pressures lower than that recommended
may result in reduced flow and overheating. Pressures too high may cause excessive churning and
possible gearbox flooding, increasing power loss and also resulting in overheating.
Oil pressure to the gear drive should be measured either in the oil passages of the gear unit or at a point
as near to the entry of the unit as possible, thus avoiding the inclusion of pressure losses in the piping
between the point of measurement and the actual gear supply.
C.6.4.3 Lubricant temperature
The gear supplier will normally specify the minimum allowable oil temperature for startup. If temperatures
lower than this are expected, provisions shall be made to heat and, if possible, circulate the oil prior to
startup. The gear drive should not be operated for extended periods at this minimum startup
temperature.
Oil inlet temperature shall be in accordance with the vendor's specifications. A low supply temperature
may result in a change in viscosity causing higher than expected temperature rise in the gear unit and
improper oil distribution to the spray jets and bearings.
When the oil supply temperature is higher than specified, the oil will be subject to rapid oxidation reducing
the life of the oil, and reducing the operating viscosity resulting in an inadequate oil film. This condition
can result in overheating, excessive wear and even failure.
C.6.4.4 Pressurized system components
The system components need to be selected and installed to avoid problems. The following are some
suggestions to avoid problems:
- Aeration. Care needs to be taken to avoid excessive aeration of the oil. Aeration may result in pump
cavitation and decrease the volume of oil to come in contact with the elements of the gear drive;
- Oil reservoir. The reservoir should be large enough to allow time for the air to separate from the oil.
Return lines to the oil reservoir should return below the oil level. This also includes relief valve
bypass lines and any other return lines. These lines should be located as far away from the pump
suction line as possible. Baffles properly located in the reservoir will ensure the aerated return oil
does not find its way to the suction line until air has had time to escape from the oil;

- Drai n l i n es. Th e l ocati on of th e d rai n from th e g ear d ri ve is cri ti cal , an d th e ven d or's
recom m en d ati on s sh ou l d be fol l owed . Drai n l i n es sh ou l d be si zed so th ey ru n n o more th an h al f fu l l
of oi l . Th e l i n e sh ou l d sl ope d own at a m i n i m u m of (20 m m /m , 2%) an d h ave a m i n i m u m n u m ber of
ben d s an d el bows. ;
- Ven ts. Ven ts sh ou l d be carefu l l y l ocated an d of ampl e si ze to avoi d pressu re bu i l d u p an d al l ow read y

escape of ai r from th e system wi th ou t th e l oss of oi l . Ven ts sh ou l d be h i g h en ou g h to avoi d en try of
con tam i n an ts from th e en vi ron m en t i n to th e oi l . Often ti m es i t i s d esi rabl e to pl ace th e ven t i n th e
d rai n l i n e n ear th e exi t from th e g ear d ri ve to en su re proper d rai n ag e. Th e oi l i s fi l tered pri or to
retu rn i n g to th e g ear d ri ve as wel l . I n th i s m ann er d i rect con tami n ati on of th e g ear d ri ve from th e
atm osph ere ou tsi d e i s avoi d ed . Powered oi l m i st el i m i n ators m ay be u sed on ven ts to m i n i m i ze
ven ti n g of oi l m i st from th e system ; th ese u su al l y keep th e i n teri or of th e g ear u n i t an d reservoi r
sl i g h tl y bel ow atm osph eri c pressu re an d so al so m i n i mi ze oi l l eakag e probl ems;
- Fi l teri n g . Proper fi l trati on of th e l u bri can t i s very i m portan t. See C. 6. 4. 5 an d C. 6. 5
- Su cti on l i n es. Th ese l i n es sh ou l d be g en erou sl y si zed to m i n i m i ze pressu re l oss. Su cti on pressu re

(n et posi ti ve su cti on h ead ) sh ou l d n ot be l ess th an th at recom m en d ed by th e pu m p ven d or. Th e total
su cti on l oss sh ou l d i n cl u d e th e l oss i n th e pi pi n g , val ves an d fi tti n g s, i n ad d i ti on to th e d i stan ce of th e
l i ft. I f a ch eck val ve i s u sed i n th e su cti on l i n e of posi ti ve d i spl acem en t pu m ps, a pressu re l i m i ti n g
d evi ce sh ou l d be i n stal l ed to protect ag ai n st th e effects of reverse rotati on of th e pu m p;
- Fl u sh i n g . Before oi l i s ci rcu l ated th rou g h th e g ear d ri ve, a bri d g e secti on con tai n i n g a rem ovabl e
screen i s fi tted between th e su ppl y poi n t an d th e d rai n . Th e system n eed s to be fl u sh ed u n ti l th ere i s
n o si g n i fi can t accu mu l ati on of d i rt on th e screen . Du ri n g fl u sh i n g th e pi pi n g sh ou l d be h am m er
rapped to d i sl od g e forei g n parti cl es. After fl u sh i n g i s com pl eted , th e su ppl y an d d rai n l i n es are
con n ected to th e g ear d ri ve.
C.6.4.5 Lubricant condition

H avi n g provi d ed th e proper type an d g rad e of oi l , i t i s al so i m portan t th at th e oi l be su ppl i ed an d
m ai n tai n ed in th e proper con d i ti on . Du st, d i rt, g ri t an d oth er parti cl es i n th e oi l su ppl y sh ou l d be
el i m i n ated . Th ese may act as an abrasi ve i n th e beari n g s an d g ear teeth , cau si n g abrasi ve wear. Th e
pressu ri zed oi l sh al l be su ppl i ed th rou g h a fi l ter as speci fi ed by th e g ear u n i t ven d or. Th ese fi l ter systems
sh ou l d be servi ced reg u l arl y to avoi d ci rcu l ati on of con tam i n an ts wi th th e oi l an d to avoi d excessi ve
pressu re d rops th rou g h th e fi l ters wh i ch m ay red u ce th e q u an ti ty of oi l su ppl i ed to th e g ear d ri ve.
Th e oi l sh ou l d be m ai n tai n ed i n i ts correct ch em i cal con d i ti on to properl y perform . Forei g n m atter, d i rt

an d m oi stu re can ch an g e th e ch em i cal properti es of th e oi l . Ad d i ti ves u sed i n m an y oi l s are d epl eted wi th
u se an d req u i re repl acem en t. Si n ce m an y factors i n fl u en ce th e u sefu l l i fe of th e oi l , i ts con d i ti on sh ou l d
be an al yzed on a reg u l ar basi s to en su re i ts properti es are wi th i n speci fi cati on .
C.6.5 Varnishing
Varn i sh i n g sh ou l d be avoi d ed . I t i s most preval en t i n g ear u n i ts th at h ave h i g h axi al vel oci ty an d l on g
face wi d th s. Th e ch an ce of excessi ve fl ash oi l tem peratu res l ead i n g to varn i sh i n g i n creases wi th
i n creasi n g axi al vel oci ty an d wi th i n creasi n g face wi d th . Axi al vel oci ty i n creases wi th i n creasi n g pi tch l i n e
vel oci ty an d l ower h el i x an g l es. M an y h i g h speed g ears h ave an axi al m esh i n g vel oci ty exceed i n g M ach
1. Th e oi l an d ai r m i xtu re bei n g ej ected from th e mesh at th i s h i g h vel oci ty can becom e very h ot d u e to a
com bi n ati on of tu rbu l en ce an d fri cti on wi th th e tooth fl an ks.
Varn i sh i n g occu rs wh en som e of th e oi l g ets too h ot an d oxi d i zes, bu t th e l ocati on of th e varn i sh d eposi t
m ay n ot correspon d to th e l ocati on wh ere th e h i g h est tem peratu res occu r. G en eral l y, i n creasi n g th e oi l
fl ow wi l l n ot sol ve th e probl em , si n ce th e spray can n ot d i rectl y reach th e spot wh ere th e h i g h tem peratu re
occu rs as th e oi l i s bei n g sq u eezed between th e m esh i n g teeth . I n creasi n g oi l fl ow m ay resu l t i n extra oi l
en teri n g th e m esh , wh i ch m ay i n crease th e ch u rn i n g l osses of th e oi l /ai r m i xtu re travel i n g th rou g h th e
m esh , an d m ay m ake th e probl em worse.
Varn i sh i n g ad versel y affects th e cool i n g of th e g ear teeth . Th i s i s mai n l y d u e to th e i n su l ati n g effect of th e

varn i sh red u ci n g th e effecti ven ess of th e cool i n g l u be oi l spray. A secon d ary, an d often m i n or, effect i s
th at i m m ed i atel y after th e oi l on th e con tact area h as been h eated by g oi n g th rou g h th e m esh , th e
i n su l ati n g l ayer of varn i sh i n terferes wi th th e fl ow of h eat from th e very h ot oi l to th e rel ati vel y cool er g ear
teeth , th u s al l owi n g th e oi l on th e tooth fl an ks to rem ai n h ot l on g er. Varn i sh i n g al so i n creases th e fri cti on
between th e g ear teeth an d th e com pressed l u be oi l an d ai r as i t travel s l on g i tu d i n al l y across th e fl an k,

th ereby ad d i n g ad d i ti on al h eat to th e tooth fl an ks. Th e com bi n ed effects resu l t i n th e g ear teeth g etti n g
h otter; th ereby en cou rag i n g an i n creasi n g rate of varn i sh bu i l d u p.
Wh en th ere i s varn i sh i n g , i t h as been reported th at separate m etal l u rg i cal ph en om en a m ay al so occu r. I n

som e cases wh ere th e eq u i l i bri u m temperatu re i s rel ati vel y h ot d u e to th e en vi ron men t an d g ear m esh
d yn am i c acti on , th e con tact area of th e g ear tooth fl an k m ay m etal l u rg i cal l y tran sform to resu l t i n a h i g h er
h ard n ess wi th som e d i m en si on al ch an g es wh i ch may al ter th e h el i x m od i fi cati on an d th ereby ad versel y
affect g ear l i fe.
Wi th h i g h speed g ears, th e bu l k of th e cool i n g sh ou l d be d on e at th e ou tm esh , i m m ed i atel y fol l owi n g th e

g en erati on of h eat. Sprayi n g i n to th e ou tm esh m ay be m ore effecti ve th an at an y oth er l ocati on , as th e
vacu u m created between th e separati n g teeth i s repl aced wi th th e ai r an d oi l m i xtu re sprayed i n to th e
ou tm esh . Th ere m ay be su ffi ci en t oi l for l u bri cati on from a combi n ati on of th e resi d u al oi l from th e spray
at th e ou tm esh an d from th e oi l m i st wi th i n th e g earbox. Th erefore, si n ce m ost of th e oi l fl ow i s for
cool i n g , very l i ttl e or n o oi l sh ou l d be sprayed i n to th e i n m esh of th e g ears. I d eal l y, th ere sh ou l d be j u st
en ou g h oi l en teri n g th e m esh area to l u bri cate th e tooth fl an ks. H owever, en d u sers are cau ti on ed n ot to
ch an g e th e oi l sprayi n g arran g emen t provi d ed by th e ven d or.
Wh en varn i sh i n g occu rs, on e poten ti al sol u ti on i s to i n stal l an el ectrostati c fi l ter i n an i n d epen d en t ci rcu i t
i n ten d ed on l y for fi l trati on . Ch arg ed -parti cl e separators, al so kn own as el ectrostati c fi l ters or preci pi tators,
separate carbon an d oxi d i zed parti cl es by fi el d i n d u ced el ectrom ech an i cal forces (ch arg es) on pol ar
carbon an d i n sol u bl e oxi d e parti cu l ates. Th e ch arg ed su spen si on s preci pi tate to th e col l ecti on m ed i a or
pl ates of th e opposi te ch arg e, to wh i ch th ey ad h ere ti g h tl y. I n som e cases, su ch en h an ced fi l trati on
systems h ave red u ced or even el i m i n ated varn i sh d eposi ts. Th ese system s work best wi th oi l s of
rel ati vel y l ow vi scosi ty, wh ere a con si d erabl e am ou n t of th e su bm i cron resi n ou s m ateri al can be stri pped
ou t of th e oi l .

Annex D
Illustrative example
D. 1 Purpose
Th i s an n ex provi d es exam pl es based on th e assu mpti on th at th e g ear set power rati n g i s th e m i n i m u m
com pon en t rati n g . I n practi ce al l compon en t rati n g s n eed to be cal cu l ated to d eterm i n e th e l owest rated
com pon en t.
D. 2 Example #1
D.2.1 Operational parameters
Th e g earset to be rated tran sm i ts power from an i n d u cti on m otor rated at 2500 ki l owatts wi th 1 . 0 servi ce
factor an d 1 480 RPM to a cen tri fu g al com pressor operati n g at 5000 RPM . An n ex A i n d i cates th at a
servi ce factor of 1 . 4 i s appropri ate for th i s servi ce.
D.2.2 Gearset parameters

Th e th rou g h h ard en ed d ou bl e h el i cal g earset to be rated h as th e fol l owi n g param eters:
N u m ber of teeth , pi n i on 53
N u m ber of teeth , g ear 1 79
G ear speed 1 480 rpm
M od u l e, n ormal 3 mm
Pressu re an g l e, n orm al 20°
H el i x an g l e 29° 32’ 30”
Cen ter d i stan ce 400 m m
Ou tsi d e d i am eter, pi n i on 1 88. 75 m m
Ou tsi d e d i ameter, g ear 623. 24 m m
N orm al ci rcu l ar tooth th i ckn ess at referen ce d i am eters, pi n i on 4. 63 m m

(1 82. 76 m m ) an d g ear (61 7. 24 m m )
Face wi d th 255 m m
Overal l face (g ap i n cl u d ed ) 300 m m
H ard n ess pi n i on 350 H BW
H ard n ess g ear 300 H BW
Pi n i on speed 5000 rpm
M ateri al g rad e 2
Fl an k tol eran ce cl ass 4
Cu tter wh ol e d epth 7. 0 m m
Cu tter 1 /2 pi tch ad d en d u m 3. 8 m m
Cu tter ti p rad i u s 1 . 28 m m
D.2.3 Rating parameters

Th e pi tti n g resi stan ce power rati n g an d ben d i n g stren g th power rati n g at u n i ty servi ce factor are
cal cu l ated per AN SI /AG M A 21 01 -D04 eq u ati on s. Wi th th e factors th at h ave a val u e of on e (1 . 0) d el eted ,
th e eq u ati on s are:
2
1 b Z  d  Z 
P  I

w1 HP N
 (see AN SI /AG M A 21 01 -D04, Eq . 28)
azu
6 1 07 K K
v H  Z E 
1 d w1 bm Y  Y
P  t J FP N
(see AN SI /AG M A 21 01 -D04, Eq . 29)
ayu
6 1 0 7 K K v
1 h

wh ere
ω 1 = 4998. 5 rpm
b = 255 m m
Z I = 0. 22661 (see AG M A 908-B89)
d w1 = 1 82. 76 m m
Z N = 0. 67230 (pi n i on )
= 0. 71 973 (g ear)
Z E = 1 90. 20 [N /m m ]
2 0. 5
Y J pi n i on = 0. 56938 (see AG M A 908-B89)
Y J g ear = 0. 58768 (see AG M A 908-B89)
m t = 3. 4483 m m (3/cos 29° 32'30”)
Y N = 0. 79531 (pi n i on )
= 0. 82721 (g ear)
K v = 1 .1 3
K H = 1 . 2648 (see AN SI /AG M A 21 01 -D04)
C SF = K SF = 1 . 4 (see an n ex A)
σ HP = 1 078. 7 N /m m
2
(pi n i on @ 350 H BW)
2
= 958. 37 N /mm (g ear @ 300 H BW) (see AN SI /AG M A 21 01 -D04, fi g u re 8 G rad e 2)
 FP = 359. 22 N /m m
2
(pi n i on ) (see AN SI /AG M A 21 01 -D04, fi g u re 9 G rad e 2)
σ FP = 324. 05 N /m m
2
(g ear @ 300 H BW) (see AN SI /AG M A 21 01 -D04, fi g u re 9, G rad e 2)
2
 4998.5  255   0.22661   1 82.76 1 078.7   0.67230  
P     51 38 kW  pi n i on 
6  1 0 7 1 .1 3  1 .2648 
azu

1 90.2 

2
 4998.5  255   0.22661   1 82.76  958.37   0.71 973  
P     4648 kW  g ear 
6  1 0 7 1 .1 3   1 .2648 
azu
 1 90.2 

 4998.5 1 82.76  255  3.4483  0.56938  359.21  0.79531 

P   4787 kW  pi ni on 
6  1 07 1 .1 3 1 .2648 
ayu
1
 4998.5 1 82.76  255  3.4483  0.58766  324  0.8272 

P   4636 kW  pi n ion 
6  1 07 1 .1 3 1 .2648 
ayu
1
51 38 4648 4787 463 6

P a
i s th e l esser of
1 .4 1 .4 1 .4 1 .4
D.2.4 Rating conclusions

Pa i s eq u al to th e l esser of P azu or P
ayu d i vi d ed by th e servi ce factor, or P a = 4636 ÷ 1 . 4 = 331 1 kW. Th i s i s
g reater th an th e g ear rated power of 2500 kW, an d so i s acceptabl e.
D. 3 Example #2
D.3.1 Operational parameters
Th e g earset to be rated tran sm i ts power from a g as tu rbi n e rated at 1 5 M W an d 821 5 RPM to an el ectri c
g en erator operati n g at 3600 RPM on a base l oad cycl e. Th e servi ce factor i s 1 . 3.
D.3.2 Gearset parameters

Th e carbu ri zed d ou bl e h el i cal g earset to be rated h ave th e fol l owi n g param eters:
N u m ber of teeth , pi n i on 39
N u m ber of teeth , g ear 89
G ear speed 3600 rpm
M od u l e, n ormal 6 mm
Pressu re an g l e, n orm al 20°

H el i x an g l e 23° 45’
Cen ter d i stan ce 421 . 6 m m
Ou tsi d e d i am eter, pi n i on 268. 8 m m
Ou tsi d e d i ameter, g ear 595. 1 m m
Profi l e sh i ft coeffi ci en t ( x ), pi n i on 1 0. 1
Profi l e sh i ft coeffi ci en t ( x ), g ear 2 0. 0
Face wi d th 260 m m
G ap 80 m m
H ard n ess pi n i on an d g ear 58 H RC
M ateri al g rad e 2
Fl an k tol eran ce cl ass 4
Cu tter ti p rad i u s 2. 4 m m
Cu tter d epth 1 4 mm
Cu tter 1 /2 pi tch ad d en d u m 8 mm
Cu tter protu beran ce 0. 25 m m
D.3.3 Rating parameters

Th e pi tti n g resi stan ce power rati n g an d ben d i n g stren g th power rati n g at u n i ty servi ce factor are
cal cu l ated per AN SI /AG M A 21 01 -D04 eq u ati on s. Wi th th e factors th at h ave a val u e of on e (1 . 0) d el eted ,
th e eq u ati on s are:
2
 1 b Z  d  Z 
P  I

w1 HP N
 (see AN SI /AG M A 21 01 -D04, Eq . 27)
azu
6  1 07 K K
v H  Z E 
 1 d w1 bm Y  Y
P  t J FP N
(see AN SI /AG M A 21 01 -D04, Eq . 28)
ayu
6 1 0 7 K K v
1 H
wh ere
ω 1 = 821 5. 4 rpm
b = 260 m m
Z I = 0. 1 7295 (see AG M A 908-B89)
d w1 = 256. 91 m m
Z N = 0. 65385 (pi n i on )
= 0. 68478 (g ear)
Z E = 1 90. 2 [N /mm ]
2 0. 5
Y J pi n i on = 0. 4721 5 (see AG M A 908-B89)
Y J g ear = 0. 4861 1 (see AG M A 908-B89)
m t = 6. 5551 m m (6/cos 23. 75)
Y N = 0. 78264 (pi n i on )
= 0. 80379 (g ear)
K v = 1 .1 3
K H = 1 . 2369 (see AN SI /AG M A 21 01 -D04)
C SF = K SF = 1 . 3 (see an n ex A)
σ HP = 1 551 . 3 N /mm
2
(see AN SI /AG M A 21 01 -D04, tabl e 3 G rad e 2)
 FP = 448. 1 6 N /m m
2
(pi n i on an d g ear) (see AN SI /AG M A 21 01 -D04, tabl e 4 G rad e 2)
2
 821 5.4  260  0.1 7295  256.91 1 551 .3   0.65385  
P     25 977 kW  pi n i on 
6 1 07 1 .1 3 1 .2369 
azu
 1 90.2 

2
 821 5.4  260  0.1 730  256.91 1 551 .3   0.68478  
P     28 493 kW  g ear 
6 1 07 1 .1 3 1 .2369 
azu

1 90.2 


 821 5.4  256.91  260  6.5551  0.4721 5  448.1 6  0.78264 

Payu   22 31 6 kW  pinion 
6  1 07 1 .1 3 1 .2369  1
 821 5.4  256.91  260  6.5551   0.4861 1  448.1 6  0.80379 

Payu   23 597 kW  gear 
6  1 07 1 .1 3 1 .2369  1
25 977 28 493 22 31 6 23 597

Pa is the lesser of
1 .3 1 .3 1 .3 1 .3
D.3.4 Rating conclusions

The allowable transmitted power, Pa = 2231 6/1 .3 = 1 7 1 66 kW, is greater than the gear rated power of
1 5000 kW.
©AGMA
Annex E
Efficiency
E. 1 Gear unit efficiency

M ost con tracts for h i g h speed g ear u n i ts req u i re som e g u aran tee of m i n i m u m operati on al effi ci en cy.
Wh en h i g h power i s tran sm i tted , a very sm al l i n crem en t of effi ci en cy can represen t su bstan ti al econ om i c
g ai n or l oss over th e l i fe of th e g ear u n i t. To real i ze opti m u m g ear u n i t effi ci en cy, a d etai l ed stu d y of th e
several sou rces of power l oss i s req u i red .
Sou rces of power l oss for h i g h speed h el i cal g ear u n i ts i n cl u d e: m esh , i n tern al wi n d ag e, rad i al an d th ru st
beari n g fri cti on , rol l i n g el em en t beari n g l oad d epen d en t an d i n d epen d en t l osses, seal l oss, an d sh aft
d ri ven accessory power req u i remen ts.
Th ermal eq u i l i bri u m i s al so an i m portan t factor to con si d er wh en eval u ati n g u n i t effi ci en cy. I f th e power
l oss from th e g ear d ri ve exceed s th e capaci ty of th e cool i n g system , i n cl u d i n g rad i an t l osses th rou g h th e
g ear u n i t casi n g , th e i n l et oi l tem peratu re wi l l n ot be m ai n tai n ed an d wi l l i n fl u en ce th e perform an ce of th e
g ear u n i t. A rou g h ru l e of th u m b i s a 2% l oss per mesh at rated power for g ears reg ard l ess of si ze i n a
paral l el sh aft si n g l e m esh con fi g u rati on ; actu al effi ci en cy m ay vary wi d el y from th i s. Th e h eat to be
d i ssi pated from a g i ven power g earbox d oes n ot d epen d on th e si ze of th e g earbox. Bi g g er g ears wi l l
d i ssi pate h eat better th an sm al l er on es. I f a g earbox h as n o oi l ci rcu l ati n g system an d i s d epen d i n g on th e
rotors d i ppi n g an d spl ash i n g oi l for l u bri cati on , th e h eat wi l l be d i ssi pated en ti rel y th rou g h th e h ou si n g
wal l s. Som eti m es fi n s are d esi g n ed on to th e h ou si n g for i n creasi n g th e su rface area to th e atm osph ere
an d th ereby i n creasi n g th e th erm al rati n g . Fu rth er capaci ty to d i ssi pate h eat i s som eti m es accom pl i sh ed
wi th th e ad d i ti on of a fan or bl ower. H owever, m ost h i g h speed u n i ts h ave oi l ci rcu l ati n g system s th at
rej ect h eat th rou g h h eat exch an g ers.
Fi g u re E. 1 an d Fi g u re E. 2 sh ow a sam pl e breakd own of h ow th e en erg y i s d i ssi pated i n h i g h speed

g ears.
Beari n g
45%
Tooth i n g
55%
Figure E.1 – Origin of gearbox losses

Ch u rn i n g an d
wi n d ag e (ai r
an d oi l ) 80%
Fri cti on
20%
Figure E.2 – Origin of toothing losses

E.1 .1 Mesh losses

M esh l osses resu l t from oi l sh eari n g an d fri cti on al l osses wh i ch are d epen d en t on th e speci fi c sl i d i n g
vel oci ty an d fri cti on coeffi ci en t. M ost g ear mesh es u n d er th i s stan d ard wi l l operate i n th e EH D l u bri cati on
reg i me. AGM A/I SO 1 41 79-1 m ay be referred to for m esh power l oss d i scu ssi on s bu t th e form u l as
presen ted th ere h ave n ot been veri fi ed for u n i ts operati n g i n th e speed ran g e or oi l vi scosi ty typi cal for
h i g h speed h el i cal g ear u n i ts.
E.1 .2 Internal windage losses

Wi n d ag e l osses i n a h i g h speed g ear system can be th e d om i n ati n g porti on of th e total u n i t l oss.
Pocketi n g power l oss d u e to sq u eezi n g of th e com pressi bl e ai r/ai r-oi l m i xtu re from th e mesh i n g zon e
form s th e m ai n compon en t of wi n d ag e power l oss. I n ad d i ti on to pocketi n g l oss, wi n d ag e d rag power l oss
d u e to ai r d rag al on g th e peri ph ery an d su rfaces of th e rotati n g g ears can al so be expected to con tri bu te
to th e total wi n d ag e power l oss. Becau se of th e sen si ti vi ty of g ear an d u n i t speci fi c rel ati on sh i ps, th i s
com pon en t of g ear box l osses i s very d i ffi cu l t to accu ratel y esti m ate wi th ou t experi men tal d ata from a
speci fi c g ear u n i t. Som e factors th at affect wi n d ag e l osses are:
- pi tch l i n e vel oci ty
- th e am ou n t of oi l en trai n ed i n th e ai r su rrou n d i n g th e g ears
- oi l en trapm en t i n th e m esh ; pu m pi n g acti on
- h ou si n g -to-rotor cl earan ces
- g ear bl an k proporti on s
- oi l vi scosi ty
- m eth od of m esh l u bri cati on an d cool i n g
- h ori zon tal or verti cal sh aft offset
- i n tern al baffl i n g
See E. 2 for m ore i n form ati on .
E.1 .3 Bearing losses

Beari n g l osses can be ch aracteri zed based on th e type of beari n g . Typi cal l y, fl u i d fi l m j ou rn al beari n g s
are u sed i n h i g h speed h el i cal g ear u n i ts. Rol l i n g el em en t beari n g s m ay be u sed i n certai n cases.
E.1 .3.1 Hydrodynamic bearings

H yd rod yn am i c j ou rn al beari n g l osses are g en erated th rou g h oi l sh eari n g . Beari n g l osses are n orm al l y
provi d ed by th e beari n g ven d or, or establ i sh ed l oss cal cu l ati on m eth od s or prog rams can be u sed .
E.1 .3.2 Rolling element bearings

Rol l i n g el emen t beari n g l osses are separated i n to l oad d epen d en t l osses an d l oad i n d epen d en t l osses.
Eq u ati on s are establ i sh ed to pred i ct th e torq u e on a beari n g as a fu n cti on of th e appl i ed l oad . Load
i n d epen d en t l osses are ch aracteri zed as wi n d ag e an d ch u rn i n g l osses. Refer to AG M A/I SO 1 41 79-1 for
cal cu l ati on m eth od s.
E.1 .4 Seal losses

Wh ere con tact seal s are u sed , fri cti on al l osses d evel op from th e con tact between th e seal an d th e sh aft.
Th ese l osses can be esti m ated by u si n g th e m eth od presen ted i n AG M A/I SO 1 41 79-1 .
E.1 .5 Accessory losses

Th e power con su m ed by sh aft d ri ven accessori es can be com pu ted by cl assi c pressu re - d i spl acem en t
m eth od s i n th e case of fu el or l u be oi l pu m ps. Accessori es oth er th an pu m ps req u i re appropri ate
eval u ati on .
For pu m ps:
Qp
P  (E. 1 )
60 000 e
p

wh ere
P p i s power l oss for pu m p (kW)
Q i s pu m p vol u m em etri c fl ow rate (l /m i n );
p i s pu m p operati n g pressu re (kPa);
e i s pu m p effi ci en cy (85% esti m ated ).
E. 2 References
1. H an d sch u h , Robert F. , an d M i ch ael J . H u rrel l . Initial Experiments of High-Speed Drive System
Windage Losses. Proc. of I n tern ati on al Con feren ce on G ears, G arch i n g , G erm an y. NASA/TM—2011-
216925. N ASA, Oct. 201 0. Web.
2. M i zu tan i , H ach i ro, Yu u i ch i I si kawa, an d D. P. Town sen d . "Effects of Lu bri cati on on th e Perform an ce of
H i g h Speed Spu r G ears. " Proc. of Con feren ce: 5. I n tern ati on al Power Tran sm i ssi on an d G eari n g
Con feren ce, Ch i cag o, I L. NASA-TM-101969. N ASA, Lewi s Research Cen ter, 1 989. Web.
3. Proceedings of the Institution of
Dawson , P. H . , 1 984, “Wi n d ag e Loss i n Larg er H i g h -Speed G ears, ”
Mechanical Engineers, Part A: Power an d Process En g i n eeri n g , 1 98(1 ), 51 –59.

Annex F
Metallurgical considerations for critical applications
For cri ti cal appl i cati on s, con si d erati on m ay be g i ven to req u i ri n g som e or al l of th e fol l owi n g . Th ese
su g g esti on s sh ou l d n ot be bl i n d l y ad opted . Th ey m ay be very u sefu l i n som e si tu ati on s, bu t m ay n ot be
appropri ate for oth er appl i cati on s. A m etal l u rg i st fam i l i ar wi th g ears an d th ei r speci fi c m ateri al s an d
processi n g sh ou l d be con su l ted before ad d i n g req u i rem en ts su ch as th ese. Th ese con si d erati on s are
l i sted i n th e typi cal m an u factu ri n g seq u en ce of operati on s an d n ot i n ord er of th ei r i m portan ce. Th e
i m pact on cost an d d el i very sh ou l d be con si d ered rel ati ve to th e poten ti al ben efi ts of an y ad d ed
req u i remen ts. See AG M A 923-B05 for d efi n i ti on s of m etal l u rg i cal req u i rem en ts an d term i n ol og y.
- G ears prod u ced from m ateri al s th at are cl ean er an d th at h ave better m i cro stru ctu res wi l l h ave
i m proved perform an ce.
o U se AG M A 923-B05 G rad e 3 req u i remen ts
o U se th e m etal l u rg i cal recom m en d ati on s of AG M A 923-B05 as req u i rem en ts.
o U se i n g ot cast m ateri al rath er th an con ti n u ou s cast m ateri al d u e to cal ci u m i ssu es an d i ts

poten ti al n eg ati ve effect on pi tti n g fati g u e l i fe.
o Li m i t n on -metal l i c I n cl u si on l evel s to AG M A 923-B05 Al tern ati ves A or B.
- H ot work by forg i n g g reatl y i n creases m ateri al properti es; i f properl y d on e i t wi l l ori en t th e g rai n s
appropri atel y for th e g ear teeth . Th e m ateri al total red u cti on rati o wi l l i n fl u en ce th e m ateri al q u al i ty.
H owever, th e total red u cti on rati o wi l l n ot overcom e th e d etri men tal effects of excessi ve or poorl y
sh aped i n cl u si on s.
o Req u i re, as a m i n i m u m , materi al total red u cti on rati o accord i n g to AG M A 923-B05 g rad e 3. A
m i n i m u m red u cti on rati o of 7: 1 i s recomm en d ed , wh ere possi bl e.
o U se ti g h ter u l trason i c test req u i rem en ts, su ch as u se of a referen ce bl ock wi th a sm al l er Fl at

Bottom H ol e (FBH ) d i am eter th an speci fi ed i n AG M A 923-B05.
- Req u i re h eat treatm en t an d m i crostru ctu re accord i n g to AG M A 923-B05 g rad e 3.
o N i tri d i n g i n creases su rface h ard n ess i n a very th i n l ayer, an d th erefore i n creases th e pi tti n g
resi stan ce. N ote th at th e ben d i n g stren g th wi l l i n crease on l y sl i g h tl y, i f at al l .
o Teeth th at are carbu ri zed an d h ard en ed wi l l g eneral l y ou tperform d i m en si on al l y i d en ti cal g ear

teeth prod u ced by oth er h eat treatm en t processes, bu t m ay be m ore expen si ve. Wh en g ears
are d esi g n ed to th ei r rati n g l i m i ts (pi tti n g or ben d i n g ), carbu ri zed g ears m ay be l ess
expen si ve th an g ears prod u ced by oth er processes, si n ce th ey can be sm al l er. N ote th at
case h ard en i n g an d su rface h ard en i n g are materi al ch em i stry d epen d en t an d th e m ateri al
ch em i stry sel ected sh ou l d be su i tabl e for th e h ard en i n g m eth od ch osen .
o N orm al i ze, q u en ch , an d tem per pri or to tooth cu tti n g an d carbu ri zati on for d i storti on con trol
an d i m proved m i crostru ctu re.
o Con si d er th at retai n ed au sten i te for carbu ri zed an d h ard en ed g eari n g can be a con cern at
certai n l evel s. Th e opti m al l evel vari es across i n d u stri es an d appl i cati on s. Abou t 20%
retai n ed au sten i te i s typi cal l y opti m al , m ore or l ess m ay be d etri m en tal .
 Th ere are vari ou s m eth od s to red u ce th e retai n ed au sten i te l evel s. U se proper

process con trol d u ri n g h eat treatm en t. Col d treati n g at approxi m atel y -75° C can be
u sed to red u ce retai n ed au sten i te l evel s. An y col d treatm en t sh ou l d be fol l owed by a
tem per. M u l ti pl e tem pers h ave al so been u sed to red u ce retai n ed au sten i te l evel s.
N ote th at i t i s d i ffi cu l t to accu ratel y d eterm i n e metal l og raph i cal l y th e am ou n t of
retai n ed au sten i te; for m ore i n form ati on see th e AG M A 923-B05 req u i rem en ts an d
footn otes for retai n ed au sten i te. I n some cases a h ard n ess test m ay be u sed as an
i n d i cati on of th e am ou n t of retai n ed au sten i te.

- G ri n d i n g of th e tooth roots can resu l t i n a wel l -sh aped tooth root form , an d can rem ove u n d esi rabl e
n ear su rface m i crostru ctu res. H owever:
o G ri n d i n g of th e roots m ay resu l t i n l ocal i zed temperi n g th at l owers th e su rface h ard n ess an d

ben d i n g stren g th .
o Excessi ve l ocal i zed h eat g en erated d u ri n g g ri n d i n g m ay cau se cracks. Even very smal l
cracks i n crease th e ri sk of tooth breakag e, wh i ch often i s a catastroph i c fai l u re.
- Ti g h ten th e su rface tem per etch I n specti on req u i rem en ts per AN SI /AG M A 2007 or I SO 1 41 04.
o U se Cl ass FA (n o tem peri n g ) as th e acceptan ce cri teri a.
o U se th e d i p tan k m eth od wh ere si ze perm i ts as opposed to th e swab or spray m eth od s.
o Bake wi th i n 4 h ou rs after i n i ti al su rface tem per etch I n specti on an d after an y re-i n specti on .
- Ti g h ten th e mag n eti c parti cl e i n specti on acceptan ce cri teri a.
- Proh i bi t th e sh ot peen i n g of g ear tooth fl an ks after fi n al fi n i sh i n g becau se sh ot peen ed fl an ks are

m ore l i kel y to prod u ce m i cropi tti n g on mati n g g ear teeth .
- Con si d er i sotropi c su per fi n i sh i n g , both on th e g ear tooth fl an ks an d i n th e g ear tooth root area. Th i s
m ay i m prove g ear l i fe an d m ay al so i m prove effi ci en cy an d l ower operati n g temperatu res. I t can al so
rem ove u n d esi rabl e n ear su rface m i crostru ctu res.
- Pl ati n g wi th copper or si l ver m ay h ave ben efi ts d u ri n g i n i ti al ru n -i n , al th ou g h i m proved su rface fi n i sh

m eth od s cu rren tl y avai l abl e m ay ach i eve th e sam e or better resu l ts.
o H yd rog en em bri ttl em en t can cau se g ear fai l u res, an d care sh ou l d be taken to avoi d
i n trod u ci n g h yd rog en to th e parts. H yd rog en can be i n trod u ced to th e m i crostru ctu re vi a
aci d s, el ectropl ati n g , or oth er h yd rog en ri ch processes. I f h yd rog en em bri ttl em en t is a
con cern , proper en g i n eeri n g j u d g m en t sh ou l d be u sed to h an d l e th ese si tu ati on s. Care
sh ou l d be taken wh en el ectropl ati n g to avoi d probl em s wi th h yd rog en em bri ttl em en t.

Annex G
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:
1 . Code: L = Left; R = Right
2. Arrows indicate line of sight to determine direction of shaft extensions.
3. Letters preceding the hyphen refer to number and direction of high speed shaft extensions.
4. Letters following the hyphen refer to number and direction of low speed shaft extensions.
Figure G.1 - Parallel shaft spur, helical and herringbone gear drives, single or multiple stage

Annex H
Purchaser's data sheet
H.1 Purpose
Data sheets in SI and U.S. customary units are provided to facilitate communication between purchaser
and vendor. The purchaser should fill in the left side of the data sheet.
©AGMA
©AGMA
©AGMA
Annex I
Guideline for lubricant viscosity grade selection
I.1 Guidelines
I n th e absen ce of an el astoh yd rod yn am i c (EH D) an al ysi s, th e fol l owi n g tabl e i s offered for th e ven d or to
sel ect an appropri ate vi scosi ty g rad e for th ei r appl i cati on . Th e vi scosi ty sel ecti on sh ou l d be
com pl em en ted wi th an appropri ate l u bri can t ad d i ti ve packag e to provi d e a fi n i sh ed l u bri can t wi th
properti es su ffi ci en t to m eet th e overal l n eed s of th e appl i cati on .
Tabl e I . 1 provi d es th e esti m ated I SO vi scosi ty g rad es for a g i ven bu l k oi l tem peratu re an d pi tch l i n e
vel oci ty com bi n ati on . I n th e case of m u l ti pl e stag e g ear u n i ts, i t i s recomm en d ed to u se th e h i g h est pi tch
l i n e vel oci ty of th e m esh es. Con si d erati on sh ou l d be g i ven to th e vi scosi ty req u i rem en ts of th e oth er g ear
m esh es i n th ese i n stan ces. A com pl ete an al ysi s of th e effects of th e vi scosi ty on al l g ear m esh es an d on
th e beari n g s sh ou l d be perform ed .
Wh en th ere i s a sh ared l u bri cati on system , con si d erati on sh ou l d be g i ven to oth er com pon en ts i n th e
g ear d ri ve su ch as beari n g s an d seal s, an d so oth er vi scosi ty l evel s m ay be req u i red .
Table I.1 – Approximate viscosity grade for oils having minimum viscosity index of 90 1 )
Bulk Pitch line velocity, m/s 3)
temperature, 35 50 75 1 00 1 50 200
°C 2)
4)
40 I SO VG 46 I SO VG 46 I SO VG 32 I SO VG 32 I SO VG 32 CG V
50 I SO VG 46 I SO VG 46 I SO VG 46 I SO VG 46 I SO VG 32 I SO VG 32
5) 4) 4) 4)
1 05 I SO VG 68 I SO VG 68 I SO VG 46 CG V CG V CG V
NOTES:
1)
Th i s tabl e assu m es th at th e l u bri can t retai n s i ts vi scosi ty ch aracteri sti cs over th e expected oi l ch an g e i n terval .
Con su l t th e l u bri can t su ppl i er i f th i s d oes n ot appl y.
2)
Bu l k tem peratu re i s th e averag e tem peratu re i n th e l u bri can t d rai n l i n e. For sel f-con tai n ed u n i ts, i t i s th e su m p
oi l tem peratu re.
3)
Determi n e pi tch l i n e vel oci ty of al l g ear m esh es. Sel ect th e vi scosi ty g rad e for th e cri ti cal g ear m esh taki n g i n to
accou n t col d startu p con d i ti on s.
4)
Con su l t g earbox ven d or (CG V) i f operati on i n th i s ran g e i s expected
5)
Syn th eti c oi l s are recomm en d ed .
6)
Sh ad i n g d el i n eates vi scosi ty g rad es.

Annex J
Assembly, functional testing and preservation of gearboxes
J.1 Gearbox assembly procedures

This procedure covers assembly of gearboxes and gives recommendations for cleaning, storage,
handling, and assembly of gearbox components. Most of these recommendations are simply good
practice that should always be used, but a few may only be applicable to custom applications where
extreme cleanliness is required. Those few will add cost and may not improve performance or life, the
benefit depends on the specific system to which they are applied. Therefore, users should evaluate the
costs and benefits of each of these procedures before requesting them.
Solid particulates create abrasive wear, adhesive wear, and debris dents that shorten the life of gears,
bearings and seals. Therefore, gearboxes should be free of solid contaminants for maximum longevity of
gearbox components. Assembly should be done in a clean area by skilled technicians using clean
assembly procedures to minimize built-in contamination.
Following assembly the gearbox should be thoroughly flushed by circulating clean, particulate free, oil
through it. This may be done with the lubrication system that will be used for the test.
J.1 .1 Dedicated cleaning station
a. Monitoring gearbox cleanliness provides a means to control assembly practices to maintain gearbox
cleanliness.
b. All components should be cleaned prior to assembly and delivered to the assembly room in a clean
condition.
c. Housing, gears and shafts should be cleaned in a parts washer system equipped with high pressure
spray jets using heated aqueous-based solvents. Cleaning should include wash, rinse, and dry
stages. Lubrication system components should have all internal surfaces and passages cleaned.
For cast passages or welded sections, cleaning should include use of an appropriately sized wire
brush. Following cleaning, all lubrication system components should be flushed with clean filtered oil
and all ports should be sealed.
d. Rolling element and other bearings that are received from the vendor fully cleaned should be
delivered to the assembly room in their original OEM packaging. Otherwise, the bearings should be
cleaned in the parts washer.
J.1 .2 Storage and handling
Any component requiring storage should be cleaned, packaged, wrapped, and stored such that dust, dirt,
and particulates are not present on or in these components when they are delivered to the assembly
room. The ends of the lubrication system pipes, tubes, and hoses should be plugged or sealed. Loose
fittings should be in sealed bags or boxes. All ports in heat exchangers, radiators, manifolds, pumps, and
related hardware should be plugged, or the components stored in sealed bags.
J.1 .3 Dedicated assembly room
Ideally, the gearbox assembly room should be isolated and physically separated from other production
areas, especially those areas where the following or similar activities are performed:
a. Any hot work activities such as soldering, brazing, welding.
b. Removal of metal, composites, plastic, paint, coating or other materials from surfaces by any means
whatsoever, including deburring.
c. Cutting, shaping, or drilling of any materials.
d. Additional precautions to minimize the chance of particulates include:
- Doors and windows of the gearbox assembly room should not be opened for ventilation. Heating
and cooling should be provided by a system that delivers filtered air to the assembly room at all
times.
- Floors should be sealed and coated to form a smooth non-porous surface to minimize
accumulation of dirt, dust, and other particulates, and facilitate routine housekeeping. Surfaces of
walls and ceiling should be fully clad with sheet stock such as drywall. To facilitate routine

h ou sekeepi n g acti vi ti es, th ey sh ou l d al so be seal ed an d pai n ted so th ere i s n o m ateri al th at can

l oosen an d en ter th e en vi ron m en t.
- M ateri al h an d l i n g eq u i pmen t su ch as overh ead g an try cran es sh ou l d be rou ti n el y cl ean ed of
accu m u l ated d i rt, d u st, an d oth er d ebri s.
I n specti on of i n com i n g com pon en ts: Al l g earbox compon en ts sh ou l d be i n spected for cl ean l i n ess as th ey
are recei ved i n th e assem bl y room . Th i s sh ou l d i n cl u d e wi pi n g th e com pon en t wi th a cl ean , wh i te, l i n t-
free cl oth . An y com pon en t th at d i scol ors th e cl oth sh ou l d be rej ected an d retu rn ed to th e cl ean i n g stati on
to be re-cl ean ed .
J.1 .4 Covering work in-process:

Al l g earbox com pon en ts sh ou l d be wrapped or com pl etel y covered wi th cl ean , d u st free covers or
m ateri al s su ch as l i n t-free rag s, cl oth , or pl asti c wh en ever g earbox assem bl y i s h al ted d u ri n g work
breaks, at th e en d of th e work sh i ft, wh en ever h ou sekeepi n g acti vi ti es are perform ed , an d wh en th e ai r
cl ean i n g system i s bei n g servi ced or i s oth erwi se off-l i n e.
J.2 Lubrication system flushing and verification of cleanliness

Th e l u bri cati n g oi l system sh ou l d be th orou g h l y cl ean ed an d fl u sh ed before con n ecti n g i t to th e g earbox.
Th e fl u sh i n g m ay n ot be wi th i n th e con trol of th e g ear su ppl i er, su ch as wh en th ere i s a sh ared l u bri cati on
system fu rn i sh ed by oth ers. N everth el ess, veri fi cati on of cl ean l i n ess for su ch system s sh ou l d be
con si sten t wi th systems th at are fu rn i sh ed by th e g ear su ppl i er.
Th e Lu bri cati on system fl u sh i n g an d veri fi cati on of cl ean l i n ess m ay be com bi n ed i n to a si n g l e proced u re

i n th e seq u en ce sh own :
1. Rem ove fi l ters from system

2. I n stal l screen s 1 50 m i cron (1 00 m esh 1 00 × 1 00 per i n ch ) pl ai n -weave stai n l ess steel wi re m esh wi th
a wi re d i am eter of 0. 1 0 m m an d open i n g s of 0. 1 5 m m on l u bri cati on system ou tl et(s) an d tem porari l y
con n ect back to reservoi r. Th ese screen s sh ou l d be d own stream of al l l u bri cati on system
com pon en ts, i n cl u d i n g cool ers, so th at al l oi l passes th rou g h a screen before retu rn i n g to th e
reservoi r. N ote th at n o oi l sh ou l d g o th rou g h an y of th e beari n g s or g ear m esh d u ri n g th e fl u sh i n g
proced u re.
3. Fi l l reservoi r wi th cl ean oi l
4. H eat oi l to n orm al reservoi r operati n g tem peratu re
5. Ci rcu l ate oi l th rou g h th e com pl ete system for a m i n i m u m of on e h ou r. N ote th at i t m ay take m an y
d ays of fl u sh i n g before acceptabl e cl ean l i n ess l evel s are ach i eved .
6. Every secti on of pi pi n g sh ou l d be fl u sh ed an d veri fi ed for cl ean l i n ess, th i s m ay req u i re m u l ti pl e set-
u ps.
7. Wh en th e j ob oi l pu m p can n ot be u sed for fl u sh i n g (su ch as wh en i t i s d ri ven from th e g earbox), or
wh en h i g h er oi l vel oci ti es are d esi red , a separate fl u sh i n g pu m p m ay be u sed . I t i s ad van tag eou s to
u se a l arg er capaci ty pu m p so th e oi l vel oci ty d u ri n g fl u sh i n g i s h i g h er th an i t wi l l be d u ri n g n orm al
operati on .
8. To free parti cu l ate from oi l con tacti n g su rfaces, pi pes, cool ers, an d val ves sh ou l d be h am m ered
freq u en tl y d u ri n g test. H am m eri n g m ay be accom pl i sh ed by u si n g vari ou s m ean s, su ch as ph ysi cal
h am m eri n g , ai r i n j ecti on , or m ech an i cal vi brati n g eq u i pm en t. Care sh ou l d be taken to avoi d d am ag e
to eq u i pm en t d u ri n g th i s process.
9. Rem ove fi l ter screen s an d veri fy cl ean l i n ess. Wi th “d ” bei n g th e sm al l est pi pe i n tern al d i am eter (mm )
l ead i n g to th e screen , th ere sh ou l d be n o m ore th an 1 + d * d /1 25 parti cl es fou n d on th e screen after
a m i n i m u m of 1 h ou r of fl u sh i n g .
1 0. I f cl ean l i n ess l evel i s n ot ach i eved , take appropri ate acti on to i d en ti fy an d rem ove th e con tam i n ati n g
featu re, an d th en repeat process of veri fi cati on .
1 1 . U pon compl eti on of an acceptabl e fl u sh , veri fi cati on d ocu men tati on sh ou l d be com pl eted .
1 2. I n stal l j ob fi l ters i n system .
J.3 Tooth contact inspection prior to pre-functional testing

G ear tooth con tact pattern s i n d i cate h ow wel l a g earset i s al i g n ed an d h el p d eterm i n e operati on al
com pati bi l i ty of a pi n i on an d g ear. Stati c n o-l oad con tact pattern s m ay be i n spected i n a rol l stan d or i n
an u n stressed g ear h ou si n g , u si n g Pru ssi an bl u e or appropri ate m arki n g compou n d . A rol l stan d can be
u sed to al i g n th e g earset axes to eval u ate d evi ati on s from th e d esi g n profi l e an d h el i x. Con tact pattern s

obtained in a gear housing include gear tooth deviations, gear housing bore deviations, and effects of
bearing clearance.
J.3.1 Procedure for the Inspecting and recording of static tooth contact patterns:
This procedure covers inspection of no-load gear tooth contact patterns using soft marking compound,
with the gearset on a roll stand or in a gear housing. Results of this check are compared to the vendor’s
requirements.
The basic test procedure is given in AGMA 91 5-1 -A02, Clause 1 0. The following additional procedures
should also be used.
NOTE: The required materials and recommended application methods are detailed within ISO/TR 1 0064-4
Annex A, which describes the use of contact patterns to control proper rotor alignment.
J.3.1 .1 Recording results
The representative reading results from marking compound being transferred from the wheel teeth to the
pinion teeth. To record the results after transfer:
1 . Place a length of tape over the entire length of one of the representative loaded and non-loaded
flanks of the pinion tooth where the contact transfer has occurred.
2. Allow tape to fold over the edges and top land to define the tooth boundaries.
3. Starting at one end, carefully peel the tape from the tooth.
4. Place one end of the tape with adhesive side down, on white paper and carefully spread the tape
across the paper.
5. Annotate the tape to identify the tooth tip, root, and reference end, and whether it is a loaded or
unloaded flank.
6. As necessary, repeat tape lift-offs for remaining teeth inspected in identifying letter sequence.
7. Electronically record storage of the results in color, not black and white.
J.3.1 .2 Interpretation of results
Tape lift-off, unless otherwise specified, should be interpreted in accordance with Clause 1 0.4 of AGMA
91 5-1 -A02.
J.3.1 .3 Acceptance criteria
Contact pattern- The contact pattern should be within limits specified on the engineering drawing of the
vendor.
NOTE: Other acceptance criteria may be required, particularly for gears with modified helices such as:
referenced non-loaded side contact and static tooth mesh gap values as measured with a feeler gage.
J.3.1 .4 Static tooth contact report
The report should include the following: Description of the gearset, description of roll stand or gear
housing, tape lift-offs, record of verifications and calibrations.
J.3.2 Pre-test lube oil requirements
- Lubricant cleanliness: The ISO 4406 cleanliness should be measured with an automatic particle
counter in accordance with ISO 1 1 500.
- Reservoir lubricant cleanliness: The lubricant in the lubrication system reservoir should be circulated
through an offline filter with β 3 > 200 µm until the ISO 4406 cleanliness code is 1 6/1 4/1 1 or better.
- Gearbox lubricant cleanliness: After the lubrication system reservoir is sufficiently clean, the reservoir
should be connected to the gearbox and the lubricant should be circulated through the gearbox
lubrication and filtration system until the ISO 4406 cleanliness code is 1 7/1 5/1 2 or better.
J.4 Procedure for the Inspecting and recording of no-load, part loaded and loaded dynamic
tooth contact patterns
This procedure covers dynamic inspection of gear tooth contact patterns using hard lacquer under load
with the gearset in a gear housing.

Note that such a check usually shows area of contact at the test load, but does not reveal variations in
contact pressure over the flank.
Dynamic contact pattern tests should be performed on a gearset installed in gear housing.
J.4.1 Required materials
- Contact pattern tests should be performed using a hard lacquer layout fluid, such as DYKEM RED
Part No. 80496 or equivalent.
- An appropriate thinner for the product should be used as needed.
- The layout fluid should be applied with spray or a soft, fine-bristle brush.
J.4.2 Procedure
- Cleaning- pinion and wheel teeth should be cleaned with clean lint-free cloth soaked in fast drying
solvent to remove all oil.
- Applying layout fluid to brush- maximum brush load should be adjusted to prevent runs, sags or an
overly thick coating.
- Calibrating layout fluid thickness- operator training and application should be calibrated to maintain
accuracy and repeatability of coating thickness. Proper coating thickness is achieved when gear
tooth surface is clearly visible through the coating, and the coating is free of runs, sags, or thick
areas. Viscosity of layout fluid should be controlled to ensure uniform and repeatable coating
thickness. Viscosity may be reduced by diluting the layout fluid with an appropriate thinner, such as
DYKEM Remover and Cleaner.
- Applying layout fluid to pinion teeth- the loaded flanks of at least 3 adjacent teeth on both the pinion
and wheel elements should be applied in at least 3 location’s spaced 1 20 degrees apart.
- Verifying layout fluid adherence- after the layout fluid has dried for at least 5 minutes, the coating
should be tested for adherence by wiping teeth with a clean, soft cloth using firm finger pressure.
There should be no transfer of layout fluid to the cloth and no chipping of the layout fluid coating.
- Verifying layout fluid cleanliness- after the layout fluid has dried for at least 5 minutes, the coating
should be tested for cleanliness by wiping coated teeth with light finger pressure. Sense of touch
should indicate a smooth, hard surface free of roughness or grit.
- Immediately after the layout fluid coatings have been verified, all gear teeth should be sprayed with
clean oil to prevent corrosion.
- Predicted contact pattern - Gears sets with unmodified helices will ideally have contact across the
entire flank at no load, and still have good contact at full load. Gear sets with modified helices will only
produce a full load contact pattern when operating at the design load. This may not be possible to
demonstrate on a test stand. For tests of gears with modified helices that will be conducted at less
than full load or less than full speed, a predicted contact pattern for the test conditions should be
established prior to the test.
- Non-drive flank contact pattern check - Unidirectional gear sets which have the non-drive flanks
ground without a helix modification may use a no load contact pattern check of the non-drive flanks in
addition to, or in some cases instead of, the drive flank contact pattern check. The non-drive flank
contact pattern check can verify the proper alignment of the gears, and may be used as a reference
verifying the relationship with the modified drive side flanks.
- Test duration - Run time at no load should be 2 hours minimum, and should be long enough to
establish thermal equilibrium. Longer run times are required with high-speed gear sets and thick oil
film thickness. When the test also includes multiple loads, the run time at each load should be at least
20 minutes.
- Recording results - Record results with color photographs or scans of all contact patterns taken on
the teeth of the pinion and wheel. The field of the photograph should show the entire tooth. Large
teeth may require close-up photographs of contact patterns in additional to overall photographs.
Annotate the photographs to identify pinion or wheel, tip, root, reference end and loaded or unloaded
side.
- Interpretation of results- The contact pattern should be interpreted for percent contact area.

- Acceptance criteria- contact patterns should be within the limits specified for pinion and wheel. For
unmodified helices the criteria generally is 80% contact. For modified helices the recorded contact
should be reasonably close to the predicted contact for the test conditions.
J.5 Preservation and transport preparation procedures

When the gear unit or gearset is not going to be in use for an extended period of time, protection against
corrosion including internal and external components is essential. Consideration of the storage
environment such as indoors versus outdoors, temperature and humidity should be considered in the
material selected for preservation.
J.5.1 Post test inspection and cleaning preparations

After the final test run, all components should be inspected and properly preserved prior to final
assembly. If required, cleaning should include wash, rinse, and dry stages. The internal surfaces and
passages of all lubrication system components should be flushed with clean filtered oil and all ports
should be sealed. The internal surfaces and passages of all lubrication system components should be
flushed with clean filtered oil and all ports should be sealed. Bearings should be cleaned and preserved.
J.5.2 Preservation
Preservative should be applied to all unpainted surfaces including gears and bearings, but not to stainless
steel surfaces. The preservative should be suitable for both the storage environment and the length of
time the gear unit or elements will be in storage. Oil soluble preservatives can be used for storage up to
six months when the environment is not severe. With special care oil soluble preservatives may be
suitable for up to 1 8 months of storage. Extended care can be supplemented by spraying preservative
through access ports for internal protection and directly to the outside surfaces where applicable. When
oil soluble preservatives are not sufficient, heavy duty preservatives that will require a solvent for removal
prior to commissioning should be used.
J.5.3 Storage and handling

All equipment should be packed for transport in accordance with the contractual agreements with the
purchaser. Any component requiring storage should be cleaned, packaged, wrapped, and stored such
that dust, dirt, and foreign particles are not present on or in these components. The ends of the
lubrication system pipes, tubes, and hoses should be plugged. Loose fittings should be stored in sealed
bags or boxes. All ports in heat exchangers, radiators, manifolds, pumps, and related hardware should
be plugged, or the components stored in sealed bags. Shafts should be secured against axial movement
during transportation. Suitable measures, such as clamping devices, need to be used to prevent
movement of the input and output shafts, particularly for shafts without thrust bearings.
Lifting locations should be clearly identified to assure the gear unit is properly supported during loading,
transportation and unloading.
©AGMA
Bibliography
1. AGMA 908-B89, Geometry Factors for Determining the Pitting Resistance and Bending Strength of
Spur, Helical and Herringbone Gear Teeth
2. AGMA 927-A01 , Load Distribution Factors - Analytical Methods for Cylindrical Gears
3. Ehrich, Fredric F., Handbook of Rotordynamics, McGraw-Hill, Inc., 1 992
4. ISO 1 0064-4:1 998, Code of inspection practice -- Part 4: Recommendations relative to surface
texture and tooth contact pattern checking
5. ISO 1 1 500:2008, Hydraulic fluid power -- Determination of the particulate contamination level of a
liquid sample by automatic particle counting using the light-extinction principle
©AGMA

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ANSI/AGMA 601 1 -J1 4

(Revi si on of AN SI /AG M A 601 1 -I 03)

American National Standard

Speci fi cati on for H i g h

Speed H el i cal G ear U n i ts

Copyright American Gear Manufacturers Association

American Specification for High Speed Helical Gear Units

©AGMA 201 4 – All rights reserved

©AGMA 201 4 – All rights reserved

5.4 Bending strength power rating .................................................................................................... 1 1

©AGMA 201 4 – All rights reserved

8. 3 Post fu n cti on al i n specti on s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

9 Ven d or an d pu rch aser d ata exch an g e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

9. 1 Rati on al e for d ata req u i rem en ts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Copyright American Gear Manufacturers Association

Th e H i g h Speed G ear Com m i ttee beg an work on th e revi si on of AG M A 421 . 02 i n 1 951 , wh i ch i n cl u d ed :

AN SI /AG M A 601 1 -G 92 was a revi si on of 421 . 06 approved by th e AG M A m em bersh i p i n October, 1 991 .

AG M A 427. 01 was wi th d rawn . Th e i n form ati on fou n d i n AG M A 427. 01 was i n cl u d ed i n an n ex D of

Copyright American Gear Manufacturers Association

©AGMA 201 4 – All rights reserved

©AGMA 201 4 – All rights reserved

American National Standard -

Specification for High Speed Helical Gear

AN SI /AG M A 9005-E02, Industrial Gear Lubrication

3 Symbols, terminology and definitions

Table 1 - Symbols used in equations

C SF Servi ce factor for pi tti n g resi stan ce - - 5. 2

CRE Cri ti cal respon se en vel ope rpm Fi g u re 1

c h Lu bri can t speci fi c h eat at ( Tou t + T i n )/2 kJ /kg C° 6. 3. 4

c p Speci fi c h eat of l u bri can t kJ /kg C° 8. 2. 5

D J N om i n al beari n g bore d i ameter mm Tabl e 4

d Pi n i on operati n g pi tch d i ameter mm 4. 6

F d I n crem en tal d yn am i c l oad N 5. 3. 3

F t Tran sm i tted tan g en ti al l oad N 5. 3. 3

K B Ri m th i ckn ess factor - - 5. 4

K H Load d i stri bu ti on factor - - 5. 3. 2

K He M esh al i g n men t correcti on factor - - 5. 3. 2

K Hma M esh al i g n men t factor - - 5. 3. 2

K Hmc H el i x correcti on factor - - 5. 3. 2

K SF Servi ce factor for ben d i n g stren g th - - 5. 2

N cm I n i ti al (l esser) speed at 0. 707 peak ampl i tu d e (cri ti cal ) rpm 7. 2. 5

N cp Fi n al (g reater) speed at 0. 707 peak ampl i tu d e (cri ti cal ) rpm 7. 2. 5

N ct Rotor fi rst cri ti cal , cen ter freq u en cy rpm 7. 2. 5

N mc M axi m u m con ti n u ou s rotor speed rpm 4. 1

n L N u m ber of stress cycl es - - 5. 3. 1

P a Al l owabl e tran sm i tted power for th e g ear set kW 5. 1

P ayu Al l owabl e tran sm i tted power for ben d i n g stren g th at u n i ty kW 5. 1

Copyright American Gear Manufacturers Association

Symbol Term Units Where first

©AGMA 201 4 – All rights reserved

3.3.7 Functional test

3.3.8 Gear rated power

3.3.9 Half frequency whirl

3.3.1 0 Helix modification

3.3.1 1 Lateral vibration