TECHNICAL ISO/TR REPORT 13989-2 First edition 2000-03-15 Calculation of scuffing load capacity of cylindrical, bevel and hypoid gears — Part 2: Integral temperature method Calcul de la capacité de charge au grippage des engrenages cylindriques, coniques et hypoides — Partie 2: Méthode de la température intégrale Reference number ISO/TA 13989-2:2000(E) © 1S0 2000ISO/TR 13989-2:2000(E) POF disclaimer This POF tle may contain embodced typataces. In zocordanca with Adobe's Seensing poley, thie file may be print or vowed but ehall not be edit uniess the typefaces which are embeded are Scena o and installed cn the computer perforring the exiting. In dowrioacing this Nie, partes accept thoren the responstally of not infnging Adcbe's lensing poley. The ISO Central Secretariat accepts no lb In Vis ‘Adobe isa trademark of Adobo Systome Incorporatos. 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Terms, definitions, symbols and u Terms and definitions. ‘Symbols and units: Field of application omer nnrnenennnnenne cc cts ec recreeraoare Scuffing damag Integral temperature criterion. Influence factors... Mean coefficient of triction nc Run-in factor Xe Thermal flash factor X) Pressure angle tactor Xs Caleulation.. Cylindrical gears.. Scuffing safety factor Sis Permissible integral temperature nip Integral temperature 4, Flash temperature at pinion tooth tip Siac Bulk temperature Ay Mean coefficient of fri Run-in factor Xe Thermal flash factor Xi. Pressure angle factor X, Geometry factor at tip of pinion Xg- Approach factor X; Tip reliet factor Xc. Contact ratio fact Bevel gears. Souffing safety factor Sis Permissible integral temperature 4p ~~ Integral temperature Jn Flash temperature at pinion tooth tip Bulk temperature A, Mean coefficient of friction jig (errr cnn Run-in factor Xe Thermal flash factor Xx. Pressure angle factor X,5 Geometry factor at tip of pinion Xg= Approach factor Xa. Tip relief factor Ngo Contact ratio factor X, vsened iISO/TR 13989-2:2000(E) Hypold gears .. Scuffing safety factor Sijnis Permissible integral temperature 4,:p. Integral temperature J. Bulk temperature Ay. 22 Mean coefficient of friction dnc « 23 Run-in factor Xe. Geometry factor XG ennesnnennninemnnne vntnnen seen 23 ‘Approach factor Xq. 24 6.3.9 Tip relief factor Xca.. 25 6.3.10 Contact ratio factor X. 25 6.3.11 Calculation of virtual crossed axes helical gears 25 6.4 Scutfing integral temperature. 29 6.4.1 Scuffing integral temperature ‘n:s 6.4.2 Relative welding factor Xwrair Annex A (informative) Examples. Annex B (i formative) Contact-time-dependent scuffing temperature. nen set se {© 150 2000 ~ all rights reservedISO/TR 13989-: Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical ‘committees. Each member body Interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the Intemational Electrotechnical ‘Commission (IEC) on all matters of electrotechnical standardization, The main task of technical committees is to prepare International Standards, but in exceptional circumstances a technical committee may propose the publication of a Technical Report of ane of the following types: — type 1, when the required support cannot be obtained for the publication of an International Standard, despite repeated efforts; — type 2, when the subject is still under technical development or where for any other reason there is the future but not immediate possibilty of an agreement on an International Standard: — type 3, when a technical commitiee has collected data of a different kind from that which is normally published a an international Standard ("state of the art’, fr example] Technical Reports of types 1 and 2 are subject to review within three years of publication, to decide whether they can be transformed into International Standards. Technical Reports of type 3 do not necessarily have to be reviewed unt the data they provide are considered to be no longer valid or useful ‘Technical Reports are drafted in accordance with the rules given in the ISO/IEC Directives, Part 3. Attention is drawn to the possibility that some of the elements of this part of ISO/TR 13989 may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO/TR 19989-2, which is a Technical Report of type 2, was prepared by Technical Committee ISO/TC 60, Gears, ‘Subcommittee SC 2, Gear capacity calculation. This document is being issued in the Technical Report type 2) series of publications (according to subclause G.3.2.2 of Part 1 of the ISO/IEC Directives, 1995} as a “prospective standard for provisional application” in the field of scutfing load capacity of gears because there is an urgent need for guidance on how standards in this, field should be used to meet an identified need. In 1975, two methods to evaluate the risk of soutfing wore documented to be studied by ISO/TC 60. It was agreed that after a period of experience one method shall be selected ‘Since the subject is stil under technical development and there is a future possibility of an agreement on an International Standard, the publication of a type 2 Technical Report was proposed This document is not to be regarded as an “International Standard”. It is proposed for provisional application so that information and experience of its use in practice may be gathered. Comments on the content of this document should be sent to the ISO Central Secretariat ‘A review of this Technical Report (type 2) will be carried out not later than three years after its publication with the options of: extension for another three years; conversion into an International Standard; or withdrawal ISO/TR 13989 consists of the following parts, under the general title Calculation of scuffing load capacity of cylindrical, bevel and hypoid gears: — Part 1: Flash temperature method — Part 2: Integral temperature method ‘Annexes A and B of this part of ISO/TR 13989 are for information only. vsened vISO/TR 13989-2:2000(E) Introduction This part of ISO/TR 13989 describes the surface damage “warm scuffing” for cylindrical (spur and helical), bevel and hypoid gears for generally used gear materials and differant heat treatments. "Warm scutfing” is characterized by typical soufting and scoring marks, which can lead to increasing power loss, dynamic load, noise and wear. For “cold scuffing’, in general associated with low temperature and low speed, under approximately 4 mis, and through-nardened, heavily loaded gears, the equations are not suitable. ‘There is a particularly severe form of gear tooth surface damage in which seizure or welding together of areas of tooth surfaces occurs, due to absence or breakdown of a lubricant flim between the contacting tooth flanks of mating gears, caused by high temperature and high pressure. This form of damage is termed “scuffing” and most relevant when surface velocities are high, Scuffing may also occur for relatively iow sliding velocities when tooth surface pressures are high enough, either generally or, because of uneven surface geometry and loading, in discrete areas Risk of scuffing damage varies with the properties of gear materials, the lubricant used, the surface roughness of tooth flanks, the sliding velocities and the load. Excessive aeration or the presence of contaminants in the lubricant such as metal particles in suspension, also inctease the risk of scuffing damage. Consequences of the scuffing of high speed gears include a tendency to high levels of dynamic loading due to increase of vibration, which usually leads to further damage by scuffing, pitting or tooth breakage. High surface temperatures due to high surface pressures and sliding velocities can initiate the breakdown of lubricant films. On the basis of this hypothesis two approaches to relate temperature to lubricant tim breakdown are presented: — the flash temperature method (presented in ISO/ along the path of contact; R 1989-1), based on contact temperatures which vary the integral temperature method (presented in this part of ISO/TR 13989), based on the weighted average of the contact temperatures along the path of contact. The intogral temperature method is based on the assumption that scutfing is likely to occur when the mean value of the contact temperature (integral temperature) is equal to or exceads a corresponding critical value. The risk of scuffing of an actual gear unit can be predicted by comparing the integral temperature with the critical value, derived from a gear test for sculfing resistance of lubricants. The calculation method takes account of all significant influence parameters, |e. the lubricant (mineral oil with and without EP-additives, synthetic oils), the surface roughness, the sliding velocities, the load, etc. In order to ensure that all types of scuffing and comparable forms of surlace damage due to the complex relationships between hydrodynamical, thermodynamical and chemical phenomena are dealt with, further methods of assessment may be necessary. The development of such methods is the objective of ongoing research. elon Simson {© 150 2000 ~ all rights reservedTECHNICAL REPORT ISO/TR 13989-2:2000(E) Calculation of scuffing load capacity of cylind hypoid gears — al, bevel and Part 2: Integral temperature method 1 Scope This part of ISO/TR 13989 specifies the integral temperature method for calculating the scutfing load capacity of cylindrical, bevel and hypoid gears. 2 Normative references The following normative documents contain provisions which, through reference in this text, constitute provisions of this part of ISO/TR 13989. For dated references, subsequent amendments to, or revisions of, any of these publications do not apply. However, parties to agreements based on this part of ISO/TR 13989 are encouraged 0 investigate the possibility of applying the most recent editions of the normative documents indicated below. For undated references, the latest edition of the normative document referred to applies. Members of ISO and IEC maintain registers of curtent!y valid International Standards ISO 53:1998, Cylindrical gears for general and heavy engineering — Standard basic: rack tooth profile. ISO 1122-1:1998, Vocabulary of gear terms — Part 1: Definitions related to geometry. ISO 1328-11995, Cylindrical gears — ISO system of accuracy — Part 1: Definitions and allowable values of deviations relevant to corresponding fianks of gear teeth. ISO 6336-1:1996, Calculation of load capacity of spur and helical gears — Part 1: Basic principles, introduction and general influence factors. ISO 10300-1—), Caiculation of load capacity of bevel gears — Part 1: Introduction and general influence factors. 3. Terms, definitions, symbols and units 3.1. Terms and definitions For the purposes of this part of ISO/TR 13969, the terms and definitions given in ISO 1122-1 apply. 3.2 Symbols and units. The symbols used in this part of ISO/TR 13989 are given in Table 1 1) Tobe published, apt ver Cea Bess SEVEM 1ISO/TR 13989-2:2000(E) Table 1 — Symbols and units ‘Symbol Descr Unit Reference @__[centre distance mm = ‘@y___|irual centre distance of virtual cylindrical gear mm 180 10300-1 [face width, smaller value of pinion or whee! mm = ep affective facewidth for scuffing mm Eq, (46) &__| Specific heat capacity per unit volume (eam) = [single sfinass Nimmym) 150 6336-1 [mesh stffness Ni(mm mm) 150 6336-1 [reference circle diameter mm = the [effective tip diameter mm = a __|tip diameter mm Eq, (68) dy [base diameter mm Eq. (70) dy | diameter at mic-facewidth mm = lg |reference circle of virtual crossed axes helical gear mm Eq, (68) | reference diameter of virtual cyindrical gear mm 180 1030-1 dq_| tip diameter of vital cylindrical gear mm 180 10300-1 diy [base diameter of virial cylindrical gear mm 180 10300-1 fant2 | recess path of contact of pinion, wheel mn Eqs. (80), (81) ‘tint2_ | approach path of contact of pinion, wheel mm Eqs. (0), (81) [sliding factor = Eq, (62) 7am __ [adsendum at mid-lacewidth of hypoid gear mm = m__[ module mm = ‘minn [normal module of hypoid gaar at mic-facowidth mm = ‘my | Rormal module of vitual orossed axes halical goer mm EQ, (73) ‘ip [number of meshing gears, = = Pon [normal base pitch mm Ea, (74) [gear ratio = = ty__| gear ratio of virtual cylindrical gear = 180 10300-1 »__ [reference line velocity ms = vti2 [tangential velocity of pinion, wheel of hypoid gear mis Eqs. (77), (78) gi | maximum sliding velocity a tp of pinion ms Eq, (63) ge | sliding velocity at pitch point mis Eq, (82) vgi2 _ | sliding velocity ms Eqs. (64), (85) | oar | sliding velocity mis Eq. (87) smn stots (0180 2000~ Alig resrvedISO/TR 13989-: Table 1 (continued) Symbol Description Unit Reference vent | sliding velocity mis Eq. (88) vmt [tangential speed at reference cone at mid-facewidth of mis = bevel gear vsc [Sums of tangential speeds at pitch point ms Eqs. (2), (47), (81) v25__ [tangential speed mis Eq. (73) von [tangential speed mis Eq. (80) wer _ [specific tooth toad, scuffing Nimm Eq. (4) 2 [number of teeth = = 2» [number of teeth of virtual cylindrical gear = 180 10300-1 By [thermal contact coefficient Nimm-s"®K) Eq. (12) C1.C2.Can | weighting factors, = = ‘a [nominal tip reliet um = Cot effective tip relief um Eqs. (87), (38), (49) E__ [module of elasticity (Young's modulus) Nim = Fm [nominal tangential load at reterence cone at mic-tacewidth N = Fy [normal tooth load N Eq. (51) [nominal tangential load at reference circle N = Kx | application factor = 1SO 6396-1 10 1030-1 K, —_ | dynamic factor = ISO 6336-1, ISO 10300-1 Kag |= Ki transverse load factor (scuffing) - 6.2.4, ISO 6336-1, 10 1090-1 Kep |= Kup face load factor (scutting) - ISO 6336-1 1SO 10300-1, 6.2.4, Eas. (62), (53) Ke, [helical load factor (scuffing) = Eq, 6), 6.2.4, 6.3.5 Kaeo [bearing factor = 6.3.3 Kiyg_ | transverse load factor = ISO 6336-1 1S0 1030-1 ‘Ki, | taco load factor = ISO 6336-1 1SO 10300-1 Kine | bearing factor = 1S0 10300-1 1 __|contact parameter = Eq. (55) Ra _| arithmetic mean roughness um Eq. (6) Sinis | soutting safety factor = Ea. (14) Ssmin_ | minimum required scutting safety factor = = BbG I ydtdasesseved 3 eeeISO/TR 13989-2:2000(E) Table 1 (continued) ‘Symbol Description Unit Reference T; [torque of the pinion Nm = Tr1__| scuffing torque of test pinion Nm Eq. (98) Xpe__ | geomeity factor at pinion tooth tip = Eq. (22) Xe |runin factor = Eq. 6) Xoa_ | tip relief factor = Eq. (32) Xq__ | geometry factor of hypoid gears = Eq. (54) XL [lubricant factor = 54 Xia__ [thermal flash factor — Eq. (9) Xq__ | approach facior - Eqs. (25), (26), (27) Xp__ [roughness factor = Eq. (7) Xg__| lubrication factor = 6153 Xw | welding factor of executed gear - Table 3 Xwr__ | welding factor of test gear — 6.42) Xwrett [relative welding factor = Eq, (102) Xmp |Contact factor = Eq. (21) Xp | pressure angle factor = Eqs. (13), (48) X_ | eontact ratio factor - Eqs. (69) to (44) a__ [pressure angle 3 = ‘inn | ormal pressure angle at mid-tacewiath of hypoid gear ° = | normal pressure angle ° = sp, | normal pressure angle of crossed axes helical gear : Eq, (64) | transverse pressure angle of crossed axes helical gear ° Eq. (68) @ | transverse pressure angle ° = ‘ay | transverse working pressure angle = tm | transverse pressure angle of virtual cylindrical gear = 180 10300-1 a, | arbitrary angle é Figure 2 [helix angle ° = fe _|Nolix angle at base circle é Eqs. (67), (71) Bm | helix angle at reference cone at mid-facewidth of hypoid : = gear f | hele angle of virtual crossed axes helical gear . Eq. (63) y_ [auxiliary angle : Eq. (86) 5 [reference cone angie ° = erred nena omnes @150 2000 ~ al igs reservedTable 1 (continued) ISO/TR 13989-: Symbol Description Unit Reference | recess contact ratio = Eqs. (28), (29) | approach contact ratio = Eqs. (28), (29) & | contact ratio in normal section of vinual crossed axes - Eqs. (924, (93) helical gear 2 [addendum contact ratio of the pinion = Eq. (30) & | addendum contact ratio of the wheel - Eq. 1) & [contact ratio = Eq. (45) ‘Sm | transverse contact ratio of virtual cylindrical gear = 10 10300-1 51 | tip contact ratio of virtual cylindrical pi = 180 1030-1 2 |tip contact ratio of virtual cylindrical wheel = 180 1030-1 € [Hertzian auxiiary coefficient = Figure 7, Eqs. (57), (59) Hime — | Mean coefficient of friction - Eqs. (1), (1a) nx | dynamic viscosity at oil temperature mPas = ‘am [heat conductivity NisK) = vy [Poisson's r = = v4 | kinematic viscosity of the oil at 40 °C mints; eSt = Pe12__ {radius of curvature at tip of the pinion, wheel mm Eqs. (23), (24) Pon _ | relative radius of curvature at pitch point in normal section mm Eq. (76) ‘Pri.2_ |Fadius of curvature at pitch point in normal section mm Eq, (75) Predc _| (lative radius of curvature at pitch point mm Eq.) [Hertzian auxiiary coefficient = Figure 7, Eqs. (58), (60) 9 = Eqs. (56) to (60) ae _ | flash temperature at pinion tooth tip when load sharing is K Eq. (19) neglected ‘iam | mean flash temperature K Eq. (18) icin | mean flash temperature of hypoid gear K Eq. (50) qt {integral temperature K Eq. (17) Ge [permissible integral temperature K Eq. (16) ors | Soutting integral temperature (allowable integral K Eq. (94) temperature) eit | mean flash temperature of the test gear K Eqs. (96). (99), (101) 94 _ {oll sump or spray temperature “C - thc [Bulk temperature c Eq, (20) eat nis sewedISO/TR 13989-2:2000(E) Table 1 (concluded) ‘Symbol Description Unit Reference ‘Gyr test bulk temperature °C Eqs. (95), (98), (100) @ [axle angle of virtual crossed axes helical gear . Eq. (72) = [axle angle of virtual crossed axes helical gear : Eq. (65) @ — |run-in grade = 52 [parameter on the lino of action = Eq. (10) Subscripts: + pinion 2 tip diameter of the vitual gear b base circie ofthe virtual gear m_ mid-facowiath of bovol or hypord goars, normal section virtual crossed axes helical gear tangential direction iT test gear 4 Field of application The calculation methods are based on results ofthe rig testing of gears un at pitch line velocities less than 80 mvs. The equations can be used for gears which run al higher speeds, but with increasing uncertainty as speed increases. The uncertainty concems the estimation of bulk temperature, coefficient of friction, allowable temperatures, etc. as speeds exceed the range with experimental background, 4.1 Scutfing damage When once initiated, scuffing damage can lead to gross degradation of tooth flank surfaces, with increase of: power loss, dynamic loading, noise and wear. It can also lead to tooth breakage it the severity of the operating conditions. is not reduced. In the event of scuffing due to an instantaneous overload, followed immediately by a reduction of load, e.9. by load redistribution, the tooth flanks may seit-heal by smoothing themselves to some extent. Even s0, the residual damage will continue to be a cause of increased power loss, dynamic loading and noise, In most cases, the resistance of gears 10 scuffing can be improved by using a lubricant with enhanced E.P. (extreme pressure) properties. It is important however, to be aware that some disadvantages attend the use of EP oils — corrosion of copper, embritlement of elastomers, lack of world-wide availabilty, etc. These disadvantages are to be taken into consideration if optimum lubricant choice is to be made, which means: as few additives as possible, but as many as necessary Due to continuous variation of different parameters, the complexity of the chemical properties and the thermo- hydro-elastic processes in the instantaneous contact area, some scater in the calculated assessments of probability of scuffing risk is to be expected, In contrast to the relatively long time of development of fatigue damage, one single momentary overload can initiate scuffing damage of such severity that affected gears may no longer be used. This should be carefully considered ‘when choosing an adequate safety factor for gears, especially for gears required to operate at high circumferential velocities. cree ftiscueensgeass 180 200 — Alig reservedISO/TR 13989-: 4.2. Integral temperature criterion This aporoach to the evaluation of the probability of scuffing is based on the assumption that scuffing is likely to ‘occur when the mean value of the contact temperatures along the path of contact is equal to or exceeds a ‘corresponding “critical value” . in the method presented herein, the sum of the bulk temperature and the weighted ‘mean of the integrated values of flash temperatures along the path of contact is the “integral temperature’. The bulk tomporature is estimated as doscrived under 6.1.5 and the mean value of the flash temporature is approximated by substituting mean values of the coefficient of friction, the dynamic loading, etc., along the path of contaet. A weighting factor is introduced accounting for possible different influences of a real bulk temperature value and a mathematically integrated mean flash temperature value on the scutfing phenomenon. The probability of scuffing is assessed by comparing the integral temperature with @ corresponding critical valve derived from the gear testing of lubricants for scuffing resistance (e.g. different FZG test procedures, the IAE and the Ryder gear tests), or rom gears which have scuffed in service. 5 Influence factors 5.1. Mean coefficient of friction smc The actual coefficient of friction between the tooth flanks is an instantaneous and local value which depends on several properties of the oil, surface roughness, lay of the surface irregularities such as those left by machining, properties of the tooth flank materials, tangential velocities, forces at the surtaces and the dimensions. Assessment of the instantaneous coetticient of tricion is difficult since there is no method currently available tor its ‘meseurement. ‘The mean value for the coetficient of friction mc along the path of contact was derived from measurements [1] and approximated by Equation (1). Although the local coefficient of friction is near to zero in the pitch point G, the mean value can be approximated with the parameters at the pitch point and the oil viscosity 7 at oil temperature 951 when introduced into Equation (1). Geri vog rer Oya w Bsdcron SEV ecrit Sate Hime wer Key \°? 048. (23) ay 9% -Xq-X2) a Yc Preoe ‘The coefficient of friction of the integral temperature method takes account of the size of the gear in a different way as the coefficient of friction of the flash temperature method, Equation (1) for calculating the coefficient of friction should not be applied outside the field of the part where itis presented, e.g. coefficient of friction for thermal rating. The equation for the calculation of sing was derived from experiments in the following range of operating conditions. Extrapolation may lead to deviations between the calculated and the real coefficient of friction, Imis 150 Nmm For lower values of the specific normal tooth load we, the limiting value we, - 150 Nmm has to be used in Equation (1), tpg #2 + vtanay’ cosy @ sina,” Prede ==" @ (Tew? cos fy Rokk: ki ix” Ky Kap Kea" 5 @ 2) This formula for the cootficiont of tition is derived from testing of goare with contro distance u ~ 100 mm. oz Fuxlb " More nas {| ng 88 BaP x, (12) 30" Peet where tor polyglycols; for mineral ols; for polyalfaolefins for traction ids: for phosphate esters Equation (1a] represents results of tests within a range of « = 91.5 mm to 200 mm. The application of this equation makes it necessary fo adjust Figures @, 10 and 11 for the scufting temperature nts accordingly. tr see (© 150 2000 — all rights reservedISO/TR 13989-2:2000(E) Key is the helical load factor, scuffing takes account of increasing friction for increasing total contact ratio (seo Figure 1}, Koya Kg, = 1402-y[e, -2)-(5-¢,) Koy= 18 Ra = 0,5 (Ray + Raz) Figure 1 — Helical load factor Kp, fore <2 for 2.< 6) <3,5 for > 35 35 4 Total contact ratio € (5) 6 ‘Ray, Rag are the tooth flank roughness values of pinion and wheel measured on the new flanks as manutactured (eg. reference test gear Ra values are ~ 0,35 4m). Xp = 2,2 - (Ralppege)?> where X( = 1,0 for mineral oils; Xi = 0,8 for polyalfaolefing; X, = 0,7 for non water-soluble polyglycols; x ML ,5 for traction fluids; Ni, = 1,8 for phosphate esters. vserved 0,6 for water-soluble polyglycols; ”ISO/TR 13989-2:2000(E) 5.2. Run-in factor Xe The present calculation methods presume that the gears are well run-in. In practice scutfing failure occurs very often during the first few hours in service, e.g. in @ full load test run, the acceptance run of vessels or when a new set of gears is buit into @ production machinery when the gears are run under full load conditions before a proper ‘unin, Investigations [1] show a 1/4 to 1/3 load carrying capacity of a newly manufactured gear flank as compared 10 a properly run-in flank. This should be taken into account by a run-in factor Xe: 90: Ra Prose. Xe =1+(1- ®e) (8) - full run-in (for carburized and ground gears full run-in can be assumed it Rerun. ~ 0.6 Renew): ® = 0, newly manufactured. 5.3. Thermal flash factor Xy ‘The thermal flash factor Xi accounts for the influence of the properties of pinion and gear materials on the tlash temperature. Calculation of the thermal flash factor for an arbitrary point (index y) on the line of action (see Figure 2): 02s ; 2 a+ r) “lo aoe a ) wt Bn V+ ae [1-2 BR u) or # Tip circle 4 & Tip circle 2 Figure 2— Parameter Fon the line of action err ogenarsnnsectes (© 180 2000 ~ al ighes reservedISO/TR 13989-: any si tana If the materials of pinion and wheel are the same Equation (9) can be simplified to: 25 sa a fa “1 In the above equations the thermal contact coefficient By is: tn Vue) (12) For case hardened steels with the following typical characteristic values: Ay = 50 Ni(SK), cy = 9,8 Nmm*K), E = 206 000 Nimm? and v = 0,3 follows Xi = 50,0 KN75.55.-°S.mm For the charactorstic values of other materials, S00 [7]. 5.4 Pressure angle factor Xap ‘Tho pressure angle factor Xns is used to account for the conversion of load and tangential speed from reference citcle to pitch circle. Method A: Factor Xap. ap, sina: c08 ay 0085 fh (cos? aj -cos®® ar,) Xap A (13) Table 2 shows the values for the pressure angle tactor X,,5 for a standard rack with pressure angle an = 20°, the typical range of standard working pressure angles aj and helix angles J Table 2— Method B: Factor X,9.¢ @ B=0 | pzt0 | p=20° | f=30° 19° 0,963 | 0.960 | 0,951 0.938 20° o97s | oo7s | 0966 | 0,952 ae 0.992 | 0989 | 0,981 0,966 Ea 1,007 | 1,004 | 0,995 | 0,981 23° 1,024 1018 | 1,009 | 0,995 24° 1035 | 1.032 | 1.023 1,008 25° 1049 | 1,046 | 1,037 1,012 ‘As an approximation, for gears with normal pressure angle an =20°, the pressure angle factor can be approximated as follows: Xop-B=1 aii yaa issensseTved 4ISO/TR 13989-2:2000(E) 6 Calculation 6.1 Cylindrical gears This part of ISO!TR 13989 contains equations which enable the assessment of the "probability of scuffing” (warm scuffing) of oil lubricated, involute spur and helical gears. It is assumed that the total tangential load is equally distributed between the two helices of double helical gears. When, due to application of forces such as external axial forces, this is not the case, the influences of these are to be taken into account separately. The two helices are to be treated as parallel single helical gears. Influences affecting scutfing probabilty. for which quantitative assessments can be made, are included, The equations are valid for gears with external or internal teeth which ate conjugate to a basic rack as defined in ISO 58. For intemal gears negative values have 10 be introduced for the determination of the geometry factor Xge as presented in 6.1.10. They may also be considered as valid for similar gears of other basic rack form, of which the transverse contact ratio is &y = 2.5. 6.1.1 Sutfing safety factor Sins ‘As uncertainties and inaccuracies in the assumptions cannot be excludes, it is necessary to introduce a safety factor Sins. It must be pointed out that the scuifing safety factor is temperature related and is not a factor by which gear torque may be muttiplied to arrive at same values for the integral temperature number ‘nx and the scuffing integral temperature number Ars, To) Recommendation for choosing Ssmin Semin <1 High scutfing risk 1 2 Low seutting risk Given the relationship between the actual load and the integral temperature number, the corresponding load safety factor Sg) can be approximated by: Weimex _ Finis ~Poit “Biman ,. “ints “ “ol 15) Bt Final "9 6.1.2 Permissible integral temperature xe Finis Senn (16) The minimum required scutfing safety factor Sgnin is to be separately determined for each application. 6.1.3. Integral temperature de Gat = a+ Coo Faint < mip a7 where C2is the weighting factor derived irom experiments. For spur and helical gears Cp = eons menor (© 150 2000 — all rights reservedISO/TR 13989-: Shins = Fine Xe (18) 6.1.4 Flash temperature at pinion tooth tip Sec (Key Win) 5-98 05 Xe Yo Noe me nag = Hc: Kw Noe: Kap 6.1.5 Bulk temperature sy ‘The bulk temperature is the tamperature of the tooth surfaces immediately before they come into contact The bulk tomperature is established by the thermal balance of the gear unit. There are several sources of heat in a gear unit of which the most important are tooth and bearing friction. Other sourcas of heat such as seals and oil flow contribute to some extent. At pitch line velocities in excess of 80 m/s, heat from the churning of oil in the mesh and windage losses may become significant and should be taken into consideration (see Method A). The heat is, transferred to the environment via the housing walls by conduction, convection and radiation and for spray lubrication conditions through the oil into an external heat exchanger. Values obtained using the different calculation methods described below are to be distinguished by the subscripts ABC. 6.1.5.1 Method A Jiv.a, ‘The bulk temperature as a mean value or as temperature distribution over the facewidth can be measured ‘experimentally or be determined by a theoretical analysis based on known power loss and heat transfer data, 1.8. by using thermal network mothods. 6.1.5.2 Method B Sp This method is not used for the integral temperature method (see the flash temperature method given in ISOITR 13989-1) 61.5.3 Method C uc ‘An approximate value for the bulk temperature consists of the sum of the oil temperature and a part of a mean value derived from the flash temperature over the path of contact according to method C. Dm-c = Poi + C+ Xmp - Ptiaint “Xs (20) where Xg=1,2 for spray lubrication; Xs =1,0 for dip lubrication; Ng =0,2 for gears submerged in ol Cy is the constant accounting for heat transfer conditions, from test results C = 0,7; len ne = 5 (2) where 1, is the number of meshing gears. cori un SCOT, See 2ISO/TR 13989-2:2000(E) 6.1.6 Mean coefficient of friction Linc Soo 5.1. 6.1.7 Run-in factor Xe See 5.2, 6.1.8 Thermal flash factor X14 See 5.3 6.1.9 Pressure angle factor Xaj Soe 5.4. 6.1.10 Geometry factor at tip of pinion Xe ‘The geometry factor Xpe takes into account Hertzian stress and sliding velocity at the pinion tooth tip. Xpe Is a function of the gear ratio w and the racius of curvature pe at the pinion tooth tip E. For internal gears the following parameters have to be introduced as negative values: number of teeth 22, gear ratio n, centre distance a and all diameters _ Boel roe 05 [El ue Le (22) 2 (p61 (peel) ey = 08-day — aby (23) Pee =4-Sin a} - pet (24) 6.1.11 Approach factor Xo The approach factor Xq takes into account impact loads at the ingoing mesh (at tooth tip of driven gear) in areas of high sliding. It is represented by a function of the quotient of the approach contact ratio « over the recess contact ratio ¢, see Figure 3. Xq= 1,00 for“ <15, (25) fa Xq= 140-4. for 18 1,5 €or the pinion is driven by the wheel and ¢; > (2/3), a= Cqh fOr Cay < Cot (33) Cae Cop FOr Cay > Cont (34) when the pinion drives the wheel and ¢; < 1,5 «2 or the pinion is driven by the wheel and ¢, < (2/3), 2 10 Cap < Cot (35) att FOr Cap > Cott (36) where Car is the effective tip relief, that amount of tip relief which compensates for the elastic deformation of the teeth in single pair contact. Ka Con = $8. for spur gears a7) Con = a ‘AF tor helical gears (38) % where / is the facewidth. If the facewidth of the pinion is different from that of the wheel, the smaller is determining. Tip relief as described above applies to gears of ISO accuracy grade 6 or better, in accordance with ISO 1328-1 For less accurate gears, Xcq is to be set equal to 1; see also ISO 6336-1 6.1.13 Contact ratio factor: X, The contact ratio factor X_ converts the flash temperature value at the pinion tooth tip when load sharing is neglected, fo a mean value of the flash temperature over the path of contact. The contact rafio factor can be expressed in terms of addendum contact ratios « and , and their sum ¢,. The equations for X, are based on an (© 1S0 2000 al rights reservedISO/TR 13989-2:2000(E) assumed linearity of the flash temperature over the path of contact. Possible errors due to this approach will be unlikely to exceed 5 % and will always be on the safe side. Fore 1,@<1 Xa 2,18 (0.16 -e1? + 0,70- 29? +0,82-2;- 052-9 -0.0- «4 Fort 1: X= (070. 6}? +0,18-,2 -052-e, +082-e9-030-e, ar For 2 < e <3, 6 > & (Ge Figure 6): aA For 2 < <3, £1 < # (see Figure 6): [o,70 (e? +2? )-0,22-€, +0,52-0,60-6, 2] (0,464: €)? + 0,59: ep? +030: &4-0,30- 9 - 015-4. (0,59: 6:2 +0,44-€,? -090-2+080-e2-0,15-e) #2) ) £2) £2) (39) (40) a) (42) (43) (44) 43) 7ISO/TR 13989-2:2000(E) ws Bin ° a 6 DE Path of contact —= / Distrturion of contac / : pellets / : Aproximated distribution / s ‘60 = Su 3 wa 2 wo z lm = = 0 Ion x to 0 ETT TIT A 8 c 0 E Path of contact Figure 5 — Load and temperature distribution for 1,0 < &, < 2,0 eopiineicetencasacet (0180 2000~ Alig resrvedISO/TR 13989-: Load 23 3 A c M e Path of contact Real load distribution ——— Approximated load distribution 8) Load distribution along the path of contact & 5 Distribution of contact temperature 3 Fou o A C M E Path of contact b) Temperature distribution along the path of contact Figure 6 — Load and temperature distribution for 2,0 < «, <3,0 6.2 Bevel gears This part of ISO/TR 13989 follows the integral temperature method as described in 6.1 For the calculation, the bevel gears are approximated by equivalent cylindrical gears at the mean diameter dry of the bevel gear set (see ISO 10300-1 for the calculation of the virtual cylindrical gear). For this reason, the structure of the calculation methods specitied in this part of ISO/TR 13989 corresponds to that of cylindrical gears. ‘cutting is calculated according to 6.1 for the virtual cylindrical gear substituting the bevel gear at the mean diameter in the transverse section. Sepa eg eye wy Bia Serve 19ISO/TR 13989-2:2000(E) 62.1 Scutting safety factor Sins Soo 6.1.1. 6.2.2 Permissible integral temperature Sup See 6.1.2. 62.3 Integral temperature ct See 6.1.3. C2 = 15 for virtual cylindrical gear 6.24 Flash temperature at pinion tooth tip ice See 6.1.4, with the following substitutions: — inequation (19): ayinstead of vine instead of v — inequation (4): Fp instead of Fy beg instead of b The effective face width Yog takes account of the crowning of bevel gears. bag = 0.85by (48) where fg is the common tooth width of pinion and wheel, Tho factors Ka, Kv, Keg = Kip and Kew = Kis Shall be determined in accordance with ISO 10300-1 Koy=1 6.2.5 Bulk temperature 4 See 6.1.5. 6.2.6 Mean coefficient of friction tinc See 5.1, with the following substitutions — in equation (4): Fn instead of F, ep instead of b For the conditions of usual bevel gear design aj’ = ai, ie. x ven =2 vy "Sine, “an Kon exe ievopri ent 180 2000 sigs reserveISO/TR 13989-: 6.2.7 Run-in factor Xz $00 6.2. 6.2.8 Thermal flash factor X14 See 5.3. 629 Pressure angle factor X., 6.2.9.1 Method A: Factor Xus.a For the conditions of usual bevel gear design a’ = ay, i.e. x 1025 ae (4a) £0573 a, Naga = 122 62.9.2 Method B: Factor Xus.6 See 54, 6.2.10 Geometry factor at tip of pinion Xae ‘See 6.1.10, with the following substitutions: — in equation (22): wy instead of w — In equation (23): dias instead of day epi instead oF dy — in equation (24): aie instead of ca” 6.2.11 Approach factor Xo ‘See 6.1.11, with the following substitutions: — In equations (28) to (31): Instead of « Ag instead of — in equations (30) and (31): dvai.2 instead of dao dyp.2 instead of dyy.2 ia instead of a” ang instead of 212 6.2.12 Tip reliet factor Xca See 6.1.12, with the following substitution: — In equation (32): émax Instead of énax Smax Maximum value & OF £2 cori un SCOT, See 1ISO/TR 13989-2:2000(E) It is assumed that tip and root reliet are chosen as optimum values for the operation conditions (tull-oad contact attorn spreads just to tip without concentration). Then the following approximation applies: Ca = Co and a1 (49) Cot 6.2.13 Contact ratio factor ¥, See 6.1.13, with the following substitutions in Eqs. (38) to (45) and its conditions of validity, Eq instead of &y a, instead of & G2 instead of & 6.3 Hypold gears This calculation method of the scuffing resistance of hypoid gears follows the integral temperature criterion of cylindrical gears according to 6.1 For the calculation of the scuffing resistance, the hypoid gears are approximated by equivalent crossed axes helical gears with the same sliding conditions as the actual hypoid gears (see 6.3.11 for the virtual crossed axes helical gear pai) 63.1 Scuffing safety factor Sing See 6.1.1 6.3.2 Permissible integral temperature dnp See 6.1.2. 6.3.3. Integral temperature Jet See 6.1.3, with the following substtutions: — inequation (17): Coy instead of C2 (Coy = 1.8 according to test results) Sreinin instead Of Spaint XeXg-% Phantn = 110- [Fa Kx Keg vis ae (0) 2000-7; ——_— 1 SoS 008 Bat an 80) Kop =1.5- Kapog (52) Kepoo = Kitghe (See ISO 10300-1) 6.3.4 Bulk temperature 94 See 6.1.5. exit Paes nines (0180 2000 — Alig reservedISO/TR 13989-: 6.3.5 Mean coefficient of friction sinc ‘Soo 5.1, with the following substitutions: in equation (1): pon instead of Proce — in equation (4): bgp/cosfye instead of b Fp instead of Fy hep: See equation (46). Key=1 Kp," Kpq = 2.0 (approximation only for the calculation of smo) (53) Xai see equation (7), with pon instead of preec: 6.3.6 Run-in factor Xe See 5.2, with the following substitution in equation (8): — poninstead of proce 63.7 Geometry factor Xo The geometry factor Xg accounts for the mean Hertzian stress and the mean contact length along the path of ‘contact. As an approximation it can be determined by using the values at the pitch point (den, 1) x (etn) tie No" Tsing + (008A, Tan Doe e 2 zen (85) For Zand see Figure 7 or equations (57) to (60) according to [10]. DSO rte wl 23 BbG I ydtdasessevedISO/TR 13989-2:2000(E) vet 1 Fy s+ ta \ rh oa n 6 | 06 st | os 4 oe NI a 03 g 2 02 a ik os 0 0 oS as a aS kara SDF SEF woe i 1 pgvose os os oes cos F Figure 7 — The auxiliary coefficients ¢ and 17as a function of cos. 0S = pon Se eo oe (58) for 0 < cos.9< 0,949: Ps In(t—cos 8) > 6” 153 + 0,333 -In(1— cos #!) + 0,046 7 -[In(1— cose) Ing = J 0.456 7 - 0,444 6 .In(t— cos #) + 0,123 8: [In(t—cos a) (59) Inn)= ~ 0383 + 0,208 7-In(1~cos 8) +0.0012-[Int-cos9) (60) 6.3.8 Approach factor Xo See 6.1.11, with the following substitutions: — in equations (28) to (31): ény instead of e the instead of ep cory tenner heduenor (©1S0 2000 — All sights reserved!ISO/TR 13989-: 6.3.9. Tip rellet factor Xca ‘Soo 6.1.12, with the following substitution in equation (32): max instead of Gnax Exmax MaxiMuM value Of Eq4 OF Eq For adequate tip and root reliet: CalCoth = 1, 808 6.2.12 6.3.10 Contact ratio factor X. nage frone| a a Sho + Sant Sane For gear pairs with about the same length of recess paths (ant = gana) the sliding factor x" is close to unity. 6.3.11 Calculation of virtual crossed axes helical gears This pari contains geometrical relationships to convert a hypoid gear pair to a crossed axes helical gear pair. The conditions at mid-facewidth of hypoid gears are taken as basis for conversion (see Figure 8). DSO rte wl 25 BbG I ydtdasessevedVertical view Ay ISO/TR 13989-2:2000(E) Hypoid gears °, he 20, ¥ ms . & < of F aye & 2 Plane view Figure 8 — For the calculation of virtual crossed axes helical gears (63) Data of the virtual crossed axos helical gear: (© 1S0 2000 al rights reserved Helix angle Bre AnseNormal pressure anglo n= Onn Crossing angle of crossed axes helical gear F= Bt ~ Bne Transverse pressure angle as.2 tana, tances 2 = cose 2 Base helix angle Ay 2 sinbs.2 Silos 2 = cosa, Roforence circle dma C086; 2 1,2 = Tip diameter day.2 = ds1,2 + Pham. 2 Base circle ddoy.2 = doy.2- CO8O,2 Aule angle of crossed axes helical gear taf 2 = tamfins2 - SIMA @= for + Poo Module Notmal base pitch Pon = Msn T= COSCsy Radi of curvature in normal section in? sin?an2 11,2 = 08: deg.g ate Pan 12 Sinden Pon = Pas Pa Pon * Pro ioe thiaseiesenved ISO/TR 13989-: (64) (65) (66) (67) (68) 9) (70) (71) ray (73) (74) (75) (76) arISO/TR 13989-2:2000(E) Tangential velocities vy = Ee et “60.000 COS 08.2 he = ‘Sum of the tangential speeds at pitch point rs¢ (41, Abe positive) 2088 s1 sg = Vi SinBgy +sin, Bs = Yul SIND: + SinBso cosBap vpn = 2044 COSB Sindy, Sliding velocity a pitch point Maximum sliding velocity at tip of pinion vgy1 fae Yart = VYoet + Yopt 08 fet Mgt = 2M Ban by ‘ dy cose vse ana ae a= Bova ana Yig trom tanyy,2 = Sinden - tanBes,2 Yyat = ¥gi = 6067/1 + vga - COSY gst = Hye + Yi 8iN7 — yQe SiNy’2 Path of contact AE = gant + Sara on i=) tan = 2 vant c08 Api 08 4 ons foe Be — be ob Sona 08 Ase Contact ratio in normal section apm Atal opreatry mance, (77) (78) (79) (80) (81) (82) (83) (84) (85) (88) (87) (88) (89) (90) (91) (92) (93) (© 1S0 2000 al rights reservedISO/TR 13989-: 6.4 Scuffing integral temperature The scufting integral temperature is the limiting value of the temperature at which scuffing occurs. It can be calculated on the basis of test result. This method is valid for all types of oils (pure mineral oils, EP-oils, synthetic oils) for which the scuffing load capacity has been determined in a test gear (suitable tests are for example the FZG-test A/8,3/90, the FZG L-42 test, the Ryder gear oil test or the IAE gear oil test), or by an actual case of damage. ‘The scuffing tomperature must be corrected when material and heat treatment respectively of the test gear are not identical with that of the actual gear as the limiting temperature is a function of the material-oil system. 6.4.1 Scuffing integral temperature 4:5 According to the integral temperature postulate, gears are likely 1o scuff when the mean flank temperature exceeds a value termed the scuffing integral temperature number. This number is assumed to be characteristic for the lubricant and geat-material combination of a gear pair and is to be determined by testing a similar lubricant and gear-material combination. A scuffing integral temperature number can be derived from the results of any gear oil scuffing test by entering the test data into the equations in 6.1, 6.2, 6.9. Thus scutfing integral temperature numbers for any oil: straight mineral, EP or synthetic, can be evaluated. 6.4.1.1. Calculation of the scutfing integral temperature ‘The approximate scuffing integral temperature number of heat- or surface-treated gear steels in combination with a mineral oil, can be derived from that of 2 combination of gear steels with other heat- or surface-treatments and the same lubricant. Sos = Sat + Xwrerr~ Ce - Srainer (94) whore C; |,5; derived trom experiments. 6.4.1.2 Determination of dirs drantr from test results Figure 9 shows the diagram for mineral oils in case that the scuffing load capacity is determined in an FZG-test ‘N8,3/90 in accordance with DIN 51354 [2], in a Ryder [3] or an FZG-Ryder test [4] and in an FZG L-42 test [5]. For computer calculations the diagrams in Figures 9 to 11 can be approximated by the following equations: a) For the FZG test A/8,3/90: Ghat = 80 + 0,23 - Ty X (95) ce Paver = 02-Tir () % (98) \¥40, Tyr = 3,726 - (FZG load stage)* (97) b) For the Ryder and the FZG-Ryder test R/46,5/74: Yun =90+ o0126(%} x (98) blr cori un SCOT, See 29ISO/TR 13989-2:2000(E) ‘400.0 Fx) (100 Saantr =0,018( 2%] [100] x (99) rane 0.15") (PO) a (99) with Fpy in Ibn, ¢) Forthe FZG L-42 test 141/19,5/110: Gur = 110 + 0,02: Tyr - XL (100) 08 Bpannr =0.48 7, [22] x (101) aton Load stages FZG-test 23456 7 8 8 © 8 wD | 200 392 gg wo £ g Iw z g NY . 2 0 me 140 120 248 100 1 Sst 80 116 'sO VG 22 aN 6 NSE 50 v6 to 460-106 40 1SO VG 460-104 104 20 0 x 353/941 | 1834 302 4501 60.8 35,3 2393 372.6 534.5 Pinion test torque Zar, Nm ——= Figure 9 — Scuffing temperature 9n.5 for the FZG test A/8,3/90 (© 1S0 2000 al rights reservedISO/TR 13989-: 60 x0 uo 1 us au | zo 1% 2 So s 's0 v6 46 0 woe 1s0 va sea 2 0 32 0 soo 2000 === 00S Normal load per face width (Fy) /6)y, pi —= Figure 10 — Scuffing temperature 4, for the Ryder and the FZG-Ryder gear test R/46,5/74 BbG I ydtdasesseved 31ISO/TR 13989-2:2000(E) 600 00 p—|> 150 ve 190 50: y—{ [> —~— 50 ve 220 233 [| ——180 ve 460 an 400 ! i 300 | Seer * 075TH yi, K \ Approximation | 295 200 + ‘nor = nao (40/9ur) | I i ' i iw | Sn | | —F \ <9 18. 7 = | 8 a) + Sar = Tyy/50 + 10, K ' ! | + 600 800 | 1000 © 1 200 1400 1 600 | MLL 2105 8 or C—=] Tr. NB—— Test torque of pinion Figure 11 — Scutfing temperature .9,.5 for the FZG L-42 test 141/19,5/110 exit aeons tcnietee (© 180 2000 ~ al ighes reservedISO/TR 13989-: 6.4.2 Rolative welding factor Xwieir ‘The rolative welding factor Xyierr 's an empirical factor for the influence of the heat treatment or surface treatment on the scuffing integral temperature. Xw Xion = S (1 Xwr whore Xwr = 1 for the FZG gear test, the Ryder gear test and the FZG L-42 test; Xw is the welding factor of the actual gear material as given in Table 3. Table 3— Welding factor Xw Gear material Xw ‘Through-hardened steo! 1,00 Phosphated siee! 1,25 Copper-plated steel 1.50 Bath and gas nitrided stee! 1,50 Case carburized steel — average austenite content less than 10 % 115 — average austenite content 10 % to 20% 1,00 — average austenite content greater than 20% 10.30% | 0,85 Austeritic steel (stainless steel) 0.45 sesso 33 Sear Seera htc senedtISO/TR 13989-2:2000(E) Annex A (informative) Examples Verifying the accuracy of the integral temperature method the scuffing resistance of the follwing gear sets was calculated by using the methods according to this part of ISO/TR 13989. The examples contain cylindrical, bevel and hypoid gear drives, with centre distances between w = 22,07 mm and w= 2 419,63 mm. The module range includes modules from m= 1,25 mm up to m= 20mm. Some of the selected gear units were damaged by a souffing failure, or near to the soutfing limit (borderline scutfing). In other gear drives no scuffing failure was ‘observed. The data of the gear units and the results of the soutfing calculation are presented in the following tables. Loran menor (© 150 2000 — all rights reservedISO/TR 13989-: Table A.1 — HELICAL GEAR: Turbine Gear (No. 3 from the Michaelis dissertation) Description Shebol Unit Value Number of teeth pinion 7 = 73 gear = 325 (Operating centre distance a mm 1419.00 Normal module Ma mm 7,000 Normal pressure angle em : 20,00 Hel angle at standaré PD 3 . 11,00 Net face width > am 280,00 ‘Outside diameter pinion aay mm 534,40 gear tha mm 2.331,00 Tip coe pinion Cat um 0 gear Ge um ° Index of driving gear = = 2 Transmitted power P Kw 10 208 Pinion speed my nin"! 4450 Flank surface roughness Ra um 2.00 Tooth root surface roughness ke bm = Oil temperature rm “c 40 Lubricant kinematic viscosity at 40 °C 40 mméis 32 Scuffng torque in FZG standard test /8,3/90 tr Nm 239 according to DIN 51354 Lubrication factor Xs = 12 Rolative material factor watt = 7,00 unin factor Xe = 10 Application factor Ky - 120 Dynamic factor k, - 145 Face load facior Kop = 4.20 Transverse load factor Koz = 1.40 Coefficient of friction tine = 0,028 Buk tomperature on “c 456 Integral temperature Sot “c 555 Scutting safety factor Sis - 38 Observed falures No scuffing Teta nbc SOND 35 etalfeserao smsISO/TR 13989-2:2000(E) Table A.2— HELICAL GEAR: Stee! Mill Gear (No. 5 from the Michaelis dissertation) Description syreat Unit Value Number of teeth Pinion = 28 gear 2 = 28 Operating contre distance a mn 580,00 Normal module my mm 20,000 Normal pressure angle e : 20,00 Heli angle at standard PD B . 10,00 Profle shit factor pinion x = 0,308 5 Net face wiath b om 390,00 Outside diameter pinion at mm 619,20 gear dee mm 61920 Tip roliet pinion Cat bm ° gear Cee pm ° Index of driving gear = = 1 Transmitted power P kw 2200 Pinion speed m sin" 150 Flank surface roughness “m 1,50 Tooth root surface roughnoes um = Oil temperature Bi *c 32 Lubricant kinematic viscosity at 40°C v4 mms 220 Sculting torque in FZG standard test A’8,3/90 Th Nm 230 according ta DIN 51354 Lubrication factor Xs = 12 Relative materal factor writ = 1,00 Rurein factor Xe = 10 Application factor i 7 1,20 Dynamic factor Ky - 1,00 Face load factor Kop = 4.20 Transverse load factor Ko = 1,00 Coefficient of fict Mes = 0,048 Bulk temperature om c 596 Integral temperature “c 1090 Sutting safety factor 7 19 Observed faliures No scuffing Ledoprtent teen (0180 2000~ Alig resrvedISO/TR 13989-: Table A.3 — HELICAL GEAR: Machine Tool Gear (No. 11 from the Michaelis dissertation) Description Syebol Unit Value Number of teeth pinion a = 5 gear = 28 (Operating centre distance a mm 22.07 Normal module Ma mm 1,250 Normal pressure angle em : 20,00 Hel angle at standaré PD B : 20,00 Net face width b mm 10,00 ‘Outside diameter pinion aan mm 9.98 gear tha mm 98,45 Tip coe pinion Cat um 0 gear Ge um ° Index of driving gear = = 1 Transmitted power P «W 33 Pinion speed Mm nin"! 15.000 Flank surface roughness Ra um 4,00 Tooth root surface roughness ke ym = Oil temperature en c 50 Lubricant kinematic viscosity at 40 °C 40 mméis 220 Scuffng torque in FZG standard test /8,3/90 tr Nm 450 according to DIN 51354 Lubrication factor Xs = 10 Rolative material factor watt = 7,00 unin factor Xe = 10 Application factor Ky - 400 Dynamic factor k, - 4,00 Face load facior Kop = 4,00 Transverse load factor Koz = 4.00 Coefficient of friction tn - 0,144 Buk tomperature on “c 843 Integral temperature Sot “c 1594 Scutting safety factor Sis - 20 Observed falures No scuffing Teta nbc SOND 37 etalfeserao smsISO/TR 13989-2:2000(E) Table A.4— HELICAL GEAR: Marine Gear (No. 13 from the Michaells dissertation) Observed failures Borderline scutting Description Spree Unit Value Number of teeth Pinion = 2 gear 2 = 87 Operating contre distance a mn 00,00 Normal module my mm 16,00 Normal pressure angle e : 20,00 Heli angle at standard PD B . 10,00 Profle shit factor pinion x = 0,7900 Net face wiath b om 370,00 Outside diameter pinion at mm 394,50 gear dee mm 1 465,50 Tip roliet pinion Cat bm ° gear Cee pm ° Index of driving gear = = 1 Transmitted power P iW 4412 Pinion speed m sin" 520 Flank surface roughness “m 2,00 Tooth root surface roughnoes um = Oil temperature Bi *c 60 Lubricant kinematic viscosity at 40°C v4 mms 150 Sculting torque in FZG standard test A’8,3/90 Th Nm 450 according ta DIN 51354 Lubrication factor Xs = 12 Relative materal factor writ = 1,00 Rurein factor Xe = 10 Application factor i = 1,30 Dynamic factor Ky - 1,05 Face load factor Kop = 140 Transverse load factor Ko = 1,00 Coefficient of fict Mes = 0,058 Bulk temperature om c 105,1 Integral temperature c 1857 Sutting safety factor 7 17 (© 1S0 2000 al rights reservedISO/TR 13989-: Table A.5 — HELICAL GEAR: Steo! Mill Gear (No. 16 from the Michaolis dissertation) Description Sebel Unit Value Number of teeth pinion a = 24 gear = 78 (Operating centre distance a mm 700,00 Normal module Ma mm 12,00 Normal pressure angle em : 20,00 Hel angle at standaré PD 3 . 27,00 Net face width b mm 173,00 ‘Outside diameter pinion aan mm 360,00 gear tha mm 1 087,50 Tip coe pinion Cat um 0 gear Ge um ° Index of driving gear = = 1 Transmitted power P «W 200 Pinion speed my nin"! 240 Flank surface roughness Ra um 2,00 Tooth root surtaco roughness ke ym = Oil temperature rm c 40 Lubricant kinematic viscosity at 40 °C 40 mméis 150 Scuffng torque in FZG standard test /8,3/90 tr Nm 135 according to DIN 51354 Lubrication factor Xs = 12 Rolative material factor watt = 7,00 unin factor Xe = 10 Application factor Ky - 1,60 Dynamic factor k, - 1.08 Face load facior Kop = 440 Transverse load factor Koz = 4.00 Coefficient of friction tine = 0,051 Buk tomperature on “c 43.9 Integral temperature Sot “c 64,9 Scuting safety factor Sei = 23 Observed falures Borderline scutting Teta nbc SOND 39 etalfeserao smsISO/TR 13989-2:2000(E) Table A.6 — HELICAL GEAR: Turbine Gear (No. 19 from the Michaelis dissertation) Description syne Unit Value ‘Number of teeth pinion = rr) gear 2 = 44 Operating contre distance a mn 161.40 Normal module my mm 3,628 Normal pressure angle e : 20,00 Heli angle at standard PD B . 12,00 Profle shit factor pinion x = 0,000 0 Net face wiath 6 mm 51,00 Outside diameter pinion dat mm 165,75 gear dee mm 170,50 Tip roliet pinion Cat bm 40 gear Cee pm 40 Index of driving gear = = 1 Transmitted power P kw 195 Pinion speed ™ sin 3.900 Flank surface roughness ha “m 075 Tooth root surface roughness um = Oil temperature Bi *c 70 Lubricant kinematic viscosity at 40°C v4 mms 68 Sculting torque in FZG standard test A’8,3/90 Th Nm 140 according ta DIN 51354 Lubrication factor Xs = 12 Relative materal factor writ = 1,00 Rurein factor Xe = 10 Application factor i 7 1,20 Dynamic factor Ky - 1,00 Face load factor Kop = 4.20 Transverse load factor Ko = 1,00 Coefficient of fict Mes = 0,360 Bulk temperature om c 77 Integral temperature “c 918 Sutting safety factor 7 17 Observed faliures Borderline scuting Logie teeta (0180 2000~ Alig resrvedISO/TR 13989-: Table A.7 — HELICAL GEAR: Turbine Gear (No. 20 from the Michaelis dissertation Description Shebol Unit Value Number of teeth pinion a = 46 gear = 395 (Operating centre distance a mm 2419.63 Normal module Ma mm 11,000 Normal pressure angle em : 20,00 Hel angle at standaré PD B : 30,00 Net face width > am 550,00 ‘Outside diameter pinion aan mm 605,28 gear tha mm 427,00 Tip coe pinion Cat um 0 gear Ge um ° Index of driving gear = = 1 Transmitted power P Kw 3 153 Pinion speed my nin 24 Flank surface roughness Ra um 4,00 Tooth root surtaco roughness ke ym = Oil temperature rm c 70 Lubricant kinematic viscosity at 40 °C 40 mméis 68 Scuffng torque in FZG standard test /8,3/90 1 New 61 according to DIN 51354 Lubrication factor Xs = 12 Rolative material factor watt = 7,00 unin factor Xe = 10 Application factor Ky - 180 Dynamic factor k, - 1.20 Face load facior Kop = 4.20 Transverse load factor Koz = 4.00 Coefficient of friction tine = 0,033 Buk tomperature on “c 73.6 Integral temperature Sot “c 80,1 Scutting safety factor Sis - 14 Observed failures Seuting Teta nbc SOND a etalfeserao smsISO/TR 13989-2:2000(E) ‘Table A.8 — SPUR GEAR: Vehicle Gear (No. 25 trom the Michaelis dissertation) Description Syne Unit Value Number of teeth pinion = 14 gear 2 = 28 Operating contre distance a mn 169.00 Normal module my mm 9,000 Normal pressure angle e : 20,00 Heli angle at standard PD B . 0,00 Profle shit factor pinion x = 0,2000 Net face wiath b om 60,00 Outside diameter pinion at mm 143,60 gear dee mm 228,00 Tip roliet pinion Cat bm ° gear Cee pm ° Index of driving gear = = 1 Transmitted power P iW 410 Pinion speed ™ sin 1300 Flank surface roughness bm 080 Tooth root surface roughness um = Oil temperature Bi *c 100 Lubricant kinematic viscosity at 40°C v4 mms 220 Sculting torque in FZG standard test A’8,3/90 Th Nm 372 according ta DIN 51354 Lubrication factor Xs = 10 Relative materal factor writ = 1,00 Rurein factor Xe = 10 Application factor i = 1,30 Dynamic factor Ky - 1,00 Face load factor Kop = 4.20 Transverse load factor Ko = 1,00 Coefficient of fict Mn = 0.073 Bulk temperature om c 158,3 Integral temperature “c 2832 Sutting safety factor 7 10 Observed faliures Seutting (© 1S0 2000 al rights reservedTable A.9 — Bovel and hypold gears NOTE Test gears 1, 2and 3 were teen fom: 2 Test ol meets API GL-S specification. ‘Test gear 4's used inthe scufing esi "FZG-Hypoidoltes! Form A. eer 3 ne Test Test Test Test symbol gear! | geor2 —_gear3_| _gear4 Pinion offset a mm ° 25,4 a4 44 Number of tooth pinion = @ 10 1 12 gear = 35 a ai 5 Normal module My mm 3,350 3.070 9.280 3.400 Normal pressure angle % * 16,00 20,00 19,00 19,00 Normal pressure angle 2 . 16,00 20,00 19,00 19,00 Normal pressure angle tg e 16,00 16,60 9,00 12,75 Mean helix angle pinion Fins * 97.50 50.40 52.10 50.68 gear bis . 37,50 140 18,00 2110 Pitch cone angle pinion a + 1288 14,33 16,85 20,32 gear & i 7.10 75.23 69,90 86.93 Profile shift factor pinion At = 06000 | 07400 | 0.7700 | 0.5000 Net face width be mm 23,00 28,00 25,00 25,40 Outside diameter pinion ans mm 44,30 58,50 69,90 73,74 ‘sear ana mm 14850 | 14810 | 14200 | 16540 Index of driving gear = = 1 1 1 1 Pinion test torque 7 Nm 520 200 230 670 speed ™ 4500 4500 4500 4500 Flank surface roughness ka um 024 024 062 030 Ol temperature oi c 90 90 20 180 Lubricant kinematic viscosity at 40 *C we mm'is 220 220 220 220 ‘Scutting torque in F2G standard test Tr Nm 450 450 450 > 834 @ ‘Ai8,3/80 according to DIN 51354 Lubrication factor Xs = 1.0 10 10 10 Relative material factor walt = 1.25 1.25 4,25 125 Pur‘in factor Xe = 1.0 10 1.0 10 ‘Application factor Kp = 1,00 1,00 1,00 1,00 Coefficient of friction Heo = 0.097 0.053 0.065 0,063 Bulk temperature a °c 2143 166.1 204.7 3079 Integral temperature Sn °c 480.7 261.8 4907 743.8 ‘Seutting safety factor Seas = or 10 or 12 Observed failure = = Scuffing | Scutfing __Scuffing _| No scuffing Fichter, Ms Der Verzahnungswvikungsorad und die Fressiracfahigket von Hypoid- und Schravbenredgetrieben, Diss. TU Minchen (1876).ISO/TR 13989-2:2000(E) Annex B (intormative) Contact-time-dependent scuffing temperature This annex describes the method of using a variable scuffing temperature Js for CTC (Contact-Time according to [6], The actual calculation methods of a critical value which must not be exceeded are — the maximum local and instantaneous total contact temperature 9s; — the mean weighted surface temperature across the contact nig, ‘These limits are assumed to be indepencent of speed, so the scuffing load decreases with load up to highest speeds. Therefore the calculation of gears lubricated with EP-oils is very conservative at high speed (Figure B. 1). % 2 10 = 38 c Zs ao aL ; betitisiviny c 2 40 6 eo 0 Pitch line velocity v,, m/s + Testresuts, A-type gears, ol 249 © Curve a: calculation with constant citical temperature according to Figure B.2, curve ¢ » Curve b: calculation with time dependent ertical temperature ss according to Figure B.2, curve b © Nodamage Figure B.1 — Dependency of scutting load on speed erie tt ictonei gars {2180 2000 — ries oseTo improve the calculation method at high speeds, as well as contact points close to the base citcle, the fact has to be considered that the critical temperature 3 is dependent on the contact time fo. Figure 82 shows an example. The calculated curve (a) according to [6] is approximated by two straight lines (b). This modification of the CTC-method gives the required rest: The calculated and the measured scuffing load are close together. 700 600}— 500}— 400}— 300}— ° Contact temperature %, % z00}—« 100 -— 0 20 Ry 60 80 100 Contact time, fr, us © Test results, Atype gears, ol 249 = Curve a: calculated critical temperature © Curve by approximation of curve a © Cuvee: eriteal temperature Figure B.2 — Influence of contact time ic on the critical contact temperature ‘The dependence of the scutfing temperature 4 on the contact time i is approximated as shown in Figure B2 by two straight lines: Pso for te >t Bg -| = oe (B41) ec + Cs Xwrert (tk 1c) for to <1 where 8s is the sculfing temperature: sc 's the constant scuffing temperature at long contact times, which corresponds to Js of CTC: fc is the contact time; Geri vog rer Oya w Bsdcron SEV 45ISO/TR 13989-2:2000(E) ‘x is the contact time at the minimum of the scutting-speed-curve; Cg__is the gradient of the scuffing temperature; Aviat is the relative welding factor. Cs and 1« have to be determined by two oil tests at short contact times (high speed). The cantact times in the tests should be in the range of 20 us ic and Cg is calculated as follows (the indices describe the tests at low, middle and high velocity) (an Ase) \iem=ta), ‘n (32) Be — Pam * y= P= Hem as Tom ~!ot There is a constant value of the scutfing temperature (in the range of long contact times}. 8s0= 9 (4) {is the time that one point of the gear flank (pinion of wheel) needs to cross the Hertzian contact width (2:by). (Bs) gg Sts. (86) % ic = Min (te1, te2) (B.7) Where »; and vz are the surface velocity of pinion and wheel, respectively. If there are no oll test results available at high speeds, the scuffing temperature sg can be approximated by the following recommendation. a) Non-EP-oils: The increase of the critical temperature at high velocities is very low. Therefore the calculation is made with a constant scuffing temperature dsc. b) EPs: Itis proposed to use the following values of 1 and Cg: tk = 18 us C518 Kips For the scuffing temperature . the equation reads: \ | Boo for ie >18 us 0 gg 118: Xwrarr (18-ic) for te<18 ys ‘Sec has to be determined in a scuffing oll test, i.e. the FZG-test A/8,3/90 according to DIN 51354 [2 (© 1S0 2000 al rights reservedDetermination of tangential vatocity and Hertzian contact width in cylindrical gears: ‘Tangential velocities at the flank: v2= po @ Hertzian contact width (same Young's Modulus of pinion and wheel, line contact): 22804. [Fi Bi-P2 YE pytpe ioe thiaseiesenved ISO/TR 13989-: (B.9) (8.10) (41) a7ISO/TR 13989-2:2000(E) 0] 2) 8) (4) 6) (@) a (8) [9] {19} Bibliography Michaelis, K. Die Integraltemperatur zur Beurtellung der FreBtragtihigkeit von Stimnradgetrieben. Diss. TU Minchen 1987, DIN 51354, F2G-Zahnrad-Verspannungspriiimaschine, Pritvertahren A/8,3/90 fir Schmierdle. Federal Test Method Sid. No. 791 B, Method 6508.1: Load Carrying Capacity of Lubricating Oils (Ryder Gear Machine} Winter, H., Michaelis, K., Funck, G. Der FZG-Ryder-FreBtest fiir Flugturbinensch Schmierungstechnik 35 (1986) H. 1, S. 90-37. rstotfe. Tribologie + Michaelis, K. FreBtragtahigkeit fir Hochleistungs-Hypoidgetriebe-Schmierstoffe, Mineraldltechnik 23 (1978) Nr. 13, $.1-24, Collenberg, H.F. Untersuchungen zur FreBtragtahigkeit schnellaufender Stimradgetriebe. Diss. TU Monchon 1997 Dubbel. Taschenbuch fur den Maschinenbau, 16. Autlage, Springer Verlag Berlin, Heidelbera, New York, London, Paris, Tokyo (1987). Lechner, G. Die Fre8-Gronzlast bel Stimradern aus Stahl. Diss. TH MUnchen 1966. Ishikawa, J., Hayashi, K., Yokoyama, M. Surfaco Temperature and Scoring Resistance of Heavy-Duty Gears, Inst. of Technology, Toxyo 1972. Grekoussis, R., Michailidis, Th. N&herungsgleichungen zur Nach- und Entwurfsrechnung der Punkibervhrung nach Hertz. Konstruktion 33 (1981). (© 1S0 2000 al rights reservedsewtigsamicrers toteISO/TR 13989-2:2000(E) Ics 21.200 Prige based an 48 pages