Design of a high-speed transmission

for an electric vehicle

Carlos Daniel Pires Rodrigues

Dissertation submitted to
Faculdade de Engenharia da Universidade do Porto
for the degree of:

Mestre em Engenharia Mecânica

Advisor:
Prof. Jorge Humberto Oliveira Seabra

Co-Advisor:
Prof. José António dos Santos Almacinha

Unidade de Tribologia, Vibrações e Manutenção Industrial

Departamento de Engenharia Mecânica
Faculdade de Engenharia da Universidade do Porto

Porto, Julho de 2018

The work presented in this dissertation was performed at the
Tribology, Vibrations and Industrial Management Unit
Department of Mechanical Engineering
Faculty of Engineering
University of Porto
Porto, Portugal.

Carlos Daniel Pires Rodrigues

E-mail: [email protected], [email protected]

Faculdade de Engenharia da Universidade do Porto

Departamento de Engenharia Mecânica
Unidade de Tribologia, Vibrações e Manutenção Industrial
Rua Dr. Roberto Frias s/n, Sala M206
4200-465 Porto
Portugal
Abstract

For decades, the hegemony of internal combustion vehicles has led to an improvement, by
the automotive industry, of transmissions, in order to increase the torque and reduce the
rotational speed from the engine.
These transmissions are quite complex, having up to 7 speeds, with the aim of retrieving
the highest possible efficiency from the considerably inefficient internal combustion engines.
Nowadays, environmental concerns and strong governmental regulations, as well as,
buying incentives, have presented electric vehicles as a viable solution to consumers while
being in line with the new global paradigm of sustainability.
Electric vehicles turn to electric motors to transform electric energy in mechanical
energy. Since these motors are widely used in other industrial applications, they are
already a mature technology. They have an ideal torque and power curves regarding
vehicle operation. Due to these favourable characteristics, the transmission of an electric
vehicle is simpler, presenting itself as a conventional reducer with respect to the overall
geometry, having usually only one speed ratio between the input and the output.
However, the high rotational speed associated with compact electric motors, makes it
necessary to take some factors into account when designing a transmission: gear design,
lubrication method selection, as well as rolling bearing selection are just some of the
concerns that will be further elaborated in this thesis, in order to reduce power losses,
ensuring a good efficiency and, at the same time, control the noise generated.
The mechanical differential, which is present in all internal combustion vehicles, is a
system that provides the vehicle with the capacity to change direction steadily, however it
cannot be continually controlled. Thus, the idea of using an electronic differential seems
interesting, since it would reduce the number of mechanical components and, through
the ever-increasing network of sensors and data acquired by the vehicles themselves, it is
possible to independently control the rotational speed of each front wheel continuously,
leading to greater safety and comfort when the vehicle is changing direction.

Keywords: electric vehicles, transmission, gears, electronic differential, splash

lubrication.

i
Resumo

Durante largas décadas, a hegemonia dos veículos de combustão interna levou a um

aperfeiçoamento por parte da indústria automóvel das transmissões para aumentar o
binário e reduzir a velocidade provenientes do motor.
Estas transmissões são bastante complexas, podendo ter até 7 velocidades, de forma a
extrair o mais rendimento possível dos pouco eficientes motores de combustão interna.
Atualmente, preocupações ambienteais e fortes regulações governementais, bem como,
elevados incentivos de compra, tornaram os veículos elétricos como uma solução viável para
os consumidores e que vai de encontro ao novo paradigma mundial de sustentabilidade.
Os veículos elétricos recorrem a motores elétricos para transformar a energia elétrica
em energia mecânica. Uma vez que estes motores são amplamente utilizados em outras
aplicações industriais, já se apresentam como uma tecnologia madura. Eles possuem uma
curva de binário e de potència ideal para os automóveis. Devido a estas características
favoráveis, a transmissão de um veículo elétrico é mais simples, apresentando-se como
um redutor convencional em termos geométricos, tendo apenas uma razão de velocidades
entre a entrada e a saída. Porém, a elevada velocidade de rotação associada aos motores
elétricos compactos, leva a que sejam necessários cuidados na concepção da transmissão:
desenvolvimento das engrenagens, escolha do método de lubrificação ideal e escolha dos
rolamentos são apenas algumas das questões que serão aprofundadas nesta dissertação, de
forma a que as perdas de potência sejam reduzidas, garantindo uma boa efficiência e, ao
mesmo tempo, controlar o ruído gerado.
O diferencial mecânico, presente em todos os veículos de combustão interna, é um
sistema que proporciona a capacidade para um veículo curvar de forma correta, mas que
não é possível regular enquanto veículo está em movimento. Assim, surgiu a ideia de usar
um diferencial eletrónico, reduzindo o número de componentes mecânicos e, através da
cada vez mais elevada rede de sensores e informação adquirida pelos próprios veículos,
seja possível realizar um controlo independente e continuado das velocidades de rotação
das duas rodas da frente, levando a uma maior segurança e conforto quando o veículo está
a mudar de direção.

iii
‘Nós somos o que fazemos. O que não se faz não existe.’

Padre António Vieira

v
Acknowledgements

I would like to thank my thesis advisor Prof. Jorge Seabra and co-advisor Prof. José
Almacinha of the Faculty of Engineering at University of Porto. They consistently allowed
this thesis to be my own work and steered me in the right direction providing guidance
and support, as well as recommendations and several revisions throughout the semester.

I would also like to thank all my friends which provide a very pleasant environment to
evade, for short periods of time, the work atmosphere.

Finally, I give my warmest thanks to my family, in particular to my parents, for the

continuous encouragement and everything that they have provided me along the years,
and whose support after all is the most essential.

vii
Contents

Abstract i

Resumo ii

Acknowledgements vii

1 Introduction 1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 Background Theory 5
2.1 Electric vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Electrification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3 Automotive industry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.4 Energy storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4.1 Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4.2 Fuel cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.4.3 Ultra-capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.5 Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.5.1 Electric motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.5.2 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.5.3 Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.5.4 Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3 Project characteristics 27
3.1 Vehicle specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.2 Electric motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.3 Vehicle performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.3.1 Maximum speed and gradeability . . . . . . . . . . . . . . . . . . . . 29
3.3.2 Acceleration performance . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3.3 Preliminary results . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.4 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.4.1 Number of stages and overall transmission ratio . . . . . . . . . . . . 33
3.4.2 Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4 Gear design 37
4.1 Application factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.2 Road profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.3 Tooth root and flank safeties . . . . . . . . . . . . . . . . . . . . . . . . . . 38

ix
CONTENTS

4.4 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.5 Manufacturing Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.6 Tooth flank surface roughness . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.7 Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.8 Helix angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.9 Face width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.10 Profile shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.11 Contact ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.12 Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.13 Final results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

5 Shaft design and bearing selection 49

5.1 Shaft layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5.1.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
5.1.2 Relative position and direction of rotation . . . . . . . . . . . . . . . 50
5.1.3 Shaft ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.1.4 Splines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
5.1.5 Key connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
5.2 Rolling bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
5.2.1 Rolling bearings selection criteria . . . . . . . . . . . . . . . . . . . . 55
5.2.2 Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
5.3 Rolling bearings selected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
5.4 Shaft analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5.4.1 Final shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5.4.2 Applied stresses (static and fatigue) . . . . . . . . . . . . . . . . . . 64
5.4.3 Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
5.4.4 Critical speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

6 Gear modification sizing 67

6.1 Theoretical flank modifications . . . . . . . . . . . . . . . . . . . . . . . . . 67
6.2 Crowning to compensate tolerances . . . . . . . . . . . . . . . . . . . . . . . 68
6.3 Profile modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

7 Lubrication and Sealing 75

7.1 Lubricant selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
7.2 Lubrication method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
7.3 Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

8 Thermal analysis 83
8.1 Power losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
8.2 Heat dissipation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

9 Housing and Parts 93

9.1 Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
9.1.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
9.1.2 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.2 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.2.1 Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.2.2 Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.2.3 Set pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

x
 CONTENTS

9.2.4 Shaft spacer sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

9.2.5 Retaining rings (circlips) . . . . . . . . . . . . . . . . . . . . . . . . . 99
9.2.6 Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
9.2.7 Parts list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

10 Assembly 101

11 Electronic differential 107

11.1 Critical cornering speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
11.2 Ackerman steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

12 Conclusions and future work 115

12.1 Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
12.2 Future Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

References 118

Appendix A Steel 18CrNiMo7-6 127

Appendix B Lubricant - Castrol ATF Dex II Multivehicle 131

Appendix C Cylindrical gear pairs KISSsoft report 133

Appendix D Shaft calculation KISSsoft report 175

Appendix E Deep groove rolling bearings 301

Appendix F Radial shaft seals 307

xi
List of Figures

2.1 Historical fleet CO2 emissions performance and current standards for
passenger cars (gCO2 /km normalized to NEDC) . . . . . . . . . . . . . . . 6
2.2 Evolution of the global electric car stock 2010 – 2016 . . . . . . . . . . . . . 6
2.3 Typical performance characteristics of gasoline engine (left) and electric
motor (right) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.4 Average footprint over average mass per vehicle segment in the EU 2010
Note: The error bars around the averages represent the standard deviation 8
2.5 Examples of sales prices in German market, e thousands (not including
external incentives) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.6 Plot of a few electrochemical energy storage devices used in the propulsion
application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.7 Six types of EV configurations . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.8 Typical torque speed curve of an electric traction motor . . . . . . . . . . . 15
2.9 Schematics of four types of motors: Brushed DC motor (a), Permanent
Magnet Synchronous Motors (b), Switched Reluctance Motor (c), Induction
Motor (d). Adapted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.10 Exemplary efficiency maps of different electric motors with constant power 19
2.11 Single speed transmission in a PEV powertrain. S1, S2 – shafts . . . . . . . 19
2.12 Two speed dual clutch transmission in PEV powertrain. S1, S2, S3 – shafts.
C1, C2 – clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.13 Twinspeed transmission with two planetary gear sets . . . . . . . . . . . . . 20
2.14 Continuously variable transmission with servo-electromechanical actuation
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.15 Typical front-wheel drive powertrain components: in an ICE vehicle (left)
and in a PEV vehicle (right) . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.16 Rear-wheel drive powertrain components (left) and BMW rear differential
(right) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.17 GETRAG 1eDT330 electrical transmission with independent transmission
components and electric motors. . . . . . . . . . . . . . . . . . . . . . . . . 23
2.18 GKN electric axle - ’eTwinsterX’. . . . . . . . . . . . . . . . . . . . . . . . . 23
2.19 ESKAM axle module with integrated motors (left). Gearbox (right). . . . . 24
2.20 Schematic design of the drive train (left) and gear set (right). . . . . . . . . 24
2.21 Dual motor transmission from Visio.M project (left) and transmission
diagram (right). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3.1 Torque-power peak curve of the Zytek 25 kW electric motor . . . . . . . . . 28

3.2 Forces acting on a vehicle moving uphill . . . . . . . . . . . . . . . . . . . . 30
3.3 Road load as function of vehicle speed . . . . . . . . . . . . . . . . . . . . . 31

xiii
LIST OF FIGURES

3.4 Two-stage parallel transmission arrangement with the input and output at
opposites shaft ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.5 Two independent transmission arrangements in the same housing . . . . . . 34
3.6 Direction of forces acting on a helical gear mesh . . . . . . . . . . . . . . . . 35

4.1 Axial pitch (px ) of helical gears . . . . . . . . . . . . . . . . . . . . . . . . . 42

5.1 DIN 509 - Type E undercut . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

5.2 Initial shaft relative position . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
5.3 Final shaft relative position . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
5.4 Direction of shaft rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.5 Final shaft arrangement and respective shaft rotational directions . . . . . . 52
5.6 Vehicle forward direction with associated tire rotation and transmission
architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
5.7 Locating/non-locating bearing arrangement . . . . . . . . . . . . . . . . . . 56
5.8 Shaft A final design layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5.9 Torque diagram of shaft A . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5.10 Force diagram of shaft A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
5.11 Shaft B final design layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
5.12 Torque diagram of shaft B . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
5.13 Force diagram of shaft B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
5.14 Shaft C final design layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
5.15 Torque diagram of shaft C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
5.16 Force diagram of shaft C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

6.1 Crowning (left) and helix angle modification (right) . . . . . . . . . . . . . 68

6.2 Load distribution over face width, before and after modifications . . . . . . 68
6.3 Load distribution over face width considering manufacturing allowances
with previous modifications (left) and proposed (right) . . . . . . . . . . . . 69
6.4 Load distribution over face width considering manufacturing allowances
with the final modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
6.5 Arc-like profile modification . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
6.6 Peak-to-peak transmission error . . . . . . . . . . . . . . . . . . . . . . . . . 72
6.7 Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
6.8 Peak-to-peak transmission error, radar chart with 100 % load (red) and 80
% load (blue) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.9 Efficiency, radar chart with 100 % load (red) and 80 % load (blue) . . . . . 73

7.1 Relation between coefficient of friction and sliding speed (Stribeck curve) . 75
7.2 Typical friction zones on tooth flanks at high contact pressures . . . . . . . 76
7.3 Flanges position relative to the gear . . . . . . . . . . . . . . . . . . . . . . 78
7.4 Influence of axial and radial clearances on churning losses . . . . . . . . . . 78
7.5 Housing layout with flange and deflectors . . . . . . . . . . . . . . . . . . . 79
7.6 Transmission arrangement with the defined oil level . . . . . . . . . . . . . . 79
7.7 Pumping effect by the SKF Wave seal . . . . . . . . . . . . . . . . . . . . . 80

8.1 Composition of transmission power loss . . . . . . . . . . . . . . . . . . . . 83

8.2 Partially submerged gear in oil bath . . . . . . . . . . . . . . . . . . . . . . 84
8.3 Splash lubrication method with two oil levels . . . . . . . . . . . . . . . . . 88
8.4 Housing with thermal finning . . . . . . . . . . . . . . . . . . . . . . . . . . 89

xiv
 LIST OF FIGURES

9.1 Types of housings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

9.2 Housing interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.3 Housing exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.4 Housing exterior, detailed view of connection structure . . . . . . . . . . . . 95
9.5 Housing interior (other view) . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.6 Cover interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.7 Cover exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.8 Cover exterior, detailed view of fins . . . . . . . . . . . . . . . . . . . . . . . 97
9.9 Interior flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
9.10 Exterior flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
9.11 Detail of flange sheet corrugation . . . . . . . . . . . . . . . . . . . . . . . . 98
9.12 Spring-Type Straight Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.13 Conical thread plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

11.1 Free-body diagram of a vehicle turning left . . . . . . . . . . . . . . . . . . 108

11.2 Ackerman model of cornering trajectory . . . . . . . . . . . . . . . . . . . . 110
11.3 Rotational speed of wheel and motor over a vehicle speed range (R = 9 m) 112
11.4 Rotational speed of wheel and motor over a vehicle speed range (R = 30 m) 112
11.5 Influence of K gradient in steering . . . . . . . . . . . . . . . . . . . . . . . 113

xv
List of Tables

2.1 Specifications for two ICE vehicles and the EV counterpart . . . . . . . . . 9

2.2 Properties of several energy storage types . . . . . . . . . . . . . . . . . . . 12
2.3 Categories of EV powertrain structures . . . . . . . . . . . . . . . . . . . . . 14
2.4 Evaluation of four electric machine types . . . . . . . . . . . . . . . . . . . . 18

3.1 Technical data for the Zytek Automotive 25 kW electric motor . . . . . . . 28

3.2 Vehicle properties, coefficients and other factors . . . . . . . . . . . . . . . . 29
3.3 Relevant calculations for three specified points (see figure 3.3) . . . . . . . . 32
3.4 Relevant calculations for acceleration . . . . . . . . . . . . . . . . . . . . . . 32

4.1 Application factor (K a ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.2 Single motor input for an urban road profile . . . . . . . . . . . . . . . . . . 38
4.3 Road profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.4 Gear surface roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.5 Cylindrical gear pair for the first stage (Designs A – F) . . . . . . . . . . . 43
4.6 Cylindrical gear pair for the second stage (Designs G – I) . . . . . . . . . . 44
4.7 General transmission results . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.8 Summary of the first stage cylindrical gear pair specifications . . . . . . . . 46
4.9 Summary of the first stage cylindrical gear pair specifications according to
maximum torque and maximum speed . . . . . . . . . . . . . . . . . . . . . 46
4.10 Summary of the second stage cylindrical gear pair specifications. . . . . . . 47
4.11 Summary of the second stage cylindrical gear pair specifications according
to maximum torque and maximum speed. . . . . . . . . . . . . . . . . . . . 47

5.1 Summary of selected bearings for shaft A and operating parameters for
maximum torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
5.2 Summary of selected bearings for shaft B and operating parameters for
maximum torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
5.3 Summary of selected bearings for shaft C and operating parameters for
maximum torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4 Gear forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
5.5 Summary of the static and fatigue analysis . . . . . . . . . . . . . . . . . . 64
5.6 Stressed zones in the shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
5.7 Deflection analysis for the transmission shafts . . . . . . . . . . . . . . . . . 65
5.8 Deflection analysis at meshing zones . . . . . . . . . . . . . . . . . . . . . . 66
5.9 Shaft critical speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

6.1 Proposed tooth trace modifications . . . . . . . . . . . . . . . . . . . . . . . 67

6.2 Face load factor K Hβ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
6.3 Crowning modification and resultant highest face load factor K Hβ . . . . . 70

xvii
LIST OF TABLES

6.4 Initial proposed values for tip relief . . . . . . . . . . . . . . . . . . . . . . . 71

6.5 Tip relief minimum and maximum values for step analysis . . . . . . . . . . 71
6.6 Summary of concluding values for the considered solutions . . . . . . . . . . 73

7.1 Parameters necessary for the calculation of Γ . . . . . . . . . . . . . . . . . 79

7.2 Calculations results for Γ parameter . . . . . . . . . . . . . . . . . . . . . . 80
7.3 Operating temperature of seal materials . . . . . . . . . . . . . . . . . . . . 81
7.4 Input shaft radial seal characteristics . . . . . . . . . . . . . . . . . . . . . . 82
7.5 Output shaft radial seal characteristics . . . . . . . . . . . . . . . . . . . . . 82

8.1 General calculation parameters . . . . . . . . . . . . . . . . . . . . . . . . . 85

8.2 Calculations parameters that change with load . . . . . . . . . . . . . . . . 86
8.3 Summary of calculation results for churning torque . . . . . . . . . . . . . . 86
8.4 Churning losses for the right wheel transmission . . . . . . . . . . . . . . . . 87
8.5 Transmission power losses for the right wheel transmission . . . . . . . . . . 87
8.6 Parameters to perform thermal calculations . . . . . . . . . . . . . . . . . . 91
8.7 Variables which depend on load . . . . . . . . . . . . . . . . . . . . . . . . . 91
8.8 Heat dissipation results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

9.1 Transmission parts list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

10.1 Transmission assembly steps . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

11.1 Calculation parameters and results . . . . . . . . . . . . . . . . . . . . . . . 109

11.2 Summary of the required parameters . . . . . . . . . . . . . . . . . . . . . . 111
11.3 Summary of the results for the critical cornering speed (R = 9 m;
v=v c = 29,8 km/h) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
11.4 Summary of the results for understeer and oversteer conditions . . . . . . . 113

xviii
Acronyms

AC Alternating Current
BEV Battery Electric Vehicle
BLDC Brushless DC
BMS Battery Management System
BRS Boost Recuperation System
CVT Continuously Variable Transmission
DC Direct Current
EM Electric Motor
EREV Extended Range Electric Vehicle
ESKAM Electrically Scalable Axial-Module
EV Electric Vehicle
FPM Fluorocarbon rubber
FVA Forschungsvereinigung Antriebstechnik, the Research Association for
Drive Technology
GHG Greenhouse Gas
HEV Hybrid Electric Vehicle
iBAS Integrated Belt Alternator Starter
ICE Internal Combustion Engine
IM Induction Motor
LSD Limited Slip Differential
NBR Acrylonitrile-butadiene rubber
NEDC New European Driving Cycle
NVH Noise, Vibration and Harshness
OEM Original Equipment Manufacturer
PEV Pure Electric Vehicle
PHEV Plug-In Hybrid Electric Vehicle
PMSM Permanent Magnet Synchronous Motor
PPTE Peak-to-Peak Transmission Error
SRM Switched Reluctance Motor
TUM Technical University of Munich
WRSM Wound Rotor Synchronous Motor

xix
Nomenclature

Symbol Description Unit

a Center distance mm
Aair Ventilated housing area m2
ad Reference center distance mm
Aca External housing area m2
Afin Total fin area m2
Aoil Internal housing area m2
Apro Projected fin area m2
Af Frontal area m2
b Face width mm
C ch Churning losses W
Cd Aerodynamic drag coefficient -
Cm Churning losses parameter -
C rr Rolling resistance coefficient -
Cα Tip relief µm
C αf Front tire cornering stiffness µm
C αr Rear tire cornering stiffness µm
Cβ Crowning µm
C Hβ Helix angle modification µm
d Shaft diameter, distance between left and right wheel mm
da Gear tip diameter mm
dw Gear operating pitch diameter mm
D hub Hub diameter mm
Dp Pitch diameter mm
f ma Manufacturing allowance (axis misalignment) -
f Hβ Manufacturing allowance (gear lead variation) -
fs Horizontal static friction -
Fa Aerodynamic drag, Axial force N
Fg Grading force N
Fr Radial force N
F rr Rolling resistance N
Ft Tractive force N
Fx Shearing force X N
Fz Shearing force Z N
FC Centrifugal force N
Fr Froude number -
g Gravitational acceleration (= 9,81) m2 s−1
Gr Grashoff number -

xxi
Nomenclature

h Submerged height, height of vehicle center of mass mm

h ca Overall transmission height mm
Hf Flange height mm
Ht Gear tooth height mm
i1 First stage transmission ratio -
i2 Second stage transmission ratio -
ig Overall transmission ratio -
Ja Axial distance between flange and gear mm
k Heat transfer coefficient W m−2 K−1
K Ackerman steering gradient -
Ka Application factor -
K AF Root strength application factor -
K AH Flank strength application factor -
K Hβ Face load factor -
l fin Depth of one fin mm
lx Flow length (path of flow filament along the housing wall) mm
L Length between front and rear axle m
LCa Roll length of the tip relief µm
LCa* Length factor -
m Mass kg
mn Normal module mm
Mx Bending moment X Nm
Mz Bending moment Z Nm
N, n Rotational speed rpm
P Distance between left and right front wheel kingpins m
Pm Electric motor power kW
P̄ res Average resistance power kW
P VD Seal power loss W
P VL Rolling bearing power loss W
P VZP Gear power loss W
P VZ0 Churning loss W
PV Total power loss W
px Axial pitch mm
Q ca Housing heat dissipation W
rt Tire radius m
R Turning radius m
R1 Turning radius of left-front wheel m
R2 Turning radius of right-front wheel m
Rp Gear pitch radius mm
Ra Average roughness µm
Rz Mean peak-to-valley roughness µm
Re Reynolds number -
Rm Tensile strength N mm−2
SF Tooth root safety -
SH Tooth flank safety -
Sm Gear submerged surface m2
S md Wet surface of the gear flank m2
S mf Wet surface of the gear teeth m2
ta Acceleration time s

xxii
T air Air temperature K
Tm Torque (electric motor) Nm
T oil Oil temperature K
T wall Housing wall temperature K
T∞ Ambient temperature K
Ta Taylor number -
v Velocity, Circumferential speed, Cornering speed ms −1

v arg Air Velocity m s−1

v ga Sliding velocity at tip m s−1
V0 Oil volume m3
xi Gear profile shift -
Wf Front vehicle load N
Wr Rear vehicle load N
Z Gear number of teeth -

Greek
Description Unit
symbol
α Road grade rad
αca Air-side heat transfer coefficient W m−2 K−1
αcon Convection heat transfer coefficient W m−2 K−1
αn Pressure angle ◦

αoil Oil-side heat transfer coefficient W m−2 K−1

αrad Radiation heat transfer coefficient W m−2 K−1
β Helix angle ◦

Γ Flange parameter -
δ Rotating inertia factor, Ackerman angle -
δ fin Fin thickness mm
ε Housing emission ratio -
εα Transverse contact ratio -
εβ Overlap ratio -
εγ Total contact ratio -
ζa Specific sliding at the tip -
η Efficiency -
λfin Fin thermal conductivity W m−1 K−1
µs Static friction coefficient -
ν Oil kinematic viscosity [mm /s]
2

ν air Air kinematic viscosity [mm2 /s]

ρ Density kg m−3
ω Rotational velocity rad/s

xxiii
 Chapter 1

Introduction

1.1 Introduction
The increasing necessity to preserve natural resources and environmental issues stimulate
interest in the development of electric vehicles. These vehicles offer various advantages
compared to internal combustion vehicles. They are more efficient, less noisy and simpler,
providing a smooth drive experience.
While most of the existing vehicles work under some form of internal combustion
engines, electric vehicles invoke the excellent performance specifications of an electric
motor, such as high torque at low rotations and constant power during a large speed
range.
High-speed electric motors are a valuable option to drive an electric vehicle. They are
low weight and low cost while highly efficient. For an urban vehicle, they can deliver the
necessary power to comply with the performance requirements. The major challenge is to
integrate a high-speed motor and a gearbox, reducing significantly the speed and increase
the torque.
Whereas, conventionally, multi-speed transmissions are employed, in electric vehicles
single-speed transmissions with a fixed ratio are the standard, due to the characteristics
of the electric motors.
The electric automotive industry is still in its early days, so, a great number of
investigative research is required and already being performed to review specific areas
so that consensus among the manufacturers and designers can be built.

1.2 Objectives
The main objective of the thesis is to design a high-speed gear transmission for a
front-wheel drive urban passenger vehicle with a city drive cycle.
In a high-speed transmission, special attention has to be given to gear teeth geometry
and rolling bearing selection to maximize the energetic efficiency, while, at the same time,
control the noise generated, major factor in electric vehicles, since there is no noise from
the internal combustion engine to suppress the transmission noise.
A further challenge is to design a simple transmission using standard manufacturing
techniques, so that the manufacturing costs are reduced. To avoid the use of a mechanical
differential, resulting in a minimization of the transmission weight and an increase in
reliability, two electric motors associated with two independent transmissions are used.
This requires an electronic differential, which acquires information from several vehicle
sensors, for example, regarding wheel speed and weight distribution. The differential

1
1. Introduction

kinematics are obtained through the variation of the speed output from the electric motors
to the transmissions input.
Lubrication and thermal efficiency require close attention, in order to assess the best
lubrication method and to estimate if the transmission is operating at a proper temperature
spectrum.
Mechanical design regarding assembling and manufacturing drawings will also be
considered and the necessary ones presented.

1.3 Layout
The document layout follows a chapter structure, the references are presented after the
last chapter and the document has the required appendices at the end. The chapters
layout is:
Chapter 2
In the chapter 2 a background research regarding the current situation of the electric
vehicle market is presented. Electrification, automotive industry, energy storage and
powertrain solutions as well as present projects are thoroughly discussed.

Chapter 3
In chapter 3 the general design characteristics are evaluated. The required vehicle
specifications and vehicle performance are reviewed. An assessment is made regarding the
overall kinematic chain (number of stages and geometry) of the transmission.

Chapter 4
Both cylindrical gear pairs are designed in chapter 4. Several factors have to be derived
and estimated to comply with the necessary requisites, for instance, face width, normal
module and helix angle. A comparison of different gear pairs for the respective stages is
going to be made to select a final solution.

Chapter 5
In chapter 5, the required shafts are designed according to standard shaft layout.
Special attention is given to the relative position of the shafts with respect to each other,
since it affects the load distribution that the rolling bearings have to withstand. According
to the resulting loads, the bearing selection and arrangement is going to be analysed.
Finally, a shaft analysis regarding stress, deflection and critical speed is performed.

Chapter 6
Chapter 6 provides an examination of the gear modification sizing. Considerations
about shaft deflection, manufacturing tolerances and noise behaviour are specified and
the appropriate tooth trace and profile modifications are going to be evaluated, and, if
there is a positive outcome, implemented.

Chapter 7
Chapter 7 deals with lubrication and sealing. The most suitable lubrication method
is selected and solutions will be assessed for the previously chosen lubrication method.
Afterwards, the lubricant is selected just as the necessary sealing system with the
respective shaft seals.

2
 1.3. Layout

Chapter 8
In chapter 8 a thermal analysis is carried out. Considering the total power losses and
the heat dissipation, both at maximum torque and maximum speed operating conditions,
the required oil temperature for these two extreme conditions is going to be calculated
giving a good estimation of the oil temperature range inside the transmission, during
normal operation.

Chapter 9
Housing design considerations, and several transmission components are presented in
the chapter 9. Housing layout design remarks are going to be determined and important
specifications regarding the listed parts, such as, screws, set pins, retaining rings and plugs
will be presented.

Chapter 10
The chapter 10 is reserved to the final assembly of the transmission. In this chapter,
all the components are going to be sequentially positioned in the transmission housing
resulting in a fully functional transmission.

Chapter 11
The concluding chapter is the chapter 11 where considerations towards the application
of the electronic differential are offered. The critical cornering speed for a minimum turning
radius is going to be obtained and the variation of left and right wheel speed consider.

3
 Chapter 2

Background Theory

2.1 Electric vehicles

Any vehicle where its transmission is powered (partially or in full) by a battery is
designated an Electric Vehicle (EV). There are several types of EVs, each one with its
own set of characteristics and different purposes. Thus, EVs can be divided in Pure
Electric Vehicles (PEVs), Plug-In Hybrid Electric Vehicles (PHEVs), Extended Range
Electric Vehicles (EREVs) and Hybrid Electric Vehicles (HEVs).
The absence of vibrations, noise and exhaust gases as well as greater reliability
compared to Internal Combustion Engine vehicles (ICEs) favoured EVs until the beginning
of the 20th century. However, major improvements in the oil industry led to a decrease
in gasoline prices. Obstacles, such as the arduous and dangerous start were overcame by
the invention of the electric starter motor in 1912. The moving assembly line and mass
production techniques developed by Henry Ford in 1913 push the price of ICE vehicles
even lower and propelled the adoption of these vehicles as the standard choice for most
consumers [1].
For a long time, the superior driving range and the affordable price of the ICE vehicles
completely dominated the automotive market, until the oil crisis and environmental
considerations, such as the need to drastically reduce greenhouse gas (GHG) emissions,
took place and triggered a renovated interest for electric vehicles. Because of strong
environmental concerns like significant rise of the global temperature and scarcity of
fossil fuel reserves, several governments have established standards to limit the increasing
temperature to less than 2 ◦ C this century (Paris Agreement in 2015) [2].
The transportation sector plays a crucial role (23 %) in GHG global emissions [3].
Therefore, ten governments, which include the top vehicle markets worldwide, issued
fuel economy and/or GHG emissions standards for light duty vehicles (see figure 2.1).
Nowadays, 80 % of the vehicles sold worldwide are subjected to these standards [2]. Despite
the positive reduction of CO2 vehicle emissions, ambitious targets such as the European
Union’s (95 g/km, until 2021) demand an extensive adoption of vehicle transmission
electrification [4].
Thanks to strong regulations facing ICE vehicles, as well as accelerated technological
advancements in batteries and electrical powertrains, there has been a growing call for
electric vehicles. Worth mention is the EV30@30 campaign, with the objective to reach
30 % sales share for EVs by 2030, which has the purpose to present several benefits linked
to electrical mobility and help reach the established climate goals [5].
Furthermore, urbanization surge across the globe, mostly in developing countries,
demands green mobility solutions to preserve favourable air quality in cities. Some

5
2. Background Theory

Figure 2.1: Historical fleet CO2 emissions performance and current standards for passenger
cars (gCO2 /km normalized to NEDC) [2]

restraints are already in place to control the air quality problem. For example, in
Beijing (China), a plate lottery system is employed and, in Europe, several countries
have environmental zones where some vehicles cannot circulate [6].
It is important to emphasize that the sole replacement of ICE vehicles by EVs will
not make a drastic impact in reducing global GHG emissions. Considering that EVs run
on electricity, to considerable influence emissions, this electricity needs to derive from
renewable sources (for example: solar, wind and hydro) [7].
Despite the usual consumer concerns regarding EVs, such as, range anxiety, charging
speed and high price it is clearly shown by figure 2.2 that these problems are being
overcame and there is an increasing trust in EVs. Most buyers desire at least 400
km of range (full charged) for a pure/battery electric vehicle (PEV/BEV), charging
infrastructure expansion that provides acceptable charging speed is crucial for big trips
and, although, battery pack prices fell around 80 % in the last 6 years [6], the price of
EVs will become more competitive with a further decrease in battery cost. Currently,
government incentives are implemented to balance the discrepancy in prices and to push
the sales of EVs instead of ICEs.

Figure 2.2: Evolution of the global electric car stock 2010 – 2016 [8]

6
 2.1. Electric vehicles

Two countries are incontestably leading the shift to electric vehicles. In Norway, strong
government benefits led to a market share of 39 % (2017), by far the highest [9]. China,
the other emerging country in the EV market, was responsible, in 2016, for more than 40
% of the electric cars sales worldwide [8].
In Norway, the monthly electric vehicle market share, in last December (2017), reached
a record value of 52 % [9]. While in other countries the government benefits are modest,
in Norway they are bold. Some examples are free parking, no road tolls and competitive
electric vehicle prices compared to equivalent ICEs. For instance, the 2017 Nissan Leaf
costs around 245 900 kr (∼ 26 000 e) in Norway [10], while in Germany costs 31 950 e
(+23 %) [11].
Germany, as an established automaker country, represents an important catalyst in
the adoption of a strong Europe EV market. With a 2 % market share of EVs, there is
still a long way to go, but the trend is visible and the emissions scandal in the Germany
industry triggered government action. Last year PEVs purchases increased 143,2 % and
PHEVs sales rose 76,4 % while for diesel vehicles decreased 14 % [12]. At the start of
2017, 33 models from German manufacturers were on the market, and BMW, in Leipzig,
is currently operating the world’s first large-scale series production facility specifically for
electric vehicles [13].
Taking this rise into account, it is expected that the automotive industry will have to
deal with drastic disruption directly related to four factors – autonomous, connectivity,
electrification and ride-sharing. Several challenges will arise from each of these factors and
they need to be tackled effectively by the industry.
In the coming years, ICE will continue to be the central segment in the powertrain
in most original equipment manufacturers (OEMs). However, as time goes on, and CO2
penalties become more expensive compared to investing in carbon free technologies, the
change to PEVs is clear and requires robust adaptation from the industry [6].
Unless there is a PEV break-through (for example: great reduction in battery price),
the expected trend in the automotive market is a shift towards PHEVs. PHEVs are hybrid
vehicles which can use only the battery, the ICE or a combination of both for driving. As
the name states, they can be plugged-in and charged. Considering that the daily use of a
passenger vehicle in the European Union is approximately 50 km leaning to 70 km (2020),
with a PHEV is possible to run only on electricity most days, charging the vehicle at home
during the night and, if necessary, use the conventional engine for unforeseen detours or
long trips [4, 7]
Mild hybrid vehicles (cannot be driven merely on battery power but have systems to
assist the ICE, such as regenerative braking and start-stop technology) will play a key
role in the following years with respect to electrification, especially for full-line OEMs
[14]. They bring several advantages regarding fuel efficiency and, consequently, CO2
reduction with small integration effort and low additional cost, associated to several
possible architectures [15].
Instant high torque at low speeds where there is a need for acceleration or
grade climbing, and constant power once these demands are surpassed, are the ideal
characteristics to operate a vehicle. From figure 2.3, it is evident that the use of an
electric motor is more suitable and efficient to attend this requirements than the ICE
counterpart.
The ICE can only operate starting from idle speed, the power increases with increasing
revolutions per minute (rpm) and the torque-speed curve is rather flat requiring a multigear
transmission to propel the vehicle. Considering this, the combustion process and, if manual
transmission, the driving profile, leads to a rather low efficiency.

7
2. Background Theory

Figure 2.3: Typical performance characteristics of gasoline engine (left) and electric motor
(right) [16]

Electric motors, with a torque-speed curve almost ideal, do not require a multigear
transmission. They also start from zero speed and do not use any consumable fuel which
contributes to a superior efficiency without polluting emissions.
Vehicle segments in Europe do not have strict formal regulations. The definition is
vague, and passenger vehicles are subdivided in 9 categories (A–F, J, M, S). In figure 2.4,
it is possible to correlate the mass with the vehicle segment. This dissertation focuses
on small passenger vehicles (A and B segments), where Ford Fiesta, VW Polo, Fiat 500e
and VW e-up! are well known examples [17, 18]. In table 2.1 the specifications of three
vehicles (two ICE vehicles and one EV) from the same segment are presented.

Figure 2.4: Average footprint1 over average mass per vehicle segment in the EU 2010 Note:
The error bars around the averages represent the standard deviation [17]

2.2 Electrification
Electrification is the term appointed to a vehicle where electricity powers more than the
12-volt battery, present in every common vehicle, as well as basic accessories (e.g. radio,
1
footprint: vertical projection of the surface between the four wheels of the car

8
 2.2. Electrification

Table 2.1: Specifications for two ICE vehicles and the EV counterpart [19]

Parameter VW Up! (45 kW) VW Up! (56 kW) VW E-up!

Motor Gasoline (3 cylinders) Gasoline (3 cylinders) Electric
Max. Power (kW / rpm) 45 / 5000 – 6000 56 / 6200 61
Max. Torque (Nm / rpm) 95 / 3000 – 4300 95 / 3000 – 4300 210
Transmission 5 speed 5 speed 1 speed
Tare weight (kg) 940 940 1229
Top speed (km/h) 162 172 130 (limited)
Acc. 0–100 km/h (s) 14,4 13,5 12,4
Consumption 4,9 l/100 km (urban) 4,9 l/100 km (urban) 11,7 kW/100 km
Autonomy (km) 650 (calculated) 650 (calculated) 160 (NEDC)
Price Portugal (e) 12 132 12 804 27 769
Price Germany (e) 10 425 11 900 26 900
Price Norway (e) 16 600 20 500 23 300

windows).
The efficiency of an ICE vehicle can be enhanced through engine improvement,
transmission improvement, mild hybridization and use of lightweight materials. Taking
only into consideration improvements on ICEs they are not sufficient to achieve future
regulatory targets.
The elementary form of electrification can be seen in mild hybrid vehicles, where
an electric machine is used as a generator which recovers braking energy (regenerative
braking). This energy can be stored and, afterwards, applied in the electrical system or
when accelerating the vehicle.
While the internal combustion engine technology is at full efficiency from upgrades
throughout the last century, electrification is just in the beginning which grants room for
improvement. Even though the ICE is at maximum performance, it cannot by itself meet
current regulatory legislation established. This restraint associated with the high price of
PEVs results in a need for electrification in the forthcoming years.
The main advantage of an electric drive is the capacity to generate high torque at low
speeds, thus it is an ideal complement to an ICE since the torque is delivered at high
speeds. The hybridization of a vehicle has the aim to perform always at optimum speed
to reduce emissions and fuel consumption [20].
Companies in the automotive market, like BorgWarner, Bosch and Continental regard
48 Volt (V) mild hybridization as an impact technology in the near future and are working
on solutions towards it. BorgWarner predicts that 48 V systems will impact more than
60 % of the global PHEV/HEV market in the next ten years. Examples of solutions in
the BorgWarner’s portfolio are eBooster R
electrically driven compressors and integrated
belt alternator starters (iBAS) which capture and handle waste energy in an efficient way
contributing to a better efficiency and higher power [21]. Progress in fuel economy can be
as high as 20 % depending on the application.
Bosch is investing in a 48 V battery that stores braking energy by means of a boost
recuperation system (BRS). This energy is applied when the driver accelerates (electronic
boost) which results in less fuel consumption and CO2 emissions [22]. Combined with the
battery, Bosch has also designed a 48 V hybrid powertrain that, compared to other hybrid
systems, is more economic. The additional 150 Nm of torque helps during acceleration
and can reduce consumption up to 15 % [20].

9
2. Background Theory

Continental expects that electromobility is going to be vital in future mobility, hence

the focus on electrification, particularly 48 V technologies. A decisive factor is the ease
with which the 48 V belt starter generator integrates with the pre-existing ICE, because of
the high power to size ratio of the electric motor. This small but powerful electric motor is
viable since the stator is water cooled and has high efficiency. This technology is standard
in recent models, Audi A8 and Renault Scénic, the latter has combined fuel consumptions
of 3,5 liters (of diesel) per 100 km and CO2 emissions as low as 92 g/km [23, 24].

2.3 Automotive industry

Nowadays, automakers are strongly dependent on base vehicle upgrades from costumers.
There are several possible combinations, with different engines and transmissions as well
as safety features and comfort upgrades (see figure 2.5). The subsequent market for parts
and services also plays a vital role in the revenue of OEMs.

Figure 2.5: Examples of sales prices in German market, e thousands (not including
external incentives) [25]

As a result of base EVs being expensive it is common that a lot of safety and comfort
features are already included. Moreover, EVs come with limited available configurations
and the aftermarket maintenance is sparse and far economic, for consumers, compared to
ICEs.
Native electric vehicle models have an indisputable advantage compared to models
based on ICE. They can exploit new arrangements for the powertrain and battery pack
and not be tied to the current disposition of components. This new approach leads to
improved battery packaging culminating in extended range and more interior space [25].
The inferior complexity of electric relatively to ICE powertrains leads to exposure

10
 2.4. Energy storage

from OEMs which stand out through driving performance and creates an opportunity for
suppliers and new OEMs to step up. As of today, Tesla and BYD (new competitors), are
in the top 5 of EV manufacturers. While a PEV powertrain has around 200 components,
an ICE one has 1400, additionally, the main components in a PEV (electric motor and
battery packs) employ a highly automated process which is less dependent on labor [26].
Although automotive OEMs generally build and assemble engines and transmissions
themselves, in this transition phase, most of PEV powertrains are acquired from suppliers
due to inadequate production capacity and insufficient technological knowledge.
Europe OEMs are a good example, since they amount to one quarter (25 %) of
worldwide ICE powertrain production, yet, regarding EVs, they outsource the electric
motor, are dependent on battery suppliers and the Lithium-ion (present in most EV
batteries) production is scarce (3 %) [26].
With this in mind, it is evident that, even though consumers still prefer to purchase an
EV from leading manufacturers, EVs brought disruptive consequences to the automotive
industry and there is an urgency for a new business model for automotive OEMs.
The automotive industry, to address these challenges, needs to connect the sequential
product-development approach, developed in the last century, with a model like agile
instead of a waterfall-based approach since it is faster and more iterative. It will have to
collect and handle enormous amounts of data from consumers and vehicles to reimagine
products and their production according to costumer’s desires (4.0 Industry). Due to the
new unexplored technology, cooperation between the manufacturers is decisive to an active
and robust progress in these still unfamiliar areas.

Key points for OEMs [4]:

• Collaboration with software manufacturers and map providers to create driving
assistance systems and develop autonomous driving;

• Sustainability, use of renewable materials and life cycle assessment are of utmost
importance;

• Electrification and electric vehicles developments, with strong focus in 48 V

technologies and PHEVs, are already in motion, since, as it is perceived by OEMs,
in the near future they will fully substitute conventional ICE vehicles;

• Accelerated changes in the market bring the need to introduce vehicles quickly,
leading to a higher dependency in computer simulations;

• Developing countries such as Brazil, India and China play a crucial role in the future
automotive market.

2.4 Energy storage

Energy storage systems follow a set of conditions in order to be applied in vehicles,
specially electric vehicles. Specific energy2 and specific power3 (both characteristic of
battery chemistry and packaging), efficiency and cost are the primary requisites which
need to be taken into account when designing an electric vehicle battery. Specific energy
2
Nominal battery energy per unit mass (Wh/kg), it determines the weight required to achieve a given
electric range.
3
Maximum available power per unit mass (W/kg), it determines the weight required to achieve a given
performance.

11
2. Background Theory

is essential in PEVs considering it is directly associated to vehicle range. In HEVs, there

is a focus in specific power to provide good vehicle performance [16].
In figure 2.6 and table 2.2, there is a comparison between the most commonly employed
energy storage devices in today’s vehicles.

Figure 2.6: Plot of a few electrochemical energy storage devices used in the propulsion
application [7]

Table 2.2: Properties of several energy storage types [20]

Life cycles to
Specific energy Energy density Specific power
Storage type 80 %
(Wh/kg) (Wh/L) (W/kg)
(charge-discharge)

Lead-acid 20 – 35 54 – 95 250 800

Nickel-metal
hydride 65 150 200 1000
(NiMH)
Lithium-ion 140 250 – 620 300 – 1500 >1000
(Li-ion)
Hydrogen fuel 400 – 650 –
cell
Ultra-capacitor 1 – 10 – 1000 – 10000 –

2.4.1 Battery
Batteries are the critical component in any EV; they must handle high power and high
energy capacity while remaining at a reasonable price. Other relevant requirements are
the weight and the limited space available. Despite the price decline (77 %) in recent years
[6], battery is the component which pushes EVs price to a value higher than related ICEs.

12
 2.5. Powertrain

Lead-acid batteries have been used for more than a century and despite all the research
in energy storage, they are still the best choice for low-voltage applications. Since they
have low cycle life and low energy density, their use is prohibitive according to today EV’s
requirements [7, 27].
The dominant battery technologies used in today EVs are nickel metal hydride (NiMH)
and lithium-based (Li), mostly lithium-ion (Li-ion). NiMH batteries are employed mainly
in HEVs because of their low cost, high reliability and high durability.
Li-based batteries are employed in PHEVs and PEVs in virtue of higher energy density
and specific energy, compared to NiMH, allowing a vital extended range. To ensure safety,
battery management system (BMS) is always employed with these batteries [20, 27].
For small passenger vehicles, typical battery properties values are: energy capacity 12
to 30 kWh, voltage 270 to 410 V, specific energy 55 to 100 Wh/kg. Battery cooling can
be liquid, passive or by air [18].

2.4.2 Fuel cell

Unlike chemical batteries, fuel cells generates electric energy while fuel is supplied, instead
of storing it in large quantities. Longer driving range, without time consuming charging
time, puts fuel cell vehicles ahead of PEVs. Direct conversion to electric energy without
combustion poses as an advantage towards ICEs. The most efficient fuel design employed
in these vehicles is hydrogen, as fuel combined with oxygen.
Fuel cells are very reliable, with outstanding energy density and silent in operation but
quite expensive to construct. Intricate storage and high pressure are the main problems
that require development so that fuel cells can become a viable solution for energy storage.
The access to hydrogen by consumers also lacks a favourable solution [20, 28].

2.4.3 Ultra-capacitor
They are low-size and very high capacity capacitors. They can be charged in a very
short period of time and the energy can also be used very quickly, for example, in fast
acceleration.
In conventional vehicles, they can substitute large alternators for meeting intermittent
high-peak power demands related to power steering and braking. They recover braking
energy which usually dissipates as heat and it can be used to reduce losses in electric
power steering [20].

2.5 Powertrain
Powertrain system of PEVs combine an electrical and a mechanical subsystem. The
electrical system uses energy from the batteries to power one or more electric motors
recurring to power electronics (e.g. converters, inverters). The mechanical system usually
consists of a clutch, a transmission and a differential. Moreover, due to the favourable
characteristic of the electric motor in respect to the torque-power curve desirable to run a
vehicle, the restrictions around the ICE are not present anymore and several powertrain
configurations are possible (see figure 2.7).
PEVs powertrain structures can be divided in two main classes – one-motor or
two-motor based powertrains (see table 2.3).
One-motor based powertrains have been adopted, preferentially, for commercial PEVs
due to similarities with traditional ICEs where the transmission has been continually
optimized, therefore requiring less overall modifications.

13
2. Background Theory

Figure 2.7: Six types of EV configurations [29]

Table 2.3: Categories of EV powertrain structures [29]

One-motor based EV powertrains (see figure 2.7)

(a) Conventional type:
The EV propulsion system consists of a differential (D), a gearbox (GB), a clutch (C) and
an electric motor (M). This configuration can be considered as a counterpart of an ICE
vehicle with rear-engine-front-wheel drive, where the ICE is replaced by an electric motor.
(b) No transmission type: Rear-engine-Front-wheel (RF)
This configuration, with fixed gearing (FG) used instead of a clutch and gearbox, is quite
similar as the conventional one.
(c) No transmission type: Front-engine-Front-wheel (FF)
The electric motor, fixed gearing and differential are placed together in the front, just like
ICE vehicles with front-engine-front-wheel drives.

Two-motor based EV powertrains (see figure 2.7)

(d) No differential type:
Two electric motors are employed for individual front wheel to eliminate a differential.
The two motors are connected to the front wheels through mechanical fixed gearing.
(e) In wheel type with fixed gear (FG):
This type is similar to the no-differential type in (d), except different location of the electric
motors. Electric motors are embedded in wheels for the in-wheel type.
(f) In wheel type without fixed gear (FG):
Mechanical gearing is completely removed for this type.
The vehicle speed directly depends on the motor speed.

Two-motor powertrains identify themselves with simplified mechanical structures at the

expense of complex electrical arrangements. The need for a differential can be eliminated,
if each electric motor is independent and connected only to a single wheel.

14
 2.5. Powertrain

2.5.1 Electric motor

Electric machines, in traditional vehicles, work as starters and alternators to provide the
necessary energy for the engine to reach its idle speed and to any electric auxiliary loads
(e.g. lights and radio). In electric vehicles, they are a fundamental component in the
transmission.
An electric motor converts the electric energy, provided by the battery, into mechanical
energy to move the vehicle. It can also work as a generator, harvesting the mechanical
power from the transmission to recharge the battery and, in hybrid vehicles, convert
the mechanical energy from the engine to electric energy which is delivered to the battery.
Generally, they have a very wide operating range and, compared to ICE, are more efficient.
The classic torque-power curve which an electric motor must follow is presented in
figure 2.8, it can be divided in three essential stages – constant torque, constant power
and high speed region.

Figure 2.8: Typical torque speed curve of an electric traction motor [30]

During the first stage, constant torque is applied until base speed is reached when
inverter output voltage reaches its limit. The greater the constant torque phase, the
higher the vehicle acceleration.
For the second stage, since the inverter is at both maximum voltage and current, it
cannot deliver more power to the electric motor. So, to increase the vehicle speed beyond
the base speed point, the output torque has to decrease by weakening the flux.
The last stage, high speed region, where vehicle speed is very high, the power cannot
be kept constant and the inverter reduces the current provided to the electric motor [30].
Regarding small passenger PEVs, typical values for the electric motor are: maximum
power 30 to 70 kW, maximum torque 130 to 200 Nm and maximum speed 7000 to
12 000 rpm [18, 31].
Nearly all manufacturers adopt liquid cooling for the electric motors to avoid corrosion,
overheating and freezing. The liquid usually consists of 50 % ethylene glycol and 50 %
deionized water. Air and oil are also used, but in a very small scale [18].
Regardless of the type of electric motor, they all have two main components, the stator
and the rotor. The rotor is linked to the output shaft where motor torque is generated.

15
2. Background Theory

Electric motors can be split into two main categories: alternating-current (AC) motors
and direct-current (DC) motors.
Today, the main choice for PEVs is the permanent magnet synchronous machine
(PMSM), which is a three-phase AC motor, because of its suitable properties related
to efficiency, size and control simplicity [18, 20, 27].
Despite the dominance of PMSM in the EV industry, other relevant types of electric
motors currently in use are induction motors (IM) and switched reluctance motors (SRM),
see figure 2.9.
There are other arrangements worth mentioning such as DC motors, wound rotor
synchronous motors (WRSM) and hybrid PMSM (synchronous reluctance machine with
added permanent magnets).

Figure 2.9: Schematics of four types of motors:

Brushed DC motor (a), Permanent Magnet Synchronous Motors (b), Switched Reluctance
Motor (c), Induction Motor (d). Adapted from [27]

Originally, DC motors were the preferred choice because of its control simplicity,
decoupling of flux and torque and the unnecessary need of an inverter. Drawbacks like
maintenance (brushes and rings) and low efficiency have led to its discontinuity. WRSM
have the advantage of reducing starting current and increasing starting torque, but they
require maintenance (brush gear) and are expensive. Hybrid PMSM brings a boost to base
torque as well as an increased efficiency and power, which remains constant until maximum
speed. Torque ripple and low power factor come up as disadvantages [27, 32, 33].

Permanent Magnet Synchronous Motor (PMSM)

The main advantages of PMSMs are higher efficiency, specific power and power density.
They also are more compact than induction motors. However, a small constant power

16
 2.5. Powertrain

region is associated with these motors. Controlling the conduction angle of the power
converter at speeds higher than the base speed4 , it is possible to increase the efficiency
and widen the speed range. It can be extended to three or four times the base speed.
One of the drawbacks is the possibility of demagnetization due to armature reaction or
excessive heat.
Brushless DC motors (BLDC) are often confused with PMSM since they are identical
in respect to the torque generation principle. Both are synchronous machines that perform
the excitation of the rotor through permanent magnets. The main difference is the
waveform of the stator currents – rectangular in BLDC and sinusoidal in PMSM [20, 28].
Some recent EVs have interior mounted magnets instead of being at the rotor surface,
this provides several advantages such as higher torque (additional reluctance torque) and
the magnets are protected against centrifugal force allowing higher rotational speed.
PM motors can also be classified with respect to the magnetic flux – radial flux, axial
flux or transverse flux. While radial flux motors are the most common, axial flux ones
are getting traction and are easily integrated as in-wheel motors due to the reduced axial
dimension. Transverse flux PM motors are still in development phase, so, they are quite
inexpressive in the electric vehicle automotive industry [27, 32, 33].

Induction Motor (IM)

The IM are asynchronous AC motors and have been increasingly endorsed by OEMs
because of the cost liability of rare-earth elements, present in the magnets, which have
seen an increase in price due to high demand and scarcity. They can have a wound rotor
but, frequently, the squirrel cage is chosen since it is more reliable, robust and requires
almost no maintenance.
Tesla vehicles, Roadster and Model S, use these motors since with high power rating
they achieve higher performance, and the torque and speed can be controlled more
smoothly, providing more stability and comfort.
Disadvantages consist of break-down torque (in the constant power region), inferior
efficiency compared to PMSM and low power factor [18, 27, 32].

Switched Reluctance Motor (SRM)

SRM motors are presently perceived by OEMs as a possible future solution. In general,
they are known for its simple control and construction, fault tolerance, high efficiency and
intrinsic wider constant power region. They possess, as well, an excellent torque-speed
characteristic and can work at high temperatures and great rotational speed. Like for
induction motors, there is no need for rare earth magnets and the drawbacks associated
with its use.
Some obstacles still need to be surpassed like significant torque ripple and
electromagnetic interference. In virtue of more accurate switch control, the high noise
problem is already solved [20, 28, 32].

Comparison
The brushed DC motor, despite starting the EV era due to its advanced technical maturity
and low cost, provides the lowest power density, inadequate reliability and it has poor
efficiency. As already stated, it also requires maintenance. All these faults led to a search
for new solutions and, ultimately, to its obsolescence in the EV industry.
4
Motor’s speed from which it produces the maximum designed power output

17
2. Background Theory

PMSM, due to the highest power density – highest power for the same motor weight –
among the mentioned EM, leads the EM market for EVs. It has the maximum efficiency
in a limited speed range (generally at low speeds), hence its use in small passenger vehicles
(A – B segment) which are mainly used in city traffic conditions.
At low production costs, the finest reliability and best overall efficiency over the entire
speed range are characteristics of the IM machine. It is the preferred choice when one of
the requisites is good efficiency over a wide speed range (vehicles in segments C to F, for
example, Mercedes-Benz B-Class, Toyota RAV4 and Tesla S [18]). As main disadvantages,
conservative power density and field oriented control, significant costs drive away the
low-end vehicle market off.
SRM machine is similar to IM regarding efficiency and power density. However, as
previously indicated, high torque ripple (at low speeds) still is an exclusion criterion for
most manufacturers [34].
In table 2.4 is presented a comparison between the electric motors commonly adopted
by OEMs, which provides a clear view over the most significant properties, and the
efficiency maps of figure 2.10 confirm the segment market tendencies.

Table 2.4: Evaluation of four electric machine types [34]

2.5.2 Transmission
Transmission is a key component in vehicles, its main function is to transmit power
from the engine to the wheels, it converts torque and engine speed so that the vehicle
performance requisites are achieved. There is a wide variety of transmission configurations
– manual, automatic, continuous variable transmission (CVT) which can be further
subdivided. Major components commonly present in transmission include: clutch,
gearbox, differential and drive shaft [35].
Due to its features and importance, transmissions are inherently related to "fuel"
consumption, reliability and ease of operation. All these points play a crucial role in
today’s automotive industry and, while simple innovations are not likely to happen, there
is a strong urge in electronic transmission control to reach improved operation.
In conventional ICEs, considering the engine characteristics, a manual or automatic
transmission with a considerable amount of speeds is required to effectively deliver torque
and power. EVs, which depend on an electric drive (like PEVs), have, at most, a two-speed
transmission, hence reducing energy losses through gear-shifting.
Predominantly, in PEVs, a single speed transmission is employed which turns the
clutch dispensable. The common transmission ratio range of latest PEV models, with one
electric motor, is between 7 and 10 [18].

18
 2.5. Powertrain

Figure 2.10: Exemplary efficiency maps of different electric motors with constant power
[34]

Fixed ratio single speed transmission

This transmission (see figure 2.11) is the most widely used system in behalf of structure
simplicity and the remarkable effectiveness of the electric motor over combustion engines,
namely, high stall-torque5 and ability to deliver constant power in a wide speed range.
Additionally, it provides a pleasant driving experience at an affordable price [36, 37].
Despite being adequate for the majority of vehicles, gear ratio design is a commitment
between range, performance (for example: stall torque) and top speed desired.

Figure 2.11: Single speed transmission in a PEV powertrain. S1, S2 – shafts [37]

Two speed transmission

Even though, multi-speed transmissions typical drawbacks, such as increased cost and
mass, decreased efficiency and torque interruption when gear shifting, suggest that they
are counter-productive for electric vehicles, innovative arrangements can offer advantages
over single transmissions.
5
Torque that a motor produces at zero rotating speed and with P out (output power) equal to zero.

19
2. Background Theory

Two speed transmission provide higher wheel torque at low rpm, consequently, the
electric motor stall torque may be inferior resulting in a smaller motor. Global efficiency
increases leading to extended driving range. Moreover, acceleration and gradeability
increase as well. Finally, the presence of a second gear allows a superior vehicle top
speed [36, 38].
One of the innovative structures uses a dual clutch system (see figure 2.12). The
use of two clutches facilitates the torque transference, overcoming the torque interruption
problem. Since there are only two speeds, each clutch is connected to each speed directly,
therefore there is no need for a synchronizer and its control. The extra gear set and
clutches have a negative effect in efficiency and overall mass [37].

Figure 2.12: Two speed dual clutch transmission in PEV powertrain. S1, S2, S3 – shafts.
C1, C2 – clutches [37]

The twinspeed transmission (see figure 2.13) has two integrated planetary gear sets,
one selectable clutch and a single stage final drive (with differential). It has a shift strategy
implemented which results in an excellent combination of efficiency and performance. In
general, it increases the effective area of high efficiency in actual driving [36].

Figure 2.13: Twinspeed transmission with two planetary gear sets. 1 - Two integrated
planetary gear sets, 2 - Single stage final drive, 3 - Controlled dry friction brake, 4 -
Selectable dog clutch, 5 - Differential gear [36].

Continuously Variable Transmission (CVT)

CVT (figure 2.14) has an infinite number of ratios (between the stipulated limits) and
the unique possibility to alter gear ratios without power flow interruption. Usually a
CVT has a steel belt which connects two variable diameter pulleys, the transmission ratio

20
 2.5. Powertrain

changes with the adjustment in pulley diameter, allowing the best possible speed over
the whole vehicle driving range ensuing higher motor efficiency [37]. Another convenience
is the potential to decouple top speed and acceleration, ultimately leading to improved
performance.
However, extra weight and manufacturing costs need to be considered when designing
such a transmission.

Figure 2.14: Continuously variable transmission with servo-electromechanical actuation

system [37]

2.5.3 Differential

All vehicles need some sort of differential. It is indispensable when turning a vehicle. To
safely turn, the outside wheels must spin faster than the inside wheels, which is provided
by the differential. At the same time, they act as the final gear reduction in a vehicle and
transmit the power to the wheels.
There are several types of differentials, designed for certain conditions, such as on and
off-road driving. The most common is an open differential which is preferred in normal
road conditions, but if one wheel loses traction, it will send all the power to the wheel
with the least resistance. Locking differential works as an open differential, but if locked
it locks the axle resulting in equal torque being sent to each wheel [39].
Limited slip differential (LSD) works as a trade-off between the open and the locking
differential. It limits the difference in rotational wheel speed to counter the problem where
all power goes to one wheel. Within LSDs, one particular example is the electronic limited
slip differential which determines the ideal amount of torque needed for the given driving
conditions through the vehicle’s engine unit [39].
Most vehicles have a front-mounted engine, which leads to a preferred front-wheel drive
(see figure 2.15) due to its lighter weight, and predictable handling characteristics. In these
vehicles, the differential is interconnected with the reducer having a simpler design and
sparing the need for a drive shaft and/or center differential.
Today, rear-wheel drive (see figure 2.16) vehicles are found in sports and luxury cars. A
good example is the automotive company BMW. Despite being more complex systems, the
precise handling performance is still a decisive point for some costumers. When connected
to a front-mounted engine, a drive shaft and rear differential are required. The rear
differential is very similar to a front differential, yet it cannot be coupled with the reducer,
leading to more components, complexity and lower efficiency.

21
2. Background Theory

Figure 2.15: Typical front-wheel drive powertrain components: in an ICE vehicle (left)
[40] and in a PEV vehicle (right) [20]

Figure 2.16: Rear-wheel drive powertrain components (left) [41] and BMW rear differential
(right) [40]

Torque vectoring
A torque vectoring differential has the capability to transmit torque independently
between the wheels. This capacity brings advantages such as increasing stability and
responsiveness.
While before it was only used in racing vehicles, the technology development led to an
adoption from automotive manufacturers, specially in all-wheel drive vehicles, saving the
need to use brakes or cutting power to control wheel spin
PEVs, also regard torque vectoring as an important step forward regarding vehicle
performance when cornering [42]. Dual motor systems without differential (see figure 2.17),
where each wheel is independently controlled by each motor through independent
transmissions can improve the transient response of the vehicle, require a complex motor
control system but are not subjected to the intricate differential system. Other torque
vectoring systems adopt planetary gear sets and/or clutches integrated with the common
differential (see figure 2.18).

2.5.4 Projects
Electric vehicle transmissions, even if conceptually similar to conventional transmission,
hold the possibility to new and creative solutions, not yet implemented in the EV market.
Conventional ICE vehicle transmissions are expensive, heavy and bulky which is not ideal

22
 2.5. Powertrain

Figure 2.17: GETRAG 1eDT330 electrical transmission with independent transmission

components and electric motors [43].

Figure 2.18: GKN electric axle - ’eTwinsterX’ [44].

for EVs. In this section, a few projects and their main objectives are discussed.

Electrically Scalable Axial-Module (ESKAM)

The main aim of this German project is to develop scalable drive and axial modules for
electric vehicles. From materials, production and manufacturing down to efficiency and
power delivered, all is revised and thought to arrive at the best possible solution.
Initially, it was designed for a medium-weight inner city delivery vehicle with modest
performance characteristics. Two electric motors – each with maximum drive speed
20 000 rpm, peak power 32 kW and peak torque 46 Nm – are connected to an axle
reducer with a single 2-step reduction gear with a 19,25 ratio [45] (see figure 2.19).
Scalability is the project core since it brings the possibility to ease implementation in
several vehicles with different performance requisites, without changing the concept basis.
Major advantages include – twin-drive concept, no differential needed (torque
vectoring), axial module that can be adapted and customized and usage of lightweight
components [46].

23
2. Background Theory

Figure 2.19: ESKAM axle module with integrated motors (left) [46]. Gearbox (right) [45].

Speed2E

At the Technical University of Munich (TUM), the Speed2E project arise from the
ambition to study the relevance of high-speed transmission in electric powertrains. High
input speeds are closely related to exceptional power density, reducing size and weight of
electric motors. Such high speeds bring challenges regarding, for instance, efficiency, gear
load-carrying capacity and noise, vibration and harshness (NVH) behaviour [47].
The transmission has been designed for a C-segment vehicle (top speed 160 km/h), two
identical PMSM with up to 30 000 rpm and 60 kW peak power are employed, one drives
the first sub-transmission which consists of a two-stage helical gear drive with a fixed gear
ratio of 21. The other PMSM run the other sub-transmission which integrates three helical
gear sets with a dog clutch that enables shifting between two speeds. The final drive is
common for both sub-transmissions and it has a conventional bevel gear differential (see
figure 2.20).
The way the setup was designed grant different application strategies regarding
load-distribution in the powertrain. The stated challenges, provided sufficient data is
gather from the assessed strategies, are efficiently reached [47, 48].

Figure 2.20: Schematic design of the drive train (left) and gear set (right) [47].

24
 2.5. Powertrain

Visio.M
Visio.M is a project from TUM which is fundamentally different from conventional
transmissions. It proposes a torque vectoring system, for small segment vehicles that
provides significant advantages.
One electric motor functions has the drive machine, generating propulsion or
recuperation through an axle gear and a spur gear differential which splits evenly the
torque between the wheels. Another, smaller electric machine, denominated superimposing
machine, coupled to a planetary gear set provides the possibility to control the torque
sent to the wheels when necessary. The superimposing gear together with the spur gear
differential is an active differential [49] (see figure 2.21).
The separation of the two dynamics, generation of axle torque and torque distribution
to the wheels, contributes to a significant controllability and performance over conventional
systems.

Figure 2.21: Dual motor transmission from Visio.M project (left) and transmission diagram
(right) [49].

25
 Chapter 3

Project characteristics

The dissertation main objective is to design a high-speed transmission for an electric

vehicle. It has the purpose of reducing the input speed from the electric motor and, at the
same time, increasing the torque to comply with the requirements to propel the vehicle.
The electric motor is increasingly efficient, to accomplish it, the rotational speed has
to increase and values around 20 000 rpm are becoming usual in the automotive industry.
This speed change leads to an adjustment of usual components (e.g. bearings and seals)
regarding the altered operating conditions. Even though, special solutions already exist,
its cost is still prohibitive for the expanding electric automotive market which has already
a high price tag associated.
Additional cautions, such as, the need to preserve lubrication in key areas, since
the lubrication regimes are susceptible to rotational speed, also need to be accounted
for. Other important challenge is the energy loss increase, specially churning losses in
a sump lubricated transmission, which considerably increases in a high speed system.
Furthermore, the greater transmission ratios and surface velocities, require special
attention with respect to the design of the cylindrical gears pairs [50].

3.1 Vehicle specifications

The focus is in small passenger vehicles (A and B segment) with an urban driving profile.
Nowadays, commuting from home to the work place, with small driven distances (under
100 km), is the most common driving profile. Despite that, the majority of consumers,
intrinsically, still desire to own a vehicle with an excessive driving range and performance
characteristics that are, in fact, only used in long trips. Contradictorily, these costumers
want as well, in the same vehicle, to have excellent fuel consumption and low emissions.
This problem can be easily solved, if a driver acquires a small passenger vehicle for his
everyday commute and rent a higher segment one for sporadic long trips.

The small passenger vehicle performance requirements are, typically, the following [51]:

• Top speed: 120 – 145 km/h

• Gradeability1 : 20 – 30 %

• Acceleration (0 – 100 km/h): 10 – 16 s

1
Vehicle’s ability to climb slopes.

27
3. Project characteristics

3.2 Electric motor

Electric motors have high efficiency through all speed range, in particular, high-speed
electric motors, with greater power density contribute to a reduction in weight and cost.
From the main three types of electric motors used in the automotive industry, the
permanent magnet synchronous motor (PMSM) appears to be the leading choice in
segments A and B [18]. It has a high efficiency in the low-medium speed range, where the
vehicle will operate most of the time (figure 2.10).
Most of electric motor suppliers (e.g. ABB, ABM, Siemens, ...) are focused in motors
with a continuous power of at least 30 kW, so that one single motor can deliver the required
power to the vehicle. However, since this project is going to study the adoption of two
electric motors, the company Zytek Automotive provides a good solution with a electric
motor which provides 15 kW of continuous power and 25 kW of peak power, combining
low weight with an adequate motor performance (table 3.1 and figure 3.1).

Figure 3.1: Torque-power peak curve of the Zytek 25 kW electric motor [52]

Table 3.1: Technical data for the Zytek Automotive 25 kW electric motor [52]

Parameter Motor Zytek Automotive

Type 3 phase AC permanent magnet synchronous
Power (Peak/Continuous) [kW] 25 / 15 (Peak for 30 s)
Torque (Peak/Continuous) [Nm] 70 / 47 (Peak for 30 s)
Base Speed [rpm] 3500
Maximum Speed [rpm] 14 000
Cooling Water/Glycol
Weight [kg] 12,8 (without leads)

28
 3.3. Vehicle performance

3.3 Vehicle performance

Designing a power transmission structure demands thorough consideration of individual
components (e.g. shaft, gears, bearings), which are not independent, leading to an
interdependent and iterative design process [53].
Initially, the main three indicative vehicle performance attributes are considered to
determine power and torque requirements, as well as, the overall transmission ratio.
In table 3.2 the values used in the ensuing calculations are presented, some of the
vehicle properties, such as curb weight, frontal area, tire radius were taken from [16, 51].

Table 3.2: Vehicle properties, coefficients and other factors [16, 51]

Results Value
Top Speed [km/h] 135
Gradeability (start) [%] 30
Gradeability (at 90 km/h) [%] 6
Acceleration (0 – 100 km/h) [s] 16
Overall transmission ratio 12
1st transmission ratio 4
2nd transmission ratio 3

3.3.1 Maximum speed and gradeability

The maximum speed of a vehicle is the constant cruising speed that it can attain on a flat
road. From the maximum speed of the electric motor (N max = 14 000 rpm) and with a
maximum speed (v max ) of 135 km/h (37,5 m/s), using equation (3.2) the maximum overall
transmission ratio (i g ), of around 12, is obtained.

πNmax rt
vmax = (m/s) (3.1)
30 ig
Rearranging:

πNmax rt
ig = ≈ 12 (3.2)
30 vmax
To reach the required velocity, the vehicle must overcome aerodynamic and rolling
resistance which oppose its desired direction (the grading force is not relevant since the
flat road case is being considered) (see figure 3.2). Equation (3.3) describes the resistive
force (F a ) exercised by air, denominated, aerodynamic drag. Through equation (3.4)
the force from rolling resistance of tires (F rr ) can be derived. Finally, vehicle’s weight
originates the grading force (F g ) (see equation (3.5)) which characterizes the opposing
(climbing) or supporting (descending) movement. These three forces can be combined in
a single component, the resistive force, commonly referred to as road load.
1
Fa = ρAf Cd (vvehicle − vwind )2 (3.3)
2

Frr = Crr mg cos α ≈ Cr mg (3.4)

Fg = mg sin α (3.5)

29
3. Project characteristics

Figure 3.2: Forces acting on a vehicle moving uphill [16]

The tractive force (F t ) on the driven wheels can be expressed by equation (3.6) where
the numerator specifies the torque transmitted from the electric motor to the wheels, and
the denominator is the tire radius (r t ).

Tm ig
Ft = (3.6)
rt

To not prolong and hinder this preliminary assessments, the following simplifications
are introduced:

• In equations (3.1), (3.2) and (3.6), no transmission efficiency is considered;

• In equation (3.3), the (v wind ) is not considered;

• In equation (3.4), the parameter cos α is considered approximately one, since the
road grade is relatively small (α < 16,7 ◦ ).

According to the previous equations, road load as function of vehicle speed, is derived.
From figure 3.3, some conclusions can already be drawn:

• Three main operational points, 1, 2 and 3 are presented, which represent the
respective road load at different vehicle speeds and grades;

• The vehicle can move up to 30 km/h at 30 % grade, 90 km/h at 6 % grade and

135 km/h in a flat road, for a motor with a continuous power of 30 kW.

3.3.2 Acceleration performance

Acceleration time is an important performance factor for passenger cars, generally this
requirement defines the power required for the electric motor [16]. It evaluates the time
that a vehicle takes from a stand still until it reaches a stipulated high speed (usually
100 km/h) on a flat road.

30
 3.3. Vehicle performance

Figure 3.3: Road load as function of vehicle speed

From equation (3.7), where (v base ) is the vehicle base speed (which can be calculated
from equation (3.1), substituting (v max ) and (N max ) with (v base ) and (N base )) and P m is
the electric motor power (peak), an acceptable initial assessment of acceleration time can
be estimated.

δm 2
ta = (v + vbase
2
) (3.7)
2Pm f inal
The rotational inertia factor, δ, is a constant and can be estimated by equation (3.8),
where δ1 is 0,04 and δ2 is 0,0025 [16].

δ = 1 + δ1 + δ2 i2g (3.8)

Equation (3.9) provides a good estimation of the average power required to overcome
the rolling resistance and aerodynamic drag during the acceleration time for a given final
speed (v final ) [16].

2 1
P̄res = Crr mgvf inal + ρAf Cd vf3inal (3.9)
3 5
Finally, the total power (P m ) needed to accelerate the vehicle from 0 to 100 km/h can
be calculated using equation (3.10).

δm 2 2 1
Pm = (vf inal + vbase
2
) + Crr mgvf inal + ρAf Cd vf3inal (3.10)
2ta 3 5

31
3. Project characteristics

3.3.3 Preliminary results

According to equation (3.2) the overall transmission ratio (i g ) is approximately 12.
In table 3.3 a summary of the results of the three specified points in figure 3.3 is
presented.

Table 3.3: Relevant calculations for three specified points (see figure 3.3)

Parameter Point 1 Point 2 Point 3

Vehicle speed [km/h] 30 90 135
Road grade [%] 30 6 0 (flat)
Road load [N] 3525 1048 624
Power [kW] 29,4 26,2 23,4
Torque [Nm] 1092,4 324,9 193,4

After using equation (3.7), a value of roughly 14,5 seconds was the initial assessment of
the vehicle acceleration, with this in regard, a value of 16 seconds was used in the following
calculations, along with the overall transmission ratio of 12.
Finally, table 3.4 provides the calculations regarding the vehicle acceleration.

Table 3.4: Relevant calculations for acceleration

Parameter Value
δ[-] 1,4
(v base ) [km/h] 34
Acceleration time [s] 16
(P m ) (eq. (3.7)) [kW] 45,2
P̄ res [kW] 5,3
(P m ) (eq. (3.10)) [kW] 50,6

After these initial assessments, it is shown that if two of the referenced electric motors
are used, with a peak power of 25 kW each, they can achieve the desired performance
requirements for the urban vehicle.

3.4 Transmission
The transmission is influenced by the vehicle, electric motor and road profile [35]. Technical
and economical factors are of major importance when designing a transmission. Along the
years, extensive research and development have been employed in transmission design to
reduce losses and to transmit power from the engine to the wheels effectively. Even though,
complex automotive transmissions (with up to 7 speeds) have been developed for internal
combustion engine vehicles, in the electric vehicle industry, single speed transmissions are
the standard, reducing complexity and granting the opportunity to explore other decisive
factors, such as material selection and gear design.
The use of a dual motor system allows an extended range of possibilities for the
transmission. Each motor can be individually connected to its own reducer, and an
electronic differential can be implemented, in spite of a mechanical differential, to control
the associated kinematics, which arise, for example, when the vehicle is cornering.

32
 3.4. Transmission

At the start of the design phase, the selection of an appropriate transmission

arrangement is of extreme importance, since it will affect the subsequent decisions. Parallel
gear sets are the standard choice in electric vehicle transmissions. They have greater
mechanical efficiency and are more compact. One of the decisive factors is the number
of stages, which is dependent on the overall ratio, which in turn is related to vehicle
requirements and motor performance, as previously shown.

3.4.1 Number of stages and overall transmission ratio

A single stage parallel gear pair is generally limited to a ratio of 10:1, beyond this ratio,
it becomes ineffective (large dimension and high cost) and it is more practical to increase
the number of stages of the gear train [54]. Still, at ratios close to 4:1, problems arise
related to the very small module required and its manufacturing issues [50].
With a maximum input speed of 14 000 rpm, the overall transmission ratio, previously
calculated, is about 12. A three-stage transmission, given the moderate overall ratio, does
not overcome in terms of global efficiency a two-stage transmission. It also has more
components and its only benefit would be the smaller gears. Thus, the two-stage gear
reducer is the preferred choice which will be further explored.
The global transmission ratio is the product of each stage ratio. In EV transmissions,
unlike ICE vehicles, high operating speeds are predominant. In such a setting it is
advantageous to adopt an higher ratio at the input stage. Therefore, the selected ratios
are 4 and 3, for the first and second stage, respectively.
It is important to avoid integer ratios, non-integer gear ratios improve service life
and reduce gear noise, since the engaging locations between teeth keep shifting at every
rotation. The wear is distributed among all teeth and not continuously between the same
teeth contact.

3.4.2 Geometry
Even though in an electric vehicle, due to lower number of components, there is more
available space, the transmission geometry is of great importance. The absence of a
mechanical differential results in a conventional two-stage reducer, with one input, one
output and three parallel shafts that connect two gear pairs. This simple arrangement
carries with it a great size reduction, allowing extra room for the battery pack, as well as, a
weight minimization. Both of this aspects are directly related to an increase in the vehicle
range, factor of utmost concern in electric automotive market. However, two independent
transmissions are necessary to effectively make use of the electronic differential capabilities.
There are two possible geometries where the major difference is the input being in the
same side of the output or in the opposite side (figure 3.4). One of the advantages of
having the input and output in opposite sides is that it grants the possibility to reduce
the distance between the wheel and the transmission.
The arrangement with the input and output on the same side has the advantage that
both transmissions may be arranged together in just one housing while still mechanical
independent, leading to a more compact total transmission (figure 3.5).
Figure 3.4 shows the arrangement of the cylindrical gear pairs inside the housing. As
will be seen afterwards, helical gears will be used, and with them another issue arises, the
helix direction for each gear.
In the intermediate shaft (B), the helix direction of the gear wheel (Z2) and pinion (Z3)
must be the same, so that the axial forces counteract each other. Despite that both gears
(Z2 and Z3) rotate in the same direction, the axial force transmitted from the pinion Z1 to

33
3. Project characteristics

Figure 3.4: Two-stage parallel transmission arrangement with the input and output at
opposites shaft ends

Figure 3.5: Two independent transmission arrangements in the same housing

the gear wheel Z2 has an opposite direction of the axial force that the pinion Z3 withstands
from the meshing with the gearwheel Z4. In figure 3.6 there is a clear representation of
the above mentioned (opposition between F x2 and F x3 ).
All shafts are going to be supported by two bearings, placed in the shaft extremities,
with the gear meshes between them, to provide a consistent and even support through the
transmission.
The possible combinations, with the two arrangements in figure 3.4 and different helix
direction for each, were tested whilst performing the gear and shaft designs. In the end,
the chosen arrangement in this project is the one presented in figure 3.4 (a) since it was
the one which yield better results in terms of overall force distribution. This layout is
going to be applied to the right front-wheel transmission, which will be further discussed

34
 3.4. Transmission

Figure 3.6: Direction of forces acting on a helical gear mesh. Adapted from [55]

in the next chapters. A mirror layout for the left front-wheel transmission should perform
accordingly, since the rotational speed and elements are the same of the ones present in
the right front-wheel transmission.
The electric motor is the input and it is linked to the shaft A, which supports the
pinion Z1. This pinion drives the gear wheel Z2, which is supported, along with the pinion
Z3, by the shaft B. Finally, the pinion Z3 drives the gear wheel Z4, connected to the shaft
C, which transmits the torque to the output of the transmission.

35
 Chapter 4

Gear design

Gears are a common element in several types of machinery. Gear design is very complex
and, during the years, several approaches have been studied and standards have been
compiled to achieve gear that are cheaper, quieter and lighter while being more powerful
[56].
The continuous requirement of high-performance gear transmissions, has led to
important progresses in gear tooth micro geometry, to obtain the optimal tooth contact
localization towards higher load capacity and lower transmission error [57].
When designing a transmission, the designer initially works on the basis of the
maximum engine torque [35]. After the initial design, maximum speed, maximum power
and load spectrum are the next operating conditions to consider in the design phase.
To quickly design competitive gears, KISSsoft [58] will be used to perform the necessary
gear calculations, review them according to general standards (ISO, DIN), as well as
provide further optimization of the selected gear pairs.

4.1 Application factor

The application factor (K a ) adapts the load to satisfy incremental gear loads and impacts
from external sources. These loads depend on the behaviour and characteristics of the
driving and driven machines.
In this case, the driving machine is an electric motor with a uniform working
characteristic, the driven machine is a urban vehicle which can be associated to a light
shock environment. Taking into account the table 4.1, presented in ISO 6336:6 [59], the
corresponding application factor is 1,25.

Table 4.1: Application factor (K a ) [59]

Working characteristic of Working characteristic of driven machine

driving machine Uniform Light shocks Moderate shocks Heavy shocks
Uniform 1,00 1,25 1,50 1,75
Light shocks 1,10 1,35 1,60 1,85
Moderate shocks 1,25 1,50 1,75 2,00
Heavy shocks 1,50 1,75 2,00 ≥ 2,25

Another standard (DIN 3990 Part 41 [60]), specific for car gearboxes, identifies two
application factors, one for flank strength (K AH ) and other for tooth root strength (K AF ).
The application factor, in this case, can have values lower than 1,0, in order to avoid a load

37
4. Gear design

spectrum calculation. Considering that this standard is focused on conventional vehicle

gearboxes, with several speeds, there is a distinction between the number of cycles for each
speed. Therefore, the approach that seems more appropriate is to use the application factor
from the ISO standard, since the load capacity calculation [61] will be based on it.

4.2 Road profile

An automotive transmission has, usually, an expected lifetime of 400 000 km, if correctly
handled according to factory recommendations.
An adequate identification of the urban driving cycle, provides a more suitable
transmission design regarding torque, power, speed and, therefore, a more precise lifetime
prediction. Several organizations, mostly in Europe and in the United States, have
contributed with a great amount of research, regarding driving patterns on different road
types [51]. However, a lot of factors contribute to a definition of the driving pattern, for
example, driver behaviour, road conditions, weather conditions and traffic conditions. The
non-objectivity of these factors make a strict characterization very hard to achieve.
An estimate of an urban road profile is provided in table 4.2, where torque and power
values are related to only one of the transmission’s motors. The references [51, 62–64]
provided the basis for this estimate.

Table 4.2: Single motor input for an urban road profile [51, 62–64]

Input speed [rpm] Power [kW] Torque [Nm] Factor [%]

< 50 km/h 3500 18 50 25
50 km/h 5134 15 27,9 45
90 km/h 9241 15 15,5 21
135 km/h 14 000 25 17,1 9
— — — 100
P

The table 4.3 provides an approach of the transmission lifetime, both in terms of hours
and distance covered. It was developed based in the previous table 4.2.

Table 4.3: Road profile [51, 62–64]

Factor [%] Time [h] Distance [km]

< 50 km/h 25 2857 100 000
50 km/h 45 3600 180 000
90 km/h 21 933 84 000
135 km/h 9 267 36 000
100 7657 400 000
P

One may conclude that, in a passenger vehicle with an urban road profile, the lifetime
in hours that shall be met is around 7657 hours for a distance of 400 000 km.

4.3 Tooth root and flank safeties

An important step when designing cylindrical gears is to define the required safeties
(particularly for tooth root and flank). Nowadays, when designing vehicle transmissions,

38
 4.4. Material

pitting performance is decisive, in order to not occur tooth failure, since it leads to
immediate transmission failure [35].
The current calculation standards (DIN 3990 and ISO 6336) are also used to calculate
the load-carrying capacity for small-module size gears. Despite that, the experimental
analysis is predominantly based on a module (m n ) range between 2 and 20 mm. The
number of experiments in fine-pitch gears is reduced and is mainly inferred by the
general-size influence according to material properties. According to the mentioned
standards, there is no increase of the load-carrying capacity when decreasing the module
from values lower than 5 mm. In contrast, according to the general theory of material
strength, there is a load-capacity increase of 15 % (when decreasing the module from 5
mm to 0,45 mm). By appropriate extrapolation of the of FVA Research Project 246, a 60
% load-carrying capacity increase is expected [65]. According to DIN and ISO standards
there is also no increase expected for the pitting-carrying capacity for gears with a module
smaller than 10 mm [65].
The standards DIN 3990 and ISO 6336 do not give any particular information about
the necessary safeties for gears. The only specific data is presented in part 11 of DIN 3990,
where the minimum safety for root and flank given is 1,4 and 1,0, respectively. Despite this,
in accordance with empirical values, the required safeties are much smaller for precision
gears (module lower than 1,5 mm) (for example: KISSsoft suggests for a module of 1 mm
the root and flank safety to be 1,2 and 0,9, respectively).
In light of the above, and to be in the safety side, the standard DIN values will be
used. So, for minimum root safety (SFmin ) and flank safety (SHmin ), the corresponding
values are 1,4 and 1,0, respectively.

4.4 Material
Electric vehicle’s transmissions, compared to conventional, have fewer gears which run at
higher rotational speed. Since they also feature a reduced number of transmission speeds
(usually single speed), the existing gears have to sustain severe life cycles compared to the
ones from traditional transmissions.
Gears for vehicle transmissions are traditionally case-hardened. Gear finishing
processes such as shaving, grinding and honing are mandatory and one must be selected
according to the operational requirements. For low-noise and high-speed applications,
after hardening, the gearwheels must be honed. Compared to the grinding process, honing
presents superior wear characteristics and quietness, while being a less expensive system.
Gears must have a surface hardness around 60 HRC and a core hardness of 30 HRC [56].
It is clear that gear material importance will increase, in order to comply with this,
clean gear steels, which exhibit smaller inclusions and give equal strength in all directions
to the material are one of the current solutions. Traditionally, to reduce the number of
inclusions in steel, expensive secondary operations (e.g. vacuum arc remelting) have to be
applied, increasing the material price to excessive values for the automotive industry.
One recent solution, which is implemented by an European producer (Ovako), turns
to air melting techniques. Ovako’s BQ (bearing quality) and IQ (isotropic quality) steels
have a similar fatigue performance compared to high-priced processes steels and, thereby,
greater than conventional steels. This quality comes at price, but despite the higher cost
of Ovako’s steels, the improvement of gear and, therefore, transmission performance, as
well as the exclusion of some posterior machining operations (such as shot peening), may
result in an overall cost benefit [66].
Another interesting material is the nitriding 31CrMoV9 steel. It has a high

39
4. Gear design

load-carrying capacity is higher, compared to standard gear materials (e.g. 18CrNiMo7-6

and 16MnCr5). For small-module gears, the nitrided depth profile appears similar to that
of the case depth profile of the case-hardened gears, the nitriding process may become much
more important for these gears because of the obviously better-managed heat treatment.
The 18CrNiMo7-6 steel, according to the standard EN 10084:2008, has got a core
hardness higher than 30 HRC. ISO 6336-5 refers an MQ quality (good quality) for this
steel. These requisites can be achieved by steel manufacturers at a reasonable price, and
so this steel is a very common choice in the automotive industry, and will be considered
in this thesis.

4.5 Manufacturing Quality

The standards ISO 1328:1995 [67] and DIN 3961 [68] contain information related to gear
quality classes, which range from 1 to 12, being 1 the highest class. To reduce gear noise
at high operating speeds, the general class quality should not be greater than 7. According
to Larburu [69] the gear quality for automotive applications ranges between classes 3 to
9. Moreover, the circumferential speed is also a criteria when choosing the gear quality
class.
When the input shaft is rotating at maximum speed (14 000 rpm) the circumferential
speed at the operating pitch circle is greater than 20 m/s and the class required must be,
at most, 5. In the second gear pair, despite the higher applied loads, the rotational speed
is much lower (maximum: 3500 rpm) and the gear class required is not so strict. Thus,
the chosen gear quality class for the second gear pair is 6.

4.6 Tooth flank surface roughness

The standards DIN 4766 part 1 and part 2 [70, 71] give a range of expected values according
to manufacturing processes. Despite not being very precise, it is a good starting point to
get an idea of what values can be expected.
According to the technical report ISO/TR 10064-4:1998 [72] the roughness classes
are not directly related to the gear accuracy grades from ISO 1328-1. Despite that,
recommended limits are given for the roughness average value (Ra) and to the mean
peak-to-valley roughness (Rz). Since the root is less stressed than the flank, typically the
root value is three times higher than the flank value. The mean peak-to-valley roughness
generally adopts a value around six times the roughness average value.
With this in mind, and evoking the superior gear quality of the first gear pair (gear
quality 5) compared to the second (gear quality 6), the values adopted throughout the
project are presented in table 4.4.

Table 4.4: Gear surface roughness

Gear pair Zone Ra [µm] Rz [µm]

Flank 0,3 2,0
1 (Z1 & Z2)
Root 1,0 6,0
Flank 0,5 3,0
2 (Z3 & Z4)
Root 1,0 6,0

40
 4.7. Module

4.7 Module
The normal module (m n ) is the ratio of the pitch diameter to the number of teeth. It
is the index of tooth size in the International System of Units (SI) and its standard unit
measure is the millimetre.
Gears with a module 1,25 mm or lower are designated fine-pitch, low-module or
small-module gears. Low-module gears with a larger number of teeth, compared to higher
module gears, are more efficient and make less noise. Nevertheless, the characteristic
small tooth size makes them more susceptible to manufacturing errors and tolerances (e.g.
center distance tolerance), as well as operating conditions.
In the standard DIN 780-1 [73], a preferred series of modules is presented, which were
used to perform several gear pair calculations, that, after reviewed and compared, lead to
the final selected modules.

4.8 Helix angle

The classic electric vehicle transmission practice is to use standard helical gear units with a
fixed transmission ratio. To transmit motion between parallel shafts, the helix angle is the
same on each gear, but one gear has a right-hand helix and the other the complementary
left-hand helix, or vice versa (see figure 3.6).
Helical gears with an adequate total contact ratio, εγ , (higher than 2,5) act as an
active measure to reduce noise generation due to the more gradual engagement of the
teeth during meshing [35]. This meshing of the teeth and smooth transfer of load from
one tooth to another gives helical gears the ability to transmit heavy loads at high speeds.
Single-helical gears introduce both thrust and radial loads on the rolling bearings. By
increasing the helix angle, thrust (axial) loads rise accordingly. An accurate choice of
the helix angle is a key phase, since it will affect, for example, the subsequent bearing
selection.
Double-helical or herringbone gears establish equal and opposite thrust forces,
suppressing the thrust load in the shafts and rolling bearings, giving more freedom in
their choice. These type of gears are associated with significant helix angles, β, (30◦ to
45◦ ), which lead to smoother operation, however, the tooth strength decreases [56]. They
are very unusual in automotive transmissions, mainly due to the associated large face
width that is necessary to provide tooth strength. Additionally, acting axial forces usually
can be easily supported by standard bearings.

4.9 Face width

Face width (b) is selected based on the load-carrying requirements, module (m n ) and helix
angle (β), in order to meet the safety factors required.
The contact area, which is proportional to the gear face width, becomes a dominant
aspect in the gear geometry, in comparison to the contact ratio, for helical gears. General
expertise refers that, face width must be a minimum of two times the axial pitch (px ) (see
figure 4.1), in order to benefit from helical teeth action [53, 56].
The higher the face width, the higher the tooth root strength as well as the contact
ratio, but, close requirement consideration, need to be taken into account since gears will
be larger and heavier.

41
4. Gear design

Figure 4.1: Axial pitch (px ) of helical gears [53]

4.10 Profile shift

Gear teeth have a profile shift (x i ) to avoid undercut and balance the bending stresses in
the pinion and gear. It has been defined to use a sum of profile shift coefficients equal
or higher than zero, consequently, the center distance (a) will increase, relatively to the
reference center distance (a d ). A greater tooth root width, hence, increased tooth root
carrying capacity is associated with a positive profile shift.
The KISSsoft software, provides several possible calculations for the pinion and gear
coefficients, according to the operational conditions desired. For the first cylindrical
gear pair, due to the high rotational speed and high sliding velocity, the minimal sliding
velocity criteria was applied. For the second cylindrical gear pair, the loads acquire more
importance than the sliding velocity, so the optimum specific sliding criteria was used in
order to have similar wear of the pinion and gear.

4.11 Contact ratio

The total contact ratio of helical gears (εγ ) is the sum of transverse contact ratio (εα ) and
overlap ratio (εβ ).

εγ = εα + εβ (4.1)

When the total contact ratio increases, the load carrying capacity also increases, while
reducing the gear noise since it reduces the irregularity of resultant tooth rigidity and
limits the meshing impact [35, 53].
The characteristic pressure angle (αn ) of 20◦ has limited values associated to the
transverse contact ratio (εα ), a minimum value of 1,0 and a maximum value of 2,0. The
overlap ratio (see equation 4.2) present in helical gears, depends on face width and axial
pitch, a value higher than 2 is associated to a good use of the helical gears capabilities.
Conventionally, when using helical gears, the overlap ratio is higher than the transverse
contact ratio.

b
εβ = (4.2)
px

42
 4.12. Comparison

4.12 Comparison
The KISSsoft software, yields a large number of results, using the rough and fine sizing
capabilities. These results are based on some initial parameters, such as desired load, speed
and/or power. Nominal ratio is also an input and has been previously investigated. Then,
the other major conditions, such as, normal module and helix angle, are introduced with
a minimum and maximum value, so that the software can iterate between the intended
range.
In the beginning, the extended parameter range returns a great number of results,
which can be graphically analysed to get a general idea of the impact of the different
inputs. After this analysis, the parameter range is substantially reduced, and some final
results are selected to further investigate.
In tables 4.5 and 4.6, some results with the associated parameters and its values are
presented. In the first stage cylindrical gear pair, for maximum torque, the set torque
and input speed are, 70 Nm and 3500 rpm, respectively. For maximum speed, the rating
values are 25 kW of power, and an input speed of 14 000 rpm. The face width (b) is also
fixed, with a value of 30 mm for the pinion and gear. All of the selected results comply
with the minimum safeties required and the other previously referred considerations and,
further regards, such as the selected lubricant.

Table 4.5: Cylindrical gear pair for the first stage (Designs A – F)

Unit A B C D E F
Normal module (m n ) mm 1 0,9 1 0,9 0,8 1
Center distance (a) mm 85 95 100 95 95 100
Helix angle (β) ◦ 9 11 12 11 12 12
Total profile shift ( x) – 1,005 0,119 0,858 0,641 0,159 1,407
P

Transmission ratio (i 1 ) – 4,030 3,929 3,974 4,024 3,936 3,949

Transverse contact ratio (εα ) – 1,500 1,500 2,000 2,000 2,000 1,000
Overlap ratio (εβ ) – 1,494 2,025 1,985 2,025 2,482 1,985
Total contact ratio (εγ ) – 2,994 3,525 3,985 4,025 4,482 2,985
Maximum torque
Axial force (F a ) N 663,7 706,7 746,3 723,9 774,1 746,3
Sound pressure level dB(A) 71,5 71,5 69,8 69,8 69,6 74
Power loss (P VZ ) W 106 79 130 129 113 64
Meshing efficiency (η) % 99,585 99,691 99,492 99,497 99,565 99,750
Root safety (min.) (S F ) – 1,642 1,628 1,712 1,509 1,511 1,476
Flank safety (min.) (S H ) – 1,168 1,259 1,527 1,430 1,467 1,136
Maximum speed
Sound pressure level dB(A) 82,3 87,7 82,3 82,4 81,5 93
Power loss (P VZ ) W 79 58 96 95 82 47
Meshing efficiency (η) % 99,686 99,766 99,615 99,619 99,670 99,810

Some important conclusions can already be drawn for both the first and second stage
gear pairs:

• Axial force (F a ) increases with a greater helix angle (β);

43
4. Gear design

Table 4.6: Cylindrical gear pair for the second stage (Designs G – I)

Unit G H I
Normal module (m n ) mm 1,5 1,5 1,25
Center distance (a) mm 130 130 130
Helix angle (β) deg 12 13 12
Total profile shift ( x) – 0,282 1,008 0,763
P

Transmission ratio (i 2 ) – 3,024 2,976 2,961

Transverse contact ratio (εα ) – 1,683 1,592 1,969
Overlap ratio (εβ ) – 1,765 1,909 2,118
Total contact ratio (εγ ) – 3,448 3,501 4,087
Maximum torque
Axial force (F a ) N 1861,3 2013,8 1797,2
Sound pressure level dB(A) 69,2 69,2 68,5
Power loss (P VZ ) W 149 131 156
Meshing efficiency (η) % 99,420 99,488 99,394
Root safety (min.) (S F ) – 1,629 1,600 1,446
Flank safety (min.) (S H ) – 1,324 1,334 1,478
Maximum speed
Sound pressure level dB(A) 74,3 74,6 73,7
Power loss (P VZ ) W 100 88 106
Meshing efficiency (η) % 99,599 99,646 99,577

• The higher the contact ratio (εγ ), the lower the sound pressure level;

• An overall contact ratio (εγ ) higher than, approximately, 3 is required to be in line

with the requirements;

• At maximum speed the sound pressure level greatly increases, as opposed to power
loss (P VZ ), which decreases.

Despite that, the ratio of face width (b) to normal module (m n ) is considerable since
the axial pitch (px ) was set to be at least half of the face width (b), the significant face
width value was required to increase load-carrying capacity and be within the stipulated
safeties (S F and S H )
A low-loss gear pair (F) has the highest efficiency, with considerably reduced
load-dependent losses in the tooth contact. Its transverse contact ratio (εα ) has a
characteristic minimum value of 1,000, since the considered pressure angle is 20◦ , and
a great profile shift ( x = 1,407) to be within the requirements. However, this gear set
P

has the drawback of having a significant sound pressure level associated, not desired in
electric vehicle transmissions.
From these results, the gear pair E was selected for the first stage. It has the lowest
normal module and sound pressure level (both in maximum torque and maximum speed).
The considerable total contact ratio, εγ , (4,482) with an overlap ratio, εβ , higher than
the transverse contact ratio, εα , provides the gear pair with a low noise generation and
favourable operating conditions. The axial force is the highest, but has a value compatible
with the subsequent studied rolling bearings and shaft force analysis. The power loss and
efficiency is regarded as acceptable.

44
 4.13. Final results

In the second stage cylindrical gear pair, for maximum torque, the rating torque and
input speed are drawn from the first stage selected gear pair (E), which yields 275,5 Nm
and 889,2 rpm, respectively. For maximum speed, the rating values are 25 kW of power,
and an input speed of 3556,8 rpm. The face width (b) is fixed, with a value of 40 mm for
the pinion and gear. Just as the first stage, the selected results comply with the minimum
safeties required and previous design considerations.
From table 4.6 the gear pair I was chosen for the second stage. The normal module
of 1,25 mm to continue in the scope of fine-pitch gears. A thorough evaluation of axial
force effect was required, particularly on the shaft C where no counteracting forces are in
place. The axial force demands an appropriate support and bearing selection. With this
in mind, the smaller axial force, F a , with a value of 1797,2 N is desirable. As before, the
selected total contact ratio is the highest (4,087) and, again, the overlap ratio is bigger
than the transverse contact ratio. The sound pressure level also has the preferred smallest
value between the selected options. In contrast, power loss and efficiency are the worst,
despite that, since it is a relatively small difference, these parameters do not impact the
selection.

4.13 Final results

Four elements (Z1, Z2, Z3, Z4) compose the final cylindrical gear pairs for the two-stage
parallel transmission. The transmission has an overall transmission ratio (i g ) of 11,65.
Table 4.7 provides some reference values for the transmission, based on the selected
helical gear pairs.

Table 4.7: General transmission results

Parameter Maximum torque Maximum speed

Overall meshing efficiency (η) [%] 98,96 99,25
Input speed [rpm] 3500 14 000
Output speed [rpm] 300,3 1201,3
Input torque [Nm] 70 17,1
Output torque [Nm] 815,8 198,7

In the next tables, some specific data regarding the resultant cylindrical gear pairs is
listed. For a more detailed review, the appendix C can be consulted, where there are the
complete reports from the KISSsoft software.

45
4. Gear design

Table 4.8: Summary of the first stage cylindrical gear pair specifications

Parameter Unit Pinion (Z1) Gear (Z2)

Normal module (m n ) mm 0,8
Pressure angle (αn ) ◦ 20
Helix angle (β) ◦ 12
Center distance (a) mm 95
Face width (b) mm 30
Transmission ratio (i 1 ) – 3,936
Transverse contact ratio (εα ) – 2,005
Overlap ratio (εβ ) – 2,482
Total contact ratio (εγ ) – 4,487
Number of teeth (Z ) – 47 185
Profile shift (x i ) – 0,0907 0,0685
Operating pitch diameter (d w ) mm 38,491 151,509
Tip diameter (d a ) mm 40,701 153,018
Specific sliding at the tip (ζ a ) – 0,329 0,410

Table 4.9: Summary of the first stage cylindrical gear pair specifications according to
maximum torque and maximum speed

Parameter Unit Maximum torque Maximum speed

Sliding velocity at tip (max.) (v ga ) m/s 1,110 4,438
Circumferential speed (v) m/s 7,04 28,178
Root safety (min.) (S F ) – 1,511 2,467
Flank safety (min.) (S H ) – 1,467 1,888
Sound pressure level dB(A) 69,6 81,8
Power loss (P VZ ) W 112 82
Meshing efficiency (η) % 99,565 99,670
Transmittable power (max.) kW 27,70 44,06

46
 4.13. Final results

Table 4.10: Summary of the second stage cylindrical gear pair specifications.

Parameter Unit Pinion (Z1) Gear (Z2)

Normal module (m n ) mm 1,25
Pressure angle (αn ) ◦ 20
Helix angle (β) ◦ 12
Center distance (a) mm 130
Face width (b) mm 40
Transmission ratio (i 2 ) – 2,961
Transverse contact ratio (εα ) – 1,972
Overlap ratio (εβ ) – 2,118
Total contact ratio (εγ ) – 4,090
Number of teeth (Z ) – 51 151
Profile shift (x i ) – 0,3715 0,3910
Operating pitch diameter (d w ) mm 65,644 194,356
Tip diameter (d a ) mm 69,055 196,897
Specific sliding at the tip (ζ a ) – 0,339 0,339

Table 4.11: Summary of the second stage cylindrical gear pair specifications according to
maximum torque and maximum speed.

Parameter Unit Maximum torque Maximum speed

Sliding velocity at tip (max.) (v ga ) m/s 0,509 2,035
Circumferential speed (v) m/s 3,03 12,14
Root safety (min.) (S F ) – 1,446 2,745
Flank safety (min.) (S H ) – 1,478 2,024
Sound pressure level dB(A) 68,4 73,4
Power loss (P VZ ) W 156 106
Meshing efficiency (η) % 99,394 99,577
Transmittable power (max.) kW 26,49 49,02

47
 Chapter 5

Shaft design and bearing selection

The purpose of a shaft is to transmit torque along its axis, to support the elements
located on it, and endure the forces which act on these elements [74]. In an automotive
transmission, the torque is transmitted from an input gear to an output gear. The torque
transmission between the shaft and the gears is achieved through machine elements, in
particular, keys and splines.
Rolling bearings are universally applied in mechanical transmissions. They support
the shaft, keeping it in the right position. They also withstand forces acting on the shaft,
transmitting them to the housing, and allow the shaft to freely rotate, minimizing friction.
For electric automotive transmissions, rolling bearings need to endure high rotational
speed, considerable operating temperatures and, when using a light alloy housing (e.g.
aluminium), a compensation regarding heat expansion is crucial.

5.1 Shaft layout

The common shaft layout is a stepped cylinder, also denominated a multi diameter shaft.
With this structure, both manufacturing and element assembly are facilitated.

The general shaft considerations [35, 53] which must be taken into account when
designing such a shaft are:

• Shaft length must be minimized in order to limit bending moments and deflections;
• Shaft shoulders are a proper way to axially locate shaft elements and withstand
thrust loads;
• Components with load-carrying capacity, such as gears, must be positioned between
supporting bearings (preferably two) and, close to the bearings itself. This leads to
a reduced deflection and bending moment. Besides, this disposition is also related
to an increase in shaft critical speed;
• Axial clearances between components are necessary with the aim of giving access for
their disassembly and to let lubricant flow properly;
• Strict positioning of elements on the shaft is a key point, as well as accurate hold
after positioning so that coupling components are correctly aligned;
• If the applied loads are not significant, it is possible to axially locate elements with
retaining rings (circlips) (at the end of the shaft) in shaft grooves and with space
sleeves (in the middle of the shaft);

49
5. Shaft design and bearing selection

• Diameter shifts in the shaft, must be kept below a ratio of D/d ≈ 1,4.

Shaft shoulders, with corresponding diameters transitions, where bearings inner rings
are abut, must have relief grooves. The selected relief grooves are based on DIN 509 [75].
The type E undercut (see figure 5.1), which is appropriate for modest demands on the
shoulder, is selected.

Figure 5.1: DIN 509 - Type E undercut [75]

In other internal corners, a transition radius was selected to provide a filleted corner,
according to the transition ratio and shaft diameter. External corners must be chamfered,
usually at 45 ◦ . For cylindrical components, the chamfer leg c can be approximate using
the equation 5.1, shaft diameter is represented by D [76].
√
c = 0, 1 D (5.1)
Standard values that must be employed, after rounding off, are:

c = 0,2; 0,5; 0,8; 1; 1,2; 1,5; 1,8; 2; 2,5; 3; 3,5; 4; 5 (5.2)

All the above considerations were taken into account when performing the shaft layout
design. This process is not straightforward, since continuously changes have to be made
to meet the requirements, and, in the end to attain the best possible shaft layout to the
several settings in question.

5.1.1 Material
The conventional materials for shaft are carbon and alloy steels. They have an high
elasticity coefficient, and the required strength through forging or rolling. Pinion shafts,
require both contact and bending strength of the teeth to withstand loading stresses,
becoming necessary to use alloy steels and their respective treatments [74].
In [35], some examples of standard shaft materials are given: 25CrMo4, 34Cr4 and
16MnCr5.
Since shaft A and B are pinion shafts, the chosen material is the same as the selected
for the gears, the 18CrNiMo7-6 steel, with a core hardness higher than 30 HRC, according
to the standard EN 10084:2008. Shaft C, to control material cost, also is from the same
steel.

5.1.2 Relative position and direction of rotation

The relative position between the shafts is usually altered to better accommodate the
applied loads. The transmission initial position, is completely horizontal as presented
in figure 5.2 After some iterations, performed in the KISSsoft software, the final shaft
relative position is presented in figure 5.3. Despite not being the position that is less

50
 5.1. Shaft layout

stressed, since, as will be exposed, the selected lubrication method is splash lubrication
which requires particular considerations. In fact, a more favourable arrangement would
be obtained if gear Z2 as well as gear Z4 positions were lifted with respect to pinion Z1.
However, in order to let lubrication flow properly through all gear teeth and to control
churning losses, the presented arrangement had to be consider.

Figure 5.2: Initial shaft relative position

Figure 5.3: Final shaft relative position

The direction of rotation of a shaft, when working with helical gears, is also an
important parameter in the design phase. Corresponding loads, change with clockwise
(negative) or counter clockwise (positive) rotation, which affects the relative position
between the shafts, as well as rolling bearing selection and final arrangement.
In figure 5.4, taken from KISSsoft, the direction of rotation is defined, according to the
referenced axis. The shaft axis of rotation is the Y axis, along which the shaft is generated.
In both figures 5.5 and 5.6 the final transmission architecture with the respective shaft
arrangement is presented. For the vehicle to move forward, the gear Z4 has to rotate in
the same direction as the tire, in this case, positive direction. The presented transmission
must be linked to the front right wheel of the vehicle, so that the weight is directed more
close to the vehicle center. As can be seen in figure 5.6, even if the transmission is along

51
5. Shaft design and bearing selection

Figure 5.4: Direction of shaft rotation [58]

the rim/tire axis, the total height of the transmission does not constitute a problem, since
there is a considerable space between the transmission and the road.

Figure 5.5: Final shaft arrangement and respective shaft rotational directions

5.1.3 Shaft ends

Shaft A and shaft C have couplings, since they are the input and output shaft, respectively.
These couplings are located outside of the housing, consequently, the shafts must have shaft
ends, where the splines will be manufactured.
The industry available shaft ends fall into two main areas: cylindrical and conical. In
turn, the shaft ends of these areas can be subdivided in long or short series. Due to the
relatively small length of the shafts and, in order to comply with this line of reason, the
shaft ends used will be from the short series of the standard ISO/R 775 [77].
In the input shaft, the diameter of the section right before the shaft end is 25 mm,
leading to a shaft end with a 20 mm diameter, which as 36 mm according to the short
series length.

52
 5.1. Shaft layout

Figure 5.6: Vehicle forward direction with associated tire rotation and transmission
architecture

In the output shaft, the diameter of the section right before the shaft end is 45 mm,
the chosen diameter for the shaft end is 35 mm, which as 58 mm according to the short
series length.
It can be concluded that there is a diameter transition between the shaft end and the
nearby section. This transition favours the rolling bearings assembly, since it has to cover
a shorter distance, and creates an opportunity to use a smaller radial shaft seal both in
the input and output shaft.
The selected shaft ends, according to the designation in [78], for the input and output
shaft are, respectively:

• Shaft end, cylindrical, short, diameter 20 mm without threaded hole;

• Shaft end, cylindrical, short, diameter 35 mm without threaded hole.

5.1.4 Splines
The input and output shafts are linked to an electric motor, and to a drive axle,
respectively. This connection will be made through splines.
Splines, due to their complexity, are more expensive to manufacture than keys, which
are also used for torque transmission. This statement is only valid for small-lot production,
when mass production is considered, usually the case for the automotive industry, the tools
required to manufacture splines are already in place, thus reducing the costs associated.
Since the load distribution between teeth is equivalent in a spline connection, a longer
fatigue life is expected compared to a key connection. Conventionally, they are applied
to ensure high torque transmission. In this case, the useful advantage is the achievable
loose slip fit, which allows significant axial motion between the connected elements while
accurately transmitting torque [53].
The two most common spline types are: straight-sided and involute splines. The latter
is clearly more advantageous, therefore, it is selected for the design of the transmission.

The major benefits of involute splines are [79]:

• Higher strength, both in bending and compression;

53
5. Shaft design and bearing selection

• Manufactured with high accuracy, using standard gear-cutting equipment;

• Involute splines of the same module are formed by the same hob cutter (or gear
cutter);

• Possibility to correct, in order to increase strength and meet standard major

diameters;

• Can be subjected to finish machining, when present on shafts.

For couplings, generally, involute short cut teeth are used. To increase strength ability,
large pressure angles (αn = 30 ◦ ) are the most universally used. The standard DIN 5480
[80] applies to flank-centred fitted spline connections, where the teeth flanks are use to
transmit the required torque and center the hub and shaft relative to each other.
The length of the input and output shaft splines are, respectively, 19 and 30 mm.
To manufacture the splines, an overtravel of the manufacturing tool has to be regarded
and provisions made. A shaft groove is necessary to avoid this issue, and in [81] provides
dimensional information regarding the height, width and radius of the groove for several
shaft diameter ranges.
In accordance to the standard DIN 5480, fitted splined connection are designated by:
the main standard number, N for a hub or W for a shaft, the reference diameter, the
module, number of teeth and finally the tolerance class. The selected splines for the input
and output shaft, respectively:

• DIN 5480 - W 19 x 0.8 x 22 x 5f;

• DIN 5480 - W 34 x 0.8 x 41 x 5f.

5.1.5 Key connections

Concerning shaft-hub connections, keys are the most widespread type which help
transmitting torque. Stationary key connections provide the most efficient and economical
connection [74] to transmit moderate to high torque.
Straight keys, with a rectangular cross-section and chamfered ends, following standard
DIN 6885 [82], are selected for the connection between the gear wheels Z2, Z4 and
shafts B, C, respectively. The assembly and disassembly of keyed components is usually
straightforward, due to the existence of a slip fit onto the shaft [53].
Conventionally, medium-carbon steels are the key materials (e.g. C 45 (EN), C 50 E
(EN)), with a tensile stress higher than 590 N/mm2 .
According to DIN 6885 A, the keys are designated by type, width, height and length.
The selected keys for shaft B and C are, respectively:

• Parallel Key - DIN 6885 - A 12 x 8 x 28;

• Parallel Key - DIN 6885 - A 14 x 9 x 36.

A minimum ratio D hub /d, where D hub is the gear hub diameter and d is the shaft
diameter, is required to ensure the proper hub strength at the section where the keyway
is located. In [79] minimum values are given for this ratio. The gear Z2 hub diameter has
to be greater than 58 mm (D hub /d = 1,46), and the gear Z4 hub diameter must be higher
than 72 mm (D hub /d = 1,44).

54
 5.2. Rolling bearings

5.2 Rolling bearings

In the following section, the bearing selection and arrangement, as well as the final selected
bearings will be explored. During the bearing selection phase, several manufacturers were
taken into account (SKF, Koyo, FAG and TIMKEN).
In the appendix E, the catalogue reference for each bearing can be consulted.

5.2.1 Rolling bearings selection criteria

To select the most appropriate rolling bearing type for a given application, several
variants have to been taken into account. After some considerations, the selected rolling
bearing type for all transmission bearings is the most widely used one, which is the deep
groove ball bearing (single row). It can withstand considerable radial and axial loads in
both directions, thereby rendering it notably versatile. The simple design leads to an
inexpensive bearing, still they are robust in operation requiring little maintenance and
can withstand very high speeds, relevant for electric vehicle transmissions.
Regarding the bearing manufacturers, Koyo provided, for a bearing with the same
dimensional characteristics, higher load ratings (dynamic and static) which could lead to
a smaller bearing choice compared to the group SKF. However, SKF was selected for the
final bearings, since the necessary thermal limiting speed was achievable, in contrast to
Koyo’s.
Life of a rolling bearing is a crucial design criteria. It can be expressed as the number
of operating hours endured by the bearing at a given speed, before metal fatigue occurs
on one of the bearing elements (inner race, outer race or rolling element). The ISO 281
standard [83], is based on the life that 90 % of a large group of identical bearings can
achieve, denominated the basic rating life. To get a base value for the rolling bearing
service life, a calculation was performed, taking into consideration the estimated driving
profile (see table 4.2 and 4.3). It was determined that a service life superior to 4000 hours
for the rolling bearings, when the transmission is operating at maximum torque, is a good
starting point to select a suitable rolling bearing.
The actual service life can divert substantially from the basic rating life, regarding
modern high-quality bearings and their application. Thus, the mentioned standard has a
modified life factor to complement disparities, which arise from application factors, such
as, lubrication and degree of contamination [84].
Concerning the degree of contamination, bearing size, relative lubricant film thickness,
size and distribution of solid contaminants and types of contaminants play an important
role. ISO 4406 [85] classifies the contamination level in a lubrication system. For the
current application, and its operating conditions, the chosen classification, for an oil
lubrication without filtration, is -/15/12, where the second and third representative scale
numbers are related to the number of particles equal to or larger than 6 µm, and than 14
µm, respectively.
In the input shaft A, the selected bearings, to comply with the load and, particularly,
thermally safe speed requirements, could not present the simplest design provided by SKF.
A reinforced ball set (prefix E) and a glass fibre reinforced PA66 cage, ball centred (prefix
TN9) were mandatory to remain in the deep groove ball bearing setting, otherwise angular
contact ball bearings, or hybrid deep groove ball bearings would also provide a good, but
more expensive, solution.
The rolling bearings selected for the shafts B and C, have the simplest design, without
variants, since they can accommodate the given loads and speeds adequately.

55
5. Shaft design and bearing selection

5.2.2 Arrangement
The rolling bearing arrangement has the objective of both supporting and locating
the shaft relative to the stationary housing. The typical arrangement is the
locating/non-locating bearing arrangement (figure 5.7), which provides clearance for
thermal expansion and contraction of the shafts. In particular, the locating rolling bearing
support is associated with the strict axial location of the shaft in both directions.

Figure 5.7: Locating/non-locating bearing arrangement [84]

Since deep groove ball bearings can withstand combined loads (radial and axial),
they are appropriate both in the locating and non-locating position. The bearings in
the non-locating position must carry only radial loads, to alleviate the expansion and
contraction of the shaft. They also must have a loose fit between the outer ring and
the housing, so that there is identical axial movement of the running shaft and bearing,
thereby, not creating abnormal axial loads, which could lead to premature failure [84].

5.3 Rolling bearings selected

In the following tables 5.1 to 5.3, a summary of the rolling bearings selected for each
shaft is presented, with some representative characteristics and results when operating at
maximum torque.

56
 5.3. Rolling bearings selected

Table 5.1: Summary of selected bearings for shaft A and operating parameters for
maximum torque

Non-locating bearing Locating bearing

Designation SKF 6305 ETN9 SKF 6205 ETN9
Type Single row deep groove ball bearing
Dimensions
Inner diameter [mm] 25 25
External diameter [mm] 62 52
Nominal width [mm] 17 15
Characteristics
Dynamic load rating [kN] 26 17,8
Static load rating [kN] 13,4 9,8
Reference speed [rpm] 24 000 28 000
Limiting speed [rpm] 16 000 18 000
Mass [kg] 0,22 0,12
Rolling bearing reaction forces
Radial force (F r ) [kN] 2,765 1,125
Axial force (F a ) [kN] 0 0,776
Operating parameters
Operating speed - ω A [rpm] 3500
Service temperature [◦C] 65
Modified life - Lnmh [h] 4669 4639
Static safety factor 4,85 8,27
Power loss [W] 21,42 23,24

57
5. Shaft design and bearing selection

Table 5.2: Summary of selected bearings for shaft B and operating parameters for
maximum torque

Non-locating bearing Locating bearing

Designation SKF 6308
Type Single row deep groove ball bearing
Dimensions
Inner diameter [mm] 40
External diameter [mm] 90
Nominal width [mm] 23
Characteristics
Dynamic load rating [kN] 42,3
Static load rating [kN] 24
Reference speed [rpm] 17 000
Limiting speed [rpm] 11 000
Mass [kg] 0,63
Rolling bearing reaction forces
Radial force (F r ) [kN] 4,321 5,736
Axial force (F a ) [kN] 0 1,028
Operating parameters
Operating speed - ω B [rpm] 889,23
Service temperature [◦C] 65
Modified life - Lnmh [h] 14027 4875
Static safety factor 5,55 4,18
Power loss [W] 11,02 26,42

58
 5.3. Rolling bearings selected

Table 5.3: Summary of selected bearings for shaft C and operating parameters for
maximum torque

Non-locating bearing Locating bearing

Designation SKF 6209 SKF 6309
Type Single row deep groove ball bearing
Dimensions
Inner diameter [mm] 45 45
External diameter [mm] 85 100
Nominal width [mm] 19 25
Characteristics
Dynamic load rating [kN] 35,1 55,3
Static load rating [kN] 21,6 31,5
Reference speed [rpm] 17 000 15 000
Limiting speed [rpm] 11 000 9 500
Mass [kg] 0,42 0,84
Rolling bearing reaction forces
Radial force (F r ) [kN] 2,909 6,596
Axial force (F a ) [kN] 0 -1,797
Operating parameters
Operating speed - ω C [rpm] 300,31
Service temperature [◦C] 65
Modified life - Lnmh [h] 19577 6192
Static safety factor 4,78 7,43
Power loss [W] 3,07 16,36

59
5. Shaft design and bearing selection

5.4 Shaft analysis

This section presents the final shafts design, their respective loads and the main values
regarding shaft analysis. Stress, deflection and critical speed of the shafts are treated and
conclusions drawn. An exhaustive review, regarding geometry, calculations and respective
results, performed with the KISSsoft software, can be consulted in the appendix D.

5.4.1 Final shafts

Shaft A
The pinion shaft A has two supporting rolling bearings, the pinion Z1 and, the spline
coupling at the shaft right end. The pinion Z1 is axially spaced from the left rolling
bearing by 9 mm, so that necessary axial space for the position of the flanges is available.
The major diameter of the shaft A is 32 mm and it is rotating clockwise (negative direction)
(see figure 5.4). The inner ring of the left bearing is secured axially by a retaining ring.
The final shaft layout is presented in figure 5.8. The figure 5.9 shows the torque diagram
of shaft A and figure 5.10 presents the Y-direction forces (green) and the resulting X-Z
forces (blue).

Figure 5.8: Shaft A final design layout [58].

Figure 5.9: Torque diagram of shaft A [58]

When the shaft is operating at maximum speed (14 000 rpm) the minimum thermally
safe operating speed is 14 241 rpm according to DIN 732 [86]. This calculation is essential,
since the corresponding speed is close to the previous stated bearing limiting speed, which
is a guide value for certain operating conditions. The parameters consider are: temperature

60
 5.4. Shaft analysis

Figure 5.10: Force diagram of shaft A [58]

difference of 10 ◦ C, circulatory lubrication, a mean bearing temperature of 80 ◦ C and

temperature around the bearing of 70 ◦ C.

Shaft B
The pinion shaft B has a major diameter of 42 mm is supported by two deep groove rolling
bearings and has the pinion Z3 integrated. The gear Z2, from the first stage cylindrical
gear pair (Z1-Z2), is keyed to the shaft. To prevent relative rotation between the shaft
and to enable torque transmission, there is a keyed joint between the shaft and the gear
Z2. The pinion is axially located by a shaft shoulder on the right side and, in the left side,
by the gear hub (in the figure 5.11 it is not clear, since it is not possible to create a larger
hub in the software). The gear is axially located on the left by a spacer sleeve. As seen
above, a retaining ring is used to axially locate the left rolling bearing inner ring. The
final shaft layout is presented in figure 5.11. The figure 5.12 shows the torque diagram
of shaft B and figure 5.13 presents the Y-direction forces (green) and the resulting X-Z
forces (blue).

Figure 5.11: Shaft B final design layout [58]

When the shaft B is operating at maximum speed (3557 rpm), the minimum thermally

61
5. Shaft design and bearing selection

Figure 5.12: Torque diagram of shaft B [58]

Figure 5.13: Force diagram of shaft B [58]

safe operating speed is 7240 rpm, according to DIN 732 [86]. Calculations performed for
a temperature difference of 10 ◦ C, considering circulatory lubrication, a mean bearing
temperature of 80 ◦ C and temperature around the bearing of 70 ◦ C.

Shaft C

The shaft C also has two rolling bearings, the gear Z4 from the second stage cylindrical
gear pair (Z3-Z4) which is also keyed to the shaft, which has a major diameter of 50 mm.
The gear is axially located by a shaft shoulder and by a spacer sleeve. A retaining ring
locates the left bearing axially. At the shaft end, there is a spline coupling, since this
shaft is the output shaft. The final shaft layout is presented in figure 5.14. The figure 5.15
shows the torque diagram of shaft C and figure 5.16 presents the Y-direction forces (green)
and the resulting X-Z forces (blue).
Shaft C when operating at maximum speed (1201 rpm) has a thermally safe operating
speed of 1928 rpm. Calculations are performed for a temperature difference of 10 ◦ C,
considering oil level to middle of bearing, a mean bearing temperature of 80 ◦ C and a
temperature around the bearing of 70 ◦ C, according to DIN 732 [86].

62
 5.4. Shaft analysis

Figure 5.14: Shaft A final design layout [58]

Figure 5.15: Torque diagram of shaft C [58]

Figure 5.16: Force diagram of shaft C [58]

Forces
In the table 5.4 the applied forces and moments, generated by the cylindrical gear pairs
are presented, according to the coordinate system from figure 5.4 and to the KISSsoft
designation.

63
5. Shaft design and bearing selection

Table 5.4: Gear forces and moments [58]

Z1 Z2 Z3 Z4
Axial force (F a ) [N] -774,1 774,1 -1797,2 1797,4
Shearing force X (F x ) [N] -2529,7 2529,6 -6542,3 5976,5
Shearing force Z (F z ) [N] 2949,9 -2949,7 -6211,8 6758,9
Bending moment X (M x ) [Nm] 5,1 20,1 -24,9 -59,7
Bending moment Z (M z ) [Nm] -14,0 -55,1 -53,5 -164,1

5.4.2 Applied stresses (static and fatigue)

Despite all software and computational power, it would still be excessively time-consuming
to evaluate shaft stresses at every point. Thus, a correct knowledge of the shaft critical
locations is key to achieve a proper stress analysis. Through bending and torsion moment
diagrams, some critical sections are significant which have to be considered. Generally, the
axial stresses, from helical gears, are neglected since their magnitude is small compared
to bending moment stresses.
Regarding stress analysis for fatigue, stress concentrations play a major role. They are
mainly present at shaft shoulders and keyways, and are dependent on size specifications
[53]. Shaft shoulders need appropriate fillets or undercuts to relieve a possible stress
concentration point. Shaft bottomed grooves for retaining rings, if not correctly designed
can also present a critical stress concentration. Keyways are near a critical section, where
the gear (load-carrying component) is located, so they usually present a crucial zone.
In the table 5.5 a summary of the minimum static and fatigue results are presented, and
in table 5.6 the corresponding shaft stressed zones. The following results are according to
the strength calculation of the standard DIN 743 [87] using the software KISSsoft capacity.

Table 5.5: Summary of the static and fatigue analysis

Minimum static safety Minimum fatigue safety

Shaft Maximum torque Maximum speed Maximum torque Maximum speed
A 3,02 12,41 4,15 17,04
B 10,96 44,89 5,59 22,82
C 1,58 6,48 1,71 7,02

5.4.3 Deflection
Deflection analysis is particular important in gears, in order to have a correct meshing
contact when the transmission is continuously operating. The correspondent dynamic
loads can lead to an excessive shaft deflection, resulting in an incorrect meshing from the
pinion and gear, producing noise and incompatible transmission errors, from the uneven
distribution of load over the face width.
Shaft deflection, also requires attention concerning bearings, since a significant
misalignment can lead to excessive wear of bearing surfaces, resulting in premature failure.
The maximum permissible deflection for the transmission shaft is conventionally taken
as [88]:

δ = (0,001) L to (0,003) L (5.3)

64
 5.4. Shaft analysis

Table 5.6: Stressed zones in the shafts

Shaft Min. static safety Min. fatigue safety Figure

A Shoulder Shoulder

B Smooth shaft Keyway

C Shoulder Shoulder

being L the length between the two supporting bearings. The allowable deflection
at the gear depends on a large number of factors. Despite that, the usually followed
requirement is [88]:

δ = (0,01) mn (5.4)

where m n represents the gear normal module.

In the next tables (5.7 and 5.8) the calculated and the allowable deflections (regarding
the worst case scenario) are presented.

Table 5.7: Deflection analysis for the transmission shafts

Shaft L [mm] Allowable deflection [µm] Maximum deflection [µm]

Maximum torque Maximum speed
A 180 180 13,76 8,06
B 115 115 10,66 7,51
C 114 114 9,21 8,07

From table 5.8, the maximum deflection of the shaft does not present a problem when
the transmission is operating at maximum speed. However, when at maximum torque,
the deflection at the meshing zone of gears Z1 and Z2, exceeds the allowable deflection
defined by the previous requirement (see equation 5.4), nevertheless the deflection is still
quite small compared to the gear teeth dimensions. Several alternatives were studied to
overcome this problem, such as, increase the number of supports, reduce the span length,

65
5. Shaft design and bearing selection

Table 5.8: Deflection analysis at meshing zones

Gear Module [mm] Allowable deflection [µm] Maximum deflection [µm]

Maximum torque Maximum speed
Z1 0,8 8 12,9 7,8
Z2 0,8 8 9,5 7,2
Z3 1,25 12,5 10,4 7,4
Z4 1,25 12,5 8,8 7,3

select a different rolling bearing. However, none of these solutions presented a proper
resolution since it is rather challenging to achieve such a small shaft deflection.
Therefore, a practical solution is followed, which is based in performing micro geometry
tweaks at the gear teeth, with the intention of accounting for the shaft deflections and
manufacturing tolerances. The gear micro geometry modifications, increasingly used in
the industry, are presented in the next chapter.

5.4.4 Critical speed

When a rotating shaft is dynamically unstable and vibrates intensely, it is at a critical
speed. This speed corresponds to a resonance condition, where the rotational speed is
equal to the natural frequency of vibration of the shaft. At these speeds, noise generation
problems and serious structural problems may occur, from the considerable deflections
which are unsuited for correct operation.
The shaft’s flexural rigidity property EI is directly related to the deflection caused by
centrifugal force from the eccentricity of a turning shaft. The eccentricity is present since
the centre of mass of the transmission shaft does not coincide with the centre of rotation.
If a shaft goes through the critical speed condition briefly, it does not become a
problem. In some industrial applications, the rotating shaft works at speeds higher than
the corresponding critical speed, as long as it is continuously operating at these greater
speeds. In automotive transmissions, it is not a good solution, since the rotational speed
of the shaft is changing constantly, thereby it could possible work at critical speed for an
excessive period of time.
As indicated in table 5.9, all shaft critical speeds are considerable higher than the
maximum operating shaft speed ensuring a proper functioning of the transmission.

Table 5.9: Shaft critical speeds

Shaft Eigenfrequency [Hz] Critical speed [rpm] Shaft speed (max.) [rpm]
A 4714 282 820 14 000
B 5020 301 231 3557
C 3633 217 969 1201

66
 Chapter 6

Gear modification sizing

The final, but increasingly important, stage when designing a gear pair is to specify
the flank line and profile modification. This micro geometry assessment has several
optimization objectives, such as, reducing noise, increasing service life and efficiency.
A step by step approach is performed in the next sections, this approach is best suited
for a simple analysis, compared to the Loaded Tooth Contact Analysis (LCTA), which is
very complex. The major contributions of these modifications will be assessed. Firstly,
the theoretical flank line modifications to even the load distribution through the face
width, then, crowning to compensate the manufacturing tolerances, and finally, profile
modification to reduce transmission error and, consequently, noise.
Noise from internal combustion engine is no longer present, so the contribution of
transmission noise to overall vehicle noise becomes dominant, thereby rendering it as a
very important factor in the electric vehicle industry.
The theoretical flank modifications, the crowning to compensate tolerances and the
profile modifications will be addressed for the first stage cylindrical gear pair, and
considering maximum torque operation. The second stage cylindrical gear pair was
reviewed but, since it did not require major modifications it was left as before.

6.1 Theoretical flank modifications

Considering the face load factor without manufacturing allowances, according to ISO
6336-1, Annex E [61], in KISSsoft, it is possible to take into consideration the previous
shafts and their calculations, in order to get a favourable flank line modification and
achieve a uniform load distribution, offsetting the previously calculated significant shaft
deflection.
Following KISSsoft proposition for tooth trace modifications, with exact sizing
according to ISO 6336-1 Annex E: Centric crowning + helix angle modification, the
following values ensue:

Table 6.1: Proposed tooth trace modifications

Modification Pinion (Z1) Gear (Z2)

Crowning (C β ) [µm] 0,4297 0,4297
Helix angle modification (C Hβ ) [µm] -1,509 -1,509

In figure 6.1, there is a representation of crowning and helix angle modifications.

67
6. Gear modification sizing

The load distribution is more uniform after applying the tooth modifications, likewise
the highest load before modifications is 210 N/mm and decreases to 186 N/mm, as can be
seen in figure 6.2.

Figure 6.1: Crowning (left) and helix angle modification (right) [58]

Figure 6.2: Load distribution over face width, before and after modifications [58]

The face load factor KHβ changes are presented in table 6.2:

Table 6.2: Face load factor K Hβ

Default Without manufacturing Without manufacturing

allowances allowances (after modifications)
K Hβ 1,2673 1,2454 1,0957

6.2 Crowning to compensate tolerances

Manufacturing tolerances that have an impact on the load distribution (according to
ISO 6336) are f Hβ for the lead variation of the gears, and f ma for the axis misalignment

68
 6.2. Crowning to compensate tolerances

in the contact plane.

In the annex E of ISO 6336-1, the factor K Hβ has to estimated five times, with
respect to the different possible combinations: without tolerance and with the positive
and negative combinations of f Hβ and f ma . The highest K Hβ value estimated is employed
in the load capacity calculations, constituting the worst-case scenario.
The crowning value for the gear is kept the same as the one presented in table 6.1, while
the pinion crowning value is iterated. The initial crowning value that is considered, if no
previous information is available, is equal to the suggested fHβ . After providing both gears
teeth with the crowning modifications, and regarding the manufacturing tolerances, the
load distribution over the face width is aggravated, and it is not so uniformly distributed
as before. The final goal is to completely prevent edge contact in all the possible
combinations. A trade-off between the several combinations, considering several crowning
values, is seen as the aim of this gear modification, where the end result is an acceptable
balance between the ultimate KHβ values.
In figures 6.3 and 6.4 the load distribution results over the face width are presented.
The light blue line (f ma = 0 µm and f Hβ = -8,8 µm), the strong blue line (f ma = 0 µm
P

and f Hβ = 0 µm), and the green line (f ma = 0 µm and f Hβ = 8,8 µm)

P P

Figure 6.3: Load distribution over face width considering manufacturing allowances with
previous modifications (left) and proposed (right) [58]

From the figures 6.3 and 6.4, it can be concluded that the final version does not
have any edge contact and the load distribution is more uniform across the three possible
deviations, ensuring a better preventive behaviour.
In table 6.3, is presented a summary of the previous, proposed and final values for
crowning and face load factor.

69
6. Gear modification sizing

Figure 6.4: Load distribution over face width considering manufacturing allowances with
the final modifications [58]

Table 6.3: Crowning modification and resultant highest face load factor K Hβ

Parameter Previous Proposed Final

Crowning [µm] 0,4297 9 6
K Hβ (highest) 1,5707 1,3583 1,2919

It is important to note that the previous face load factor, K Hβ , with a value of 1,0957
without considering manufacturing allowances has significantly increased (to 1,5707) just
by taking these allowances into consideration.The final value derived for the face load
factor is 1,2919.

6.3 Profile modifications

The final step is to specify the profile modifications. They play a major role in gear losses,
noise propagation, wear, among other conditions that require improvement depending
on the final product specifications. For electric vehicle transmissions, peak-to-peak
transmission error (PPTE) is a very important parameter since it is directly related with
noise output.

70
 6.3. Profile modifications

Proposed values from KISSsoft for tip relief, with a long profile modification (arc-like),
which are best suited for applications where noise is a determinant factor, are presented
in table 6.4.

Table 6.4: Initial proposed values for tip relief

Parameter Pinion (Z1) Gear (Z2)

Tip relief (C αa ) [µm] 3 3
Length factor (LCa* ) 1,1466 1,3386

In figure 6.5, there is a representation of the tip relief (C αa ) and roll length of the tip
relief (LCa ). The length factor (LCa* ) defines the length of the linear tip relief (LCa /m n ).

Figure 6.5: Arc-like profile modification [58].

A step analysis was performed in the KISSsoft software, where the minimum and
maximum values for the specified parameters are presented in table 6.5.

Table 6.5: Tip relief minimum and maximum values for step analysis

Parameter Minimum Maximum

C αa [µm] 1 3
LCa* 1 1,75

The results of the step analysis are presented in the next four figures, with two XY
charts and two radar charts. The contact analysis which is carried out by the software is
very time-consuming and the number of solutions considerably increases with the number
of steps. Therefore, a simple analysis of the results and the factors influence will be
performed. In a further design phase, the best solutions regarding the required parameters
can be gather and later closely examined.
In figures 6.6 and 6.7, the horizontal axis represents the profile tip (C αa ) value, and in
the vertical axis is presented the peak-to-peak transmission error (PPTE) and efficiency
(η), respectively. The color bar denotes the length factor (LCa* ). The influence of tip

71
6. Gear modification sizing

relief is clear, when it increases, the PPTE increases (which is unfavourable) along with
the efficiency (which is positive). The length factor impact is not so sound, but it can be
concluded that a higher value entails a higher PPTE as well as a better efficiency.
With a increase in PPTE there is an increase in noise generation, but also in efficiency,
which also plays a major role in electric vehicle transmissions. Thus, it is perceptible
that a trade-off between the noise suppression and efficiency requirements is necessary to
consider the best proposed solution.

Figure 6.6: Peak-to-peak transmission error [58]

Figure 6.7: Efficiency [58]

Figures 6.8 and 6.9 present radar charts provided by KISSsoft, for the PPTE and
efficiency, respectively. The red line represents the gear pair at 100 % load and the blue
line at 80 % load. Both the efficiency and PPTE increase when the load decreases.
Table 6.6 presents a summary of the PPTE and efficiency values for 3 situations:
the initial without any modifications, the modified gear with the modifications stated in
the previous sections (C β and C Hβ ) and, the final which has the proposed modifications
(table 6.4). There is an approximate three times reduction of the PPTE from the initial
to the final derived gear, and there is no great effect in efficiency, increasing only 0,03 %.

72
 6.3. Profile modifications

Figure 6.8: Peak-to-peak transmission error, radar chart with 100 % load (red) and 80 %
load (blue) [58]

Figure 6.9: Efficiency, radar chart with 100 % load (red) and 80 % load (blue) [58]

Table 6.6: Summary of concluding values for the considered solutions

PPTE [µm] η [%]

Initial 0,3352 99,77
First stage (Z1/Z2) Modified 0,1217 99,77
Final 0,1143 99,80
Second stage (Z3/Z4) 0,1619 99,38

73
 Chapter 7

Lubrication and Sealing

A tribological system is composed by a base body (e.g. rolling element), a mating body
(e.g. bearing ring) and an intermediary medium (e.g. a lubricating oil). The lubricant oil
has to keep the base body apart from the mating body, under all considerable loads, to
avoid excessive wear in the respective components which can lead to their early failure.
There are three major lubricant regimes according to the Stribeck curve, as presented in
figure 7.1, dry friction, mixed friction and hydrodynamic friction. Meshing gears preferably
work in between mixed and hydrodynamics friction regimes (figure 7.2), also referred as
an elastohydrodynamic lubrication regime (EHL), which is also preferred for other friction
parts where elastic deflection of the contact surfaces is considered, such as ball bearings
[35].
Nowadays, the automotive transmissions lubricant is not changed during the
transmission lifetime. This requires a good knowledge of the applied loads, speed and
the respective operating temperatures inside the transmission, so that a correct fluid can
be selected, which would not cause components to wear quicker than expected.

Figure 7.1: Relation between coefficient of friction and sliding speed (Stribeck curve) [35]

Vehicle transmissions are lubricated by oil. Solid lubricants (e.g. greases), generally,
cannot withstand the acting forces and, since they are not a fluid media, the necessary

75
7. Lubrication and Sealing

hydrodynamic film between the mating components is much more difficult to achieve
and maintain during the long operating period. Another advantage of an oil lubricated
transmission, is that the associated oil circulation sets an environment, where components
which withstand higher loads can dissipate heat [35].

Figure 7.2: Typical friction zones on tooth flanks at high contact pressures. a) Low
circumferential speed (up to 5 m/s); b) high circumferential speed. A - first point of
contact; B - internal single contact point; C - pitch point; D - external single contact
point; E - last point of contact [35]

7.1 Lubricant selection

The main influence parameter in transmission oil is the oil viscosity. Viscosity is regarded
as the oil resistance to flow and shear and defines its internal friction. With an increase in
viscosity, scuffing and pitting resistance increases, as well as damping capacity. In contrast,
load-dependant losses generally decrease [35]. One has to keep in mind that problems can
arise when oil viscosity is excessively high for a given operation, such as temperature
outside of the defined range. This increase is directly related with the friction losses which
are intensified along with oil viscosity.
Fluids with a lower viscosity are preferred, since they promote a greater cooling
capacity due to the overall lower transmission temperature. Clearly, the lubricant
selection is not precise but rather a trade-off between thermal efficiency and the necessary
operational requirements.
In a high speed transmission, the oil must cope with the high sliding velocities and
respective shearing, throughout the vehicle life [50].
A great number of constituents, in an oil base, is present in modern lubricants. A range
of additives is used to improve performance in distinct conditions, and prevent common
issues. Some examples of these additives are:

• EP (Extreme Pressure) additives which improve high-pressure functionality;

• VI (Viscosity Index) improver to enhance performance at high and low temperatures;

76
 7.2. Lubrication method

• Corrosion inhibitors which prevent oxidation related problems, such as rust and
verdigris;

• Friction modifiers to reduce friction and, as a consequence, wear.

In manual transmissions, the oil used is denominated gear oil. This gear oil has higher
viscosity than the automatic transmission fluid used in automatic transmissions and also
currently employed in electric vehicle transmissions.
After consulting different oil manufacturer’s catalogues, regarding viscosity
specifications, additives and operating temperatures, the chosen transmission fluid is ATF
DEX II Multivehicle, provided by the group Castrol which has a mineral oil base and the
necessary additives. Specifications of the above mentioned oil are presented in appendix
B.

7.2 Lubrication method

Generally, when correctly operating, the oil temperature in the oil bath inside the
transmissions is between 60 – 90 ◦ C.
Automotive transmissions, which are considered as a medium speed application, use
splash lubrication as the conventional method to lubricate the gear teeth and bearings
inside the housing [89]. This method will be implemented in the designed transmission.
Compared to the oil spray method, it is clearly more economic because there is no need
for extra components to direct and pump the oil to the specified locations. However,
when operating at very high speeds, churning losses caused by the oil bath of the splash
lubrication method, gear teeth pumping effect and aimless oil projection onto the housing
walls may lead to thermal issues and a rise in bulk temperatures [90].
The great centrifugal force at place makes it challenging to manage the oil path and
provide adequate quantities at specific locations. Mechanisms, such as, oil traps or feed
ducts, sometimes have to be designed in the transmission housing so that the necessary
oil reaches rolling bearings and other oil lubricated components. Although, quite often,
the oil spray from the gearwheels is sufficient to meet the required demands [50].
The overall efficiency of the gear transmissions is very important in electric vehicles.
To achieve a good performance, power losses have to be managed. Limiting the power
loss related to oil churning is a good starting point. A correct oil volume inside the
transmission is key to have the desired efficiency. Oil temperature changes with different
oil levels, more specifically, for the same operating loads, if the oil level is decreased the
global oil temperature increases [35, 89].
Sometimes, it is not desired, or even possible, to lower the oil level to the necessary
height to effectively reduce churning losses, because of the increase in temperature which
may be prohibitive. Thus, an alternative solution is carried out. It consists in using axial
flanges or plates (figure 7.3) as obstacles to modify the oil flow inside the housing.
According to [90], if the axial clearance (Ja) between the flange and the gear is reduced,
the churning losses decrease in accordance (see figure 7.4). This is owed to the reduction
of the suction effect by the gear teeth. In order to obtain this outcome, the flange has to
cover entirely the lateral surface of the pinion and respective gear. In [63] two important
characteristics of this method were assessed: similar results are obtained for spur and
helical gears, moreover, the use of two flanges, one on each side of the gear is much more
effective in reducing losses that if using only one.

77
7. Lubrication and Sealing

Figure 7.3: Flanges position relative to the gear [89]

From figure 7.4 it can also be assessed that the use of radial deflectors along the gear
teeth (see figure 7.5) does not contribute to reduce churning losses, so the deflectors will
not be considered.

Figure 7.4: Influence of axial and radial clearances on churning losses (jr is the distance
between the deflector and the tooth tip) [90]

The first stage of the transmission, particularly at high speed, causes considerable
churning losses. Due to the substantially different speeds between the first and second
stage, the flanges are only going to be applied in the first stage, where they produce a
greater impact. A criteria (Γ ) (eq. 7.1) relating two dimensionless parameters, Froude
number (F r) (eq. 7.2) and Taylor number (T a) (eq. 7.3), is proposed in [63] to evaluate
the flange axial distance to the gear (defined by Ja). If Γ is greater than 10, the flanges
attain their maximum yield potential. To guarantee that the flanges are effective both
on road (medium speed) and highway (high speed) conditions, a calculation of the Γ
parameter is done for a transmission input speed of 3500 and 14 000 rpm, respectively. It
is important to clarify, that it is the gear Z2, of the first stage, which is partially immersed
in the oil bath, and not the pinion Z1 (see figure 7.6). Thus, the calculation parameters
from table 7.1 will follow the gear Z2 specifications.

Fr
Γ = (7.1)
Ta

w2 Rp 2
Fr = (7.2)
gh

78
 7.2. Lubrication method

Figure 7.5: Housing layout with flange and deflectors [90]

Figure 7.6: Transmission arrangement with the defined oil level

wJa2
Ta = (7.3)
ν

Table 7.1: Parameters necessary for the calculation of Γ

Pinion input speed (Z1) [rpm] 3500 14 000

Gearwheel speed (Z2) [rpm] 889,23 3556,83
Rotational speed (ω) [rad/s] 93,12 372,47
Pitch radius (Rp ) [mm] 75,755
Gravitational acceleration (g) [m s−2 ] 9,81
Submerged height (h) [mm] 21,7
Oil kinematic viscosity (ν) [mm2 /s] 25,9 (@65 ◦ C) 20,6 (@75 ◦ C)

The Ja parameter represents the axial distance between the flanges and the gear and
is the variable which must be iterated until the expected outcome is found.

79
7. Lubrication and Sealing

Concluding results are in table 7.2, where a Ja value of 2 mm was selected, since it
the value in agreement with the stipulated specifications. A value of 3 mm for the axial
clearance would result in a Γ value smaller than 10 (for the road condition), consequently,
the flanges would not operate at their maximum potential.

Table 7.2: Calculations results for Γ parameter

Input speed [rpm] 3500 14 000

Gearwheel speed (Z2) [rpm] 889,23 3556,83
Froude number (F r) 233,76 3739,99
Taylor number (T a) 14,38 72,32
Γ 16 52

7.3 Sealing
The reducer is not completely sealed, because of the input and an output shaft extension
outside of the transmission, where the spline coupling is going to be done. Thus, there is a
requirement for radial shaft seals in shaft A and C, to retain the oil inside the transmission.
The seal forms a barrier between the outside environment and the oil inside the
transmission. In order to achieve maximum service life, a proper sealing solution is required
to retain the lubricant and exclude contaminants.
For oil applications, SKF rotary shaft seals feature a wave lip, molded in a sinusoidal
wave pattern onto a case with a metal outside diameter. A robust sealing system has a
higher pump rate. SKF Wave seal has a better performance pumping the oil to the oil
side (figure 7.7). Seals with a significant pump rate suppress undetectable flaws of the
sealing system and reduce impacts of unmanageable operating parameters.

Figure 7.7: Pumping effect by the SKF Wave seal [91]

The major advantages of the SKF Wave seal [91] are:

• Two times more pump rate than standard seals;

• Handles shaft misalignment;
• Runs cooler with less drag;
• Reduces shaft wear;

80
 7.3. Sealing

• Reduces energy consumption.

Operating temperatures are an important factor when working with seals. The sealing
efficiency decreases at low temperatures since the seals are more rigid and therefore,
predisposed to damages. At higher temperatures, if there is insufficient lubrication,
premature seal failure can also occur [91].
Acrylonitrile-butadiene rubber (nitrile rubber) (NBR) or Fluorocarbon rubber (FPM)
are the available materials for the sealing solution required (table 7.3). Since the
temperature should never exceed 100 ◦ C, the preferred material is the NBR. If required,
the FPM material could be used for operating temperatures up to 200 ◦C.

Table 7.3: Operating temperature of seal materials [91]

Material Abbreviation Operating temperature [◦ C]

Nitrile Rubber NBR -40 to 100
Fluorocarbon Rubber FPM -20 to 200

A further consideration must be that the seal operates properly at the maximum input
speed. The seal has a limiting working speed, which is determined by its design and lip
material, as well as shaft condition. It also has to be consider that no pressure differential
across the seal is present and normal operation is followed.
In [91], a formulation is provided to access the circumferential speed (see equation 7.4.)

shaf t diameter (mm) × shaf t rotational speed (rpm)

CS = (m/s) (7.4)
19 100
which for the most critical case, with 14 000 rpm in the input shaft, and for a shaft
diameter of 20 mm, the result is 14,66 m/s.
Based on that, the chosen seals for the input shaft and output shaft are presented in
the next tables (7.4 and 7.5). In the appendix F information from the SKF catalogue
regarding the selected seals is provided.

81
7. Lubrication and Sealing

Table 7.4: Input shaft radial seal characteristics

Parameter Value
Designation 20x30x7 CRW1 R
Lip material NBR
Operating temperature (max.) [◦ C] 100
Operating temperature, short period (max.) [◦ C] 120
Rotational speed (max.) [rpm] 17189
Shaft surface speed (max.) [m/s] 18

Table 7.5: Output shaft radial seal characteristics

Parameter Value
Designation 35x47x7 CRW1 R
Lip material NBR
Operating temperature (max.) [◦ C] 100
Operating temperature, short period (max.) [◦ C] 120
Rotational speed (max.) [rpm] 9822
Shaft surface speed (max.) [m/s] 18

82
 Chapter 8

Thermal analysis

In the following chapter, a thermal analysis regarding power losses and heat dissipation
is performed. Power losses in electric vehicle transmission are determinant, since they are
directly related to the overall efficiency, a major feature and requirement in the industry.
Heat dissipation, specially when components are immersed in oil bath, is determinant, so
that the bulk temperature does not rise to incompatible values and leads to catastrophic
damage in components and, subsequently, in the transmission itself.

8.1 Power losses

Power losses in a transmission are split in gears, bearings, seals and auxiliary losses
(figure 8.1). Those losses can be divided in load and no-load losses. Housing design,
operating conditions, lubricant density and viscosity, all play a role in no-load losses. When
the splash (oil bath) lubrication method is employed, there is immersion of components in
the transmission, which leads to greater losses. Parameters that have an impact on load
losses are related to the contacting areas and are, for example, sliding velocity, friction
coefficient and transmitted load [92].
The load losses of the gear meshes prevail over other losses at moderate load and
medium speed. When working at high speeds and minimum loads, the no-load losses are
dominant.

Figure 8.1: Composition of transmission power loss [92]

Special attention is going to be given to churning losses, since they are considerable in
the splash lubricant method.
The no-load gear loss provided in the technical report ISO/TR 14179-2 [93] only takes
into consideration the immersion depth and tooth width of the cylindrical gear pair,
resulting in a basic calculation, which is not very objective. Thus, a model proposed
in recent years that considers a large number of variables and with positive results across

83
8. Thermal analysis

a wide range of parameters (e.g. gear module, speed, lubricant viscosity), is going to be
used in the ensuing churning loss assessment [63, 94, 95].
The churning torque (C ch ) is calculated according to:

ρ ω 2 Sm Rp 3 Cm
Cch = (8.1)
2
where,

• ρ - oil density;
• ω - gear angular velocity;
• S m - gear submerged surface;
• Rp - gear pitch radius;
• C m - dimensionless parameter.

The immersed surface of the gear, S m is split into the wet surface of the gear flank,
S mf and the wet surface of the teeth, S md . Figure 8.2 presents how the angle θ is obtained
for the calculations.

Figure 8.2: Partially submerged gear in oil bath

Smf = Rp 2 (2θ − sin(2θ)) (8.2)

Considering helical gears, Smd is calculated according to:

2bZθHt
Smd = Dp bθ + (8.3)
π cos α cos β
where,

• Dp - gear pitch diameter;

• b - gear face width;
• Z - number of gear teeth;
• H t - tooth height;
• αn - pressure angle;
• β - helix angle.

The dimensionless parameter, C m , is dependant on the flow regime. Four regimes

are proposed by [94] and two parameters (γ and Re c ) are necessary to adopt the correct
regime.
The centrifugal acceleration, γ, is given by:

γ = ω 2 (Rp bmn )1/3 (8.4)

84
 8.1. Power losses

where m n is the gear normal module.

The critical Reynolds number, Re c , is calculated according to:

wbRp
Rec = (8.5)
ν
where ν is the oil kinematic viscosity.
The selected regime for the calculations, regarding the ensuing evaluations, follows the
requirements of γ < 750 m s−2 and Re c > 4000 and is given by:
!0,45 !0,1 !0,21
h V0 −0,6 b
Cm = 0,1752 Fr (8.6)
Rp Dp 3 Rp
where h is the oil level defined in figure 8.2, and V0 is the oil volume inside the housing
(see figure 7.6).
In [63], the dimensionless parameter, C m , for a regime characterized by γ > 1250 m s−2
and Re c > 4000, already considers the axial flanges effect on churning losses, therefore, it
will be based on it that the churning losses from the first stage, at maximum speed, will
be calculated. It is given by the equation:

!−0,13 !−0,35 !0,85 !1,8  0,26(Dp /Hf )

h V0 −0,68 b Hf Ja
Cm = 0,16 Fr (8.7)
Dp Dp 3 Dp Dp b

where H f is the flange height with a value of 190 mm, and Ja is the flange axial
displacement that is 2 mm, as previously calculated.
The Froude number, Fr, is obtained according to:

w2 Rp
Fr = (8.8)
g
Tables 8.1 and 8.2 have the required calculation parameters and the respective values.

Table 8.1: General calculation parameters

1st stage 2nd stage

b [mm] 30 40
D p [mm] 151,509 194,356
g [m s−2 ] 9,81
h [mm] 21,7 97,2
H t [mm] 2,049 3,265
m n [mm] 0,8 1,25
Rp [mm] 75,755 97,178
V 0 [m3 ] 0,001 0,002
Z 185 151
αn [◦ ] 20
β [◦ ] 12
θ [rad] 0,776 1,571
ρ [kg m−3 ] 870

In table 8.3, a summary of the calculation results is presented, where the resultant
churning torque, C ch is derived.

85
8. Thermal analysis

Table 8.2: Calculations parameters that change with load

Maximum torque Maximum speed

1st stage 2nd stage 1st stage 2nd stage
ν [m2 /s] 0,0000285 0,0000180
ω [rad/s] 93,12 31,45 372,47 125,80
n [rpm] 889,2 300,3 3556,8 1201,3

Table 8.3: Summary of calculation results for churning torque

Maximum torque Maximum speed

1st stage 2nd stage 1st stage 2nd stage
γ [m s−2 ] 105,834 16,753 1693,26 268,05
Re c 7425,536 4289,471 47027,13 27166,65
Fr 66,962 9,799 3739,99 156,77
Cm 0,005822 0,032468 0,00026 0,0062
C ch [N m ] 0,1223 0,8120 0,08622 2,4612

Since, as stated before, flanges are going to be used to reduce the churning losses, that
decrease has to be taken into account.
In [63, 90], two formulations were proposed to account for the flanges contribution to
reducing losses, if the flow regime does not follow the requirement γ > 1250 m s−2 and
Re c > 4000 . The formulations rely only on the value of the critical Reynolds number,
Re c .
For Re c < 6000:
!3/4 !0,383(Dp /Hf )
Q Dp Ja
= 2,17 (8.9)
Qref Hf Rp
For Re c > 9000:
!0,48  0,548(Dp /Hf )
Q Dp Ja
= 0,76 √ (8.10)
Qref Hf mn b
If Re c is between 6000 and 9000, which is the case (Re c ≈ 7426 for the first stage at
maximum torque), an interpolation between both formulations is required.
These formulations result in a ratio, Q/Q ref , relating churning losses and reference
churning losses.
The final no-load power loss is calculated, multiplying the churning torque with the
rotational velocity of the gear wheel of the respective stage. The total no-load power loss
is the sum of the losses of each stage, following the equation below.
stage
πni
PV Z0 = (8.11)
X
Cch
i=1
30
The table 8.4 shows the resulting churning losses based on the previously mentioned
calculations.
The value 6,10 of the first stage at maximum torque, present in table 8.4, has already
been revised with a Q/Q ref consideration of 53,55 % after interpolation.

86
 8.2. Heat dissipation

Table 8.4: Churning losses for the right wheel transmission

Maximum torque Maximum speed

1st stage 2nd stage 1st stage 2nd stage
PV Z0 [W] 6,10 25,36 32,12 309,61
31,46 341,73
P

The radial shaft seal losses (P VD ) are not considered, since the corresponding value is
negligible compared with the remaining power losses. Rolling bearings power losses (P VL )
are the combined no-load and load dependent losses. No auxiliary losses are considered
(P VX ).
A summary of the overall transmission power losses and the global power efficiency is
present in table 8.5.

Table 8.5: Transmission power losses for the right wheel transmission

Power loss [W]

Maximum torque Maximum speed
First stage gear pair (Z1, Z2) [P VZP ] 144 108
Second stage gear pair (Z3, Z4) [P VZP ] 160 111
Shaft A rolling bearings [P VL ] 44,7 90,1
Shaft B rolling bearings [P VL ] 40,1 45,8
Shaft C rolling bearings [P VL ] 19,8 15,9
Churning losses [P VZ0 ] 31,5 341,7
Seal losses [P VD ] disregarded disregarded
Total [P V ] 450,1 712,5
Global transmission efficiency [η] 97,0 % 95,3 %

Considering these results, it is clear that churning losses at maximum speed have a
strong impact. Despite the use of flanges to reduce churning losses in the first stage, the
significant immersion depth of gear Z4 in the oil bath has considerable churning losses
associated.
The immersion depth was a consequence of the relative position of the shafts, which
was a requirement to manage the loads for the preferential deep groove rolling bearings.
One possible solution to reduce the strong churning losses, at the second stage, is to have
two separated oil baths with different oil levels for each stage (figure 8.3).

8.2 Heat dissipation

The power losses calculated in the previous section must be balanced by the heat
dissipation provided by the ventilated housing and the oil inside, which must transfer
the heat from the contact meshing to the housing. This balance leads to an acceptable
temperature in the transmission, resulting in a compliance with the estimated components
and oil lifetime, as well as an effective overall performance [50].
According to the technical report ISO/TR 14179-2 [93], the power loss in the
transmission must be balanced by the dissipated heat (Q) (equation 8.12), at an

87
8. Thermal analysis

Figure 8.3: Splash lubrication method with two oil levels [64]

equilibrium temperature level (T oil ). The total heat dissipation can be divided in four
components (equation 8.13): heat dissipation via the housing (Q ca ), via the foundation
(Q fun ), via connected shafts and coupling (Q rot ) and, if injection lubrication is used, via
the cooling oil flow, (∆H oil ).

PV = Q (8.12)

Q = Qca + Qf un + Qrot + ∆Hoil (8.13)

There is no foundation in this specific project, so Q fun will not be considered. Q rot ,
due to the calculation complexity and resulting minimal heat dissipation is not formulated.
Finally, since the considered method is splash lubrication, ∆H oil is not regarded, (constant
operating temperature).
The heat dissipation comes down to being only through the housing. Therefore, the
following calculations are proposed:

Qca = kAca (Toil − T∞ ) (8.14)

where k, Aca , T oil and T ∞ are, respectively: heat transmission coefficient, external
housing area, oil temperature and ambient temperature.
In figure 8.4 some of the variables, which will be under discussion, are presented.
The housing and fins geometry parameters were adapted from the technical report to the
designed transmission.
The heat transmission coefficient (equation 8.15) consist of, respectively: the internal
heat transfer between oil and housing, heat conduction through the housing wall and
external heat transfer to the environment. The heat conduction through the housing
wall is going to be neglected, since it should only be regarded in special cases, such as
double-walled housings or housings with sound insulation.

1 1 Aca δwall Aca 1

= + + (8.15)
k αoil Aoil λwall Aoil αca
where αca , Aoil and αoil represent air-side heat transfer coefficient, internal housing
area, oil-side heat transfer coefficient, respectively.
The air-side heat transmission coefficient (αca ) is split into a convection part (αcon )
and a radiation part (αrad ).

αca = αcon + αrad (8.16)

88
 8.2. Heat dissipation

Figure 8.4: Housing with thermal finning (1 – Environment; 2 – Oil film; 3 – Oil sump)
[93]

The radiation coefficient can be calculated by:

Twall + T∞
 3
αrad = 0, 23 · 10−6  (8.17)
2
where T wall is the housing wall temperature and ε is the housing emission ratio.
The convection coefficient can be further split into free (αK,free ) and forced (αK,forced )
convection:

Aair Aair ∗
 
αcon = αK,f ree 1 − + αK,f orced η (8.18)
Aca Aca
where Aair is the ventilated housing area and η ∗ follows the equation:

Twall − Tair
η∗ = (8.19)
Twall − T∞
where T air is the cooling air temperature.
The free convection coefficient (when v air < 1,5 m/s) can be calculated from:
0,3
Twall − T∞

−0,1
αK,f ree = 18hca (8.20)
T∞
where h ca is the overall height of the transmission housing.
Regarding forced convection (v air > 1,5 m/s):

0, 0086(Re0 )0,64
αK,f orced = (8.21)
lx
where l x represents the flow length (path of flow filament along along the housing wall)
and Re’ is given by:

89
8. Thermal analysis

s
0 Gr
Re = Re2 + (8.22)
2, 5
where Re is the Reynolds number and Gr is the Grashoff number, given by
equations 8.23 and 8.24, respectively.

νair lx
Re = (8.23)
νair
g h3ca (Twall − T∞ )
Gr = 2 (8.24)
T∞ νair
with ν air as the air kinematic viscosity, v air as the air velocity and g as the gravitational
acceleration.
Since the housing will have thermal finning, the following is valid:
For free and forced convection (Aair > Afin )

Aair Aair − Af in
 
αca = 1− (αK,f ree + αrad ) + (αK,f orced η ∗ + αrad ) +
Aca Aca
! (8.25)
Af in ∗ Apro
αK,f orced η + αrad ηf
Aca Af in

where Afin and Apro are the total and projected fin area, respectively. The fin efficiency
ηf is:

tanh(mlf in )
ηf = (8.26)
mlf in
where l fin is the depth of one fin and m is given by:
v
u αcon + αrad Apro
u
Af in
m= 2 (8.27)
t
δf in λf in
where δ fin is the thickness of one fin and λfin is the fin thermal conductivity.
In table 8.6 the required parameters are defined. The following considerations were
taken from the ISO/TR 14179-2:

• An emissivity ratio, ε, of 0,15 for an aluminium housing with oxide skin (in table 8
of the technical report);
• The air kinematic viscosity value, ν air , is 15,6 ·10−6 m2 /s;
• The oil heat transfer coefficient, αoil , has a reference value of 200 W m−2 K−1 .

The ventilated housing area, Aair is approximated by adding the external housing area,
Aca , to the total fin area Afin .
Tables 8.6 and 8.7 present the necessary variables and their respective value to perform
the heat dissipation calculations.
In table 8.8, the major heat dissipation results are presented and it can be concluded
that when operating at maximum torque, the oil temperature is close to 65 ◦ C, while
at maximum speed, the expected value is around 75 ◦ Cfor the specified power losses.
This results are in line with the previously stated information, which referred that the
transmission generally operates in the 60 – 90 ◦ C temperature range.

90
 8.2. Heat dissipation

Table 8.6: Parameters to perform thermal calculations

Parameter Value
Aair [m2 ] 0,271
Aca [m2 ] 0,247
Aoil [m2 ] 0,221
Afin [m2 ] 2,376 ·10−2
Apro [m2 ] 8,910 ·10−3
h ca [m] 0,250
l fin [m] 6 ·10−3
l x [m] 0,390
T air [K] 293,15
T wall [K] 328,15
T ∞ [K] 288,15
αoil [W m−2 K−1 ] 200
δ fin 5,5 ·10−2
ε 0,15
λfin [W m−1 K−1 ] 237
ν air [m2 /s] 15,6 ·10−6

Table 8.7: Variables which depend on load

Parameter Maximum Torque Maximum Speed

v air [m/s] 5 10
T oil [K] 338,15 (65 ◦ C) 348,15 (75 ◦ C)
T wall [K] 328,15 (55 ◦ C) 338,15 (65 ◦ C)

Table 8.8: Heat dissipation results

Maximum Torque Maximum Speed

Re 12500 250000
αK,forced [W m−2 K−1 ] 40,34 62,84
αK,free [W m−2 K−1 ] 11,43 12,23
αcon [W m−2 K−1 ] 37,61 60,86
αrad [W m−2 K−1 ] 1,01 1,06
k [W m−1 K−1 ] 31,72 45,97
T oil [◦C] 65 75
Q [W] 425,85 700,21
P V [W] 450,1 712,5

91
 Chapter 9

Housing and Parts

Transmission housing supports all the gearbox components. Therefore, several

considerations need to be accounted in the housing design phase, such as [35]:

• Secure the exact position of all components relative to each other under all operating
conditions, in particular, shafts, gears, and rolling bearings;

• Withstand and absorb the applied forces and moments;

• Provide good heat dissipation (conduction, convection and radiation);

• Damp and isolate the generated noise;

• Easy to mount and remove;

• Rigid structure with the necessary strength;

• Low weight.

9.1 Housing

9.1.1 Material
Generally, aluminium or magnesium are the preferred choices for the housing material due
to properties such as, low density and good thermal conduction [50]. Nowadays, the aim
is to make hybrid metal-composite housings become a viable production option, since the
most useful features of each material (e.g. strength, low density, thermal properties) can
be meshed and placed at specific locations.
Automotive housing are generally made of die cast aluminium, which is a good trade-off
between cost and weight. The magnesium alloys, have lower density resulting in reduced
weight. However, sometimes it is necessary to add thicker ribs or walls to provide the
required rigidity and strength, limiting the lower density advantage [35].
The selected material for this transmission housing is the cast aluminium alloy
G-AlSi10Mg from the KISSsoft catalogue. It has overall good strength (Rm =
220 N mm−2 ) and thermal properties (α = 22·10-6 /K), as well as low density (ρ =
2750 kg m−3 ).

93
9. Housing and Parts

9.1.2 Design
The selected structure for the housing is a split housing with an end-loaded design, which
is a common design for automotive transmissions [35]. As advantages, compared to the
other designs presented in figure 9.1, it has a rigid housing, components are easier to fit
and the fitting can be automated. As disadvantages, expensive production equipment is
required and, there are critical bores in clamping operations.

Figure 9.1: Types of housings [35]

The housing is designed with ribs in order to have thinner walls and the same rigidity
and strength. The ribs also provide a way to decrease noise generation and must be
arranged in a star shape from the bearing bores [35]. In the housing cover, the rolling
bearing are mounted with an axial gap (≈ 0,1 mm) to compensate for thermal expansions
avoiding the generation of additional axial loads on the rolling bearings.
Figures 9.2 and 9.3 show the housing design, interior and exterior, respectively.

Figure 9.2: Housing interior

In figure 9.2, the ribs coming from the bearing bores are clearly visible. In each bearing
bore, there are two recesses to promote the oil flow inside the transmission and facilitate
the oil supply to the rolling bearings. These recesses have a rib on each side to maintain
the rigidity of the overall structure.
In figure 9.3, the fins are disposed in a star shape and, apart from the fin effect they
also act as ribs. Figure 9.4 shows the detail of the housing flange around the input shaft.
This flange including seven threaded holes is prepared to receive a connection part between
the electric motor and the housing.
Figure 9.5, shows the housing interior from another view, where interior projections

94
 9.1. Housing

Figure 9.3: Housing exterior

Figure 9.4: Housing exterior, detailed view of connection structure

are more visible. These protrusions contain the screws threaded holes used to afterwards
connect the cover to the housing. The lower inside projections provide the support and
the threaded holes where the internal flange will be fastened. On the left and right side,
there are two projections where a rib ends, and where the two set pins will be inserted to
accurately position the cover in relation to the housing.

Figure 9.5: Housing interior (other view)

The cover has got the same design principles used for the housing, as can be seen in
figures 9.6 and 9.7.
The housing and cover ribs have the same height across all length, but, in the cover,

95
9. Housing and Parts

Figure 9.6: Cover interior

Figure 9.7: Cover exterior

the fins height decreases from the inside to the outside (see figure 9.8).

9.2 Parts
9.2.1 Flanges
The internal (figure 9.9) and external (figure 9.10) flanges are from the same material as
the housing, aluminium. Since they are very thin sheets (1 mm), there is a corrugation
through the entire flange in order to increase the flange rigidity. The minimum inside radius
of the bending operation is 1,5 times the sheet thickness (figure 9.11), for an aluminium
sheet, according to [96].
Besides the axial displacement between the flanges and the first stage gear pair,
necessary to effectively reduce churning losses, the distance between the external flange
and the bearings, as well as the distance between the internal flange and other components
are also both taken into account.

9.2.2 Screws
A total of 20 screws are used. The 16 hexagon socket head cap screws (ISO 4762), which
are conventionally used in the automotive industry are selected to tighten the cover, as

96
 9.2. Parts

Figure 9.8: Cover exterior, detailed view of fins

Figure 9.9: Interior flange

Figure 9.10: Exterior flange

well as the external flange to the housing. A M4 thread is the minimum thread generally
employed and, in order to minimize the thickness of the housing wall, it is the preferential
choice. The M4 thread has associated a 12.9 steel property class, providing good strength

97
9. Housing and Parts

Figure 9.11: Detail of flange sheet corrugation

properties. Finally, the screws have a 35 mm length to be in agreement with the total
housing cover length, and to still have a considerable threaded length in the housing.
The 4 screws used to hold the internal flange are hexagon socket button head screws
(ISO 7380). The same thread, M4, is also applied. All this screws have a 12.9 steel
property class, and are employed in applications where the space is limited. The length
of the button head screws is 16 mm, which is the maximum length for the considered M4
thread.
Therefore, the selected screws are:

• ISO 4762 - M4 x 35 - 12,9 (16 screws)

• ISO 7380 - M4 x 16 - 12,9 (4 screws)

9.2.3 Set pins

Two locating pins are necessary to precisely locate the cover in relation to the housing to
get a fully working transmission without vulnerable areas from where the oil could easily
leak.
In the automotive industry, spring-type straight pins (figure 9.12) are used for
controlled, fine tolerance positioning of the work pieces. They are manufactured in steel
(quenching) with a hardness between 550 and 650 HV.
The two selected pins are, according to the standard EN ISO 8752, designated as:
Spring-Type Straight Pin - ISO 8752 - 4 x 30 - St.

Figure 9.12: Spring-Type Straight Pin

98
 9.2. Parts

9.2.4 Shaft spacer sleeves

The spacer sleeves are necessary to control the axial position of the gears in relation to
other components, in this case, the rolling bearings. They are very important to maintain
a correct gear positioning, so that the meshing between the gear pairs is exact. A common
material for spacer sleeves is a medium carbon steel, such as the EN C45E, which is
available from stock in bars and can be easily cut to the necessary requirements
Two spacer sleeves are employed in the transmission. One in shaft B to locate the gear
Z2 and one in shaft C to accurately locate the gear Z4. The shaft C spacer sleeve has a
length of 45 mm, so, if considered necessary, a hole may be drilled to facilitate oil flow.
The selected spacer sleeves dimensions (shaft diameter x thickness x length) are:

• Spacer sleeve shaft B - 42 x 5 - 3

• Spacer sleeve shaft C - 50 x 4 - 45

9.2.5 Retaining rings (circlips)

The retaining rings, or circlips, have the main task of reliably secure components in a shaft
axial position, if the acting axial forces are not significant. One of the usual materials for
retaining rings is the DIN C 75.
There are three retaining rings positioned in the three shafts, one on each. The
purpose of these circlips is to hold in axial position the inner ring of the rolling bearings,
guaranteeing its proper functioning while operating.
The circlip for bore, present in the housing wall, is required in order to keep the input
radial shaft seal in place when its assembly takes place.
The selected retaining rings, according to the standards DIN 471 (shaft) and DIN 472
(bore), are:

• DIN 471 - 25 x 1,2 (Shaft A)

• DIN 471 - 40 x 1,75 (Shaft B)

• DIN 471 - 45 x 1,75 (Shaft C)

• DIN 472 - 32 x 1,2 (Housing bore)

9.2.6 Plugs
In transmissions where the splash lubrication method is applied, there is a requirement
for both drain and fill plugs. Even though, nowadays the transmission fluid is usually not
changed during the vehicle lifetime, it is wise to have these elements if, for some reason, an
oil drain or refill is required. A magnetic drain plug is very effective at removing metallic
particles from oil circulation within the transmission, leading to an increased lifetime of
all components.
Since the housing walls, where the plugs are positioned, are not completely straight,
a conical thread is a good solution to guarantee the transmission leakproofness. When
fastening the plug, a threaded coating can be applied that generates a reinforced seal
(figure 9.13).
The drain and fill conical plug (with a hexagon socket) have the same dimensions and
follow the designation, DIN 906 - M18 x 1,5. The drain plug is a magnetic plug.

99
9. Housing and Parts

Figure 9.13: Conical thread plugs

9.2.7 Parts list

In table 9.1 the transmission parts list is presented.

Table 9.1: Transmission parts list

Item Quantity Material

Rolling Bearings 6
Button head screws 4 Steel
Spring-type straight pins 2 Steel
Flanges 2 Aluminium
Gears 4 Steel 18CrNiMo7-6
Hexagon socket head cap screws 16 Steel
Housing 1 Aluminium
Cover 1 Aluminium
Plugs 2
Radial shaft seals 2
Retaining rings (shaft) 3
Retaining ring (bore) 1
Shafts 3 Steel 18CrNiMo7-6
Spacer sleeves 2 Steel EN C45E

100
 Chapter 10

Assembly

The assembly of the transmission is the final step in the overall transmission design. Even
though it is the concluding phase, in the previous design phases, such as gear pairs, shafts
and housing design, it is necessary to have in mind if the assembly is appropriate, and
simplifications are always welcomed.
The assembly steps which results in the final transmission arrangement are detailed in
table 10.1
Table 10.1: Transmission assembly steps

Step Figure Comment

The retaining ring

(circlip) is positioned
1 in the housing bore,
near the external flange
connection.

Two rolling bearings

are mounted at the
2 the shafts B and C
right-ends, one rolling
bearing in each shaft.

101
10. Assembly

The shafts B and

C, with the rolling
bearings assembled, are
inserted in the housing.
3
The rolling bearings
are positioned in the
respective housing
bores.

The key is fitted in

the keyway of shaft
C and the gear Z4 is
mounted. To guarantee
the correct position of
4 the gear Z4 in relation
to the pinion Z3 (from
shaft B), ensuring
a correct meshing,
the spacer sleeve is
installed.

The internal flange

is placed along the
pinion shaft A, while
the right-end rolling
bearing is mounted
in the shaft, assuring
that the flange is
located between the
pinion Z1 and the
right-end rolling
bearing. Another
5 solution was based
on increasing the
flange hole diameter
so that the rolling
bearing (mounted in
the shaft) could freely
pass through the flange.
However, this diameter
increase would lead to a
weak zone in the flange,
thus this solution was
disregarded.

102
 The pinion shaft A
along with the rolling
bearing, which is
positioned in the
respective housing bore,
6
are placed inside the
housing. The internal
flange is now properly
set by tightening the
button head screws.

The key is fitted in the

keyway of shaft B and
the gear Z2 is mounted.
A spacer sleeve is
installed once more
7 to ensure the correct
positioning of the gear
Z2 in relation to the
pinion Z1 (from shaft
A), so that the desired
meshing is achieved.

The external flange is

located in the housing,
being supported by the
8 designed recesses. It
will be fixed afterwards
when the cover is
fastened to the housing.

Three rolling bearings

are mounted in the
left-end of the three
shafts, one rolling
bearing in each shaft.
9 Then, three retaining
rings are assembled in
the respective shafts
grooves, to axially
locate the inner ring of
the rolling bearings.

103
10. Assembly

The output radial shaft

seal is mounted with an
10
interference fit in the
cover bore.

Two set pins are

inserted in the housing
holes, one on each
end of the housing,
in order to correctly
position the cover in
relation to the housing.
11
To correctly mate the
cover and housing
surfaces, as well as to
create a sealant layer, a
anaerobic gasket maker
is applied along the
housing surface.

The cover is now

accurately positioned in
relation to the housing.
12 Now, it is important to
check if the input and
output shafts rotate
freely.

104
 The 16 hexagon socket
head cap screws are
tightened, resulting in
a compact and rigid
connection between the
13
cover and the housing.
The external flange is
also now accurately
fastened in relation to
the housing.

The input radial shaft

seal is mounted in
the housing bore and
14 it is located axially
by the retaining ring
positioned in the first
assembly step.

The drain plug is

tightened at the bottom
of the housing and, after
filling the transmission
15 with the required oil
volume, the fill plug is
tightened at the top
to completely seal the
transmission.

105
 Chapter 11

Electronic differential

An increasing number of automotive companies, particularly regarding electric vehicles,

are working in torque-vectoring solutions. These solutions have the main advantage of
leaving the mechanical differential since it is no longer necessary, reducing the global
powertrain weight. With two electric motors and two independent transmission, an
electronic differential can be applied, which gathers vehicle operating information and
transmits it to each electric motor. In turn, the electric vehicle will directly influence the
input speed at the transmission, resulting in a suitable output transmission and, therefore
vehicle speed.
There are two main situations when driving a vehicle, straight line cruise and steady
state cornering. For the first situation, both electric motors provide the respective
transmission with the same input torque and speed, leading to a same output left and
right wheel speed, as well as torque. For steady state cornering, the outer wheel must
rotate faster than the inner wheel, when turning. Consequently, the electric motors get
different signals and the torque and speed provided to the transmissions are also different.
A correct assessment of the cornering conditions, vehicle speed and load distribution in
the vehicle is key to provide accurately information to the motors, so that the vehicle can
corner smoothly [97, 98].

11.1 Critical cornering speed

Two situations are going to be considered in order to get the critical cornering vehicle speed
at the minimum vehicle turning radius. The skidding situation and roll-over situation.
Considering the skidding situation:
The centripetal acceleration is:

v2
a= (11.1)
R
where, v is the vehicle cornering speed and R is the turning radius.
The centripetal acceleration is governed by the horizontal static friction (f s ), which
relates the road and the tires. Regarding Newton’s Second Law, as speed increases, the
acceleration strongly increases (proportional to the square of the speed). Static friction
will also increase accordingly. However, the increase of static friction is not unlimited.
When the speed reaches a certain value, the maximum static friction (f s,max ) reaches a
point where it cannot increase anymore. At this point, if the vehicle velocity continues to
increase, it is insufficient to overcome the static friction sliding trend. In the critical state
when skidding begins:

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11. Electronic differential

mvc 2
fs = fs,max = µs mg = (11.2)
R
where m is the vehicle mass and g is the gravitational acceleration.
Rearranging,

vc = (11.3)
p
µs Rg
where v c is the critical speed side-slip and µs is the static friction coefficient.
Regarding the vehicle roll-over situation, it generally occurs in large heavy-duty trucks
or in vehicles with a high gravity center.
Taking the figure 11.1 as reference: RA and RB are the supportive ground forces of left
and right wheels, respectively; F A and F B represent the friction force at the curve points;
F C is the centrifugal force and is equal to mv 2 /R.

Figure 11.1: Free-body diagram of a vehicle turning left [64]

Obtained by torque balance at point B:

mv 2 d
RA d + h − mg = 0 (11.4)
R 2
where d is the distance between the left and right wheel.
In the stationary situation (v = 0), the above equation becomes:

d
RA d − mg =0 (11.5)
2
Simplified,

1
RA = mg (11.6)
2
This implies that the load at the left and right wheels has the same value, each one
supporting half the vehicle’s weight. When the vehicle is turning left:

1 mv 2
RA = mg − h (11.7)
2 Rd
From the above equation 11.7 it can be assessed that the left wheel load, RA decreases
when the vehicle cornering speed increases and/or turning radius decreases. The critical

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 11.2. Ackerman steering

situation occurs when RA = 0. Considering it is due to a critical cornering speed, v c , if

the speed is greater than it, the vehicle will roll-over. Therefore, the limit situation can
be arranged as:

d mv 2
mg= h (11.8)
2 R
Rearranging the equation, one can obtain the critical cornering vehicle speed:
s
1 d
vc = ·g·R· (11.9)
2 h
The table 11.1 presents the required variables to perform the calculations, as well as
the final critical speed results. General passenger vehicles have, usually, a turning radius
(R) between 7 and 9 m, the latter was selected.

Table 11.1: Calculation parameters and results

Parameter Value
d [m] 1,4
h [m] 0,5
R [m] 9
µs 0,8
v c (skidding) [km/h] 29,8
v c (roll-over) [km/h] 40,0

From table 11.1, the maximum cornering speed occurs for skidding, as expected, and
has a value of 8,28 m/s, or approximately 30 km/h.
Considering this critical vehicle speed, one can access what is the speed of the front
left and right wheel. The electronic differential must make use of this information and
actively provide the desired input to the electric motor in order to get the required output
in the respective wheel.

11.2 Ackerman steering

The Ackerman steering geometry model (figure 11.2) is going to be followed to perform
the forthcoming considerations:
The Ackerman steer angle (δ) is obtained by:

L v2
δ= −K (11.10)
R gR
where L is the distance between the front and the rear wheel axles, K is a constant
which considers the effect of weight distribution and tire cornering stiffness.
The factor K is considered zero in the initial analysis, resulting in a neutral steering
condition.
The inner (equation 11.11) and outer (equation 11.12) steering angle of the front wheel
are given by:

L tan δ
 
δ1 = arctan (11.11)
L − ((P/2) tan δ)

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11. Electronic differential

Figure 11.2: Ackerman model of cornering trajectory [99]

L tan δ
 
δ2 = arctan (11.12)
L + ((P/2) tan δ)
where P is the distance between the left and right wheel kingpin.
The turning radii of the front left and right wheels is required to determine the
respective wheel speeds. The inner wheel, left wheel in this case, turning radius, is given
by:

L
R1 = (11.13)
sin δ1
The outer (right) wheel turning radius is:

L
R2 = (11.14)
sin δ2
Finally, the angular speed of the front wheels, left and right can be calculated according
to equations 11.15 and 11.16, respectively.

v R1
ω1 = (11.15)
R rt

v R2
ω2 = (11.16)
R rt
where R is the vehicle turning radius (with respect to the center of gravity), and r t is
the tire radius.
Since the angular speed (ω) is expressed in rad/s, the following equations 11.17 and
11.18 are used to obtain the final wheel speeds in rotations per minute.

60
n 1 = ω1 (rpm) (11.17)
2π

110
 11.2. Ackerman steering

60
n 2 = ω2 (rpm) (11.18)
2π
Finally, the rotational speed that the electric motor must provide at the transmission
input is given by:

n1,motor = n1 ∗ ig (11.19)

n2,motor = n2 ∗ ig (11.20)

where i g is the overall transmission ratio.

In table 11.2, the required parameters, which are constant across the following
calculations, are summarised. The overall transmission ratio is given by multiplying
the two transmission stages calculated before. The kingpin distance (P) also takes an
approximate value, compared to the distance between the front left and right wheels (d).

Table 11.2: Summary of the required parameters

Parameter Value
i g [m] 11,65
L [m] 2,4
P [m] 1,3
r t [m] 0,31

Table 11.3 contains a summary of the calculated results for the variables exposed above,
taken into account a turning radius of 9 m and the previously calculated critical cornering
speed of 8,28 m/s.

Table 11.3: Summary of the results for the critical cornering speed (R = 9 m;
v=v c = 29,8 km/h)

Parameter Value
δ [rad] 0,2667
δ 1 [rad] 0,2869
δ 2 [rad] 0,2491
ω 1 [rpm] 240,386
ω 2 [rpm] 275,919
δ 1,motor [rpm] 2800,5
δ 2,motor [rpm] 3214,5

From the results presented above and as anticipated, the rotational speed of the inner
wheel is smaller compared to the outside wheel speed. Accordingly, the inner steering
angle is higher than the outer steering angle.
With the specified turning radius and vehicle speed conditions, the left (inner) front
wheel has a speed of approximately 28 km/h and the right (outside) front wheel is taking
the corner at 32 km/h, while the vehicle is cornering at around 30 km/h.
Figures 11.3 and 11.4 present two graphs that were plot in Matlab software. In the first
a turning radius of 9 m is considered and in the second the turning radius is considered to

111
11. Electronic differential

Figure 11.3: Rotational speed of wheel and motor over a vehicle speed range (R = 9 m)

Figure 11.4: Rotational speed of wheel and motor over a vehicle speed range (R = 30 m)

be 30 m. From the graphs it can be concluded that, as the turning radius increases, the
difference in the rotational speed of the left and right wheels decreases.
The electronic differential must also take into account the K gradient, which considers
the weight distribution in the vehicle and the tire cornering stiffness [100]. This gradient
is calculated according to:

Wf Wr
K= − (11.21)
Cαf Cαr
where, W f and W r are, respectively, the front and rear vehicle loads. C α f and C α r

112
 11.2. Ackerman steering

are, respectively, the front and rear tire cornering stiffness.

In the following figure 11.5, the influence of the K gradient in vehicle steering is visible.
A positive K gradient results in vehicle understeer, while a negative K gradient leads to
the oversteer situation.

Figure 11.5: Influence of K gradient in steering [97]

The understeer situation is characteristic of vehicles with a front wheel drive (case
considered in this thesis), since usually there is a larger load present in the front axle
compared to the rear axle. On the other hand, oversteer is not very common, and it
is harder to compensate from the driver side. The driver has to steer the wheel in the
opposite direction of cornering unlike in the understeer case, where it must steer into the
cornering direction [97].
The front tire cornering stiffness is given by:

Wf
Cαf = · F actor (11.22)
2
The factor in equation 11.22 represents the tire cornering stiffness C α f,r with respect
to the load that the tire is subjected to. A value between 11 % to 19 % is usually employed,
according to [98].
Table 11.4 presents the steering angles, together with the respective turning radius for
both the understeer and oversteer conditions with a stipulated gradient value (K ) of 0,1
and −0,1, respectively.

Table 11.4: Summary of the results for understeer and oversteer conditions

Front-wheel drive Rear-wheel drive

Parameter Understeer (K > 0) Oversteer (K < 0)
δ [rad] 0,1890 0,3443
δ 1 [rad] 0,1991 0,3781
δ 2 [rad] 0,1799 0,3159
R [rpm] 9 9
R1 [rpm] 12,14 6,50
R2 [rpm] 13,41 7,72

Looking at the results from the table 11.4, it can be concluded that both the understeer
and oversteer validate the above stated concerns. When the K gradient is positive, the

113
11. Electronic differential

calculated turning radii are both (for inner and outer wheel) above the alleged vehicle
turning radius of 9 m. Conversely, for a negative K gradient, the inner and outer wheel
turning radius are both lower than the expected turning radius, while when turning left,
only the inner (left) wheel should have a turning radius lower than the vehicle turning
radius.
Thereby, the electronic differential must also take into account the constant variation
of the K gradient, in order to correctly provide the electric motors with the necessary
information, so that they can compensate, accordingly, the required transmission input
speed, resulting in a proper vehicle cornering management.
When the final vehicle design is complete, it can be found if the vehicle is significantly
understeered and, the corresponding suspension tuning and weight optimization must be
fulfilled to get a more desirable cornering performance, specially at high speeds where the
instability increases possibly leading to life threatening situations.

114
 Chapter 12

Conclusions and future work

12.1 Conclusions
In this thesis, the design of a high-speed gear transmission for a front-wheel drive electric
vehicle was performed. The transmission is best suited for passenger vehicles where a
urban drive cycle is expected. Two electric motors power two independent transmissions
and, since there is no mechanical differential present, an electronic differential is necessary
to provide the necessary torque and speed shifts between the output of both transmissions
when the vehicle is cornering.
In chapter 2, the background research was an important step to get a better
understanding of the current paradigm of the electric automotive industry. Despite the
strong increase in electric vehicles (EV) sales, there is still a high price tag associated with
them, in particular, due to battery costs and vehicle range, which is still very limited. The
electric motors presently used are already at an advance stage regarding efficiency and the
transmission arrangement in the EV industry is conventionally a fixed ratio single speed
transmission.
The chapter 3 presented the main project characteristics where specifications for a
small passenger vehicle (segment A and B) were drawn. A permanent magnet synchronous
motor (PMSM) from the company Zytek Automotive was selected since it provided the
necessary power and torque characteristics to fulfil the requirements which were further
specified. Requirements such as a top speed of around 130 km/h, acceleration time from 0
to 100 km/h below 20 seconds and capacity to overcome a road slope of 30 %. An overall
transmission ratio (≈ 12) was assessed and a suitable transmission overall arrangement,
with two stages, was conceived.
In chapter 4 the focus was on gear design. Several parameters were specified according
to the current industry developments and requirements. Small module helical gear pairs,
which provide better efficiency and NVH behaviour were engineered making use of the
capabilities of the KISSsoft software. Two main operating conditions were considered:
maximum torque and maximum speed. These are extreme conditions at which the
transmission has to operate for a certain period of time, so if the transmission properly
works at these conditions, it will certainly correctly operate at normal conditions. It was
concluded that when operating at maximum speed, the efficiency is greater but the noise
generation increases. All gears comply with the demanded safeties regarding teeth root
and flank strength. The stipulated safeties are probably overstated, but there is still a
need for additional experimental data to validate this statement.
Afterwards, in chapter 5, the shafts were designed and the rolling bearings selected.
Special attention was given to the shaft layout and the relative position between the three

115
12. Conclusions and future work

shafts, which greatly influences the loads supported by the bearings. Deep groove ball
bearings were preferred since they were a good solution with respect to withstanding axial
and radial forces, as well as the considerable speed at the input shaft, when the vehicle
is operating at maximum speed. The locating/non-locating arrangement was employed,
due to the presence of axial forces. They are also very efficient and compact. At the end
of the chapter, a shaft stress and deflection analysis was performed. The deflection at the
first stage gear pair meshing zone brought concerns when the transmission is operating
at maximum speed. In order to counteract this significant deflection, gear modifications
were conceived in chapter 6.
In chapter 6, a gear modification sizing was performed to account for the shafts
deflection and manufacturing tolerances. Theoretical flank modifications (e.g. crowning)
and additional crowning as well as profile modifications, specifically, tip relief with a
long profile modification (arc-like) were established, resulting in a more uniform load
distribution, higher efficiency and smaller peak-to-peak transmission error, which is
associated to noise generation.
The lubrication method and the sealing system were investigated in chapter 7. A
splash lubrication method, due to economic factors was selected. However, the high speed
associated with electric vehicle transmissions brings challenges regarding churning losses.
The proposed solution was to employ two flanges, one on each side of the first stage
cylindrical gear pair, reducing the teeth suction effect and effectively reducing churning
losses. Lubricant and required radial shaft seals for the input and output shafts were
selected based on requisites and industry available solutions.
Later, in chapter 8, the thermal analysis was explored. Power losses, more precisely,
churning losses were calculated regarding the most appropriate models for the two
operating conditions (maximum torque and maximum speed). The remaining power losses,
for example, gear and rolling bearing power loss were obtained from the KISSsoft software
calculations. After gathering the information regarding the power losses, from the heat
dissipation analysis it was concluded that to ensure a proper transmission operation, the
oil temperature inside the transmission is between 65 and 80 ◦ C.
The chapter 9 regarded the housing design and other necessary components. A die
cast aluminium housing with a split housing arrangement was designed, paying close
attention to details, such as ribs to increase rigidity and strength while controlling the
wall thickness. Some arrangement inside the housing was necessary to accommodate and
tighten the flanges employed. Fins on the housing exterior to facilitate heat dissipation
and that also act as ribs were added. Several parts, such as, set pins, screws and plugs
were characterized and at the end of chapter a parts list table is presented.
The chapter 10 presents another important design phase regarding the transmission.
The assembly of all the components must follow a specific order so that all elements are in
their correct position and stable inside the housing and, to make sure that the input shaft
and output shaft rotate properly, exhibiting that the transmission is operating correctly.
Some appreciations regarding the electronic differential are made in the chapter 11.
The critical cornering speed is calculated for a vehicle turning at the minimum possible
radius, the skidding and the roll-over situations were reviewed. Then, the Ackerman
steering model was used to assess the individual speeds of the left and right wheel,
when a vehicle is turning left, and the influence of the K gradient concerning under and
oversteering. Since the front wheel drive vehicle is explored in this thesis, the understeer
problem is more worrisome and should be further analysed.
Finally, the assembly drawing was made. All the transmission components are exposed
and several details presented. The manufacturing drawings of the housing and cover, due

116
 12.2. Future Work

to the level of detail required and lack of available time, were not realized, but they are a
crucial phase in the transmission design and manufacture.

12.2 Future Work

The electric vehicle transmission design, despite the alleged simplicity compared to internal
combustion engine vehicle transmissions, still integrates a vast number of variables which
form a network and influence each other. This makes the design an intricate project,
constantly changing. Given that there is still a number of topics that could be considered,
some future work which can be developed is presented below:

• Evaluate if a transmission with a mirror arrangement compared to the designed

transmission also performs adequately or if additional changes are required for the
left wheel transmission;

• Further developments in gears design may be performed considering the defined road
profile. This would lead to less oversized gear with respect to the required safeties;

• A complete system model to analyse the housing response to vibration sources within
the transmission to review the noise generation;

• Close evaluation of the gear modification sizing solutions, in particular, profile

modifications which have a greater impact in the NVH gear behaviour. Choosing
the best solutions, they could be assessed at different operating conditions;

• Testing of different shaft relative positioning, in order to further reduce churning

losses, or implementing a housing solution where two oil distinct oil levels are present,
one for the first stage and another for the second stage;

• Execute a housing structural design analysis to check for structural problems which
could be improved;

• Perform practical experiments so that the obtained results could be validated, in

particular, lubrication and thermal analysis to assess the influence of the inserted
flanges;

• When all the vehicle parameters are defined, a torque vectoring model, which gather
information from several sensors across the vehicle could be created and implemented
in the dual motor vehicle.

117
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125
 Appendix A

Steel 18CrNiMo7-6

Specifications of the gear and shaft material, steel 18CrNiMo7-6 according to the standard
EN 10084:2008, are presented in the next appendix.

127
 A. Steel 18CrNiMo7-6

   

TECHNICAL CARD
According to standards  
GRUPPO LUCEFIN
Number  
REVISION 2013
ALL RIGHTS RESERVED

       
max max max   
0,150,21 0,40 0,500,90 0,025 0,035 1,501,80 0,250,35 1,401,70 Product deviations are
± 0.02 + 0.03 ± 0.04 + 0.005 + 0.005 ± 0.05 ± 0.03 ± 0.05 allowed

   Carburizing   
    
1150900 860925 830870 900950 780820 150200 9001000
air oil or polymer (HC 6063) oil or polymer air (HB 159207)
     
    
    welding must be carried out on the annealed state and
before carburizing
660700 850900 furnace 10001100 860 250350 furnace cooling
air cooling to furnace cooling to water   S*core
610 then air 650 then air **carburizing surface 
(HB max 229) (HB 140210) (HB max 180) 745 825 400* 170**


Mechanical properties for productsaccording to Stalschlüssel 2010 standard,
after hardening 850 °C oil + stressrelieving at 200°C
size mm Testing at room temperature (longitudinal)
min 0.2 %   experience
from to N/mm2 N/mm2 min. min. J min.  quenching 850 °C water, tempering 200 °C air
16 1200   Ø  0.2  +20 °C
16 40 1100  mm N/mm2 N/mm2 % J
40 100 900  30 1160 1010 12.2 484652
18CrNiMo76 Stalschlüssel 2010. Material: casehardened, quenched and tempered
size mm  0.2 %  Kv HB
from to N/mm2 N/mm2 min min min J min
11 11801420 835 7 30 44 354406
12 30 10801320 785 8 35 44 327384
31 63 9801270 685 8 35 295373
EN 10084: 2008 
mm distance from quenched end
mm               grades
 40 40 39 38 37 36 35 34 32 31 30 29 29 = normal
 48 48 48 48 47 47 46 46 44 43 42 41 41
 43 43 42 41 40 40 39 38 36 35 34 33 33 restricted
 48 48 48 48 47 47 46 46 44 43 42 41 41 scatter bands
 40 40 39 38 37 36 35 34 32 31 30 29 29 restricted
 45 45 45 45 44 43 42 42 40 39 38 37 37 scatter bands
 

 106● K1 ► 11.1 12.1 12.9 13.5 13.9

 long. GPa 210
 J/(Kg●K) 460
 W/(m●K) 38
 Kg/dm3 7.85
 Ohm●mm2/m 0.18
 Siemens●m/mm2 5.55
      
The symbol ►indicates temperature between 20 °C and 100 °C, 20 °C and 200 °C …



128
  1.6587 
values obtained at room temperature on rounds Ø 11 mm after quenching at 850 °C in water
  400 393 384 363 319 258 213
  43 42.5 41.5 39 34 26
 N/mm2 1390 1360 1320 1230 1050 860 700
0.2 N/mm2 1230 1210 1170 1080 940 791 560
 % 12 12 12 13 15 18 20
 % 52 53 54 55 58 65 68
 J 44 60 50 40 80 140 160
Tempering at               


       

EN UNI GB DIN AFNOR B.S. GOST AISI/SAE
18CrNiMo76 18CrNiMo76 17CrNiMo6 18CND6 822M17 ~ 4820 ~












(EN 10084)


The data contained herein are intended as reference only and are subject to constant change. Lucefin s.P.A. Disclaims any and all liability for any consequences that may result from their use.

129
 Appendix B

Lubricant - Castrol ATF Dex II Multivehicle

Specifications of the selected lubricant, Castrol ATF Dex II Multivehicle, are specified in
the following appendix.

131
 B. Lubricant - Castrol ATF Dex II Multivehicle

Product Data

Castrol ATF Dex II Multivehicle

Automatic Transmission Fluid

Description
Castrol ATF Dex II Multivehicle is an Automatic Transmission Fluid which may be used in automatic transmissions and
power steering units of many types of vehicle where Dexron IID or Mercon performance is required.It is also approved for
use in many european heavy duty automatic transmissions and Mercedes Benz manual transmissions.

Advantages
Multiple approvals provide wide ranging use.
Ensures efficient operation of power steering units under all conditions.
High thermal stability protects against deposits and oil thickening prolonging the life of components and
lubricant.
Enhanced friction characteristics and wear protection maintain effective operation of equipment.
Effective seal compatibility reduces the risk of leakages

Typical Characteristics
Name Method Units ATF Dex II Multivehicle
Density @ 20°C, Relative ASTM D4052 g/ml 0.870
Colour Visual - red
Viscosity, Kinematic 100°C ASTM D445 mm²/s 7.5

Pour Point ASTM D97 °C -42

Viscosity, Brookfield @ -40°C ASTM D2983 mPa.s (cP) <50.000

Viscosity, Kinematic 40°C ASTM D445 mm²/s 39

Viscosity Index ASTM D2270 None 163

Page: 1/2

132
 Appendix C

Cylindrical gear pairs KISSsoft report

In this appendix the reports from the KISSsoft software, for the cylindrical gear pairs
at the operating conditions of maximum torque and maximum speed, are sequentially
presented as follows:

• First stage cylindrical gear pair at maximum torque (GearZ1Z2Torque);

• Second stage cylindrical gear pair at maximum torque (GearZ3Z4Torque);

• First stage cylindrical gear pair at maximum speed (GearZ1Z2Speed);

• Second stage cylindrical gear pair at maximum speed (GearZ3Z4Speed).

133
 C. Cylindrical gear pairs KISSsoft report

KISSsoft Release 03/2017 F

KISSsoft University license - Universidade do Porto
File
Name : GearZ1Z2Torque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:48:26

CALCULATION OF A HELICAL GEAR PAIR

Drawing or article number:

Gear 1: 0.000.0
Gear 2: 0.000.0

Calculation method ISO 6336:2006 Method B

------- GEAR 1 -------- GEAR 2 --

Power (kW) [P] 25.656

Speed (1/min) [n] 3500.0 889.2
Torque (Nm) [T] 70.0 275.5
Application factor [KA] 1.25
Required service life (h) [H] 5000.00
Gear driving (+) / driven (-) + -
Working flank gear 1: Right flank
Sense of rotation gear 1 clockwise

1. TOOTH GEOMETRY AND MATERIAL

(geometry calculation according to ISO 21771:2007, DIN ISO 21771)

------- GEAR 1 -------- GEAR 2 --
Center distance (mm) [a] 95.000
Center distance tolerance ISO 286:2010 Measure js7
Normal module (mm) [mn] 0.8000
Pressure angle at normal section (°) [alfn] 20.0000
Helix angle at reference circle (°) [beta] 12.0000
Number of teeth [z] 47 185
Facewidth (mm) [b] 30.00 30.00
Hand of gear left right
Accuracy grade [Q-ISO 1328:1995] 5 5
Inner diameter (mm) [di] 0.00 42.00
Inner diameter of gear rim (mm) [dbi] 0.00 132.92

Material
Gear 1: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
Gear 2: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
------- GEAR 1 -------- GEAR 2 --
Surface hardness HRC 61 HRC 61
Material quality according to ISO 6336:2006 Normal (Life factors ZNT and YNT >=0.85)
Fatigue strength. tooth root stress (N/mm²) [σFlim] 500.00 500.00
Fatigue strength for Hertzian pressure (N/mm²) [σHlim] 1500.00 1500.00
Tensile strength (N/mm²) [σB] 1200.00 1200.00
Yield point (N/mm²) [σS] 850.00 850.00
Young's modulus (N/mm²) [E] 206000 206000
Poisson's ratio [ν] 0.300 0.300
Roughness average value DS, flank (µm) [RAH] 0.30 0.30
Roughness average value DS, root (µm) [RAF] 1.00 1.00

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Mean roughness height, Rz, flank (µm) [RZH] 2.00 2.00
Mean roughness height, Rz, root (µm) [RZF] 6.00 6.00

Gear reference profile 1:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.400
Root radius factor [rhofP*] 0.393 (rhofPmax*= 0.394)
Addendum coefficient [haP*] 1.150
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Gear reference profile 2:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.400
Root radius factor [rhofP*] 0.393 (rhofPmax*= 0.394)
Addendum coefficient [haP*] 1.150
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Summary of reference profile gears:

Dedendum reference profile [hfP*] 1.400 1.400
Tooth root radius Refer. profile [rofP*] 0.393 0.393
Addendum Reference profile [haP*] 1.150 1.150
Protuberance height coefficient [hprP*] 0.000 0.000
Protuberance angle (°) [alfprP] 0.000 0.000
Tip form height coefficient [hFaP*] 0.000 0.000
Ramp angle (°) [alfKP] 0.000 0.000

Type of profile modification:for high load capacity gearboxe

Tip relief (µm) [Ca] 3.0 3.0

Lubrication type Oil bath lubrication

Type of oil (Own input) Castrol ATF Dex II Multivehicle
Lubricant base Mineral-oil base
Kinem. viscosity oil at 40 °C (mm²/s) [nu40] 39.00
Kinem. viscosity oil at 100 °C (mm²/s) [nu100] 7.50
Specific density at 15 °C (kg/dm³) [roOil] 0.870
Oil temperature (°C) [TS] 65.000

------- GEAR 1 -------- GEAR 2 --

Overall transmission ratio [itot] -3.936
Gear ratio [u] 3.936
Transverse module (mm) [mt] 0.818
Pressure angle at pitch circle (°) [alft] 20.410
Working transverse pressure angle (°) [alfwt] 20.615
[alfwt.e/i] 20.643 / 20.587
Working pressure angle at normal section (°) [alfwn] 20.200
Helix angle at operating pitch circle (°) [betaw] 12.016

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Base helix angle (°) [betab] 11.267

Reference center distance (mm) [ad] 94.873
Sum of profile shift coefficients [Summexi] 0.1593
Profile shift coefficient [x] 0.0907 0.0685
Tooth thickness (Arc) (module) (module) [sn*] 1.6369 1.6207

Tip alteration (mm) [k*mn] 0.009 0.009

Reference diameter (mm) [d] 38.440 151.306
Base diameter (mm) [db] 36.027 141.807
Tip diameter (mm) [da] 40.444 153.275
(mm) [da.e/i] 40.444 / 40.434 153.275 / 153.265
Tip diameter allowances (mm) [Ada.e/i] 0.000 / -0.010 0.000 / -0.010
Tip form diameter (mm) [dFa] 40.444 153.275
(mm) [dFa.e/i] 40.444 / 40.434 153.275 / 153.265
Active tip diameter (mm) [dNa] 40.444 153.275
Active tip diameter (mm) [dNa.e/i] 40.444 / 40.434 153.275 / 153.265
Operating pitch diameter (mm) [dw] 38.491 151.509
(mm) [dw.e/i] 38.498 / 38.484 151.537 / 151.481
Root diameter (mm) [df] 36.345 149.176
Generating Profile shift coefficient [xE.e/i] 0.0152/ -0.0707 -0.0689/ -0.2062
Manufactured root diameter with xE (mm) [df.e/i] 36.224 / 36.087 148.956 / 148.736
Theoretical tip clearance (mm) [c] 0.190 0.190
Effective tip clearance (mm) [c.e/i] 0.432 / 0.282 0.342 / 0.233
Active root diameter (mm) [dNf] 37.068 149.877
(mm) [dNf.e/i] 37.098 / 37.045 149.916 / 149.845
Root form diameter (mm) [dFf] 37.036 149.661
(mm) [dFf.e/i] 36.957 / 36.871 149.461 / 149.263
Reserve (dNf-dFf)/2 (mm) [cF.e/i] 0.113 / 0.044 0.327 / 0.192
Addendum (mm) [ha=mn*(haP*+x+k)] 1.002 0.984
(mm) [ha.e/i] 1.002 / 0.997 0.984 / 0.979
Dedendum (mm) [hf=mn*(hfP*-x)] 1.047 1.065
(mm) [hf.e/i] 1.108 / 1.177 1.175 / 1.285
Roll angle at dFa (°) [xsi_dFa.e/i] 29.230 / 29.195 23.504 / 23.493
Roll angle to dNa (°) [xsi_dNa.e/i] 29.230 / 29.195 23.504 / 23.493
Roll angle to dNf (°) [xsi_dNf.e/i] 14.075 / 13.717 19.652 / 19.562
Roll angle at dFf (°) [xsi_dFf.e/i] 13.102 / 12.476 19.076 / 18.822
Tooth height (mm) [h] 2.049 2.049
Virtual gear no. of teeth [zn] 49.957 196.639
Normal tooth thickness at tip circle (mm) [san] 0.485 0.555
(mm) [san.e/i] 0.443 / 0.386 0.478 / 0.393
Normal tooth thickness on tip form circle (mm) [sFan] 0.485 0.555
(mm) [sFan.e/i] 0.443 / 0.386 0.478 / 0.393
Normal space width at root circle (mm) [efn] 0.603 0.476
(mm) [efn.e/i] 0.628 / 0.662 0.485 / 0.494
Max. sliding velocity at tip (m/s) [vga] 1.109 1.110
Specific sliding at the tip [zetaa] 0.329 0.410
Specific sliding at the root [zetaf] -0.694 -0.491
Mean specific sliding [zetam] 0.370
Sliding factor on tip [Kga] 0.157 0.157
Sliding factor on root [Kgf] -0.157 -0.157
Pitch on reference circle (mm) [pt] 2.569
Base pitch (mm) [pbt] 2.408
Transverse pitch on contact-path (mm) [pet] 2.408
Lead height (mm) [pz] 568.145 2236.313
Axial pitch (mm) [px] 12.088
Length of path of contact (mm) [ga, e/i] 4.828 ( 4.877 / 4.754)
Length T1-A, T2-A (mm) [T1A, T2A] 4.362( 4.312/ 4.425) 29.086( 29.086/ 29.073)

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Length T1-B (mm) [T1B, T2B] 4.374( 4.374/ 6.771) 29.074( 29.025/ 26.727)
Length T1-C (mm) [T1C, T2C] 6.776( 6.766/ 6.786) 26.672( 26.632/ 26.711)
Length T1-D (mm) [T1D, T2D] 9.178( 9.129/ 6.833) 24.270( 24.270/ 26.664)
Length T1-E (mm) [T1E, T2E] 9.190( 9.190/ 9.179) 24.258( 24.208/ 24.319)
Length T1-T2 (mm) [T1T2] 33.448 ( 33.398 / 33.498)
Diameter of single contact point B (mm) [d-B] 37.073( 37.073/ 38.488) 153.266( 153.229/ 151.547)
Diameter of single contact point D (mm) [d-D] 40.434( 40.389/ 38.532) 149.884( 149.884/ 151.503)
Addendum contact ratio [eps] 1.002( 1.006/ 0.994) 1.002( 1.019/ 0.980)
Minimal length of contact line (mm) [Lmin] 61.295

Transverse contact ratio [eps_a] 2.005

Transverse contact ratio with allowances [eps_a.e/m/i] 2.025 / 2.000 / 1.974
Overlap ratio [eps_b] 2.482
Total contact ratio [eps_g] 4.486
Total contact ratio with allowances [eps_g.e/m/i] 4.507 / 4.481 / 4.456

2. FACTORS OF GENERAL INFLUENCE

------- GEAR 1 -------- GEAR 2 --

Nominal circum. force at pitch circle (N) [Ft] 3642.0
Axial force (N) [Fa] 774.1
Radial force (N) [Fr] 1355.2
Normal force (N) [Fnorm] 3962.4
Nominal circumferential force per mm (N/mm) [w] 121.40
Only as information: Forces at operating pitch circle:
Nominal circumferential force (N) [Ftw] 3637.2
Axial force (N) [Faw] 774.1
Radial force (N) [Frw] 1368.2
Circumferential speed reference circle (m/s) [v] 7.04
Circumferential speed operating pitch circle (m/s) [v(dw)] 7.05

Running-in value (µm) [yp] 0.4

Running-in value (µm) [yf] 0.4
Correction coefficient [CM] 0.800
Gear body coefficient [CR, bs/b, sr/mn] 0.962 ( 0.250, 9.885)
Basic rack factor [CBS] 0.900
Material coefficient [E/Est] 1.000
Singular tooth stiffness (N/mm/µm) [c'] 13.357
Meshing stiffness (N/mm/µm) [cgalf] 23.422
Meshing stiffness (N/mm/µm) [cgbet] 19.909
Reduced mass (kg/mm) [mRed] 0.00484
Resonance speed (min-1) [nE1] 14141
Resonance ratio (-) [N] 0.248
Subcritical range
Running-in value (µm) [ya] 0.4
KHb calculated according to ISO 6336-1: 2006, Annex E (takes into account KA*KV)
Shaft data shaft1ststage.W10
Shaft data shaft2ndstage.W10
Torque (0: -, 1: <I, 2: <II, 3: <from shaft calculation) -1 3
KHb is determined as biggest value out of following variants
(axis deviation error fma and meshing error fHb):
fma/fHb (µm): -0.0/ -8.8; 3: -0.0/ 8.8; 4: 0.0/ -8.8; 5: 0.0/ 8.8
(For intermediate results refer to file: KHbeta_calc12.tmp)

Dynamic factor [KV] 1.057

Face load factor - flank [KHb] 1.330

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- Tooth root [KFb] 1.302

- Scuffing [KBb] 1.330

Transverse load factor - flank [KHa] 1.030

- Tooth root [KFa] 1.030
- Scuffing [KBa] 1.030

Helical load factor scuffing [Kbg] 1.300

Number of load cycles (in mio.) [NL] 1050.000 266.757

3. TOOTH ROOT STRENGTH

Calculation of Tooth form coefficients according method: B

------- GEAR 1 -------- GEAR 2 --
Calculated with manufacturing profile shift [xE.e] 0.0152 -0.0689
Tooth form factor [YF] 1.11 1.15
Stress correction factor [YS] 2.09 2.24
Working angle (°) [alfFen] 18.11 19.71
Bending moment arm (mm) [hF] 0.73 0.87
Tooth thickness at root (mm) [sFn] 1.79 1.91
Tooth root radius (mm) [roF] 0.45 0.38
(hF* = 0.913/ 1.089 sFn* = 2.235/ 2.388 roF* = 0.559/ 0.470)
(den (mm) =
39.947/ 157.444 dsFn(mm) = 36.571/ 149.288 alfsFn(°) = 30.00/ 30.00 qs = 1.997/ 2.543)

Helix angle factor [Ybet] 0.900

Deep tooth factor [YDT] 1.000
Gear rim factor [YB] 1.00 1.00
Effective facewidth (mm) [beff] 30.00 30.00
Nominal stress at tooth root (N/mm²) [sigF0] 317.40 351.97
Tooth root stress (N/mm²) [sigF] 562.68 623.97

Permissible bending stress at root of Test-gear

Notch sensitivity factor [YdrelT] 0.995 1.000
Surface factor [YRrelT] 1.031 1.031
size factor (Tooth root) [YX] 1.000 1.000
Finite life factor [YNT] 0.889 0.914
[YdrelT*YRrelT*YX*YNT] 0.913 0.943
Alternating bending factor (mean stress influence coefficient) [YM] 1.000 1.000
Stress correction factor [Yst] 2.00
Yst*sigFlim (N/mm²) [sigFE] 1000.00 1000.00
Permissible tooth root stress (N/mm²) [sigFP=sigFG/SFmin] 651.86 673.61
Limit strength tooth root (N/mm²) [sigFG] 912.60 943.06
Required safety [SFmin] 1.40 1.40
Safety for tooth root stress [SF=sigFG/sigF] 1.62 1.51
Transmittable power (kW) [kWRating] 29.72 27.70

4. SAFETY AGAINST PITTING (TOOTH FLANK)

------- GEAR 1 -------- GEAR 2 --

Zone factor [ZH] 2.436
Elasticity factor (√N/mm²) [ZE] 189.812

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Contact ratio factor [Zeps] 0.706
Helix angle factor [Zbet] 1.011
Effective facewidth (mm) [beff] 30.00
Nominal contact stress (N/mm²) [sigH0] 657.25
Contact stress at operating pitch circle (N/mm²) [sigHw] 884.29
Single tooth contact factor [ZB,ZD] 1.00 1.00
Contact stress (N/mm²) [sigHB, sigHD] 884.29 884.29

Lubrication coefficient at NL [ZL] 0.927 0.927

Speed coefficient at NL [ZV] 0.991 0.991
Roughness coefficient at NL [ZR] 1.016 1.016
Material pairing coefficient at NL [ZW] 1.000 1.000
Finite life factor [ZNT] 0.911 0.950
[ZL*ZV*ZR*ZNT] 0.850 0.886
Limited pitting is permitted: No
Size factor (flank) [ZX] 1.000 1.000
Permissible contact stress (N/mm²) [sigHP=sigHG/SHmin] 1158.62 1208.36
Pitting stress limit (N/mm²) [sigHG] 1274.48 1329.19
Required safety [SHmin] 1.10 1.10
Safety factor for contact stress at operating pitch circle
[SHw] 1.44 1.50
Safety for stress at single tooth contact [SHBD=sigHG/sigHBD] 1.44 1.50
(Safety regarding transmittable torque) [(SHBD)^2] 2.08 2.26
Transmittable power (kW) [kWRating] 44.04 47.91

4b. MICROPITTING ACCORDING TO ISO/TR 15144-1:2014

Calculation did not run. (Lubricant: Load stage micropitting test is unknown.)

5. SCUFFING LOAD CAPACITY

Calculation method according to ISO TR 13989:2000

Lubrication coefficient (for lubrication type) [XS] 1.000

Scuffing test and load stage [FZGtest] FZG - Test A / 8.3 / 90 (ISO 14635 - 1) 12
Multiple meshing factor [Xmp] 1.000
Relative structure coefficient (Scuffing) [XWrelT] 1.000
Thermal contact factor (N/mm/s^.5/K) [BM] 13.780 13.780
Relevant tip relief (µm) [Ca] 3.00 3.00
Optimal tip relief (µm) [Ceff] 6.48
Ca taken as optimal in the calculation (0=no, 1=yes) 1 1
Effective facewidth (mm) [beff] 30.000
Applicable circumferential force/facewidth (N/mm) [wBt] 219.765
Kbg = 1.300, wBt*Kbg = 285.694
Angle factor [Xalfbet] 0.982
(ε1:1.002, ε2:1.002)

Flash temperature-criteria
Lubricant factor [XL] 0.875
Tooth mass temperature (°C) [theMi] 67.41
(theMi = theoil + XS*0.47*Xmp*theflm)
Average flash temperature (°C) [theflm] 5.12
Scuffing temperature (°C) [theS] 363.63
Coordinate gamma (point of highest temp.) [Gamma] -0.205

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[Gamma.A]=-0.356 [Gamma.E]=0.356
Highest contact temp. (°C) [theB] 75.96
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Approach factor [XJ] 1.000
Load sharing factor [XGam] 0.565
Dynamic viscosity (mPa*s) [etaM] 14.32 ( 65.0 °C)
Coefficient of friction [mym] 0.052
Required safety [SBmin] 2.000
Safety factor for scuffing (flash temperature) [SB] 27.250

Integral temperature-criteria
Lubricant factor [XL] 1.000
Tooth mass temperature (°C) [theMC] 67.47
(theMC = theoil + XS*0.70*theflaint)
Mean flash temperature (°C) [theflaint] 3.52
Integral scuffing temperature (°C) [theSint] 366.33
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Running-in factor (well run in) [XE] 1.000
Contact ratio factor [Xeps] 0.220
Dynamic viscosity (mPa*s) [etaOil] 14.32 ( 65.0 °C)
Mean coefficient of friction [mym] 0.067
Geometry factor [XBE] 0.161
Meshing factor [XQ] 1.000
Tip relief factor [XCa] 1.954
Integral tooth flank temperature (°C) [theint] 72.75
Required safety [SSmin] 1.800
Safety factor for scuffing (intg.-temp.) [SSint] 5.035
Safety referring to transmittable torque [SSL] 38.865

6. MEASUREMENTS FOR TOOTH THICKNESS

------- Gear 1 ------ Gear 2 --

Tooth thickness deviation DIN 3967 d26 DIN 3967 d26
Tooth thickness allowance (normal section) (mm) [As.e/i] -0.044 / -0.094 -0.080 / -0.160

Number of teeth spanned [k] 6.000 22.000

Base tangent length (no backlash) (mm) [Wk] 13.600 53.022
Actual base tangent length ('span') (mm) [Wk.e/i] 13.559 / 13.512 52.947 / 52.872
(mm) [ΔWk.e/i] -0.041 / -0.088 -0.075 / -0.150
Diameter of measuring circle (mm) [dMWk.m] 38.394 151.003

Theoretical diameter of ball/pin (mm) [DM] 1.364 1.343

Effective diameter of ball/pin (mm) [DMeff] 1.400 1.400
Radial single-ball measurement backlash free (mm) [MrK] 20.289 76.722
Radial single-ball measurement (mm) [MrK.e/i] 20.235 / 20.172 76.615 / 76.507
Diameter of measuring circle (mm) [dMMr.m] 38.502 151.240
Diametral measurement over two balls without clearance (mm) [MdK] 40.556 153.439
Diametral two ball measure (mm) [MdK.e/i] 40.448 / 40.323 153.225 / 153.009
Diametral measurement over pins without clearance (mm) [MdR] 40.578 153.444
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 40.470 / 40.345 153.230 / 153.015
Measurement over 2 pins (free) according to AGMA 2002 (mm)
[dk2f.e/i] 40.447 / 40.322 153.225 / 153.009
Measurement over 2 pins (transverse) according to AGMA 2002 (mm)
[dk2t.e/i] 40.491 / 40.366 153.236 / 153.020
Measurement over 3 pins (axial) according to AGMA 2002 (mm)
[dk3A.e/i] 40.470 / 40.345 153.230 / 153.015

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Chordal tooth thickness (no backlash) (mm) [sc] 1.309 1.297
Actual chordal tooth thickness (mm) [sc.e/i] 1.265 / 1.215 1.217 / 1.137
Reference chordal height from da.m (mm) [ha] 1.010 0.984
Tooth thickness (Arc) (mm) [sn] 1.309 1.297
(mm) [sn.e/i] 1.265 / 1.215 1.217 / 1.137

Backlash free center distance (mm) [aControl.e/i] 94.830 / 94.650

Backlash free center distance, allowances (mm) [jta] -0.170 / -0.350
dNf.i with aControl (mm) [dNf0.i] 36.646 149.237
Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] -0.155 -0.112
Tip clearance (mm) [c0.i(aControl)] -0.050 -0.100
Center distance allowances (mm) [Aa.e/i] 0.018 / -0.018

Circumferential backlash from Aa (mm) [jtw_Aa.e/i] 0.013 / -0.013

Radial clearance (mm) [jrw] 0.368 / 0.152
Circumferential backlash (transverse section) (mm) [jtw] 0.273 / 0.114
Normal backlash (mm) [jnw] 0.251 / 0.105
Torsional angle at entry with fixed output:
Entire torsional angle (°) [j.tSys] 0.8133/ 0.3387

7. GEAR ACCURACY

------- GEAR 1 -------- GEAR 2 --

According to ISO 1328-1:1995, ISO 1328-2:1997
Accuracy grade [Q] 5 5
Single pitch deviation (µm) [fptT] 5.00 6.00
Base circle pitch deviation (µm) [fpbT] 4.70 5.60
Sector pitch deviation over k/8 pitches (µm) [Fpk/8T] 8.00 13.00
Profile form deviation (µm) [ffaT] 4.00 5.50
Profile slope deviation (µm) [fHaT] 3.30 4.40
Total profile deviation (µm) [FaT] 5.00 7.00
Helix form deviation (µm) [ffbT] 6.00 6.50
Helix slope deviation (µm) [fHbT] 6.00 6.50
Total helix deviation (µm) [FbT] 8.00 9.00
Total cumulative pitch deviation (µm) [FpT] 14.00 24.00
Runout (µm) [FrT] 11.00 20.00
Single flank composite, total (µm) [FisT] 20.00 31.00
Single flank composite, tooth-to-tooth (µm) [fisT] 6.00 7.00
Radial composite, total (µm) [FidT] 14.00 22.00
Radial composite, tooth-to-tooth (µm) [fidT] 2.70 2.80

8. ADDITIONAL DATA

Maximal possible center distance (eps_a=1.0) [aMAX] 95.879

Mass (kg) [m] 0.272 3.894
Total mass (kg) [m] 4.166
Moment of inertia (system with reference to the drive):
calculation without consideration of the exact tooth shape
single gears ((da+df)/2...di) (kg*m²) [TraeghMom] 5.012e-005 0.01199
System ((da+df)/2...di) (kg*m²) [TraeghMom] 0.0008239
Torsional stiffness on input for stopped output:
Torsional stiffness (MNm/rad) [cr] 0.194
Torsion when subjected to nominal torque (°) [delcr] 0.021
Mean coeff. of friction (acc. Niemann) [mum] 0.065

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Wear sliding coef. by Niemann [zetw] 0.741

Gear power loss (kW) [PVZ] 0.144
(Meshing efficiency (%) [etaz] 99.440)
Sound pressure level (according to Masuda) [dB(A)] 69.6

Indications for the manufacturing by wire cutting:

Deviation from theoretical tooth trace (µm) [WireErr] 263.8 67.2
Permissible deviation (µm) [Fb/2] 4.0 4.5

9. MODIFICATIONS AND TOOTH FORM DEFINITION

Profile and tooth trace modifications for gear 1

Symmetric (both flanks)
- Crowning Cb = 6.000µm (rcrown=18750mm)
- Helix angle modification, parallel CHb = -1.509µm
Positive modification increases the left hand helix angle and decreases the right hand helix angle (ISO 21771)
CHb=-1.509µm -> β.eff=11.9971°-left
- Tip relief, arc-like Caa = 3.000µm LCa = 1.147*mn dCa = 39.644mm

Profile and tooth trace modifications for gear 2

Symmetric (both flanks)
- Crowning Cb = 0.430µm (rcrown=261839mm)
- Helix angle modification, parallel CHb = -1.509µm
Positive modification increases the left hand helix angle and decreases the right hand helix angle (ISO 21771)
CHb=-1.509µm -> β.eff=12.0029°-right
- Tip relief, arc-like Caa = 3.000µm LCa = 1.339*mn dCa = 152.475mm

Tip relief verification

Diameter (mm) [dcheck] 40.418 153.249
Tip relief left/right (µm) [Ca L/R] 2.8 / 2.8 2.8 / 2.8

Data for the tooth form calculation :

Calculation of Gear 1
Tooth form, Gear 1, Step 1: Automatic (final machining)
haP*= 1.277, hfP*= 1.400, rofP*= 0.393

Calculation of Gear 2
Tooth form, Gear 2, Step 1: Automatic (final machining)
haP*= 1.365, hfP*= 1.400, rofP*= 0.393

10. SERVICE LIFE, DAMAGE, LOAD DISTRIBUTION

Required safety for tooth root [SFmin] 1.40

Required safety for tooth flank [SHmin] 1.10

Service life (calculated with required safeties):

System service life (h) [Hatt] > 1000000

Tooth root service life (h) [HFatt] 1e+006 1e+006

Tooth flank service life (h) [HHatt] 1e+006 1e+006
Note: The entry 1e+006 h means that the Service life > 1,000,000 h.

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Damage calculated on the basis of the required service life [H] ( 5000.0 h)
F1% F2% H1% H2%
0.00 0.00 0.00 0.00

Calculation of the factors required to define reliability R(t) according to B. Bertsche with Weibull distribution:
R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %; t (h)
Gear fac b t0 T R(H)%
1 Tooth root 210000 1.7 9.654e+029 1.484e+030 100.00
1 Tooth flank 210000 1.3 9.014e+029 4.295e+030 100.00
2 Tooth root 53351 1.7 9.654e+029 1.484e+030 100.00
2 Tooth flank 53351 1.3 9.014e+029 4.295e+030 100.00
Reliability of the configuration for required service life (%) 100.00 (Bertsche)

Load distribution (ISO6336-1, Annex E)

KHß wm wI wII wmax σHm σHI σHII σHmax
(N/mm) (N/mm) (N/mm) (N/mm) (N/mm2)(N/mm2)(N/mm2)(N/mm2)
1.330 171.2 199.2 175.4 227.6 755.5 815.0 764.8 871.2

Index m, I, II stand for: Middle of facewidth, Side I and Side II

REMARKS:
- Specifications with [.e/i] imply: Maximum [e] and Minimal value [i] with
consideration of all tolerances
Specifications with [.m] imply: Mean value within tolerance
- For the backlash tolerance, the center distance tolerances and the tooth thickness
deviation are taken into account. Shown is the maximal and the minimal backlash corresponding
the largest resp. the smallest allowances
The calculation is done for the operating pitch circle.
- Calculation of Zbet according Corrigendum 1 ISO 6336-2:2008 with Zbet = 1/(COS(beta)^0.5)
- Details of calculation method:
cg according to method B
KV according to method B
- The logarithmically interpolated value taken from the values for the fatigue strength and
the static strength, based on the number of load cycles, is used for coefficients ZL, ZV, ZR, ZW, ZX, YdrelT, YRrelT and YX..

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 C. Cylindrical gear pairs KISSsoft report

Working flank: Right Tooth Flank

at nominal load
fma = 0 µm / ΣfHβ = 0 µm:
wbmax = 206.4556 N/mm wbm = 171.1747 N/mm KHbeta = 1.2061
fma = 0 µm / ΣfHβ = 8.8 µm:
wbmax = 227.5839 N/mm wbm = 171.1747 N/mm KHbeta = 1.3295
fma = 0 µm / ΣfHβ = -8.8 µm:
wbmax = 0.0000 N/mm wbm = 0.0000 N/mm KHbeta = 0.0000
fma = -0 µm / ΣfHβ = 8.8 µm:
wbmax = 0.0000 N/mm wbm = 0.0000 N/mm KHbeta = 0.0000
fma = -0 µm / ΣfHβ = -8.8 µm:
wbmax = 217.4232 N/mm wbm = 171.1747 N/mm KHbeta = 1.2702

wbm = Kv * KA * Kγ * (Ft/b) / cos(αwt)

Figure: Load distribution

End of Report lines: 549

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 KISSsoft Release 03/2017 F
KISSsoft University license - Universidade do Porto
File
Name : GearZ3Z4Torque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:53:10

CALCULATION OF A HELICAL GEAR PAIR

Drawing or article number:

Gear 1: Z3
Gear 2: Z4

Calculation method ISO 6336:2006 Method B

------- GEAR 1 -------- GEAR 2 --

Power (kW) [P] 25.657

Speed (1/min) [n] 889.2 300.3
Torque (Nm) [T] 275.5 815.8
Application factor [KA] 1.25
Required service life (h) [H] 5000.00
Gear driving (+) / driven (-) + -
Working flank gear 1: Right flank
Sense of rotation gear 1 clockwise

1. TOOTH GEOMETRY AND MATERIAL

(geometry calculation according to ISO 21771:2007, DIN ISO 21771)

------- GEAR 1 -------- GEAR 2 --
Center distance (mm) [a] 130.000
Center distance tolerance ISO 286:2010 Measure js7
Normal module (mm) [mn] 1.2500
Pressure angle at normal section (°) [alfn] 20.0000
Helix angle at reference circle (°) [beta] 12.0000
Number of teeth [z] 51 151
Facewidth (mm) [b] 40.00 40.00
Hand of gear right left
Accuracy grade [Q-ISO 1328:1995] 6 6
Inner diameter (mm) [di] 0.00 50.00
Inner diameter of gear rim (mm) [dbi] 0.00 177.47

Material
Gear 1: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
Gear 2: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
------- GEAR 1 -------- GEAR 2 --
Surface hardness HRC 61 HRC 61
Material quality according to ISO 6336:2006 Normal (Life factors ZNT and YNT >=0.85)
Fatigue strength. tooth root stress (N/mm²) [σFlim] 500.00 500.00
Fatigue strength for Hertzian pressure (N/mm²) [σHlim] 1500.00 1500.00
Tensile strength (N/mm²) [σB] 1200.00 1200.00
Yield point (N/mm²) [σS] 850.00 850.00
Young's modulus (N/mm²) [E] 206000 206000
Poisson's ratio [ν] 0.300 0.300
Roughness average value DS, flank (µm) [RAH] 0.50 0.50

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Roughness average value DS, root (µm) [RAF] 1.00 1.00

Mean roughness height, Rz, flank (µm) [RZH] 3.00 3.00
Mean roughness height, Rz, root (µm) [RZF] 6.00 6.00

Gear reference profile 1:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.431
Root radius factor [rhofP*] 0.377 (rhofPmax*= 0.378)
Addendum coefficient [haP*] 1.181
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Gear reference profile 2:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.431
Root radius factor [rhofP*] 0.377 (rhofPmax*= 0.378)
Addendum coefficient [haP*] 1.181
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Summary of reference profile gears:

Dedendum reference profile [hfP*] 1.431 1.431
Tooth root radius Refer. profile [rofP*] 0.377 0.377
Addendum Reference profile [haP*] 1.181 1.181
Protuberance height coefficient [hprP*] 0.000 0.000
Protuberance angle (°) [alfprP] 0.000 0.000
Tip form height coefficient [hFaP*] 0.000 0.000
Ramp angle (°) [alfKP] 0.000 0.000

Type of profile modification: none (only running-in)

Tip relief (µm) [Ca] 2.0 2.0

Lubrication type Oil bath lubrication

Type of oil (Own input) Castrol ATF Dex II Multivehicle
Lubricant base Mineral-oil base
Kinem. viscosity oil at 40 °C (mm²/s) [nu40] 39.00
Kinem. viscosity oil at 100 °C (mm²/s) [nu100] 7.50
Specific density at 15 °C (kg/dm³) [roOil] 0.870
Oil temperature (°C) [TS] 65.000

------- GEAR 1 -------- GEAR 2 --

Overall transmission ratio [itot] -2.961
Gear ratio [u] 2.961
Transverse module (mm) [mt] 1.278
Pressure angle at pitch circle (°) [alft] 20.410
Working transverse pressure angle (°) [alfwt] 21.484
[alfwt.e/i] 21.507 / 21.462
Working pressure angle at normal section (°) [alfwn] 21.050

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Helix angle at operating pitch circle (°) [betaw] 12.084
Base helix angle (°) [betab] 11.267
Reference center distance (mm) [ad] 129.071
Sum of profile shift coefficients [Summexi] 0.7625
Profile shift coefficient [x] 0.3715 0.3910
Tooth thickness (Arc) (module) (module) [sn*] 1.8412 1.8554

Tip alteration (mm) [k*mn] 0.000 0.000

Reference diameter (mm) [d] 65.174 192.967
Base diameter (mm) [db] 61.083 180.852
Tip diameter (mm) [da] 69.055 196.897
(mm) [da.e/i] 69.055 / 69.045 196.897 / 196.887
Tip diameter allowances (mm) [Ada.e/i] 0.000 / -0.010 0.000 / -0.010
Tip form diameter (mm) [dFa] 69.055 196.897
(mm) [dFa.e/i] 69.055 / 69.045 196.897 / 196.887
Active tip diameter (mm) [dNa] 69.055 196.897
Active tip diameter (mm) [dNa.e/i] 69.055 / 69.045 196.897 / 196.887
Operating pitch diameter (mm) [dw] 65.644 194.356
(mm) [dw.e/i] 65.654 / 65.633 194.386 / 194.327
Root diameter (mm) [df] 62.525 190.367
Generating Profile shift coefficient [xE.e/i] 0.3056/ 0.2396 0.3031/ 0.2151
Manufactured root diameter with xE (mm) [df.e/i] 62.361 / 62.196 190.147 / 189.927
Theoretical tip clearance (mm) [c] 0.289 0.289
Effective tip clearance (mm) [c.e/i] 0.534 / 0.379 0.479 / 0.351
Active root diameter (mm) [dNf] 63.505 191.515
(mm) [dNf.e/i] 63.542 / 63.475 191.558 / 191.479
Root form diameter (mm) [dFf] 63.381 191.061
(mm) [dFf.e/i] 63.256 / 63.135 190.859 / 190.658
Reserve (dNf-dFf)/2 (mm) [cF.e/i] 0.204 / 0.110 0.450 / 0.310
Addendum (mm) [ha=mn*(haP*+x+k)] 1.941 1.965
(mm) [ha.e/i] 1.941 / 1.936 1.965 / 1.960
Dedendum (mm) [hf=mn*(hfP*-x)] 1.324 1.300
(mm) [hf.e/i] 1.407 / 1.489 1.410 / 1.520
Roll angle at dFa (°) [xsi_dFa.e/i] 30.215 / 30.195 24.664 / 24.656
Roll angle to dNa (°) [xsi_dNa.e/i] 30.215 / 30.195 24.664 / 24.656
Roll angle to dNf (°) [xsi_dNf.e/i] 16.422 / 16.193 20.004 / 19.928
Roll angle at dFf (°) [xsi_dFf.e/i] 15.420 / 14.977 19.322 / 19.122
Tooth height (mm) [h] 3.265 3.265
Virtual gear no. of teeth [zn] 54.209 160.500
Normal tooth thickness at tip circle (mm) [san] 0.668 0.806
(mm) [san.e/i] 0.610 / 0.541 0.728 / 0.643
Normal tooth thickness on tip form circle (mm) [sFan] 0.668 0.806
(mm) [sFan.e/i] 0.610 / 0.541 0.728 / 0.643
Normal space width at root circle (mm) [efn] 0.797 0.701
(mm) [efn.e/i] 0.818 / 0.842 0.708 / 0.717
Max. sliding velocity at tip (m/s) [vga] 0.509 0.415
Specific sliding at the tip [zetaa] 0.339 0.339
Specific sliding at the root [zetaf] -0.514 -0.514
Mean specific sliding [zetam] 0.339
Sliding factor on tip [Kga] 0.166 0.136
Sliding factor on root [Kgf] -0.136 -0.166
Pitch on reference circle (mm) [pt] 4.015
Base pitch (mm) [pbt] 3.763
Transverse pitch on contact-path (mm) [pet] 3.763
Lead height (mm) [pz] 963.277 2852.055
Axial pitch (mm) [px] 18.888
Length of path of contact (mm) [ga, e/i] 7.419 ( 7.474 / 7.341)

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Length T1-A, T2-A (mm) [T1A, T2A] 8.686( 8.632/ 8.754) 38.926( 38.926/ 38.913)
Length T1-B (mm) [T1B, T2B] 12.343( 12.343/ 12.332) 35.269( 35.214/ 35.334)
Length T1-C (mm) [T1C, T2C] 12.021( 12.007/ 12.035) 35.591( 35.550/ 35.632)
Length T1-D (mm) [T1D, T2D] 12.449( 12.394/ 12.516) 35.163( 35.163/ 35.150)
Length T1-E (mm) [T1E, T2E] 16.106( 16.106/ 16.095) 31.506( 31.452/ 31.571)
Length T1-T2 (mm) [T1T2] 47.612 ( 47.557 / 47.667)
Diameter of single contact point B (mm) [d-B] 65.882( 65.882/ 65.874) 194.121( 194.082/ 194.169)
Diameter of single contact point D (mm) [d-D] 65.962( 65.921/ 66.013) 194.044( 194.044/ 194.035)
Addendum contact ratio [eps] 1.086( 1.089/ 1.079) 0.886( 0.897/ 0.872)
Minimal length of contact line (mm) [Lmin] 79.945

Transverse contact ratio [eps_a] 1.972

Transverse contact ratio with allowances [eps_a.e/m/i] 1.986 / 1.969 / 1.951
Overlap ratio [eps_b] 2.118
Total contact ratio [eps_g] 4.090
Total contact ratio with allowances [eps_g.e/m/i] 4.104 / 4.087 / 4.069

2. FACTORS OF GENERAL INFLUENCE

------- GEAR 1 -------- GEAR 2 --

Nominal circum. force at pitch circle (N) [Ft] 8455.1
Axial force (N) [Fa] 1797.2
Radial force (N) [Fr] 3146.2
Normal force (N) [Fnorm] 9198.8
Nominal circumferential force per mm (N/mm) [w] 211.38
Only as information: Forces at operating pitch circle:
Nominal circumferential force (N) [Ftw] 8394.7
Axial force (N) [Faw] 1797.2
Radial force (N) [Frw] 3304.1
Circumferential speed reference circle (m/s) [v] 3.03
Circumferential speed operating pitch circle (m/s) [v(dw)] 3.06

Running-in value (µm) [yp] 0.6

Running-in value (µm) [yf] 0.6
Correction coefficient [CM] 0.800
Gear body coefficient [CR, bs/b, sr/mn] 0.898 ( 0.250, 4.983)
Basic rack factor [CBS] 0.885
Material coefficient [E/Est] 1.000
Singular tooth stiffness (N/mm/µm) [c'] 12.887
Meshing stiffness (N/mm/µm) [cgalf] 22.280
Meshing stiffness (N/mm/µm) [cgbet] 18.938
Reduced mass (kg/mm) [mRed] 0.01382
Resonance speed (min-1) [nE1] 7518
Resonance ratio (-) [N] 0.118
Subcritical range
Running-in value (µm) [ya] 0.6
Bearing distance l of pinion shaft (mm) [l] 80.000
Distance s of pinion shaft (mm) [s] 8.000
Outside diameter of pinion shaft (mm) [dsh] 40.000
Load in accordance with Figure 13, ISO 6336-1:2006 [-] 4
0:a), 1:b), 2:c), 3:d), 4:e)
Coefficient K' according to Figure 13, ISO 6336-1:2006 [K'] -1.00
Without support effect
Tooth trace deviation (active) (µm) [Fby] 3.83
from deformation of shaft (µm) [fsh*B1] 1.55
(fsh (µm) = 1.55, B1= 1.00, fHb5 (µm) = 6.50)

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Tooth without tooth trace modification
Position of Contact pattern: favorable
from production tolerances (µm) [fma*B2] 12.38
(B2= 1.00)
Tooth trace deviation, theoretical (µm) [Fbx] 4.50
Running-in value (µm) [yb] 0.67

Dynamic factor [KV] 1.024

Face load factor - flank [KHb] 1.134

- Tooth root [KFb] 1.122
- Scuffing [KBb] 1.134

Transverse load factor - flank [KHa] 1.164

- Tooth root [KFa] 1.164
- Scuffing [KBa] 1.164

Helical load factor scuffing [Kbg] 1.300

Number of load cycles (in mio.) [NL] 266.769 90.101

3. TOOTH ROOT STRENGTH

Calculation of Tooth form coefficients according method: B

------- GEAR 1 -------- GEAR 2 --
Calculated with manufacturing profile shift [xE.e] 0.3056 0.3031
Tooth form factor [YF] 1.02 1.10
Stress correction factor [YS] 2.34 2.39
Working angle (°) [alfFen] 19.83 20.28
Bending moment arm (mm) [hF] 1.16 1.36
Tooth thickness at root (mm) [sFn] 2.93 3.04
Tooth root radius (mm) [roF] 0.59 0.53
(hF* = 0.930/ 1.088 sFn* = 2.345/ 2.436 roF* = 0.474/ 0.423)
(den (mm) =
68.437/ 201.674 dsFn(mm) = 62.846/ 190.628 alfsFn(°) = 30.00/ 30.00 qs = 2.472/ 2.881)

Helix angle factor [Ybet] 0.900

Deep tooth factor [YDT] 1.000
Gear rim factor [YB] 1.00 1.00
Effective facewidth (mm) [beff] 40.00 40.00
Nominal stress at tooth root (N/mm²) [sigF0] 361.89 400.02
Tooth root stress (N/mm²) [sigF] 605.05 668.80

Permissible bending stress at root of Test-gear

Notch sensitivity factor [YdrelT] 1.000 1.003
Surface factor [YRrelT] 1.031 1.031
size factor (Tooth root) [YX] 1.000 1.000
Finite life factor [YNT] 0.914 0.934
[YdrelT*YRrelT*YX*YNT] 0.942 0.967
Alternating bending factor (mean stress influence coefficient) [YM] 1.000 1.000
Stress correction factor [Yst] 2.00
Yst*sigFlim (N/mm²) [sigFE] 1000.00 1000.00
Permissible tooth root stress (N/mm²) [sigFP=sigFG/SFmin] 673.16 690.54
Limit strength tooth root (N/mm²) [sigFG] 942.43 966.76
Required safety [SFmin] 1.40 1.40
Safety for tooth root stress [SF=sigFG/sigF] 1.56 1.45

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Transmittable power (kW) [kWRating] 28.55 26.49

4. SAFETY AGAINST PITTING (TOOTH FLANK)

------- GEAR 1 -------- GEAR 2 --

Zone factor [ZH] 2.382
Elasticity factor (√N/mm²) [ZE] 189.812
Contact ratio factor [Zeps] 0.712
Helix angle factor [Zbet] 1.011
Effective facewidth (mm) [beff] 40.00
Nominal contact stress (N/mm²) [sigH0] 678.09
Contact stress at operating pitch circle (N/mm²) [sigHw] 881.49
Single tooth contact factor [ZB,ZD] 1.00 1.00
Contact stress (N/mm²) [sigHB, sigHD] 881.49 881.49

Lubrication coefficient at NL [ZL] 0.927 0.927

Speed coefficient at NL [ZV] 0.972 0.972
Roughness coefficient at NL [ZR] 0.997 0.997
Material pairing coefficient at NL [ZW] 1.000 1.000
Finite life factor [ZNT] 0.950 0.982
[ZL*ZV*ZR*ZNT] 0.853 0.882
Limited pitting is permitted: No
Size factor (flank) [ZX] 1.000 1.000
Permissible contact stress (N/mm²) [sigHP=sigHG/SHmin] 1163.01 1202.38
Pitting stress limit (N/mm²) [sigHG] 1279.31 1322.62
Required safety [SHmin] 1.10 1.10
Safety factor for contact stress at operating pitch circle
[SHw] 1.45 1.50
Safety for stress at single tooth contact [SHBD=sigHG/sigHBD] 1.45 1.50
(Safety regarding transmittable torque) [(SHBD)^2] 2.11 2.25
Transmittable power (kW) [kWRating] 44.66 47.74

4b. MICROPITTING ACCORDING TO ISO/TR 15144-1:2014

Calculation did not run. (Lubricant: Load stage micropitting test is unknown.)

5. SCUFFING LOAD CAPACITY

Calculation method according to ISO TR 13989:2000

Lubrication coefficient (for lubrication type) [XS] 1.000

Scuffing test and load stage [FZGtest] FZG - Test A / 8.3 / 90 (ISO 14635 - 1) 12
Multiple meshing factor [Xmp] 1.000
Relative structure coefficient (Scuffing) [XWrelT] 1.000
Thermal contact factor (N/mm/s^.5/K) [BM] 13.780 13.780
Relevant tip relief (µm) [Ca] 2.00 2.00
Optimal tip relief (µm) [Ceff] 11.86
Ca taken as optimal in the calculation (0=no, 1=yes) 0 0
Effective facewidth (mm) [beff] 40.000
Applicable circumferential force/facewidth (N/mm) [wBt] 357.208
Kbg = 1.300, wBt*Kbg = 464.370

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Angle factor [Xalfbet] 0.995
(ε1:1.086, ε2:0.886)

Flash temperature-criteria
Lubricant factor [XL] 0.875
Tooth mass temperature (°C) [theMi] 68.38
(theMi = theoil + XS*0.47*Xmp*theflm)
Average flash temperature (°C) [theflm] 7.19
Scuffing temperature (°C) [theS] 363.63
Coordinate gamma (point of highest temp.) [Gamma] 0.340
[Gamma.A]=-0.277 [Gamma.E]=0.340
Highest contact temp. (°C) [theB] 85.91
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Approach factor [XJ] 1.000
Load sharing factor [XGam] 0.659
Dynamic viscosity (mPa*s) [etaM] 14.32 ( 65.0 °C)
Coefficient of friction [mym] 0.069
Required safety [SBmin] 2.000
Safety factor for scuffing (flash temperature) [SB] 14.281

Integral temperature-criteria
Lubricant factor [XL] 1.000
Tooth mass temperature (°C) [theMC] 68.78
(theMC = theoil + XS*0.70*theflaint)
Mean flash temperature (°C) [theflaint] 5.41
Integral scuffing temperature (°C) [theSint] 366.33
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Running-in factor (well run in) [XE] 1.000
Contact ratio factor [Xeps] 0.211
Dynamic viscosity (mPa*s) [etaOil] 14.32 ( 65.0 °C)
Mean coefficient of friction [mym] 0.078
Geometry factor [XBE] 0.161
Meshing factor [XQ] 1.000
Tip relief factor [XCa] 1.259
Integral tooth flank temperature (°C) [theint] 76.89
Required safety [SSmin] 1.800
Safety factor for scuffing (intg.-temp.) [SSint] 4.764
Safety referring to transmittable torque [SSL] 25.335

6. MEASUREMENTS FOR TOOTH THICKNESS

------- Gear 1 ------ Gear 2 --

Tooth thickness deviation DIN 3967 d26 DIN 3967 d26
Tooth thickness allowance (normal section) (mm) [As.e/i] -0.060 / -0.120 -0.080 / -0.160

Number of teeth spanned [k] 7.000 19.000

Base tangent length (no backlash) (mm) [Wk] 25.255 71.418
Actual base tangent length ('span') (mm) [Wk.e/i] 25.198 / 25.142 71.343 / 71.268
(mm) [ΔWk.e/i] -0.056 / -0.113 -0.075 / -0.150
Diameter of measuring circle (mm) [dMWk.m] 65.882 193.902

Theoretical diameter of ball/pin (mm) [DM] 2.191 2.124

Effective diameter of ball/pin (mm) [DMeff] 2.500 2.500
Radial single-ball measurement backlash free (mm) [MrK] 35.101 99.112
Radial single-ball measurement (mm) [MrK.e/i] 35.034 / 34.967 99.011 / 98.910
Diameter of measuring circle (mm) [dMMr.m] 66.495 194.505

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Diametral measurement over two balls without clearance (mm) [MdK] 70.170 198.213
Diametral two ball measure (mm) [MdK.e/i] 70.037 / 69.902 198.012 / 197.809
Diametral measurement over pins without clearance (mm) [MdR] 70.202 198.223
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 70.069 / 69.933 198.022 / 197.820
Measurement over 2 pins (free) according to AGMA 2002 (mm)
[dk2f.e/i] 70.035 / 69.900 198.011 / 197.809
Measurement over 2 pins (transverse) according to AGMA 2002 (mm)
[dk2t.e/i] 70.100 / 69.965 198.033 / 197.830
Measurement over 3 pins (axial) according to AGMA 2002 (mm)
[dk3A.e/i] 70.069 / 69.933 198.022 / 197.820

Chordal tooth thickness (no backlash) (mm) [sc] 2.301 2.319

Actual chordal tooth thickness (mm) [sc.e/i] 2.241 / 2.181 2.239 / 2.159
Reference chordal height from da.m (mm) [ha] 1.958 1.969
Tooth thickness (Arc) (mm) [sn] 2.302 2.319
(mm) [sn.e/i] 2.242 / 2.182 2.239 / 2.159

Backlash free center distance (mm) [aControl.e/i] 129.816 / 129.630

Backlash free center distance, allowances (mm) [jta] -0.184 / -0.370
dNf.i with aControl (mm) [dNf0.i] 62.978 190.854
Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] -0.139 -0.002
Tip clearance (mm) [c0.i(aControl)] 0.029 0.002
Center distance allowances (mm) [Aa.e/i] 0.020 / -0.020

Circumferential backlash from Aa (mm) [jtw_Aa.e/i] 0.016 / -0.016

Radial clearance (mm) [jrw] 0.390 / 0.164
Circumferential backlash (transverse section) (mm) [jtw] 0.304 / 0.128
Normal backlash (mm) [jnw] 0.279 / 0.118
Torsional angle at entry with fixed output:
Entire torsional angle (°) [j.tSys] 0.5308/ 0.2242

7. GEAR ACCURACY

------- GEAR 1 -------- GEAR 2 --

According to ISO 1328-1:1995, ISO 1328-2:1997
Accuracy grade [Q] 6 6
Single pitch deviation (µm) [fptT] 7.50 8.50
Base circle pitch deviation (µm) [fpbT] 7.00 8.00
Sector pitch deviation over k/8 pitches (µm) [Fpk/8T] 13.00 18.00
Profile form deviation (µm) [ffaT] 6.50 7.50
Profile slope deviation (µm) [fHaT] 5.50 6.00
Total profile deviation (µm) [FaT] 8.50 10.00
Helix form deviation (µm) [ffbT] 8.50 9.00
Helix slope deviation (µm) [fHbT] 8.50 9.00
Total helix deviation (µm) [FbT] 12.00 13.00
Total cumulative pitch deviation (µm) [FpT] 26.00 35.00
Runout (µm) [FrT] 21.00 28.00
Single flank composite, total (µm) [FisT] 35.00 44.00
Single flank composite, tooth-to-tooth (µm) [fisT] 9.00 9.50
Radial composite, total (µm) [FidT] 27.00 34.00
Radial composite, tooth-to-tooth (µm) [fidT] 6.50 6.50

Axis alignment tolerances (recommendation acc. to ISO TR 10064-3:1996, Quality)

6)
Maximum value for deviation error of axis (µm) [fSigbet] 13.00 (Fb= 13.00)
Maximum value for inclination error of axes (µm) [fSigdel] 26.00

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8. ADDITIONAL DATA

Maximal possible center distance (eps_a=1.0) [aMAX] 131.383

Mass (kg) [m] 1.065 8.608
Total mass (kg) [m] 9.673
Moment of inertia (system with reference to the drive):
calculation without consideration of the exact tooth shape
single gears ((da+df)/2...di) (kg*m²) [TraeghMom] 0.0005761 0.04303
System ((da+df)/2...di) (kg*m²) [TraeghMom] 0.005485
Torsional stiffness on input for stopped output:
Torsional stiffness (MNm/rad) [cr] 0.702
Torsion when subjected to nominal torque (°) [delcr] 0.023
Mean coeff. of friction (acc. Niemann) [mum] 0.075
Wear sliding coef. by Niemann [zetw] 0.669
Gear power loss (kW) [PVZ] 0.160
(Meshing efficiency (%) [etaz] 99.375)
Sound pressure level (according to Masuda) [dB(A)] 68.4

Indications for the manufacturing by wire cutting:

Deviation from theoretical tooth trace (µm) [WireErr] 276.9 93.6
Permissible deviation (µm) [Fb/2] 6.0 6.5

9. MODIFICATIONS AND TOOTH FORM DEFINITION

Data for the tooth form calculation :

Data not available.

10. SERVICE LIFE, DAMAGE

Required safety for tooth root [SFmin] 1.40

Required safety for tooth flank [SHmin] 1.10

Service life (calculated with required safeties):

System service life (h) [Hatt] 24693

Tooth root service life (h) [HFatt] 1e+006 2.469e+004

Tooth flank service life (h) [HHatt] 1e+006 1e+006
Note: The entry 1e+006 h means that the Service life > 1,000,000 h.

Damage calculated on the basis of the required service life [H] ( 5000.0 h)
F1% F2% H1% H2%
0.00 20.25 0.00 0.00

Damage calculated on basis of system service life [Hatt] ( 24693.0 h)

F1% F2% H1% H2%
0.00 100.00 0.00 0.00

Calculation of the factors required to define reliability R(t) according to B. Bertsche with Weibull distribution:
R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %; t (h)
Gear fac b t0 T R(H)%
1 Tooth root 53354 1.7 9.654e+029 1.484e+030 100.00

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1 Tooth flank 53354 1.3 9.014e+029 4.295e+030 100.00

2 Tooth root 18020 1.7 4.296e+008 6.602e+008 100.00
2 Tooth flank 18020 1.3 9.014e+029 4.295e+030 100.00
Reliability of the configuration for required service life (%) 100.00 (Bertsche)

REMARKS:
- Specifications with [.e/i] imply: Maximum [e] and Minimal value [i] with
consideration of all tolerances
Specifications with [.m] imply: Mean value within tolerance
- For the backlash tolerance, the center distance tolerances and the tooth thickness
deviation are taken into account. Shown is the maximal and the minimal backlash corresponding
the largest resp. the smallest allowances
The calculation is done for the operating pitch circle.
- Calculation of Zbet according Corrigendum 1 ISO 6336-2:2008 with Zbet = 1/(COS(beta)^0.5)
- Details of calculation method:
cg according to method B
KV according to method B
KHb, KFb according method C
fma following equation (64), fsh following (57/58), Fbx following (52/53/57)
KHa, KFa according to method B
- The logarithmically interpolated value taken from the values for the fatigue strength and
the static strength, based on the number of load cycles, is used for coefficients ZL, ZV, ZR, ZW, ZX, YdrelT, YRrelT and YX..

End of Report lines: 534

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 KISSsoft Release 03/2017 F
KISSsoft University license - Universidade do Porto
File
Name : GearZ1Z2Speed
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:50:17

Important hint: At least one warning has occurred during the calculation:

1-> The circumferential speed is very high (28.1780 m/s)!

You have to take adequate action to
guarantee proper lubrication.

CALCULATION OF A HELICAL GEAR PAIR

Drawing or article number:

Gear 1: Z1
Gear 2: Z2

Calculation method ISO 6336:2006 Method B

------- GEAR 1 -------- GEAR 2 --

Power (kW) [P] 25.000

Speed (1/min) [n] 14000.0 3556.8
Torque (Nm) [T] 17.1 67.1
Application factor [KA] 1.25
Required service life (h) [H] 5000.00
Gear driving (+) / driven (-) + -
Working flank gear 1: Right flank
Sense of rotation gear 1 clockwise

1. TOOTH GEOMETRY AND MATERIAL

(geometry calculation according to ISO 21771:2007, DIN ISO 21771)

------- GEAR 1 -------- GEAR 2 --
Center distance (mm) [a] 95.000
Center distance tolerance ISO 286:2010 Measure js7
Normal module (mm) [mn] 0.8000
Pressure angle at normal section (°) [alfn] 20.0000
Helix angle at reference circle (°) [beta] 12.0000
Number of teeth [z] 47 185
Facewidth (mm) [b] 30.00 30.00
Hand of gear left right
Accuracy grade [Q-ISO 1328:1995] 5 5
Inner diameter (mm) [di] 0.00 42.00
Inner diameter of gear rim (mm) [dbi] 0.00 132.92

Material
Gear 1: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
Gear 2: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
------- GEAR 1 -------- GEAR 2 --
Surface hardness HRC 61 HRC 61
Material quality according to ISO 6336:2006 Normal (Life factors ZNT and YNT >=0.85)
Fatigue strength. tooth root stress (N/mm²) [σFlim] 500.00 500.00
Fatigue strength for Hertzian pressure (N/mm²) [σHlim] 1500.00 1500.00

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Tensile strength (N/mm²) [σB] 1200.00 1200.00

Yield point (N/mm²) [σS] 850.00 850.00
Young's modulus (N/mm²) [E] 206000 206000
Poisson's ratio [ν] 0.300 0.300
Roughness average value DS, flank (µm) [RAH] 0.30 0.30
Roughness average value DS, root (µm) [RAF] 1.00 1.00
Mean roughness height, Rz, flank (µm) [RZH] 2.00 2.00
Mean roughness height, Rz, root (µm) [RZF] 6.00 6.00

Gear reference profile 1:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.400
Root radius factor [rhofP*] 0.393 (rhofPmax*= 0.394)
Addendum coefficient [haP*] 1.150
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Gear reference profile 2:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.400
Root radius factor [rhofP*] 0.393 (rhofPmax*= 0.394)
Addendum coefficient [haP*] 1.150
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Summary of reference profile gears:

Dedendum reference profile [hfP*] 1.400 1.400
Tooth root radius Refer. profile [rofP*] 0.393 0.393
Addendum Reference profile [haP*] 1.150 1.150
Protuberance height coefficient [hprP*] 0.000 0.000
Protuberance angle (°) [alfprP] 0.000 0.000
Tip form height coefficient [hFaP*] 0.000 0.000
Ramp angle (°) [alfKP] 0.000 0.000

Type of profile modification:for high load capacity gearboxe

Tip relief (µm) [Ca] 3.0 3.0

Lubrication type Oil bath lubrication

Type of oil (Own input) Castrol ATF Dex II Multivehicle
Lubricant base Mineral-oil base
Kinem. viscosity oil at 40 °C (mm²/s) [nu40] 39.00
Kinem. viscosity oil at 100 °C (mm²/s) [nu100] 7.50
Specific density at 15 °C (kg/dm³) [roOil] 0.870
Oil temperature (°C) [TS] 75.000

------- GEAR 1 -------- GEAR 2 --

Overall transmission ratio [itot] -3.936
Gear ratio [u] 3.936

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Transverse module (mm) [mt] 0.818
Pressure angle at pitch circle (°) [alft] 20.410
Working transverse pressure angle (°) [alfwt] 20.615
[alfwt.e/i] 20.643 / 20.587
Working pressure angle at normal section (°) [alfwn] 20.200
Helix angle at operating pitch circle (°) [betaw] 12.016
Base helix angle (°) [betab] 11.267
Reference center distance (mm) [ad] 94.873
Sum of profile shift coefficients [Summexi] 0.1593
Profile shift coefficient [x] 0.0907 0.0685
Tooth thickness (Arc) (module) (module) [sn*] 1.6369 1.6207

Tip alteration (mm) [k*mn] 0.009 0.009

Reference diameter (mm) [d] 38.440 151.306
Base diameter (mm) [db] 36.027 141.807
Tip diameter (mm) [da] 40.444 153.275
(mm) [da.e/i] 40.444 / 40.434 153.275 / 153.265
Tip diameter allowances (mm) [Ada.e/i] 0.000 / -0.010 0.000 / -0.010
Tip form diameter (mm) [dFa] 40.444 153.275
(mm) [dFa.e/i] 40.444 / 40.434 153.275 / 153.265
Active tip diameter (mm) [dNa] 40.444 153.275
Active tip diameter (mm) [dNa.e/i] 40.444 / 40.434 153.275 / 153.265
Operating pitch diameter (mm) [dw] 38.491 151.509
(mm) [dw.e/i] 38.498 / 38.484 151.537 / 151.481
Root diameter (mm) [df] 36.345 149.176
Generating Profile shift coefficient [xE.e/i] 0.0152/ -0.0707 -0.0689/ -0.2062
Manufactured root diameter with xE (mm) [df.e/i] 36.224 / 36.087 148.956 / 148.736
Theoretical tip clearance (mm) [c] 0.190 0.190
Effective tip clearance (mm) [c.e/i] 0.432 / 0.282 0.342 / 0.233
Active root diameter (mm) [dNf] 37.068 149.877
(mm) [dNf.e/i] 37.098 / 37.045 149.916 / 149.845
Root form diameter (mm) [dFf] 37.036 149.661
(mm) [dFf.e/i] 36.957 / 36.871 149.461 / 149.263
Reserve (dNf-dFf)/2 (mm) [cF.e/i] 0.113 / 0.044 0.327 / 0.192
Addendum (mm) [ha=mn*(haP*+x+k)] 1.002 0.984
(mm) [ha.e/i] 1.002 / 0.997 0.984 / 0.979
Dedendum (mm) [hf=mn*(hfP*-x)] 1.047 1.065
(mm) [hf.e/i] 1.108 / 1.177 1.175 / 1.285
Roll angle at dFa (°) [xsi_dFa.e/i] 29.230 / 29.195 23.504 / 23.493
Roll angle to dNa (°) [xsi_dNa.e/i] 29.230 / 29.195 23.504 / 23.493
Roll angle to dNf (°) [xsi_dNf.e/i] 14.075 / 13.717 19.652 / 19.562
Roll angle at dFf (°) [xsi_dFf.e/i] 13.102 / 12.476 19.076 / 18.822
Tooth height (mm) [h] 2.049 2.049
Virtual gear no. of teeth [zn] 49.957 196.639
Normal tooth thickness at tip circle (mm) [san] 0.485 0.555
(mm) [san.e/i] 0.443 / 0.386 0.478 / 0.393
Normal tooth thickness on tip form circle (mm) [sFan] 0.485 0.555
(mm) [sFan.e/i] 0.443 / 0.386 0.478 / 0.393
Normal space width at root circle (mm) [efn] 0.603 0.476
(mm) [efn.e/i] 0.628 / 0.662 0.485 / 0.494
Max. sliding velocity at tip (m/s) [vga] 4.438 4.438
Specific sliding at the tip [zetaa] 0.329 0.410
Specific sliding at the root [zetaf] -0.694 -0.491
Mean specific sliding [zetam] 0.370
Sliding factor on tip [Kga] 0.157 0.157
Sliding factor on root [Kgf] -0.157 -0.157
Pitch on reference circle (mm) [pt] 2.569

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Base pitch (mm) [pbt] 2.408

Transverse pitch on contact-path (mm) [pet] 2.408
Lead height (mm) [pz] 568.145 2236.313
Axial pitch (mm) [px] 12.088
Length of path of contact (mm) [ga, e/i] 4.828 ( 4.877 / 4.754)
Length T1-A, T2-A (mm) [T1A, T2A] 4.362( 4.312/ 4.425) 29.086( 29.086/ 29.073)
Length T1-B (mm) [T1B, T2B] 4.374( 4.374/ 6.771) 29.074( 29.025/ 26.727)
Length T1-C (mm) [T1C, T2C] 6.776( 6.766/ 6.786) 26.672( 26.632/ 26.711)
Length T1-D (mm) [T1D, T2D] 9.178( 9.129/ 6.833) 24.270( 24.270/ 26.664)
Length T1-E (mm) [T1E, T2E] 9.190( 9.190/ 9.179) 24.258( 24.208/ 24.319)
Length T1-T2 (mm) [T1T2] 33.448 ( 33.398 / 33.498)
Diameter of single contact point B (mm) [d-B] 37.073( 37.073/ 38.488) 153.266( 153.229/ 151.547)
Diameter of single contact point D (mm) [d-D] 40.434( 40.389/ 38.532) 149.884( 149.884/ 151.503)
Addendum contact ratio [eps] 1.002( 1.006/ 0.994) 1.002( 1.019/ 0.980)
Minimal length of contact line (mm) [Lmin] 61.295

Transverse contact ratio [eps_a] 2.005

Transverse contact ratio with allowances [eps_a.e/m/i] 2.025 / 2.000 / 1.974
Overlap ratio [eps_b] 2.482
Total contact ratio [eps_g] 4.486
Total contact ratio with allowances [eps_g.e/m/i] 4.507 / 4.481 / 4.456

2. FACTORS OF GENERAL INFLUENCE

------- GEAR 1 -------- GEAR 2 --

Nominal circum. force at pitch circle (N) [Ft] 887.2
Axial force (N) [Fa] 188.6
Radial force (N) [Fr] 330.1
Normal force (N) [Fnorm] 965.2
Nominal circumferential force per mm (N/mm) [w] 29.57
Only as information: Forces at operating pitch circle:
Nominal circumferential force (N) [Ftw] 886.0
Axial force (N) [Faw] 188.6
Radial force (N) [Frw] 333.3
Circumferential speed reference circle (m/s) [v] 28.18
Circumferential speed operating pitch circle (m/s) [v(dw)] 28.22

Running-in value (µm) [yp] 0.4

Running-in value (µm) [yf] 0.4
Correction coefficient [CM] 0.800
Gear body coefficient [CR, bs/b, sr/mn] 0.962 ( 0.250, 9.885)
Basic rack factor [CBS] 0.900
Material coefficient [E/Est] 1.000
Singular tooth stiffness (N/mm/µm) [c'] 10.415
Meshing stiffness (N/mm/µm) [cgalf] 18.263
Meshing stiffness (N/mm/µm) [cgbet] 15.524
Reduced mass (kg/mm) [mRed] 0.00484
Resonance speed (min-1) [nE1] 12487
Resonance ratio (-) [N] 1.121
Range of the main resonance!
Running-in value (µm) [ya] 0.4
KHb calculated according to ISO 6336-1: 2006, Annex E (takes into account KA*KV)
Shaft data shaft1ststage-14000rpm.W10
Shaft data shaft2ndstage-3500rpm.W10
Torque (0: -, 1: <I, 2: <II, 3: <from shaft calculation) -1 3
KHb is determined as biggest value out of following variants
(axis deviation error fma and meshing error fHb):

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fma/fHb (µm): -0.0/ -8.8; 3: -0.0/ 8.8; 4: 0.0/ -8.8; 5: 0.0/ 8.8
(For intermediate results refer to file: KHbeta_calc12.tmp)

Dynamic factor [KV] 1.680

Face load factor - flank [KHb] 1.603

- Tooth root [KFb] 1.548
- Scuffing [KBb] 1.603

Transverse load factor - flank [KHa] 1.118

- Tooth root [KFa] 1.118
- Scuffing [KBa] 1.118

Helical load factor scuffing [Kbg] 1.300

Number of load cycles (in mio.) [NL] 4200.000 1067.027

3. TOOTH ROOT STRENGTH

Calculation of Tooth form coefficients according method: B

------- GEAR 1 -------- GEAR 2 --
Calculated with manufacturing profile shift [xE.e] 0.0152 -0.0689
Tooth form factor [YF] 1.11 1.15
Stress correction factor [YS] 2.09 2.24
Working angle (°) [alfFen] 18.11 19.71
Bending moment arm (mm) [hF] 0.73 0.87
Tooth thickness at root (mm) [sFn] 1.79 1.91
Tooth root radius (mm) [roF] 0.45 0.38
(hF* = 0.913/ 1.089 sFn* = 2.235/ 2.388 roF* = 0.559/ 0.470)
(den (mm) =
39.947/ 157.444 dsFn(mm) = 36.571/ 149.288 alfsFn(°) = 30.00/ 30.00 qs = 1.997/ 2.543)

Helix angle factor [Ybet] 0.900

Deep tooth factor [YDT] 1.000
Gear rim factor [YB] 1.00 1.00
Effective facewidth (mm) [beff] 30.00 30.00
Nominal stress at tooth root (N/mm²) [sigF0] 77.32 85.74
Tooth root stress (N/mm²) [sigF] 280.95 311.56

Permissible bending stress at root of Test-gear

Notch sensitivity factor [YdrelT] 0.995 1.000
Surface factor [YRrelT] 1.031 1.031
size factor (Tooth root) [YX] 1.000 1.000
Finite life factor [YNT] 0.865 0.889
[YdrelT*YRrelT*YX*YNT] 0.888 0.917
Alternating bending factor (mean stress influence coefficient) [YM] 1.000 1.000
Stress correction factor [Yst] 2.00
Yst*sigFlim (N/mm²) [sigFE] 1000.00 1000.00
Permissible tooth root stress (N/mm²) [sigFP=sigFG/SFmin] 634.00 655.16
Limit strength tooth root (N/mm²) [sigFG] 887.60 917.22
Required safety [SFmin] 1.40 1.40
Safety for tooth root stress [SF=sigFG/sigF] 3.16 2.94
Transmittable power (kW) [kWRating] 56.42 52.57

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4. SAFETY AGAINST PITTING (TOOTH FLANK)

------- GEAR 1 -------- GEAR 2 --

Zone factor [ZH] 2.436
Elasticity factor (√N/mm²) [ZE] 189.812
Contact ratio factor [Zeps] 0.706
Helix angle factor [Zbet] 1.011
Effective facewidth (mm) [beff] 30.00
Nominal contact stress (N/mm²) [sigH0] 324.39
Contact stress at operating pitch circle (N/mm²) [sigHw] 629.16
Single tooth contact factor [ZB,ZD] 1.00 1.00
Contact stress (N/mm²) [sigHB, sigHD] 629.16 629.16

Lubrication coefficient at NL [ZL] 0.927 0.927

Speed coefficient at NL [ZV] 1.031 1.031
Roughness coefficient at NL [ZR] 1.016 1.016
Material pairing coefficient at NL [ZW] 1.000 1.000
Finite life factor [ZNT] 0.873 0.910
[ZL*ZV*ZR*ZNT] 0.847 0.884
Limited pitting is permitted: No
Size factor (flank) [ZX] 1.000 1.000
Permissible contact stress (N/mm²) [sigHP=sigHG/SHmin] 1155.30 1204.89
Pitting stress limit (N/mm²) [sigHG] 1270.83 1325.38
Required safety [SHmin] 1.10 1.10
Safety factor for contact stress at operating pitch circle
[SHw] 2.02 2.11
Safety for stress at single tooth contact [SHBD=sigHG/sigHBD] 2.02 2.11
(Safety regarding transmittable torque) [(SHBD)^2] 4.08 4.44
Transmittable power (kW) [kWRating] 84.30 91.69

4b. MICROPITTING ACCORDING TO ISO/TR 15144-1:2014

Calculation did not run. (Lubricant: Load stage micropitting test is unknown.)

5. SCUFFING LOAD CAPACITY

Calculation method according to ISO TR 13989:2000

Lubrication coefficient (for lubrication type) [XS] 1.000

Scuffing test and load stage [FZGtest] FZG - Test A / 8.3 / 90 (ISO 14635 - 1) 12
Multiple meshing factor [Xmp] 1.000
Relative structure coefficient (Scuffing) [XWrelT] 1.000
Thermal contact factor (N/mm/s^.5/K) [BM] 13.780 13.780
Relevant tip relief (µm) [Ca] 3.00 3.00
Optimal tip relief (µm) [Ceff] 2.02
Ca taken as optimal in the calculation (0=no, 1=yes) 1 1
Effective facewidth (mm) [beff] 30.000
Applicable circumferential force/facewidth (N/mm) [wBt] 111.246
Kbg = 1.300, wBt*Kbg = 144.619
Angle factor [Xalfbet] 0.982
(ε1:1.002, ε2:1.002)

Flash temperature-criteria

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Lubricant factor [XL] 0.888
Tooth mass temperature (°C) [theMi] 76.94
(theMi = theoil + XS*0.47*Xmp*theflm)
Average flash temperature (°C) [theflm] 4.12
Scuffing temperature (°C) [theS] 467.95
Contact time (µsec) [tc] 12.42
theS increased because of short contact time by (°C) 100.38
Coordinate gamma (point of highest temp.) [Gamma] -0.205
[Gamma.A]=-0.356 [Gamma.E]=0.356
Highest contact temp. (°C) [theB] 83.82
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Approach factor [XJ] 1.000
Load sharing factor [XGam] 0.565
Dynamic viscosity (mPa*s) [etaM] 10.86 ( 75.0 °C)
Coefficient of friction [mym] 0.035
Required safety [SBmin] 2.000
Safety factor for scuffing (flash temperature) [SB] 44.550

Integral temperature-criteria
Lubricant factor [XL] 1.000
Tooth mass temperature (°C) [theMC] 76.99
(theMC = theoil + XS*0.70*theflaint)
Mean flash temperature (°C) [theflaint] 2.84
Integral scuffing temperature (°C) [theSint] 366.33
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Running-in factor (well run in) [XE] 1.000
Contact ratio factor [Xeps] 0.220
Dynamic viscosity (mPa*s) [etaOil] 10.86 ( 75.0 °C)
Mean coefficient of friction [mym] 0.045
Geometry factor [XBE] 0.161
Meshing factor [XQ] 1.000
Tip relief factor [XCa] 1.954
Integral tooth flank temperature (°C) [theint] 81.24
Required safety [SSmin] 1.800
Safety factor for scuffing (intg.-temp.) [SSint] 4.509
Safety referring to transmittable torque [SSL] 46.685

6. MEASUREMENTS FOR TOOTH THICKNESS

------- Gear 1 ------ Gear 2 --

Tooth thickness deviation DIN 3967 d26 DIN 3967 d26
Tooth thickness allowance (normal section) (mm) [As.e/i] -0.044 / -0.094 -0.080 / -0.160

Number of teeth spanned [k] 6.000 22.000

Base tangent length (no backlash) (mm) [Wk] 13.600 53.022
Actual base tangent length ('span') (mm) [Wk.e/i] 13.559 / 13.512 52.947 / 52.872
(mm) [ΔWk.e/i] -0.041 / -0.088 -0.075 / -0.150
Diameter of measuring circle (mm) [dMWk.m] 38.394 151.003

Theoretical diameter of ball/pin (mm) [DM] 1.364 1.343

Effective diameter of ball/pin (mm) [DMeff] 1.400 1.400
Radial single-ball measurement backlash free (mm) [MrK] 20.289 76.722
Radial single-ball measurement (mm) [MrK.e/i] 20.235 / 20.172 76.615 / 76.507
Diameter of measuring circle (mm) [dMMr.m] 38.502 151.240
Diametral measurement over two balls without clearance (mm) [MdK] 40.556 153.439
Diametral two ball measure (mm) [MdK.e/i] 40.448 / 40.323 153.225 / 153.009

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Diametral measurement over pins without clearance (mm) [MdR] 40.578 153.444
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 40.470 / 40.345 153.230 / 153.015
Measurement over 2 pins (free) according to AGMA 2002 (mm)
[dk2f.e/i] 40.447 / 40.322 153.225 / 153.009
Measurement over 2 pins (transverse) according to AGMA 2002 (mm)
[dk2t.e/i] 40.491 / 40.366 153.236 / 153.020
Measurement over 3 pins (axial) according to AGMA 2002 (mm)
[dk3A.e/i] 40.470 / 40.345 153.230 / 153.015

Chordal tooth thickness (no backlash) (mm) [sc] 1.309 1.297

Actual chordal tooth thickness (mm) [sc.e/i] 1.265 / 1.215 1.217 / 1.137
Reference chordal height from da.m (mm) [ha] 1.010 0.984
Tooth thickness (Arc) (mm) [sn] 1.309 1.297
(mm) [sn.e/i] 1.265 / 1.215 1.217 / 1.137

Backlash free center distance (mm) [aControl.e/i] 94.830 / 94.650

Backlash free center distance, allowances (mm) [jta] -0.170 / -0.350
dNf.i with aControl (mm) [dNf0.i] 36.646 149.237
Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] -0.155 -0.112
Tip clearance (mm) [c0.i(aControl)] -0.050 -0.100
Center distance allowances (mm) [Aa.e/i] 0.018 / -0.018

Circumferential backlash from Aa (mm) [jtw_Aa.e/i] 0.013 / -0.013

Radial clearance (mm) [jrw] 0.368 / 0.152
Circumferential backlash (transverse section) (mm) [jtw] 0.273 / 0.114
Normal backlash (mm) [jnw] 0.251 / 0.105
Torsional angle at entry with fixed output:
Entire torsional angle (°) [j.tSys] 0.8133/ 0.3387

7. GEAR ACCURACY

------- GEAR 1 -------- GEAR 2 --

According to ISO 1328-1:1995, ISO 1328-2:1997
Accuracy grade [Q] 5 5
Single pitch deviation (µm) [fptT] 5.00 6.00
Base circle pitch deviation (µm) [fpbT] 4.70 5.60
Sector pitch deviation over k/8 pitches (µm) [Fpk/8T] 8.00 13.00
Profile form deviation (µm) [ffaT] 4.00 5.50
Profile slope deviation (µm) [fHaT] 3.30 4.40
Total profile deviation (µm) [FaT] 5.00 7.00
Helix form deviation (µm) [ffbT] 6.00 6.50
Helix slope deviation (µm) [fHbT] 6.00 6.50
Total helix deviation (µm) [FbT] 8.00 9.00
Total cumulative pitch deviation (µm) [FpT] 14.00 24.00
Runout (µm) [FrT] 11.00 20.00
Single flank composite, total (µm) [FisT] 20.00 31.00
Single flank composite, tooth-to-tooth (µm) [fisT] 6.00 7.00
Radial composite, total (µm) [FidT] 14.00 22.00
Radial composite, tooth-to-tooth (µm) [fidT] 2.70 2.80

8. ADDITIONAL DATA

Maximal possible center distance (eps_a=1.0) [aMAX] 95.879

Mass (kg) [m] 0.272 3.894
Total mass (kg) [m] 4.166

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Moment of inertia (system with reference to the drive):
calculation without consideration of the exact tooth shape
single gears ((da+df)/2...di) (kg*m²) [TraeghMom] 5.012e-005 0.01199
System ((da+df)/2...di) (kg*m²) [TraeghMom] 0.0008239
Torsional stiffness on input for stopped output:
Torsional stiffness (MNm/rad) [cr] 0.151
Torsion when subjected to nominal torque (°) [delcr] 0.006
Mean coeff. of friction (acc. Niemann) [mum] 0.050
Wear sliding coef. by Niemann [zetw] 0.741
Gear power loss (kW) [PVZ] 0.108
(Meshing efficiency (%) [etaz] 99.569)
Sound pressure level (according to Masuda) [dB(A)] 80.5

Indications for the manufacturing by wire cutting:

Deviation from theoretical tooth trace (µm) [WireErr] 263.8 67.2
Permissible deviation (µm) [Fb/2] 4.0 4.5

9. MODIFICATIONS AND TOOTH FORM DEFINITION

Profile and tooth trace modifications for gear 1

Symmetric (both flanks)
- Crowning Cb = 6.000µm (rcrown=18750mm)
- Helix angle modification, parallel CHb = -1.509µm
Positive modification increases the left hand helix angle and decreases the right hand helix angle (ISO 21771)
CHb=-1.509µm -> β.eff=11.9971°-left
- Tip relief, arc-like Caa = 3.000µm LCa = 1.147*mn dCa = 39.644mm

Profile and tooth trace modifications for gear 2

Symmetric (both flanks)
- Crowning Cb = 0.430µm (rcrown=261811mm)
- Helix angle modification, parallel CHb = -1.509µm
Positive modification increases the left hand helix angle and decreases the right hand helix angle (ISO 21771)
CHb=-1.509µm -> β.eff=12.0029°-right
- Tip relief, arc-like Caa = 3.000µm LCa = 1.339*mn dCa = 152.475mm

Tip relief verification

Diameter (mm) [dcheck] 40.418 153.249
Tip relief left/right (µm) [Ca L/R] 2.8 / 2.8 2.8 / 2.8

Data for the tooth form calculation :

Calculation of Gear 1
Tooth form, Gear 1, Step 1: Automatic (final machining)
haP*= 1.277, hfP*= 1.400, rofP*= 0.393

Calculation of Gear 2
Tooth form, Gear 2, Step 1: Automatic (final machining)
haP*= 1.365, hfP*= 1.400, rofP*= 0.393

10. SERVICE LIFE, DAMAGE, LOAD DISTRIBUTION

Required safety for tooth root [SFmin] 1.40

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Required safety for tooth flank [SHmin] 1.10

Service life (calculated with required safeties):

System service life (h) [Hatt] > 1000000

Tooth root service life (h) [HFatt] 1e+006 1e+006

Tooth flank service life (h) [HHatt] 1e+006 1e+006
Note: The entry 1e+006 h means that the Service life > 1,000,000 h.

Damage calculated on the basis of the required service life [H] ( 5000.0 h)
F1% F2% H1% H2%
0.00 0.00 0.00 0.00

Calculation of the factors required to define reliability R(t) according to B. Bertsche with Weibull distribution:
R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %; t (h)
Gear fac b t0 T R(H)%
1 Tooth root 840000 1.7 9.654e+029 1.484e+030 100.00
1 Tooth flank 840000 1.3 9.014e+029 4.295e+030 100.00
2 Tooth root 213405 1.7 9.654e+029 1.484e+030 100.00
2 Tooth flank 213405 1.3 9.014e+029 4.295e+030 100.00
Reliability of the configuration for required service life (%) 100.00 (Bertsche)

Load distribution (ISO6336-1, Annex E)

KHß wm wI wII wmax σHm σHI σHII σHmax
(N/mm) (N/mm) (N/mm) (N/mm) (N/mm2)(N/mm2)(N/mm2)(N/mm2)
1.603 66.3 59.7 77.0 106.2 470.1 446.4 506.8 595.1

Index m, I, II stand for: Middle of facewidth, Side I and Side II

REMARKS:
- Specifications with [.e/i] imply: Maximum [e] and Minimal value [i] with
consideration of all tolerances
Specifications with [.m] imply: Mean value within tolerance
- For the backlash tolerance, the center distance tolerances and the tooth thickness
deviation are taken into account. Shown is the maximal and the minimal backlash corresponding
the largest resp. the smallest allowances
The calculation is done for the operating pitch circle.
- Calculation of Zbet according Corrigendum 1 ISO 6336-2:2008 with Zbet = 1/(COS(beta)^0.5)
- Details of calculation method:
cg according to method B
KV according to method B
- The logarithmically interpolated value taken from the values for the fatigue strength and
the static strength, based on the number of load cycles, is used for coefficients ZL, ZV, ZR, ZW, ZX, YdrelT, YRrelT and YX..

End of Report lines: 551

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 KISSsoft Release 03/2017 F
KISSsoft University license - Universidade do Porto
File
Name : GearZ3Z4Speed
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:55:42

CALCULATION OF A HELICAL GEAR PAIR

Drawing or article number:

Gear 1: Z3
Gear 2: Z4

Calculation method ISO 6336:2006 Method B

------- GEAR 1 -------- GEAR 2 --

Power (kW) [P] 25.000

Speed (1/min) [n] 3556.8 1201.3
Torque (Nm) [T] 67.1 198.7
Application factor [KA] 1.25
Required service life (h) [H] 5000.00
Gear driving (+) / driven (-) + -
Working flank gear 1: Right flank
Sense of rotation gear 1 clockwise

1. TOOTH GEOMETRY AND MATERIAL

(geometry calculation according to ISO 21771:2007, DIN ISO 21771)

------- GEAR 1 -------- GEAR 2 --
Center distance (mm) [a] 130.000
Center distance tolerance ISO 286:2010 Measure js7
Normal module (mm) [mn] 1.2500
Pressure angle at normal section (°) [alfn] 20.0000
Helix angle at reference circle (°) [beta] 12.0000
Number of teeth [z] 51 151
Facewidth (mm) [b] 40.00 40.00
Hand of gear right left
Accuracy grade [Q-ISO 1328:1995] 6 6
Inner diameter (mm) [di] 0.00 50.00
Inner diameter of gear rim (mm) [dbi] 0.00 177.47

Material
Gear 1: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
Gear 2: 18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
------- GEAR 1 -------- GEAR 2 --
Surface hardness HRC 61 HRC 61
Material quality according to ISO 6336:2006 Normal (Life factors ZNT and YNT >=0.85)
Fatigue strength. tooth root stress (N/mm²) [σFlim] 500.00 500.00
Fatigue strength for Hertzian pressure (N/mm²) [σHlim] 1500.00 1500.00
Tensile strength (N/mm²) [σB] 1200.00 1200.00
Yield point (N/mm²) [σS] 850.00 850.00
Young's modulus (N/mm²) [E] 206000 206000
Poisson's ratio [ν] 0.300 0.300
Roughness average value DS, flank (µm) [RAH] 0.50 0.50

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Roughness average value DS, root (µm) [RAF] 1.00 1.00

Mean roughness height, Rz, flank (µm) [RZH] 3.00 3.00
Mean roughness height, Rz, root (µm) [RZF] 6.00 6.00

Gear reference profile 1:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.431
Root radius factor [rhofP*] 0.377 (rhofPmax*= 0.378)
Addendum coefficient [haP*] 1.181
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Gear reference profile 2:

Reference profile (Own input)
Dedendum coefficient [hfP*] 1.431
Root radius factor [rhofP*] 0.377 (rhofPmax*= 0.378)
Addendum coefficient [haP*] 1.181
Tip radius factor [rhoaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [alfprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [alfKP] 0.000
not topping

Summary of reference profile gears:

Dedendum reference profile [hfP*] 1.431 1.431
Tooth root radius Refer. profile [rofP*] 0.377 0.377
Addendum Reference profile [haP*] 1.181 1.181
Protuberance height coefficient [hprP*] 0.000 0.000
Protuberance angle (°) [alfprP] 0.000 0.000
Tip form height coefficient [hFaP*] 0.000 0.000
Ramp angle (°) [alfKP] 0.000 0.000

Type of profile modification: none (only running-in)

Tip relief (µm) [Ca] 2.0 2.0

Lubrication type Oil bath lubrication

Type of oil (Own input) Castrol ATF Dex II Multivehicle
Lubricant base Mineral-oil base
Kinem. viscosity oil at 40 °C (mm²/s) [nu40] 39.00
Kinem. viscosity oil at 100 °C (mm²/s) [nu100] 7.50
Specific density at 15 °C (kg/dm³) [roOil] 0.870
Oil temperature (°C) [TS] 75.000

------- GEAR 1 -------- GEAR 2 --

Overall transmission ratio [itot] -2.961
Gear ratio [u] 2.961
Transverse module (mm) [mt] 1.278
Pressure angle at pitch circle (°) [alft] 20.410
Working transverse pressure angle (°) [alfwt] 21.484
[alfwt.e/i] 21.507 / 21.462
Working pressure angle at normal section (°) [alfwn] 21.050

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Helix angle at operating pitch circle (°) [betaw] 12.084
Base helix angle (°) [betab] 11.267
Reference center distance (mm) [ad] 129.071
Sum of profile shift coefficients [Summexi] 0.7625
Profile shift coefficient [x] 0.3715 0.3910
Tooth thickness (Arc) (module) (module) [sn*] 1.8412 1.8554

Tip alteration (mm) [k*mn] 0.000 0.000

Reference diameter (mm) [d] 65.174 192.967
Base diameter (mm) [db] 61.083 180.852
Tip diameter (mm) [da] 69.055 196.897
(mm) [da.e/i] 69.055 / 69.045 196.897 / 196.887
Tip diameter allowances (mm) [Ada.e/i] 0.000 / -0.010 0.000 / -0.010
Tip form diameter (mm) [dFa] 69.055 196.897
(mm) [dFa.e/i] 69.055 / 69.045 196.897 / 196.887
Active tip diameter (mm) [dNa] 69.055 196.897
Active tip diameter (mm) [dNa.e/i] 69.055 / 69.045 196.897 / 196.887
Operating pitch diameter (mm) [dw] 65.644 194.356
(mm) [dw.e/i] 65.654 / 65.633 194.386 / 194.327
Root diameter (mm) [df] 62.525 190.367
Generating Profile shift coefficient [xE.e/i] 0.3056/ 0.2396 0.3031/ 0.2151
Manufactured root diameter with xE (mm) [df.e/i] 62.361 / 62.196 190.147 / 189.927
Theoretical tip clearance (mm) [c] 0.289 0.289
Effective tip clearance (mm) [c.e/i] 0.534 / 0.379 0.479 / 0.351
Active root diameter (mm) [dNf] 63.505 191.515
(mm) [dNf.e/i] 63.542 / 63.475 191.558 / 191.479
Root form diameter (mm) [dFf] 63.381 191.061
(mm) [dFf.e/i] 63.256 / 63.135 190.859 / 190.658
Reserve (dNf-dFf)/2 (mm) [cF.e/i] 0.204 / 0.110 0.450 / 0.310
Addendum (mm) [ha=mn*(haP*+x+k)] 1.941 1.965
(mm) [ha.e/i] 1.941 / 1.936 1.965 / 1.960
Dedendum (mm) [hf=mn*(hfP*-x)] 1.324 1.300
(mm) [hf.e/i] 1.407 / 1.489 1.410 / 1.520
Roll angle at dFa (°) [xsi_dFa.e/i] 30.215 / 30.195 24.664 / 24.656
Roll angle to dNa (°) [xsi_dNa.e/i] 30.215 / 30.195 24.664 / 24.656
Roll angle to dNf (°) [xsi_dNf.e/i] 16.422 / 16.193 20.004 / 19.928
Roll angle at dFf (°) [xsi_dFf.e/i] 15.420 / 14.977 19.322 / 19.122
Tooth height (mm) [h] 3.265 3.265
Virtual gear no. of teeth [zn] 54.209 160.500
Normal tooth thickness at tip circle (mm) [san] 0.668 0.806
(mm) [san.e/i] 0.610 / 0.541 0.728 / 0.643
Normal tooth thickness on tip form circle (mm) [sFan] 0.668 0.806
(mm) [sFan.e/i] 0.610 / 0.541 0.728 / 0.643
Normal space width at root circle (mm) [efn] 0.797 0.701
(mm) [efn.e/i] 0.818 / 0.842 0.708 / 0.717
Max. sliding velocity at tip (m/s) [vga] 2.035 1.661
Specific sliding at the tip [zetaa] 0.339 0.339
Specific sliding at the root [zetaf] -0.514 -0.514
Mean specific sliding [zetam] 0.339
Sliding factor on tip [Kga] 0.166 0.136
Sliding factor on root [Kgf] -0.136 -0.166
Pitch on reference circle (mm) [pt] 4.015
Base pitch (mm) [pbt] 3.763
Transverse pitch on contact-path (mm) [pet] 3.763
Lead height (mm) [pz] 963.277 2852.055
Axial pitch (mm) [px] 18.888
Length of path of contact (mm) [ga, e/i] 7.419 ( 7.474 / 7.341)

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Length T1-A, T2-A (mm) [T1A, T2A] 8.686( 8.632/ 8.754) 38.926( 38.926/ 38.913)
Length T1-B (mm) [T1B, T2B] 12.343( 12.343/ 12.332) 35.269( 35.214/ 35.334)
Length T1-C (mm) [T1C, T2C] 12.021( 12.007/ 12.035) 35.591( 35.550/ 35.632)
Length T1-D (mm) [T1D, T2D] 12.449( 12.394/ 12.516) 35.163( 35.163/ 35.150)
Length T1-E (mm) [T1E, T2E] 16.106( 16.106/ 16.095) 31.506( 31.452/ 31.571)
Length T1-T2 (mm) [T1T2] 47.612 ( 47.557 / 47.667)
Diameter of single contact point B (mm) [d-B] 65.882( 65.882/ 65.874) 194.121( 194.082/ 194.169)
Diameter of single contact point D (mm) [d-D] 65.962( 65.921/ 66.013) 194.044( 194.044/ 194.035)
Addendum contact ratio [eps] 1.086( 1.089/ 1.079) 0.886( 0.897/ 0.872)
Minimal length of contact line (mm) [Lmin] 79.945

Transverse contact ratio [eps_a] 1.972

Transverse contact ratio with allowances [eps_a.e/m/i] 1.986 / 1.969 / 1.951
Overlap ratio [eps_b] 2.118
Total contact ratio [eps_g] 4.090
Total contact ratio with allowances [eps_g.e/m/i] 4.104 / 4.087 / 4.069

2. FACTORS OF GENERAL INFLUENCE

------- GEAR 1 -------- GEAR 2 --

Nominal circum. force at pitch circle (N) [Ft] 2059.7
Axial force (N) [Fa] 437.8
Radial force (N) [Fr] 766.4
Normal force (N) [Fnorm] 2240.9
Nominal circumferential force per mm (N/mm) [w] 51.49
Only as information: Forces at operating pitch circle:
Nominal circumferential force (N) [Ftw] 2045.0
Axial force (N) [Faw] 437.8
Radial force (N) [Frw] 804.9
Circumferential speed reference circle (m/s) [v] 12.14
Circumferential speed operating pitch circle (m/s) [v(dw)] 12.23

Running-in value (µm) [yp] 0.6

Running-in value (µm) [yf] 0.6
Correction coefficient [CM] 0.800
Gear body coefficient [CR, bs/b, sr/mn] 0.898 ( 0.250, 4.983)
Basic rack factor [CBS] 0.885
Material coefficient [E/Est] 1.000
Singular tooth stiffness (N/mm/µm) [c'] 11.543
Meshing stiffness (N/mm/µm) [cgalf] 19.956
Meshing stiffness (N/mm/µm) [cgbet] 16.962
Reduced mass (kg/mm) [mRed] 0.01382
Resonance speed (min-1) [nE1] 7116
Resonance ratio (-) [N] 0.500
Subcritical range
Running-in value (µm) [ya] 0.6
Bearing distance l of pinion shaft (mm) [l] 80.000
Distance s of pinion shaft (mm) [s] 8.000
Outside diameter of pinion shaft (mm) [dsh] 40.000
Load in accordance with Figure 13, ISO 6336-1:2006 [-] 4
0:a), 1:b), 2:c), 3:d), 4:e)
Coefficient K' according to Figure 13, ISO 6336-1:2006 [K'] -1.00
Without support effect
Tooth trace deviation (active) (µm) [Fby] 4.97
from deformation of shaft (µm) [fsh*B1] 0.49
(fsh (µm) = 0.49, B1= 1.00, fHb5 (µm) = 6.50)

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Tooth without tooth trace modification
Position of Contact pattern: favorable
from production tolerances (µm) [fma*B2] 12.38
(B2= 1.00)
Tooth trace deviation, theoretical (µm) [Fbx] 5.85
Running-in value (µm) [yb] 0.88

Dynamic factor [KV] 1.325

Face load factor - flank [KHb] 1.495

- Tooth root [KFb] 1.444
- Scuffing [KBb] 1.495

Transverse load factor - flank [KHa] 1.470

- Tooth root [KFa] 1.470
- Scuffing [KBa] 1.470

Helical load factor scuffing [Kbg] 1.300

Number of load cycles (in mio.) [NL] 1067.040 360.391

3. TOOTH ROOT STRENGTH

Calculation of Tooth form coefficients according method: B

------- GEAR 1 -------- GEAR 2 --
Calculated with manufacturing profile shift [xE.e] 0.3056 0.3031
Tooth form factor [YF] 1.02 1.10
Stress correction factor [YS] 2.34 2.39
Working angle (°) [alfFen] 19.83 20.28
Bending moment arm (mm) [hF] 1.16 1.36
Tooth thickness at root (mm) [sFn] 2.93 3.04
Tooth root radius (mm) [roF] 0.59 0.53
(hF* = 0.930/ 1.088 sFn* = 2.345/ 2.436 roF* = 0.474/ 0.423)
(den (mm) =
68.437/ 201.674 dsFn(mm) = 62.846/ 190.628 alfsFn(°) = 30.00/ 30.00 qs = 2.472/ 2.881)

Helix angle factor [Ybet] 0.900

Deep tooth factor [YDT] 1.000
Gear rim factor [YB] 1.00 1.00
Effective facewidth (mm) [beff] 40.00 40.00
Nominal stress at tooth root (N/mm²) [sigF0] 88.16 97.45
Tooth root stress (N/mm²) [sigF] 309.89 342.54

Permissible bending stress at root of Test-gear

Notch sensitivity factor [YdrelT] 1.000 1.003
Surface factor [YRrelT] 1.031 1.031
size factor (Tooth root) [YX] 1.000 1.000
Finite life factor [YNT] 0.889 0.909
[YdrelT*YRrelT*YX*YNT] 0.917 0.940
Alternating bending factor (mean stress influence coefficient) [YM] 1.000 1.000
Stress correction factor [Yst] 2.00
Yst*sigFlim (N/mm²) [sigFE] 1000.00 1000.00
Permissible tooth root stress (N/mm²) [sigFP=sigFG/SFmin] 654.72 671.63
Limit strength tooth root (N/mm²) [sigFG] 916.61 940.28
Required safety [SFmin] 1.40 1.40
Safety for tooth root stress [SF=sigFG/sigF] 2.96 2.74

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Transmittable power (kW) [kWRating] 52.82 49.02

4. SAFETY AGAINST PITTING (TOOTH FLANK)

------- GEAR 1 -------- GEAR 2 --

Zone factor [ZH] 2.382
Elasticity factor (√N/mm²) [ZE] 189.812
Contact ratio factor [Zeps] 0.712
Helix angle factor [Zbet] 1.011
Effective facewidth (mm) [beff] 40.00
Nominal contact stress (N/mm²) [sigH0] 334.68
Contact stress at operating pitch circle (N/mm²) [sigHw] 638.31
Single tooth contact factor [ZB,ZD] 1.00 1.00
Contact stress (N/mm²) [sigHB, sigHD] 638.31 638.31

Lubrication coefficient at NL [ZL] 0.927 0.927

Speed coefficient at NL [ZV] 1.006 1.006
Roughness coefficient at NL [ZR] 0.997 0.997
Material pairing coefficient at NL [ZW] 1.000 1.000
Finite life factor [ZNT] 0.910 0.941
[ZL*ZV*ZR*ZNT] 0.846 0.875
Limited pitting is permitted: No
Size factor (flank) [ZX] 1.000 1.000
Permissible contact stress (N/mm²) [sigHP=sigHG/SHmin] 1153.55 1192.61
Pitting stress limit (N/mm²) [sigHG] 1268.91 1311.87
Required safety [SHmin] 1.10 1.10
Safety factor for contact stress at operating pitch circle
[SHw] 1.99 2.06
Safety for stress at single tooth contact [SHBD=sigHG/sigHBD] 1.99 2.06
(Safety regarding transmittable torque) [(SHBD)^2] 3.95 4.22
Transmittable power (kW) [kWRating] 81.65 87.27

4b. MICROPITTING ACCORDING TO ISO/TR 15144-1:2014

Calculation did not run. (Lubricant: Load stage micropitting test is unknown.)

5. SCUFFING LOAD CAPACITY

Calculation method according to ISO TR 13989:2000

Lubrication coefficient (for lubrication type) [XS] 1.000

Scuffing test and load stage [FZGtest] FZG - Test A / 8.3 / 90 (ISO 14635 - 1) 12
Multiple meshing factor [Xmp] 1.000
Relative structure coefficient (Scuffing) [XWrelT] 1.000
Thermal contact factor (N/mm/s^.5/K) [BM] 13.780 13.780
Relevant tip relief (µm) [Ca] 2.00 2.00
Optimal tip relief (µm) [Ceff] 3.23
Ca taken as optimal in the calculation (0=no, 1=yes) 0 0
Effective facewidth (mm) [beff] 40.000
Applicable circumferential force/facewidth (N/mm) [wBt] 187.305
Kbg = 1.300, wBt*Kbg = 243.497

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Angle factor [Xalfbet] 0.995
(ε1:1.086, ε2:0.886)

Flash temperature-criteria
Lubricant factor [XL] 0.888
Tooth mass temperature (°C) [theMi] 77.81
(theMi = theoil + XS*0.47*Xmp*theflm)
Average flash temperature (°C) [theflm] 5.97
Scuffing temperature (°C) [theS] 367.57
Coordinate gamma (point of highest temp.) [Gamma] 0.340
[Gamma.A]=-0.277 [Gamma.E]=0.340
Highest contact temp. (°C) [theB] 92.40
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Approach factor [XJ] 1.000
Load sharing factor [XGam] 0.659
Dynamic viscosity (mPa*s) [etaM] 10.86 ( 75.0 °C)
Coefficient of friction [mym] 0.047
Required safety [SBmin] 2.000
Safety factor for scuffing (flash temperature) [SB] 16.819

Integral temperature-criteria
Lubricant factor [XL] 1.000
Tooth mass temperature (°C) [theMC] 77.31
(theMC = theoil + XS*0.70*theflaint)
Mean flash temperature (°C) [theflaint] 3.30
Integral scuffing temperature (°C) [theSint] 366.33
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Running-in factor (well run in) [XE] 1.000
Contact ratio factor [Xeps] 0.211
Dynamic viscosity (mPa*s) [etaOil] 10.86 ( 75.0 °C)
Mean coefficient of friction [mym] 0.053
Geometry factor [XBE] 0.161
Meshing factor [XQ] 1.000
Tip relief factor [XCa] 1.714
Integral tooth flank temperature (°C) [theint] 82.27
Required safety [SSmin] 1.800
Safety factor for scuffing (intg.-temp.) [SSint] 4.453
Safety referring to transmittable torque [SSL] 40.078

6. MEASUREMENTS FOR TOOTH THICKNESS

------- Gear 1 ------ Gear 2 --

Tooth thickness deviation DIN 3967 d26 DIN 3967 d26
Tooth thickness allowance (normal section) (mm) [As.e/i] -0.060 / -0.120 -0.080 / -0.160

Number of teeth spanned [k] 7.000 19.000

Base tangent length (no backlash) (mm) [Wk] 25.255 71.418
Actual base tangent length ('span') (mm) [Wk.e/i] 25.198 / 25.142 71.343 / 71.268
(mm) [ΔWk.e/i] -0.056 / -0.113 -0.075 / -0.150
Diameter of measuring circle (mm) [dMWk.m] 65.882 193.902

Theoretical diameter of ball/pin (mm) [DM] 2.191 2.124

Effective diameter of ball/pin (mm) [DMeff] 2.500 2.500
Radial single-ball measurement backlash free (mm) [MrK] 35.101 99.112
Radial single-ball measurement (mm) [MrK.e/i] 35.034 / 34.967 99.011 / 98.910
Diameter of measuring circle (mm) [dMMr.m] 66.495 194.505

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Diametral measurement over two balls without clearance (mm) [MdK] 70.170 198.213
Diametral two ball measure (mm) [MdK.e/i] 70.037 / 69.902 198.012 / 197.809
Diametral measurement over pins without clearance (mm) [MdR] 70.202 198.223
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 70.069 / 69.933 198.022 / 197.820
Measurement over 2 pins (free) according to AGMA 2002 (mm)
[dk2f.e/i] 70.035 / 69.900 198.011 / 197.809
Measurement over 2 pins (transverse) according to AGMA 2002 (mm)
[dk2t.e/i] 70.100 / 69.965 198.033 / 197.830
Measurement over 3 pins (axial) according to AGMA 2002 (mm)
[dk3A.e/i] 70.069 / 69.933 198.022 / 197.820

Chordal tooth thickness (no backlash) (mm) [sc] 2.301 2.319

Actual chordal tooth thickness (mm) [sc.e/i] 2.241 / 2.181 2.239 / 2.159
Reference chordal height from da.m (mm) [ha] 1.958 1.969
Tooth thickness (Arc) (mm) [sn] 2.302 2.319
(mm) [sn.e/i] 2.242 / 2.182 2.239 / 2.159

Backlash free center distance (mm) [aControl.e/i] 129.816 / 129.630

Backlash free center distance, allowances (mm) [jta] -0.184 / -0.370
dNf.i with aControl (mm) [dNf0.i] 62.978 190.854
Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] -0.139 -0.002
Tip clearance (mm) [c0.i(aControl)] 0.029 0.002
Center distance allowances (mm) [Aa.e/i] 0.020 / -0.020

Circumferential backlash from Aa (mm) [jtw_Aa.e/i] 0.016 / -0.016

Radial clearance (mm) [jrw] 0.390 / 0.164
Circumferential backlash (transverse section) (mm) [jtw] 0.304 / 0.128
Normal backlash (mm) [jnw] 0.279 / 0.118
Torsional angle at entry with fixed output:
Entire torsional angle (°) [j.tSys] 0.5308/ 0.2242

7. GEAR ACCURACY

------- GEAR 1 -------- GEAR 2 --

According to ISO 1328-1:1995, ISO 1328-2:1997
Accuracy grade [Q] 6 6
Single pitch deviation (µm) [fptT] 7.50 8.50
Base circle pitch deviation (µm) [fpbT] 7.00 8.00
Sector pitch deviation over k/8 pitches (µm) [Fpk/8T] 13.00 18.00
Profile form deviation (µm) [ffaT] 6.50 7.50
Profile slope deviation (µm) [fHaT] 5.50 6.00
Total profile deviation (µm) [FaT] 8.50 10.00
Helix form deviation (µm) [ffbT] 8.50 9.00
Helix slope deviation (µm) [fHbT] 8.50 9.00
Total helix deviation (µm) [FbT] 12.00 13.00
Total cumulative pitch deviation (µm) [FpT] 26.00 35.00
Runout (µm) [FrT] 21.00 28.00
Single flank composite, total (µm) [FisT] 35.00 44.00
Single flank composite, tooth-to-tooth (µm) [fisT] 9.00 9.50
Radial composite, total (µm) [FidT] 27.00 34.00
Radial composite, tooth-to-tooth (µm) [fidT] 6.50 6.50

Axis alignment tolerances (recommendation acc. to ISO TR 10064-3:1996, Quality)

6)
Maximum value for deviation error of axis (µm) [fSigbet] 13.00 (Fb= 13.00)
Maximum value for inclination error of axes (µm) [fSigdel] 26.00

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8. ADDITIONAL DATA

Maximal possible center distance (eps_a=1.0) [aMAX] 131.383

Mass (kg) [m] 1.065 8.608
Total mass (kg) [m] 9.673
Moment of inertia (system with reference to the drive):
calculation without consideration of the exact tooth shape
single gears ((da+df)/2...di) (kg*m²) [TraeghMom] 0.0005761 0.04303
System ((da+df)/2...di) (kg*m²) [TraeghMom] 0.005485
Torsional stiffness on input for stopped output:
Torsional stiffness (MNm/rad) [cr] 0.628
Torsion when subjected to nominal torque (°) [delcr] 0.006
Mean coeff. of friction (acc. Niemann) [mum] 0.053
Wear sliding coef. by Niemann [zetw] 0.669
Gear power loss (kW) [PVZ] 0.111
(Meshing efficiency (%) [etaz] 99.558)
Sound pressure level (according to Masuda) [dB(A)] 73.4

Indications for the manufacturing by wire cutting:

Deviation from theoretical tooth trace (µm) [WireErr] 276.9 93.6
Permissible deviation (µm) [Fb/2] 6.0 6.5

9. MODIFICATIONS AND TOOTH FORM DEFINITION

Data for the tooth form calculation :

Data not available.

10. SERVICE LIFE, DAMAGE

Required safety for tooth root [SFmin] 1.40

Required safety for tooth flank [SHmin] 1.10

Service life (calculated with required safeties):

System service life (h) [Hatt] > 1000000

Tooth root service life (h) [HFatt] 1e+006 1e+006

Tooth flank service life (h) [HHatt] 1e+006 1e+006
Note: The entry 1e+006 h means that the Service life > 1,000,000 h.

Damage calculated on the basis of the required service life [H] ( 5000.0 h)
F1% F2% H1% H2%
0.00 0.00 0.00 0.00

Calculation of the factors required to define reliability R(t) according to B. Bertsche with Weibull distribution:
R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %; t (h)
Gear fac b t0 T R(H)%
1 Tooth root 213408 1.7 9.654e+029 1.484e+030 100.00
1 Tooth flank 213408 1.3 9.014e+029 4.295e+030 100.00
2 Tooth root 72078 1.7 9.654e+029 1.484e+030 100.00
2 Tooth flank 72078 1.3 9.014e+029 4.295e+030 100.00

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Reliability of the configuration for required service life (%) 100.00 (Bertsche)

REMARKS:
- Specifications with [.e/i] imply: Maximum [e] and Minimal value [i] with
consideration of all tolerances
Specifications with [.m] imply: Mean value within tolerance
- For the backlash tolerance, the center distance tolerances and the tooth thickness
deviation are taken into account. Shown is the maximal and the minimal backlash corresponding
the largest resp. the smallest allowances
The calculation is done for the operating pitch circle.
- Calculation of Zbet according Corrigendum 1 ISO 6336-2:2008 with Zbet = 1/(COS(beta)^0.5)
- Details of calculation method:
cg according to method B
KV according to method B
KHb, KFb according method C
fma following equation (64), fsh following (57/58), Fbx following (52/53/57)
KHa, KFa according to method B
- The logarithmically interpolated value taken from the values for the fatigue strength and
the static strength, based on the number of load cycles, is used for coefficients ZL, ZV, ZR, ZW, ZX, YdrelT, YRrelT and YX..

End of Report lines: 531

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 Appendix D

Shaft calculation KISSsoft report

In this appendix the reports from the KISSsoft software, for the shaft calculations, where
specific information regarding shafts, bearings and their thermally safe operating speed,
again at the operating conditions of maximum torque and maximum speed, are sequentially
presented as follows:

• Shaft A operating at maximum torque (shaftATorque);

• Shaft B operating at maximum torque (shaftBTorque);

• Shaft C operating at maximum torque (shaftCTorque);

• Shaft A operating at maximum speed (shaftASpeed);

• Shaft B operating at maximum speed (shaftBSpeed);

• Shaft C operating at maximum speed (shaftCSpeed).

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KISSsoft Release 03/2017 F

KISSsoft University license - Universidade do Porto
File
Name : shaftATorque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 14:26:34

Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 163.900
Speed (1/min) 3500.00
Sense of rotation: clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 65.000
Weight of shaft (kg) 0.799
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 0.839
Mass moment of inertia (kg*mm²) 100.120
Momentum of mass GD2 (Nm²) 0.004

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material G-AlSi10Mg
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 55.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 19.900mm

Diameter (mm) [d] 25.0000
Length (mm) [l] 19.9000
Surface roughness (µm) [Rz] 4.8000

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer left (Chamfer left)

l=0.50 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.30 (mm), t=0.55 (mm), r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 19.900mm ... 111.900mm

Diameter (mm) [d] 32.0000
Length (mm) [l] 92.0000
Surface roughness (µm) [Rz] 4.8000

Cylinder (Cylinder) 111.900mm ... 127.900mm

Diameter (mm) [d] 25.0000
Length (mm) [l] 16.0000

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Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Cylinder (Cylinder) 127.900mm ... 141.900mm

Diameter (mm) [d] 20.0000
Length (mm) [l] 14.0000
Surface roughness (µm) [Rz] 8.0000

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 141.900mm ... 144.900mm

Diameter (mm) [d] 16.0000
Length (mm) [l] 3.0000
Surface roughness (µm) [Rz] 8.0000

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 144.900mm ... 163.900mm

Diameter (mm) [d] 19.0000
Length (mm) [l] 19.0000
Surface roughness (µm) [Rz] 8.0000

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Spline (Spline) 135.400mm ... 154.400mm

da=18.84 (mm), df=17.16 (mm), z=22, mn=0.80 (mm), l=19.00 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 43.9000
Position in global system (mm) [yglobal] 43.9000
Operating pitch diameter (mm) 38.4914
Helix angle (°) 12.0156 left
Working pressure angle at normal section (°) 20.2001
Position of contact (°) 20.0000
Length of load application (mm) 30.0000
Power (kW) 25.6563 driving (output)
Torque (Nm) -70.0000
Axial force (N) -774.1393

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Shearing force X (N) -2529.6762
Shearing force Z (N) 2949.8772
Bending moment X (Nm) 5.0957
Bending moment Z (Nm) -14.0003

Type of force element Coupling

Label in the model Coupling
Position on shaft (mm) [ylocal] 154.4000
Position in global system (mm) [yglobal] 154.4000
Effective diameter (mm) 20.0000
Radial force factor (-) 0.0000
Direction of the radial force (°) 0.0000
Axial force factor (-) 0.0000
Length of load application (mm) 19.0000
Power (kW) 25.6563 driven (input)
Torque (Nm) 70.0000
Axial force (N) 0.0000
Shearing force X (N) 0.0000
Shearing force Z (N) 0.0000
Bending moment X (Nm) 0.0000
Bending moment Z (Nm) 0.0000
Mass (kg) 0.0000
Mass moment of inertia Jp (kg*m²) 0.0000
Mass moment of inertia Jxx (kg*m²) 0.0000
Mass moment of inertia Jzz (kg*m²) 0.0000
Eccentricity (mm) 0.0000

Bearing

Label in the model Rolling bearing

Bearing type SKF 6205 ETN9
Bearing type Deep groove ball bearing (single row)

Bearing position (mm) [ylokal] 119.400

Bearing position (mm) [yglobal] 119.400
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 25.000
External diameter (mm) [D] 52.000
Width (mm) [b] 15.000
Corner radius (mm) [r] 1.000
Basic static load rating (kN) [C0] 9.300
Basic dynamic load rating (kN) [C] 17.800
Fatigue load rating (kN) [Cu] 0.400
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6305 ETN9
Bearing type Deep groove ball bearing (single row)

Bearing position (mm) [ylokal] 11.400

Bearing position (mm) [yglobal] 11.400
Attachment of external ring Free bearing
Inner diameter (mm) [d] 25.000
External diameter (mm) [D] 62.000

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Width (mm) [b] 17.000

Corner radius (mm) [r] 1.100
Basic static load rating (kN) [C0] 13.400
Basic dynamic load rating (kN) [C] 26.000
Fatigue load rating (kN) [Cu] 0.570
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 43.9000 (mm)) is taken into account as component of the shaft.
EI (y= 28.9000 (mm)): 10603.2019 (Nm²), EI (y= 58.9000 (mm)): 10603.2019 (Nm²), m (yS= 43.9000 (mm)): 0.0403 (kg)
Jp: 0.0000 (kg*m²), Jxx: 0.0000 (kg*m²), Jzz: 0.0000 (kg*m²)

Results

Shaft

Maximum deflection (μm) 13.764

Position of the maximum (mm) 58.900
Mass center of gravity (mm) 72.807
Total axial load (N) -774.139
Torsion under torque (°) 0.159

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 65.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] 0.00 mm
Oil bath lubrication

Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 119.40 mm
Dynamic equivalent load [P] 1.83 kN
Equivalent load [P0] 1.12 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 1.064
Nominal bearing service life [Lnh] 4382.87 h
Modified bearing service life [Lnmh] 4665.27 h
Operating viscosity [ν] 16.74 mm²/s
Static safety factor [S0] 8.27
Bearing reaction force [Fx] 0.632 kN

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Bearing reaction force [Fy] 0.776 kN
Bearing reaction force [Fz] -0.930 kN
Bearing reaction force [Fr] 1.125 kN (-55.82°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.039 Nm
Sliding moment of friction [Msl] 0.024 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.063 Nm
Power loss [Ploss] 23.242 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -3.512 µm
Displacement of bearing [uy] 81.938 µm
Displacement of bearing [uz] 5.170 µm
Displacement of bearing [ur] 6.250 µm (124.18°)
Misalignment of bearing [rx] -0.134 mrad (-0.46')
Misalignment of bearing [ry] 0.715 mrad (2.46')
Misalignment of bearing [rz] -0.109 mrad (-0.38')
Misalignment of bearing [rr] 0.173 mrad (0.59')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 11.40 mm
Dynamic equivalent load [P] 2.77 kN
Equivalent load [P0] 2.77 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 1.172
Nominal bearing service life [Lnh] 3958.85 h
Modified bearing service life [Lnmh] 4638.99 h
Operating viscosity [ν] 16.74 mm²/s
Static safety factor [S0] 4.85
Bearing reaction force [Fx] 1.898 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] -2.011 kN
Bearing reaction force [Fr] 2.765 kN (-46.66°)
Bearing reaction moment [Mx] 0.00 Nm
Bearing reaction moment [My] 0.00 Nm
Bearing reaction moment [Mz] -0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (-49.4°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.029 Nm
Sliding moment of friction [Msl] 0.029 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.058 Nm
Power loss [Ploss] 21.421 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -4.317 µm
Displacement of bearing [uy] 25.685 µm
Displacement of bearing [uz] 4.520 µm
Displacement of bearing [ur] 6.250 µm (133.69°)
Misalignment of bearing [rx] 0.174 mrad (0.6')
Misalignment of bearing [ry] 0.000 mrad (0')

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Misalignment of bearing [rz] 0.121 mrad (0.42')

Misalignment of bearing [rr] 0.212 mrad (0.73')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 107.17 107.78
----------------------------
Σ 107.17 107.78

Utilization (%) [Lreq] ( 5000.000)

B1 B2
102.34 102.53
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

B1: Rolling bearing

B2: Rolling bearing

Shaft '
Shaft 1', Dokumentationspunkt Meshing gear point
Y position (mm) [y] 43.90
Equivalent stress (N/mm²) [sigV] 25.91

X Y Z R
Displacement (mm) -0.0081 0.0425 0.0100 0.0129
Rotation (mrad) 0.0873 0.0219 0.0440 0.0978
Force (kN) -0.6329 0.3871 0.5385 0.8310
Torque (Nm) -56.8896 35.0000 -45.1902 72.6538

Figure: Deformation (bending etc.) (Arbitrary plane 128.0156261 121)

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Nominal stresses, without taking into account stress concentrations
GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 4559.70 Hz, Critical speed: 273581.98 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
3. Eigenfrequency: 7336.79 Hz, Critical speed: 440207.17 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
4. Eigenfrequency: 10674.69 Hz, Critical speed: 640481.54 1/min Axial 'Shaft 1'
5. Eigenfrequency: 13739.13 Hz, Critical speed: 824347.98 1/min Torsion 'Shaft 1'

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (4559.7 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (7336.79 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (10674.69 Hz))

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Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (13739.13 Hz))

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Strength calculation according to DIN 743:2012
with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Shoulder 141.90 Shoulder
B-B Spline 144.91 Spline
C-C Shoulder 127.90 Shoulder

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Shoulder 2.06 0.85 0.95 4.15 3.02 6.09
B-B Spline 1.00 1.00 0.94 5.67 3.73 19.19
C-C Shoulder 2.25 0.85 0.93 7.62 5.91 11.09

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T
1 210000 1.5 1.915e+011 4.061e+011

Damage to cross sections (%) [D]

A-A Shoulder: 0.00
B-B Spline: 0.00

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C-C Shoulder: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Shoulder 39.689 28.913
B-B Spline 32.155 21.148
C-C Shoulder 20.321 15.749

Maximum utilization (%) [A] 39.689

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 163.90
Speed (1/min) [n] 3500.00

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 35.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1093.94
[σSeff] (N/mm²) 774.87
[σbF] (N/mm²) 774.87
[τtF] (N/mm²) 447.37
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 437.57

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[σbW] (N/mm²) 546.97

[τtW] (N/mm²) 328.18

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 1050.000
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Shoulder' Shoulder

Comment Y= 141.90mm
Position (Y-Coordinate) (mm) [y] 141.900
External diameter (mm) [da] 16.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 20.000 0.100 2.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 35.000 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.005 35.000 0.460
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.009 119.000 0.782
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 201.062 402.124 804.248 201.062

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 43.519 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.013 43.519 0.003
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.022 147.964 0.005

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Stress concentration factor [a] 4.631 4.081 2.551

References stress slope [G'] 24.156 24.156 11.500
Notch sensitivity factor [n] 1.981 1.981 1.677
Notch effect coefficient [ß] 2.338 2.060 1.522
Geometrical size influence [K2(d)] 1.000 0.949 0.949
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 2.510 2.066 1.496

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 75.377
Equivalent mean stress (N/mm²) [τmV] 43.519

Fatigue limit of part (N/mm²) [σWK] 174.339 264.684 219.446

Influence coefficient of mean stress sensitivity.
[ψσK] 0.087 0.138 0.111
Permissible amplitude (N/mm²) [σADK] 0.010 0.134 197.435
Permissible amplitude (N/mm²) [σANK] 0.010 0.134 197.435
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 4.150
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 345.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 3.024
Required safety [Smin] 1.200

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Result (%) [S/Smin] 252.0

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 6.092
Required safety [Smin] 1.200
Result (%) [S/Smin] 507.6

Cross section 'B-B Spline' Spline

Comment Y= 144.90...163.90mm
Position (Y-Coordinate) (mm) [y] 144.910
External diameter (mm) [da] 19.000
Inner diameter (mm) [di] 0.000
Notch effect Spline
ISO 4156:2005, DIN 5480:2005
[da, df, z, mn] (mm) 18.840 17.160 22 0.800
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 34.982 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.004 34.982 0.414
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.007 118.937 0.703
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 231.273 496.080 992.160 231.273

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 35.258 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.008 35.258 0.002
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.013 119.877 0.004

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Notch effect coefficient [ß(dB)] 1.000 1.000 1.000

[dB] (mm) = 29.0
Geometrical size influence [K3(d)] 1.000 1.000 1.000
Geometrical size influence [K3(dB)] 1.000 1.000 1.000
Notch effect coefficient [ß] 1.000 1.000 1.000
Geometrical size influence [K2(d)] 1.000 0.938 0.938
Influence coefficient surface roughness [KF] 1.000 1.000 1.000
Roughness factor is included into the notch effect coefficient
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 1.000 1.066 1.066

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 61.069
Equivalent mean stress (N/mm²) [τmV] 35.258

Fatigue limit of part (N/mm²) [σWK] 437.574 513.025 307.815

Influence coefficient of mean stress sensitivity.
[ψσK] 0.250 0.306 0.164
Permissible amplitude (N/mm²) [σADK] 0.013 0.100 223.686
Permissible amplitude (N/mm²) [σANK] 0.013 0.100 223.686
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 5.674
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 472.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 3.732
Required safety [Smin] 1.200
Result (%) [S/Smin] 311.0

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Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 19.185
Required safety [Smin] 1.200
Result (%) [S/Smin] 1598.8

Cross section 'C-C Shoulder' Shoulder

Comment Y= 127.90mm
Position (Y-Coordinate) (mm) [y] 127.900
External diameter (mm) [da] 20.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 25.000 0.100 2.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 35.000 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.014 35.000 0.798
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.024 119.000 1.356
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 314.159 785.398 1570.796 314.159

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 22.282 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.018 22.282 0.003
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.030 75.758 0.006

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.065 4.451 2.738

References stress slope [G'] 24.045 24.045 11.500
Notch sensitivity factor [n] 1.978 1.978 1.677
Notch effect coefficient [ß] 2.560 2.250 1.633
Geometrical size influence [K2(d)] 1.000 0.935 0.935
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 2.732 2.276 1.623

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 38.593
Equivalent mean stress (N/mm²) [τmV] 22.282

Fatigue limit of part (N/mm²) [σWK] 160.155 240.349 202.199

Influence coefficient of mean stress sensitivity.
[ψσK] 0.079 0.123 0.102
Permissible amplitude (N/mm²) [σADK] 0.020 0.359 183.513
Permissible amplitude (N/mm²) [σANK] 0.020 0.359 183.513
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 7.619
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 634.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 5.905
Required safety [Smin] 1.200
Result (%) [S/Smin] 492.1

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 11.085

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Required safety [Smin] 1.200
Result (%) [S/Smin] 923.8

Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

Figure: Moment diagram (Arbitrary plane 127.5363808 121)

End of Report lines: 705

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KISSsoft Release 03/2017 F

KISSsoft University license - Universidade do Porto
File
Name : shaftATorque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:24:21

THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Oil-groove lubrication
Mean bearing temperature [Tm] 75.000 °C
Temperature of bearing environment [Tu] 65.000 °C
Lubricant - service temperature [TB] 65.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6205 ETN9
Design series 62
Speed [n] 3500.000 1/min
Coefficient [f0r] 2.000
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 3628.540 mm²
Reference load [P1r] 0.465 kN
Bearing mean diameter [dm] 38.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 15140.793 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.000

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000313
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.011 kW
Total heat flow [Φ] 0.097 kW
Dynamic equivalent load [P1] 2447.072 N
kinematic viscosity at service temperature [ν] 16.738 mm²/s
Lubricant film parameter [KL] 0.749
Charge parameter [KP] 0.483
Speed ratio [fn] 0.864
Thermally safe operating speed [nθ] 13085.549 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

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Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6305 ETN9
Design series 63
Speed [n] 3500.000 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 4646.416 mm²
Reference load [P1r] 0.670 kN
Bearing mean diameter [dm] 43.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 12963.076 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000409
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.014 kW
Total heat flow [Φ] 0.100 kW
Dynamic equivalent load [P1] 2765.099 N
kinematic viscosity at service temperature [ν] 16.738 mm²/s
Lubricant film parameter [KL] 0.929
Charge parameter [KP] 0.668
Speed ratio [fn] 0.710
Thermally safe operating speed [nθ] 9209.607 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

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KISSsoft University license - Universidade do Porto
File
Name : shaftBTorque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 14:52:22

Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 145.550
Speed (1/min) 889.23
Sense of rotation: counter clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 65.000
Weight of shaft (kg) 1.552
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 3.233
Mass moment of inertia (kg*mm²) 2451.291
Momentum of mass GD2 (Nm²) 0.096

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material G-AlSi10Mg
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 55.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 28.550mm

Diameter (mm) [d] 40.0000
Length (mm) [l] 28.5500
Surface roughness (µm) [Rz] 4.8000

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.85 (mm), t=1.25 (mm), r=0.20 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 28.550mm ... 113.550mm

Diameter (mm) [d] 42.0000
Length (mm) [l] 85.0000
Surface roughness (µm) [Rz] 4.8000

Key way (Key way) 38.550mm ... 66.550mm

l=28.00 (mm), i=1, Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius right (Radius right)

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r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 113.550mm ... 120.550mm

Diameter (mm) [d] 49.0000
Length (mm) [l] 7.0000
Surface roughness (µm) [Rz] 8.0000

Cylinder (Cylinder) 120.550mm ... 145.550mm

Diameter (mm) [d] 40.0000
Length (mm) [l] 25.0000
Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.80 (mm), alpha=45.00 (°)

Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 52.5500
Position in global system (mm) [yglobal] 52.5500
Operating pitch diameter (mm) 151.5086
Helix angle (°) 12.0156 right
Working pressure angle at normal section (°) 20.2001
Position of contact (°) 200.0000
Length of load application (mm) 30.0000
Power (kW) 25.6563 driven (input)
Torque (Nm) -275.5193
Axial force (N) 774.1037
Shearing force X (N) 2529.5601
Shearing force Z (N) -2949.7418
Bending moment X (Nm) 20.0566
Bending moment Z (Nm) -55.1052

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 93.5500
Position in global system (mm) [yglobal] 93.5500
Operating pitch diameter (mm) 65.6436
Helix angle (°) 12.0839 right
Working pressure angle at normal section (°) 21.0503
Position of contact (°) -25.0000
Length of load application (mm) 40.0000
Power (kW) 25.6572 driving (output)
Torque (Nm) 275.5286
Axial force (N) -1797.1958
Shearing force X (N) -6542.2743
Shearing force Z (N) -6211.8000
Bending moment X (Nm) -24.9291
Bending moment Z (Nm) -53.4605

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Bearing

Label in the model Rolling bearing

Bearing type SKF 6308
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 17.000
Bearing position (mm) [yglobal] 17.000
Attachment of external ring Free bearing
Inner diameter (mm) [d] 40.000
External diameter (mm) [D] 90.000
Width (mm) [b] 23.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 24.000
Basic dynamic load rating (kN) [C] 42.300
Fatigue load rating (kN) [Cu] 1.000
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6308
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 132.050
Bearing position (mm) [yglobal] 132.050
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 40.000
External diameter (mm) [D] 90.000
Width (mm) [b] 23.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 24.000
Basic dynamic load rating (kN) [C] 42.300
Fatigue load rating (kN) [Cu] 1.000
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 52.5500 (mm)) is taken into account as component of the shaft.
EI (y= 37.5500 (mm)): 31465.4742 (Nm²), EI (y= 67.5500 (mm)): 31465.4742 (Nm²), m (yS= 52.5500 (mm)): 1.4016 (kg)
Jp: 0.0019 (kg*m²), Jxx: 0.0011 (kg*m²), Jzz: 0.0011 (kg*m²)

-----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 93.5500 (mm)) is taken into account as component of the shaft.
EI (y= 73.5500 (mm)): 31465.4742 (Nm²), EI (y= 113.5500 (mm)): 31465.4742 (Nm²), m (yS= 93.5500 (mm)): 0.2786 (kg)
Jp: 0.0002 (kg*m²), Jxx: 0.0001 (kg*m²), Jzz: 0.0001 (kg*m²)

Results

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Shaft

Maximum deflection (μm) 10.661

Position of the maximum (mm) 80.217
Mass center of gravity (mm) 73.663
Total axial load (N) -1023.092
Torsion under torque (°) 0.009

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 65.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] -54.94 mm
Oil bath lubrication

Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 17.00 mm
Dynamic equivalent load [P] 4.32 kN
Equivalent load [P0] 4.32 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 0.798
Nominal bearing service life [Lnh] 17579.34 h
Modified bearing service life [Lnmh] 14028.21 h
Operating viscosity [ν] 17.13 mm²/s
Static safety factor [S0] 5.55
Bearing reaction force [Fx] 1.385 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] 4.093 kN
Bearing reaction force [Fr] 4.321 kN (71.3°)
Bearing reaction moment [Mx] 0.00 Nm
Bearing reaction moment [My] -0.00 Nm
Bearing reaction moment [Mz] -0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (-90°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.038 Nm
Sliding moment of friction [Msl] 0.088 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.126 Nm
Power loss [Ploss] 11.737 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -2.097 µm
Displacement of bearing [uy] 32.088 µm
Displacement of bearing [uz] -6.152 µm

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Displacement of bearing [ur] 6.500 µm (-108.82°)
Misalignment of bearing [rx] -0.068 mrad (-0.23')
Misalignment of bearing [ry] 0.000 mrad (0')
Misalignment of bearing [rz] 0.035 mrad (0.12')
Misalignment of bearing [rr] 0.076 mrad (0.26')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 132.05 mm
Dynamic equivalent load [P] 5.74 kN
Equivalent load [P0] 5.74 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 0.649
Nominal bearing service life [Lnh] 7516.00 h
Modified bearing service life [Lnmh] 4874.69 h
Operating viscosity [ν] 17.13 mm²/s
Static safety factor [S0] 4.18
Bearing reaction force [Fx] 2.627 kN
Bearing reaction force [Fy] 1.028 kN
Bearing reaction force [Fz] 5.099 kN
Bearing reaction force [Fr] 5.736 kN (62.74°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.074 Nm
Sliding moment of friction [Msl] 0.230 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.304 Nm
Power loss [Ploss] 28.318 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -2.994 µm
Displacement of bearing [uy] 91.679 µm
Displacement of bearing [uz] -5.769 µm
Displacement of bearing [ur] 6.500 µm (-117.43°)
Misalignment of bearing [rx] 0.082 mrad (0.28')
Misalignment of bearing [ry] 0.159 mrad (0.55')
Misalignment of bearing [rz] -0.039 mrad (-0.13')
Misalignment of bearing [rr] 0.091 mrad (0.31')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 35.64 102.57
----------------------------
Σ 35.64 102.57

Utilization (%) [Lreq] ( 5000.000)

B1 B2
70.90 100.85
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

B1: Rolling bearing

B2: Rolling bearing

Shaft '

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Shaft 1', Dokumentationspunkt Meshing point Z2

Y position (mm) [y] 52.55
Equivalent stress (N/mm²) [sigV] 28.82

X Y Z R
Displacement (mm) -0.0035 0.0505 -0.0089 0.0095
Rotation (mrad) -0.0368 0.0015 0.0249 0.0444
Force (kN) -2.6505 -0.3826 -2.6069 3.7177
Torque (Nm) 124.2267 137.7690 -31.1811 128.0802

Shaft '
Shaft 1', Dokumentationspunkt Meshing point Z3
Y position (mm) [y] 93.55
Equivalent stress (N/mm²) [sigV] 31.81

X Y Z R
Displacement (mm) -0.0046 0.0717 -0.0094 0.0104
Rotation (mrad) 0.0298 0.1377 -0.0095 0.0313
Force (kN) -0.6442 0.1290 1.9865 2.0883
Torque (Nm) 152.6450 137.7643 -95.1577 179.8764

Figure: Deformation (bending etc.) (Arbitrary plane 245.1563514 121)

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Nominal stresses, without taking into account stress concentrations
GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 5020.52 Hz, Critical speed: 301231.06 1/min Bending YZ 'Shaft 1', Bending XY 'Shaft 1'
3. Eigenfrequency: 7620.02 Hz, Critical speed: 457200.98 1/min Bending XY 'Shaft 1'
4. Eigenfrequency: 12077.69 Hz, Critical speed: 724661.44 1/min Bending XY 'Shaft 1'
5. Eigenfrequency: 12150.11 Hz, Critical speed: 729006.89 1/min Torsion 'Shaft 1'

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (5020.52 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (7620.02 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (12077.69 Hz))

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Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (12150.11 Hz))

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Strength calculation according to DIN 743:2012
with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Key way 66.54 Key
B-B Smooth shaft 73.55 Smooth shaft
C-C Shoulder 113.55 Shoulder

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Key way 3.05 1.00 0.88 5.59 11.60 17.71
B-B Smooth shaft 1.00 0.89 0.88 10.37 10.96 40.71
C-C Shoulder 2.88 0.86 0.88 10.46 28.43 15.44

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T
1 53354 1.5 4.865e+010 1.032e+011

Damage to cross sections (%) [D]

A-A Key way: 0.00
B-B Smooth shaft: 0.00

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C-C Shoulder: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Key way 10.345 21.448
B-B Smooth shaft 10.947 11.569
C-C Shoulder 7.771 11.477

Maximum utilization (%) [A] 21.448

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 145.55
Speed (1/min) [n] 889.23

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 50.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1045.61
[σSeff] (N/mm²) 740.64
[σbF] (N/mm²) 740.64
[τtF] (N/mm²) 427.61
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 418.24

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[σbW] (N/mm²) 522.80

[τtW] (N/mm²) 313.68

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 266.769
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Key way' Key

Comment Y= 38.55... 66.55mm
Position (Y-Coordinate) (mm) [y] 66.540
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Key
Number of keys [n] 1
Groove with manufactured with end milling cutter
Standard: DIN 6885.1:1968 Default
[b, t] (mm) 12.000 5.100
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] -371.8 0.0 133.1 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 371.8 150.4 133.1 4020.8
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] -1264.1 255.7 452.6 6835.3
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) -0.268 0.000 9.151 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.268 20.676 9.151 3.870
[σzdmax,σbmax,τmax,τqmax] (N/mm²) -0.912 35.149 31.115 6.578

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Notch effect coefficient [ß(dB)] 3.046 3.046 1.846

[dB] (mm) = 40.0
Geometrical size influence [K3(d)] 0.944 0.944 0.969
Geometrical size influence [K3(dB)] 0.946 0.946 0.970
Notch effect coefficient [ß] 3.051 3.051 1.847
Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 1.000 1.000 1.000
Roughness factor is included into the notch effect coefficient
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 3.051 3.447 2.087

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 15.848
Equivalent mean stress (N/mm²) [τmV] 9.150

Fatigue limit of part (N/mm²) [σWK] 137.098 151.662 150.279

Influence coefficient of mean stress sensitivity.
[ψσK] 0.070 0.078 0.077
Permissible amplitude (N/mm²) [σADK] 12.332 143.086 139.481
Permissible amplitude (N/mm²) [σANK] 12.332 143.086 139.481
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 5.595
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 466.2

Present safety
for proof against exceed of yield point:

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Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 11.600
Required safety [Smin] 1.200
Result (%) [S/Smin] 966.7

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 17.709
Required safety [Smin] 1.200
Result (%) [S/Smin] 1475.7

Cross section 'B-B Smooth shaft' Smooth shaft

Comment
Position (Y-Coordinate) (mm) [y] 73.550
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Smooth shaft
Mean roughness (µm) [Rz] 4.800

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] -384.8 0.0 137.8 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 384.8 167.2 137.8 4073.1
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] -1308.4 284.3 468.4 6924.3
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) -0.278 0.000 9.470 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.278 22.992 9.470 3.920
[σzdmax,σbmax,τmax,τqmax] (N/mm²) -0.944 39.086 32.199 6.664

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Notch effect coefficient [ß] 1.000 1.000 1.000

Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 0.892 0.892 0.938
Surface stabilization factor [KV] 1.000 1.033 1.033
Total influence coefficient [K] 1.121 1.210 1.157

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 16.401
Equivalent mean stress (N/mm²) [τmV] 9.469

Fatigue limit of part (N/mm²) [σWK] 373.215 431.973 271.029

Influence coefficient of mean stress sensitivity.
[ψσK] 0.217 0.260 0.149
Permissible amplitude (N/mm²) [σADK] 12.334 364.317 213.819
Permissible amplitude (N/mm²) [σANK] 12.334 364.317 213.819
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 10.373
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 864.4

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 10.962
Required safety [Smin] 1.200
Result (%) [S/Smin] 913.5

Present safety

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for proof of avoiding incipient crack on hard surface layers:

Safety against incipient crack [S] 40.713
Required safety [Smin] 1.200
Result (%) [S/Smin] 3392.7

Cross section 'C-C Shoulder' Shoulder

Comment Y= 113.55mm
Position (Y-Coordinate) (mm) [y] 113.550
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 49.000 0.100 3.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 513.8 0.0 0.0 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 513.8 106.1 0.0 5733.1
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 1746.9 180.3 0.0 9746.3
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.371 0.000 0.000 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.371 14.584 0.000 5.518
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 1.261 24.792 0.000 9.380

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Stress concentration factor [a] 6.381 5.683 3.299

References stress slope [G'] 23.896 23.896 11.500
Notch sensitivity factor [n] 1.975 1.975 1.677
Notch effect coefficient [ß] 3.230 2.877 1.968
Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 0.857 0.857 0.918
Surface stabilization factor [KV] 1.000 1.033 1.033
Total influence coefficient [K] 3.397 3.307 2.238

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 0.371
Equivalent mean stress (N/mm²) [τmV] 0.214

Fatigue limit of part (N/mm²) [σWK] 123.135 158.089 140.148

Influence coefficient of mean stress sensitivity.
[ψσK] 0.063 0.082 0.072
Permissible amplitude (N/mm²) [σADK] 115.884 157.761 1.988
Permissible amplitude (N/mm²) [σANK] 115.884 157.761 1.988
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 10.456
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 871.3

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 28.428
Required safety [Smin] 1.200
Result (%) [S/Smin] 1286.9

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 15.443
Required safety [Smin] 1.200
Result (%) [S/Smin] 1286.9

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Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

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File
Name : shaftBTorque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 14:53:14

THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Oil-groove lubrication
Mean bearing temperature [Tm] 75.000 °C
Temperature of bearing environment [Tu] 65.000 °C
Lubricant - service temperature [TB] 65.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6308
Design series 63
Speed [n] 889.230 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 9393.362 mm²
Reference load [P1r] 1.200 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9597.697 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000382
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.029 kW
Total heat flow [Φ] 0.115 kW
Dynamic equivalent load [P1] 4321.333 N
kinematic viscosity at service temperature [ν] 17.134 mm²/s
Lubricant film parameter [KL] 1.662
Charge parameter [KP] 0.940
Speed ratio [fn] 0.505
Thermally safe operating speed [nθ] 4850.399 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

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Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6308
Design series 63
Speed [n] 889.230 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 9393.362 mm²
Reference load [P1r] 1.200 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9597.697 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000440
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.029 kW
Total heat flow [Φ] 0.115 kW
Dynamic equivalent load [P1] 5736.183 N
kinematic viscosity at service temperature [ν] 17.134 mm²/s
Lubricant film parameter [KL] 1.662
Charge parameter [KP] 1.438
Speed ratio [fn] 0.425
Thermally safe operating speed [nθ] 4077.147 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

End of Report lines: 96

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KISSsoft Release 03/2017 F

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File
Name : shaftCTorque
Changed by: Carlos Rodrigues on: 02.07.2018 at: 23:34:24

Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 201.550
Speed (1/min) 300.31
Sense of rotation: clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 65.000
Weight of shaft (kg) 2.509
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 5.566
Mass moment of inertia (kg*mm²) 7357.325
Momentum of mass GD2 (Nm²) 0.289

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material G-AlSi10Mg
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 55.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 30.000mm

Diameter (mm) [d] 34.0000
Length (mm) [l] 30.0000
Surface roughness (µm) [Rz] 8.0000

Spline (Spline) -15.000mm ... 15.000mm

da=33.84 (mm), df=32.16 (mm), z=41, mn=0.80 (mm), l=30.00 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Cylinder (Cylinder) 30.000mm ... 38.000mm

Diameter (mm) [d] 30.0000
Length (mm) [l] 8.0000
Surface roughness (µm) [Rz] 8.0000

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 38.000mm ... 58.000mm

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Diameter (mm) [d] 35.0000

Length (mm) [l] 20.0000
Surface roughness (µm) [Rz] 4.8000

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 58.000mm ... 83.550mm

Diameter (mm) [d] 45.0000
Length (mm) [l] 25.5500
Surface roughness (µm) [Rz] 8.0000

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.75 (mm), t=1.25 (mm), r=0.20 (mm), Rz=57.0, Turned (Ra=3.2μm/125μin)

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Cylinder (Cylinder) 83.550mm ... 167.550mm

Diameter (mm) [d] 50.0000
Length (mm) [l] 84.0000
Surface roughness (µm) [Rz] 4.8000

Key way (Key way) 129.550mm ... 165.550mm

l=36.00 (mm), i=1, Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 167.550mm ... 174.550mm

Diameter (mm) [d] 60.0000
Length (mm) [l] 7.0000
Surface roughness (µm) [Rz] 8.0000

Cylinder (Cylinder) 174.550mm ... 201.550mm

Diameter (mm) [d] 45.0000
Length (mm) [l] 27.0000
Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.80 (mm), alpha=45.00 (°)

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Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 147.5500
Position in global system (mm) [yglobal] 147.5500
Operating pitch diameter (mm) 194.3564
Helix angle (°) 12.0839 left
Working pressure angle at normal section (°) 21.0503
Position of contact (°) 160.0000
Length of load application (mm) 40.0000
Power (kW) 25.6572 driven (input)
Torque (Nm) 815.8513
Axial force (N) 1797.3512
Shearing force X (N) 5976.5016
Shearing force Z (N) 6758.9433
Bending moment X (Nm) -59.7384
Bending moment Z (Nm) -164.1299

Type of force element Coupling

Label in the model Coupling
Position on shaft (mm) [ylocal] 15.0000
Position in global system (mm) [yglobal] 15.0000
Effective diameter (mm) 40.0000
Radial force factor (-) 0.0000
Direction of the radial force (°) 0.0000
Axial force factor (-) 0.0000
Length of load application (mm) 30.0000
Power (kW) 25.6572 driving (output)
Torque (Nm) -815.8509
Axial force (N) 0.0000
Shearing force X (N) 0.0000
Shearing force Z (N) 0.0000
Bending moment X (Nm) 0.0000
Bending moment Z (Nm) 0.0000
Mass (kg) 0.0000
Mass moment of inertia Jp (kg*m²) 0.0000
Mass moment of inertia Jxx (kg*m²) 0.0000
Mass moment of inertia Jzz (kg*m²) 0.0000
Eccentricity (mm) 0.0000

Bearing

Label in the model Rolling bearing

Bearing type SKF 6209
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 73.050
Bearing position (mm) [yglobal] 73.050
Attachment of external ring Free bearing
Inner diameter (mm) [d] 45.000
External diameter (mm) [D] 85.000
Width (mm) [b] 19.000
Corner radius (mm) [r] 1.100
Basic static load rating (kN) [C0] 21.600
Basic dynamic load rating (kN) [C] 35.100

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Fatigue load rating (kN) [Cu] 0.915

Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6309
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 187.050
Bearing position (mm) [yglobal] 187.050
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 45.000
External diameter (mm) [D] 100.000
Width (mm) [b] 25.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 31.500
Basic dynamic load rating (kN) [C] 55.300
Fatigue load rating (kN) [Cu] 1.300
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 147.5500 (mm)) is taken into account as component of the shaft.
EI (y= 127.5500 (mm)): 63200.0085 (Nm²), EI (y= 167.5500 (mm)): 63200.0085 (Nm²), m (yS= 147.5500 (mm)): 3.0570 (kg)
Jp: 0.0067 (kg*m²), Jxx: 0.0037 (kg*m²), Jzz: 0.0037 (kg*m²)

Results

Shaft

Maximum deflection (μm) 9.154

Position of the maximum (mm) 127.550
Mass center of gravity (mm) 114.120
Total axial load (N) 1797.351
Torsion under torque (°) 0.287

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 65.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] 0.00 mm
Oil bath lubrication

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Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 73.05 mm
Dynamic equivalent load [P] 2.91 kN
Equivalent load [P0] 2.91 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 0.201
Nominal bearing service life [Lnh] 97484.51 h
Modified bearing service life [Lnmh] 19570.00 h
Operating viscosity [ν] 17.13 mm²/s
Static safety factor [S0] 7.43
Bearing reaction force [Fx] -0.631 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] -2.840 kN
Bearing reaction force [Fr] 2.909 kN (-102.53°)
Bearing reaction moment [Mx] -0.00 Nm
Bearing reaction moment [My] -0.00 Nm
Bearing reaction moment [Mz] -0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (-179.56°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.017 Nm
Sliding moment of friction [Msl] 0.082 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.099 Nm
Power loss [Ploss] 3.122 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] 1.791 µm
Displacement of bearing [uy] 95.139 µm
Displacement of bearing [uz] 7.025 µm
Displacement of bearing [ur] 7.250 µm (75.69°)
Misalignment of bearing [rx] 0.017 mrad (0.06')
Misalignment of bearing [ry] 3.996 mrad (13.74')
Misalignment of bearing [rz] -0.055 mrad (-0.19')
Misalignment of bearing [rr] 0.058 mrad (0.2')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 187.05 mm
Dynamic equivalent load [P] 6.60 kN
Equivalent load [P0] 6.60 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 0.189
Nominal bearing service life [Lnh] 32703.57 h
Modified bearing service life [Lnmh] 6192.45 h
Operating viscosity [ν] 17.13 mm²/s
Static safety factor [S0] 4.78
Bearing reaction force [Fx] -5.345 kN
Bearing reaction force [Fy] -1.797 kN
Bearing reaction force [Fz] -3.865 kN
Bearing reaction force [Fr] 6.596 kN (-144.13°)
Bearing reaction moment [Mx] 0.00 Nm

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Bearing reaction moment [My] 0.00 Nm

Bearing reaction moment [Mz] -0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (-51.28°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.059 Nm
Sliding moment of friction [Msl] 0.471 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.530 Nm
Power loss [Ploss] 16.664 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] 6.067 µm
Displacement of bearing [uy] 154.029 µm
Displacement of bearing [uz] 3.970 µm
Displacement of bearing [ur] 7.250 µm (33.2°)
Misalignment of bearing [rx] -0.064 mrad (-0.22')
Misalignment of bearing [ry] 5.013 mrad (17.23')
Misalignment of bearing [rz] -0.024 mrad (-0.08')
Misalignment of bearing [rr] 0.069 mrad (0.24')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 25.55 80.74
----------------------------
Σ 25.55 80.74

Utilization (%) [Lreq] ( 5000.000)

B1 B2
63.45 93.12
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

B1: Rolling bearing

B2: Rolling bearing

Shaft '
Shaft 1', Dokumentationspunkt Documentation point
Y position (mm) [y] 147.55
Equivalent stress (N/mm²) [sigV] 35.02

X Y Z R
Displacement (mm) 0.0055 0.1337 0.0068 0.0088
Rotation (mrad) -0.0527 5.0101 -0.0395 0.0658
Force (kN) -2.3572 -0.8987 -0.5079 2.4113
Torque (Nm) -149.0735 407.9256 99.1971 179.0613

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Figure: Deformation (bending etc.) (Arbitrary plane 58.5927984 121)

Nominal stresses, without taking into account stress concentrations

GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

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Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 3691.31 Hz, Critical speed: 221478.39 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
3. Eigenfrequency: 5194.18 Hz, Critical speed: 311650.85 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
4. Eigenfrequency: 8439.39 Hz, Critical speed: 506363.47 1/min Bending XY 'Shaft 1'
5. Eigenfrequency: 9325.02 Hz, Critical speed: 559501.01 1/min Torsion 'Shaft 1'

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (3691.31 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (5194.18 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (8439.39 Hz))

Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (9325.02 Hz))

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Strength calculation according to DIN 743:2012
with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Shoulder 38.00 Shoulder
B-B Shoulder 30.00 Shoulder
C-C Smooth shaft 34.00 Smooth shaft
D-D Shoulder 58.00 Shoulder

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Shoulder 2.50 0.86 0.91 1.71 1.58 2.99
B-B Shoulder 2.41 0.86 0.91 1.76 1.58 3.11
C-C Smooth shaft 1.00 0.86 0.91 2.40 1.58 8.79
D-D Shoulder 2.87 0.86 0.90 2.41 2.51 4.14

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T
1 18019 1.5 1.643e+010 3.484e+010

Damage to cross sections (%) [D]

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A-A Shoulder: 0.00

B-B Shoulder: 0.00
C-C Smooth shaft: 0.00
D-D Shoulder: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Shoulder 76.002 70.204
B-B Shoulder 76.002 68.025
C-C Smooth shaft 76.002 50.077
D-D Shoulder 47.861 49.798

Maximum utilization (%) [A] 76.002

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 201.55
Speed (1/min) [n] 300.31

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 65.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1010.06
[σSeff] (N/mm²) 715.46
[σbF] (N/mm²) 715.46
[τtF] (N/mm²) 413.07
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 404.02

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[σbW] (N/mm²) 505.03

[τtW] (N/mm²) 303.02

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 90.093
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Shoulder' Shoulder

Comment Y= 38.00mm
Position (Y-Coordinate) (mm) [y] 38.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 35.000 0.100 2.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 407.9 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 407.9 2.5
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 1386.9 4.3
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 76.946 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.019 76.946 0.005
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.032 261.617 0.008

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.543 4.953 2.940

References stress slope [G'] 24.045 24.045 11.500
Notch sensitivity factor [n] 1.978 1.978 1.677
Notch effect coefficient [ß] 2.802 2.504 1.753
Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 2.964 2.921 2.020

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 133.275
Equivalent mean stress (N/mm²) [τmV] 76.946

Fatigue limit of part (N/mm²) [σWK] 136.294 172.877 150.034

Influence coefficient of mean stress sensitivity.
[ψσK] 0.072 0.094 0.080
Permissible amplitude (N/mm²) [σADK] 0.005 0.101 138.891
Permissible amplitude (N/mm²) [σANK] 0.005 0.101 138.891
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 1.709
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 142.4

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 1.579
Required safety [Smin] 1.200

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Result (%) [S/Smin] 131.6

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 2.990
Required safety [Smin] 1.200
Result (%) [S/Smin] 249.2

Cross section 'B-B Shoulder' Shoulder

Comment Y= 30.00mm
Position (Y-Coordinate) (mm) [y] 30.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 34.000 0.100 2.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 407.9 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 407.9 2.1
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 1386.9 3.6
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 76.946 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.012 76.946 0.004
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.020 261.617 0.007

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.278 4.774 2.824

References stress slope [G'] 24.156 24.156 11.500
Notch sensitivity factor [n] 1.981 1.981 1.677
Notch effect coefficient [ß] 2.665 2.410 1.684
Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 2.827 2.819 1.944

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 133.275
Equivalent mean stress (N/mm²) [τmV] 76.946

Fatigue limit of part (N/mm²) [σWK] 142.910 179.175 155.913

Influence coefficient of mean stress sensitivity.
[ψσK] 0.076 0.097 0.084
Permissible amplitude (N/mm²) [σADK] 0.005 0.064 143.880
Permissible amplitude (N/mm²) [σANK] 0.005 0.064 143.880
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 1.764
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 147.0

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 1.579
Required safety [Smin] 1.200
Result (%) [S/Smin] 131.6

Present safety
for proof of avoiding incipient crack on hard surface layers:

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Safety against incipient crack [S] 3.113

Required safety [Smin] 1.200
Result (%) [S/Smin] 259.4

Cross section 'C-C Smooth shaft' Smooth shaft

Comment
Position (Y-Coordinate) (mm) [y] 34.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Smooth shaft
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 407.9 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 407.9 2.3
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 1386.9 3.9
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 76.946 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.015 76.946 0.004
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.026 261.617 0.007

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Notch effect coefficient [ß] 1.000 1.000 1.000

Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 1.162 1.264 1.189

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 133.275
Equivalent mean stress (N/mm²) [τmV] 76.946

Fatigue limit of part (N/mm²) [σWK] 347.567 399.414 254.774

Influence coefficient of mean stress sensitivity.
[ψσK] 0.208 0.246 0.144
Permissible amplitude (N/mm²) [σADK] 0.005 0.082 206.535
Permissible amplitude (N/mm²) [σANK] 0.005 0.082 206.535
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 2.396
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 199.7

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 1.579
Required safety [Smin] 1.200
Result (%) [S/Smin] 131.6

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 8.791
Required safety [Smin] 1.200
Result (%) [S/Smin] 732.6

Cross section 'D-D Shoulder' Shoulder

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Comment Y= 58.00mm
Position (Y-Coordinate) (mm) [y] 58.000
External diameter (mm) [da] 35.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 45.000 0.100 5.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 407.9 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.1 407.9 4.0
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.2 1386.9 6.8
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 962.1 4209.2 8418.5 962.1

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 48.456 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.027 48.456 0.006
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.047 164.750 0.009

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 6.536 5.666 3.369

References stress slope [G'] 23.759 23.759 11.500
Notch sensitivity factor [n] 1.973 1.973 1.677
Notch effect coefficient [ß] 3.313 2.873 2.010
Geometrical size influence [K2(d)] 1.000 0.897 0.897
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 3.476 3.364 2.327

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 83.928
Equivalent mean stress (N/mm²) [τmV] 48.456

Fatigue limit of part (N/mm²) [σWK] 116.236 150.113 130.198

Influence coefficient of mean stress sensitivity.
[ψσK] 0.061 0.080 0.069
Permissible amplitude (N/mm²) [σADK] 0.009 0.233 121.807
Permissible amplitude (N/mm²) [σANK] 0.009 0.233 121.807
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 2.410
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 200.8

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 2.507
Required safety [Smin] 1.200
Result (%) [S/Smin] 208.9

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 4.142
Required safety [Smin] 1.200
Result (%) [S/Smin] 345.2

Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

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THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Immersion lubrication - Oil level up to the middle of the lowest rolling element.
Mean bearing temperature [Tm] 75.000 °C
Temperature of bearing environment [Tu] 65.000 °C
Lubricant - service temperature [TB] 65.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6209
Design series 62
Speed [n] 300.310 1/min
Coefficient [f0r] 2.000
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 7759.734 mm²
Reference load [P1r] 1.080 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9306.785 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.000

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000330
(Depends upon type of design and load)
Heat flow (dissipated by the bearing support surface) [ΦS] 0.024 kW
Total heat flow [Φ] 0.024 kW
Dynamic equivalent load [P1] 2909.075 N
kinematic viscosity at service temperature [ν] 17.134 mm²/s
Lubricant film parameter [KL] 6.544
Charge parameter [KP] 2.530
Speed ratio [fn] 0.209
Thermally safe operating speed [nθ] 1942.700 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

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Type of support Deep groove ball bearing (single row)

Bearing number SKF 6309
Design series 63
Speed [n] 300.310 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 11388.273 mm²
Reference load [P1r] 1.575 kN
Bearing mean diameter [dm] 72.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 8850.783 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000412
(Depends upon type of design and load)
Heat flow (dissipated by the bearing support surface) [ΦS] 0.035 kW
Total heat flow [Φ] 0.035 kW
Dynamic equivalent load [P1] 6596.087 N
kinematic viscosity at service temperature [ν] 17.134 mm²/s
Lubricant film parameter [KL] 6.544
Charge parameter [KP] 5.171
Speed ratio [fn] 0.143
Thermally safe operating speed [nθ] 1264.089 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

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Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 163.900
Speed (1/min) 14000.00
Sense of rotation: clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 75.000
Weight of shaft (kg) 0.799
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 0.839
Mass moment of inertia (kg*mm²) 100.120
Momentum of mass GD2 (Nm²) 0.004

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material G-AlSi10Mg
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 65.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 19.900mm

Diameter (mm) [d] 25.0000
Length (mm) [l] 19.9000
Surface roughness (µm) [Rz] 4.8000

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer left (Chamfer left)

l=0.50 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.30 (mm), t=0.55 (mm), r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 19.900mm ... 111.900mm

Diameter (mm) [d] 32.0000
Length (mm) [l] 92.0000
Surface roughness (µm) [Rz] 4.8000

Cylinder (Cylinder) 111.900mm ... 127.900mm

Diameter (mm) [d] 25.0000
Length (mm) [l] 16.0000

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Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Cylinder (Cylinder) 127.900mm ... 141.900mm

Diameter (mm) [d] 20.0000
Length (mm) [l] 14.0000
Surface roughness (µm) [Rz] 8.0000

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 141.900mm ... 144.900mm

Diameter (mm) [d] 16.0000
Length (mm) [l] 3.0000
Surface roughness (µm) [Rz] 8.0000

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 144.900mm ... 163.900mm

Diameter (mm) [d] 19.0000
Length (mm) [l] 19.0000
Surface roughness (µm) [Rz] 8.0000

Chamfer right (Chamfer right)

l=0.50 (mm), alpha=45.00 (°)

Spline (Spline) 135.400mm ... 154.400mm

da=18.84 (mm), df=17.16 (mm), z=22, mn=0.80 (mm), l=19.00 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 43.9000
Position in global system (mm) [yglobal] 43.9000
Operating pitch diameter (mm) 38.4914
Helix angle (°) 12.0156 left
Working pressure angle at normal section (°) 20.2001
Position of contact (°) 20.0000
Length of load application (mm) 30.0000
Power (kW) 25.0000 driving (output)
Torque (Nm) -17.0523
Axial force (N) -188.5838

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Shearing force X (N) -616.2405

Shearing force Z (N) 718.6034
Bending moment X (Nm) 1.2413
Bending moment Z (Nm) -3.4105

Type of force element Coupling

Label in the model Coupling
Position on shaft (mm) [ylocal] 154.4000
Position in global system (mm) [yglobal] 154.4000
Effective diameter (mm) 20.0000
Radial force factor (-) 0.0000
Direction of the radial force (°) 0.0000
Axial force factor (-) 0.0000
Length of load application (mm) 19.0000
Power (kW) 25.0000 driven (input)
Torque (Nm) 17.0523
Axial force (N) 0.0000
Shearing force X (N) 0.0000
Shearing force Z (N) 0.0000
Bending moment X (Nm) 0.0000
Bending moment Z (Nm) 0.0000
Mass (kg) 0.0000
Mass moment of inertia Jp (kg*m²) 0.0000
Mass moment of inertia Jxx (kg*m²) 0.0000
Mass moment of inertia Jzz (kg*m²) 0.0000
Eccentricity (mm) 0.0000

Bearing

Label in the model Rolling bearing

Bearing type SKF 6205 ETN9
Bearing type Deep groove ball bearing (single row)

Bearing position (mm) [ylokal] 119.400

Bearing position (mm) [yglobal] 119.400
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 25.000
External diameter (mm) [D] 52.000
Width (mm) [b] 15.000
Corner radius (mm) [r] 1.000
Basic static load rating (kN) [C0] 9.300
Basic dynamic load rating (kN) [C] 17.800
Fatigue load rating (kN) [Cu] 0.400
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6305 ETN9
Bearing type Deep groove ball bearing (single row)

Bearing position (mm) [ylokal] 11.400

Bearing position (mm) [yglobal] 11.400
Attachment of external ring Free bearing
Inner diameter (mm) [d] 25.000
External diameter (mm) [D] 62.000

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Width (mm) [b] 17.000
Corner radius (mm) [r] 1.100
Basic static load rating (kN) [C0] 13.400
Basic dynamic load rating (kN) [C] 26.000
Fatigue load rating (kN) [Cu] 0.570
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 43.9000 (mm)) is taken into account as component of the shaft.
EI (y= 28.9000 (mm)): 10603.2019 (Nm²), EI (y= 58.9000 (mm)): 10603.2019 (Nm²), m (yS= 43.9000 (mm)): 0.0403 (kg)
Jp: 0.0000 (kg*m²), Jxx: 0.0000 (kg*m²), Jzz: 0.0000 (kg*m²)

Results

Shaft

Maximum deflection (μm) 8.060

Position of the maximum (mm) 58.900
Mass center of gravity (mm) 72.807
Total axial load (N) -188.584
Torsion under torque (°) 0.039

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 75.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] 0.00 mm
Oil bath lubrication

Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 119.40 mm
Dynamic equivalent load [P] 0.54 kN
Equivalent load [P0] 0.27 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 11.686
Nominal bearing service life [Lnh] 43545.93 h
Modified bearing service life [Lnmh] 508885.43 h
Operating viscosity [ν] 12.72 mm²/s
Static safety factor [S0] 34.31
Bearing reaction force [Fx] 0.154 kN

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Bearing reaction force [Fy] 0.189 kN

Bearing reaction force [Fz] -0.223 kN
Bearing reaction force [Fr] 0.271 kN (-55.41°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.034 Nm
Sliding moment of friction [Msl] 0.004 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.038 Nm
Power loss [Ploss] 55.255 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -3.551 µm
Displacement of bearing [uy] 108.206 µm
Displacement of bearing [uz] 5.143 µm
Displacement of bearing [ur] 6.250 µm (124.62°)
Misalignment of bearing [rx] -0.028 mrad (-0.1')
Misalignment of bearing [ry] 0.174 mrad (0.6')
Misalignment of bearing [rz] -0.032 mrad (-0.11')
Misalignment of bearing [rr] 0.043 mrad (0.15')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 11.40 mm
Dynamic equivalent load [P] 0.67 kN
Equivalent load [P0] 0.67 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 22.373
Nominal bearing service life [Lnh] 69051.76 h
Modified bearing service life [Lnmh] > 1000000 h
Operating viscosity [ν] 12.72 mm²/s
Static safety factor [S0] 19.95
Bearing reaction force [Fx] 0.462 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] -0.487 kN
Bearing reaction force [Fr] 0.672 kN (-46.5°)
Bearing reaction moment [Mx] 0.00 Nm
Bearing reaction moment [My] 0.00 Nm
Bearing reaction moment [Mz] 0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (74.05°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.021 Nm
Sliding moment of friction [Msl] 0.003 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.024 Nm
Power loss [Ploss] 34.850 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -4.313 µm
Displacement of bearing [uy] 39.807 µm
Displacement of bearing [uz] 4.523 µm
Displacement of bearing [ur] 6.250 µm (133.64°)
Misalignment of bearing [rx] 0.046 mrad (0.16')
Misalignment of bearing [ry] 0.000 mrad (0')

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Misalignment of bearing [rz] 0.024 mrad (0.08')
Misalignment of bearing [rr] 0.052 mrad (0.18')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 0.98 0.50
----------------------------
Σ 0.98 0.50

Utilization (%) [Lreq] ( 5000.000)

B1 B2
21.42 17.10
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

B1: Rolling bearing

B2: Rolling bearing

Shaft '
Shaft 1', Dokumentationspunkt Meshing point
Y position (mm) [y] 43.90
Equivalent stress (N/mm²) [sigV] 6.30

X Y Z R
Displacement (mm) -0.0051 0.0604 0.0060 0.0079
Rotation (mrad) 0.0254 0.0053 0.0055 0.0260
Force (kN) -0.1543 0.0945 0.1303 0.2020
Torque (Nm) -13.8041 8.5262 -11.0102 17.6572

Figure: Deformation (bending etc.) (Arbitrary plane 129.0489259 121)

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Nominal stresses, without taking into account stress concentrations

GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 4559.70 Hz, Critical speed: 273581.98 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
3. Eigenfrequency: 7336.79 Hz, Critical speed: 440207.17 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
4. Eigenfrequency: 10674.69 Hz, Critical speed: 640481.54 1/min Axial 'Shaft 1'
5. Eigenfrequency: 13739.13 Hz, Critical speed: 824347.98 1/min Torsion 'Shaft 1'

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (4559.7 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (7336.79 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (10674.69 Hz))

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Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (13739.13 Hz))

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Strength calculation according to DIN 743:2012

with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Spline 144.91 Spline
B-B Shoulder 141.90 Shoulder
C-C Shoulder 127.90 Shoulder
E-E Smooth Shaft 131.40 Smooth shaft
F-F Shoulder with relief groove 111.90 Shoulder with relief groove

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Spline 1.00 1.00 0.94 23.29 15.32 78.74
B-B Shoulder 2.06 0.85 0.95 17.04 12.41 25.00
C-C Shoulder 2.25 0.85 0.93 31.27 24.24 45.46
E-E Smooth Shaft 1.00 0.85 0.93 36.85 24.24 124.54
F-F Shoulder with relief groove 1.72 0.85 0.92 47.70 43.33 108.32

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T

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1 840000 1.5 7.66e+011 1.624e+012

Damage to cross sections (%) [D]

A-A Spline: 0.00
B-B Shoulder: 0.00
C-C Shoulder: 0.00
E-E Smooth Shaft: 0.00
F-F Shoulder with relief groove: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Spline 7.833 5.152
B-B Shoulder 9.668 7.044
C-C Shoulder 4.950 3.837
E-E Smooth Shaft 4.950 3.257
F-F Shoulder with relief groove 2.769 2.516

Maximum utilization (%) [A] 9.668

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 163.90
Speed (1/min) [n] 14000.00

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 35.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1093.94
[σSeff] (N/mm²) 774.87
[σbF] (N/mm²) 774.87
[τtF] (N/mm²) 447.37
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 437.57

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[σbW] (N/mm²) 546.97
[τtW] (N/mm²) 328.18

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 4200.000
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Spline' Spline

Comment Y= 144.90...163.90mm
Position (Y-Coordinate) (mm) [y] 144.910
External diameter (mm) [da] 19.000
Inner diameter (mm) [di] 0.000
Notch effect Spline
ISO 4156:2005, DIN 5480:2005
[da, df, z, mn] (mm) 18.840 17.160 22 0.800
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 8.522 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.004 8.522 0.414
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.007 28.974 0.703
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 231.273 496.080 992.160 231.273

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 8.589 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.008 8.589 0.002
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.013 29.203 0.004

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Notch effect coefficient [ß(dB)] 1.000 1.000 1.000

[dB] (mm) = 29.0
Geometrical size influence [K3(d)] 1.000 1.000 1.000
Geometrical size influence [K3(dB)] 1.000 1.000 1.000
Notch effect coefficient [ß] 1.000 1.000 1.000
Geometrical size influence [K2(d)] 1.000 0.938 0.938
Influence coefficient surface roughness [KF] 1.000 1.000 1.000
Roughness factor is included into the notch effect coefficient
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 1.000 1.066 1.066

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 14.877
Equivalent mean stress (N/mm²) [τmV] 8.589

Fatigue limit of part (N/mm²) [σWK] 437.574 513.025 307.815

Influence coefficient of mean stress sensitivity.
[ψσK] 0.250 0.306 0.164
Permissible amplitude (N/mm²) [σADK] 0.052 0.412 223.686
Permissible amplitude (N/mm²) [σANK] 0.052 0.412 223.686
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 23.291
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 1940.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000

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Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372

Safety yield stress [S] 15.320
Required safety [Smin] 1.200
Result (%) [S/Smin] 1276.6

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 78.742
Required safety [Smin] 1.200
Result (%) [S/Smin] 6561.8

Cross section 'B-B Shoulder' Shoulder

Comment Y= 141.90mm
Position (Y-Coordinate) (mm) [y] 141.900
External diameter (mm) [da] 16.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 20.000 0.100 2.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 8.526 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.005 8.526 0.460
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.009 28.989 0.782
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 201.062 402.124 804.248 201.062

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 10.601 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.013 10.601 0.003
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.022 36.045 0.005

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Stress concentration factor [a] 4.631 4.081 2.551

References stress slope [G'] 24.156 24.156 11.500
Notch sensitivity factor [n] 1.981 1.981 1.677
Notch effect coefficient [ß] 2.338 2.060 1.522
Geometrical size influence [K2(d)] 1.000 0.949 0.949
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 2.510 2.066 1.496

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 18.362
Equivalent mean stress (N/mm²) [τmV] 10.601

Fatigue limit of part (N/mm²) [σWK] 174.339 264.684 219.446

Influence coefficient of mean stress sensitivity.
[ψσK] 0.087 0.138 0.111
Permissible amplitude (N/mm²) [σADK] 0.042 0.550 197.435
Permissible amplitude (N/mm²) [σANK] 0.042 0.550 197.435
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 17.036
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 1419.7

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 12.412
Required safety [Smin] 1.200
Result (%) [S/Smin] 1034.3

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Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 24.997
Required safety [Smin] 1.200
Result (%) [S/Smin] 2083.1

Cross section 'C-C Shoulder' Shoulder

Comment Y= 127.90mm
Position (Y-Coordinate) (mm) [y] 127.900
External diameter (mm) [da] 20.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 25.000 0.100 2.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 8.526 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.014 8.526 0.798
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.024 28.989 1.356
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 314.159 785.398 1570.796 314.159

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 5.428 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.018 5.428 0.003
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.030 18.455 0.006

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.065 4.451 2.738

References stress slope [G'] 24.045 24.045 11.500
Notch sensitivity factor [n] 1.978 1.978 1.677
Notch effect coefficient [ß] 2.560 2.250 1.633
Geometrical size influence [K2(d)] 1.000 0.935 0.935
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 2.732 2.276 1.623

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 9.401
Equivalent mean stress (N/mm²) [τmV] 5.428

Fatigue limit of part (N/mm²) [σWK] 160.155 240.349 202.199

Influence coefficient of mean stress sensitivity.
[ψσK] 0.079 0.123 0.102
Permissible amplitude (N/mm²) [σADK] 0.082 1.471 183.513
Permissible amplitude (N/mm²) [σANK] 0.082 1.471 183.513
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 31.271
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 2605.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 24.241
Required safety [Smin] 1.200
Result (%) [S/Smin] 2020.1

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 45.459

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Required safety [Smin] 1.200

Result (%) [S/Smin] 3788.2

Cross section 'E-E Smooth Shaft' Smooth shaft

Comment
Position (Y-Coordinate) (mm) [y] 131.400
External diameter (mm) [da] 20.000
Inner diameter (mm) [di] 0.000
Notch effect Smooth shaft
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.000 0.000 8.526 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 0.000 0.011 8.526 0.713
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.000 0.019 28.989 1.213
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 314.159 785.398 1570.796 314.159

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 5.428 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.015 5.428 0.003
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.025 18.455 0.005

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Notch effect coefficient [ß] 1.000 1.000 1.000

Geometrical size influence [K2(d)] 1.000 0.935 0.935
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 1.172 1.096 1.025

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 9.401
Equivalent mean stress (N/mm²) [τmV] 5.428

Fatigue limit of part (N/mm²) [σWK] 373.418 499.161 320.047

Influence coefficient of mean stress sensitivity.
[ψσK] 0.206 0.296 0.171
Permissible amplitude (N/mm²) [σADK] 0.082 1.195 223.686
Permissible amplitude (N/mm²) [σANK] 0.082 1.195 223.686
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 36.848
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 3070.7

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 24.241
Required safety [Smin] 1.200
Result (%) [S/Smin] 2020.1

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 124.545
Required safety [Smin] 1.200
Result (%) [S/Smin] 10378.7

Cross section 'F-F Shoulder with relief groove' Shoulder with relief groove
Comment Y= 111.90mm

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Position (Y-Coordinate) (mm) [y] 111.900
External diameter (mm) [da] 25.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder with relief groove
[D, d, D1, r, t1] (mm) 32.000 24.400 25.000 0.800 Qu[5].Geo.t
Shape B
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 94.404 0.000 8.526 0.000
Amplitude [Fzda, Mba, Ta, Fqa] 94.404 2.059 8.526 272.216
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 320.974 3.500 28.989 462.768
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 467.595 1426.164 2852.327 467.595

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.202 0.000 2.989 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.202 1.444 2.989 0.776
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.686 2.454 10.163 1.320

Technological size influence [K1(σB)] 0.912

[K1(σS)] 0.912

Tension/Compression Bending Torsion

Stress concentration factor [a] 2.599 2.332 1.680

References stress slope [G'] 3.143 3.143 1.437
Notch sensitivity factor [n] 1.354 1.354 1.239
Notch effect coefficient [ß] 1.920 1.722 1.355
Geometrical size influence [K2(d)] 1.000 0.920 0.920
Influence coefficient surface roughness [KF] 0.853 0.853 0.916
Surface stabilization factor [KV] 1.000 1.133 1.133
Total influence coefficient [K] 2.092 1.804 1.382

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 5.181
Equivalent mean stress (N/mm²) [τmV] 2.991

Fatigue limit of part (N/mm²) [σWK] 209.200 303.151 237.505

Influence coefficient of mean stress sensitivity.
[ψσK] 0.106 0.161 0.122
Permissible amplitude (N/mm²) [σADK] 29.061 168.865 211.705
Permissible amplitude (N/mm²) [σANK] 29.061 168.865 211.705
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 47.699
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 3974.9

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 774.871 774.871 447.372
Safety yield stress [S] 43.334
Required safety [Smin] 1.200
Result (%) [S/Smin] 3611.2

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 108.321
Required safety [Smin] 1.200
Result (%) [S/Smin] 9026.8

Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

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THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Oil-groove lubrication
Mean bearing temperature [Tm] 85.000 °C
Temperature of bearing environment [Tu] 75.000 °C
Lubricant - service temperature [TB] 75.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6205 ETN9
Design series 62
Speed [n] 14000.000 1/min
Coefficient [f0r] 2.000
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 3628.540 mm²
Reference load [P1r] 0.465 kN
Bearing mean diameter [dm] 38.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 15140.793 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.000

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000154
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.011 kW
Total heat flow [Φ] 0.097 kW
Dynamic equivalent load [P1] 595.960 N
kinematic viscosity at service temperature [ν] 12.724 mm²/s
Lubricant film parameter [KL] 0.624
Charge parameter [KP] 0.058
Speed ratio [fn] 1.274
Thermally safe operating speed [nθ] 19295.640 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

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Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6305 ETN9
Design series 63
Speed [n] 14000.000 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 4646.416 mm²
Reference load [P1r] 0.670 kN
Bearing mean diameter [dm] 43.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 12963.076 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000201
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.014 kW
Total heat flow [Φ] 0.100 kW
Dynamic equivalent load [P1] 671.669 N
kinematic viscosity at service temperature [ν] 12.724 mm²/s
Lubricant film parameter [KL] 0.773
Charge parameter [KP] 0.080
Speed ratio [fn] 1.099
Thermally safe operating speed [nθ] 14241.661 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

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Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 145.550
Speed (1/min) 3556.80
Sense of rotation: counter clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 75.000
Weight of shaft (kg) 1.552
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 3.233
Mass moment of inertia (kg*mm²) 2451.291
Momentum of mass GD2 (Nm²) 0.096

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material G-AlSi10Mg
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 65.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 28.550mm

Diameter (mm) [d] 40.0000
Length (mm) [l] 28.5500
Surface roughness (µm) [Rz] 4.8000

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.85 (mm), t=1.25 (mm), r=0.01 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 28.550mm ... 113.550mm

Diameter (mm) [d] 42.0000
Length (mm) [l] 85.0000
Surface roughness (µm) [Rz] 4.8000

Key way (Key way) 38.550mm ... 66.550mm

l=28.00 (mm), i=1, Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius right (Radius right)

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 r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 113.550mm ... 120.550mm

Diameter (mm) [d] 49.0000
Length (mm) [l] 7.0000
Surface roughness (µm) [Rz] 8.0000

Cylinder (Cylinder) 120.550mm ... 145.550mm

Diameter (mm) [d] 40.0000
Length (mm) [l] 25.0000
Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.80 (mm), alpha=45.00 (°)

Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 52.5500
Position in global system (mm) [yglobal] 52.5500
Operating pitch diameter (mm) 151.5086
Helix angle (°) 12.0156 right
Working pressure angle at normal section (°) 20.2001
Position of contact (°) 200.0000
Length of load application (mm) 30.0000
Power (kW) 25.0000 driven (input)
Torque (Nm) -67.1200
Axial force (N) 188.5815
Shearing force X (N) 616.2330
Shearing force Z (N) -718.5946
Bending moment X (Nm) 4.8861
Bending moment Z (Nm) -13.4243

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 93.5500
Position in global system (mm) [yglobal] 93.5500
Operating pitch diameter (mm) 65.6436
Helix angle (°) 12.0839 right
Working pressure angle at normal section (°) 21.0503
Position of contact (°) -25.0000
Length of load application (mm) 40.0000
Power (kW) 25.0000 driving (output)
Torque (Nm) 67.1200
Axial force (N) -437.8049
Shearing force X (N) -1593.7273
Shearing force Z (N) -1513.2223
Bending moment X (Nm) -6.0728
Bending moment Z (Nm) -13.0232

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Bearing

Label in the model Rolling bearing

Bearing type SKF 6308
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 17.050
Bearing position (mm) [yglobal] 17.050
Attachment of external ring Free bearing
Inner diameter (mm) [d] 40.000
External diameter (mm) [D] 90.000
Width (mm) [b] 23.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 24.000
Basic dynamic load rating (kN) [C] 42.300
Fatigue load rating (kN) [Cu] 1.000
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6308
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 132.050
Bearing position (mm) [yglobal] 132.050
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 40.000
External diameter (mm) [D] 90.000
Width (mm) [b] 23.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 24.000
Basic dynamic load rating (kN) [C] 42.300
Fatigue load rating (kN) [Cu] 1.000
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 52.5500 (mm)) is taken into account as component of the shaft.
EI (y= 37.5500 (mm)): 31465.4742 (Nm²), EI (y= 67.5500 (mm)): 31465.4742 (Nm²), m (yS= 52.5500 (mm)): 1.4016 (kg)
Jp: 0.0019 (kg*m²), Jxx: 0.0011 (kg*m²), Jzz: 0.0011 (kg*m²)

-----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 93.5500 (mm)) is taken into account as component of the shaft.
EI (y= 73.5500 (mm)): 31465.4742 (Nm²), EI (y= 113.5500 (mm)): 31465.4742 (Nm²), m (yS= 93.5500 (mm)): 0.2786 (kg)
Jp: 0.0002 (kg*m²), Jxx: 0.0001 (kg*m²), Jzz: 0.0001 (kg*m²)

Results

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Shaft

Maximum deflection (μm) 7.506

Position of the maximum (mm) 80.217
Mass center of gravity (mm) 73.663
Total axial load (N) -249.223
Torsion under torque (°) 0.002

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 75.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] -54.94 mm
Oil bath lubrication

Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 17.05 mm
Dynamic equivalent load [P] 1.07 kN
Equivalent load [P0] 1.07 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 15.043
Nominal bearing service life [Lnh] 292752.00 h
Modified bearing service life [Lnmh] > 1000000 h
Operating viscosity [ν] 13.11 mm²/s
Static safety factor [S0] 22.51
Bearing reaction force [Fx] 0.338 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] 1.011 kN
Bearing reaction force [Fr] 1.066 kN (71.54°)
Bearing reaction moment [Mx] 0.00 Nm
Bearing reaction moment [My] 0.00 Nm
Bearing reaction moment [Mz] 0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (19.86°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.033 Nm
Sliding moment of friction [Msl] 0.005 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.038 Nm
Power loss [Ploss] 14.173 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -2.073 µm
Displacement of bearing [uy] 47.980 µm
Displacement of bearing [uz] -6.161 µm

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Displacement of bearing [ur] 6.500 µm (-108.6°)

Misalignment of bearing [rx] -0.014 mrad (-0.05')
Misalignment of bearing [ry] 0.000 mrad (0')
Misalignment of bearing [rz] 0.014 mrad (0.05')
Misalignment of bearing [rr] 0.020 mrad (0.07')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 132.05 mm
Dynamic equivalent load [P] 1.41 kN
Equivalent load [P0] 1.41 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 8.521
Nominal bearing service life [Lnh] 127515.66 h
Modified bearing service life [Lnmh] > 1000000 h
Operating viscosity [ν] 13.11 mm²/s
Static safety factor [S0] 17.07
Bearing reaction force [Fx] 0.640 kN
Bearing reaction force [Fy] 0.250 kN
Bearing reaction force [Fz] 1.252 kN
Bearing reaction force [Fr] 1.406 kN (62.93°)
Bearing reaction moment [Mx] -0.00 Nm
Bearing reaction moment [My] 0.00 Nm
Bearing reaction moment [Mz] 0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (180°)
Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.070 Nm
Sliding moment of friction [Msl] 0.015 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss] 0.085 Nm
Power loss [Ploss] 31.608 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] -2.958 µm
Displacement of bearing [uy] 120.730 µm
Displacement of bearing [uz] -5.788 µm
Displacement of bearing [ur] 6.500 µm (-117.07°)
Misalignment of bearing [rx] 0.023 mrad (0.08')
Misalignment of bearing [ry] 0.039 mrad (0.13')
Misalignment of bearing [rz] -0.004 mrad (-0.01')
Misalignment of bearing [rr] 0.023 mrad (0.08')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 0.50 0.50
----------------------------
Σ 0.50 0.50

Utilization (%) [Lreq] ( 5000.000)

B1 B2
17.10 17.10
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

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B1: Rolling bearing
B2: Rolling bearing

Shaft '
Shaft 1', Dokumentationspunkt Meshing point Z2
Y position (mm) [y] 52.55
Equivalent stress (N/mm²) [sigV] 7.05

X Y Z R
Displacement (mm) -0.0026 0.0704 -0.0067 0.0072
Rotation (mrad) -0.0066 0.0004 0.0119 0.0136
Force (kN) -0.6457 -0.0936 -0.6398 0.9090
Torque (Nm) 30.5687 33.5600 -7.5775 31.4939

Shaft '
Shaft 1', Dokumentationspunkt Meshing point Z3
Y position (mm) [y] 93.55
Equivalent stress (N/mm²) [sigV] 7.78

X Y Z R
Displacement (mm) -0.0031 0.0964 -0.0068 0.0074
Rotation (mrad) 0.0098 0.0335 0.0035 0.0104
Force (kN) -0.1569 0.0310 0.4888 0.5133
Torque (Nm) 37.4563 33.5600 -23.1801 44.0488

Figure: Deformation (bending etc.) (Arbitrary plane 246.2853138 121)

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Nominal stresses, without taking into account stress concentrations

GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 5024.56 Hz, Critical speed: 301473.36 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
3. Eigenfrequency: 7620.02 Hz, Critical speed: 457200.98 1/min Bending XY 'Shaft 1'
4. Eigenfrequency: 12087.28 Hz, Critical speed: 725236.56 1/min Bending XY 'Shaft 1'
5. Eigenfrequency: 12150.11 Hz, Critical speed: 729006.89 1/min Torsion 'Shaft 1'

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (5024.56 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (7620.02 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (12087.28 Hz))

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Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (12150.11 Hz))

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Strength calculation according to DIN 743:2012

with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Key way 66.54 Key
B-B Smooth shaft 73.55 Smooth shaft
C-C Shoulder 113.55 Shoulder

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Key way 3.05 1.00 0.88 22.82 47.49 72.24
B-B Smooth shaft 1.00 0.89 0.88 42.43 44.89 166.48
C-C Shoulder 2.88 0.86 0.88 42.71 116.14 63.10

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T
1 213408 1.5 1.946e+011 4.127e+011

Damage to cross sections (%) [D]

A-A Key way: 0.00
B-B Smooth shaft: 0.00

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C-C Shoulder: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Key way 2.527 5.259
B-B Smooth shaft 2.673 2.828
C-C Shoulder 1.902 2.809

Maximum utilization (%) [A] 5.259

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 145.55
Speed (1/min) [n] 3556.80

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 50.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1045.61
[σSeff] (N/mm²) 740.64
[σbF] (N/mm²) 740.64
[τtF] (N/mm²) 427.61
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 418.24

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[σbW] (N/mm²) 522.80
[τtW] (N/mm²) 313.68

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 1067.040
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Key way' Key

Comment Y= 38.55... 66.55mm
Position (Y-Coordinate) (mm) [y] 66.540
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Key
Number of keys [n] 1
Groove with manufactured with end milling cutter
Standard: DIN 6885.1:1968 Default
[b, t] (mm) 12.000 5.100
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] -90.8 0.0 32.4 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 90.8 37.0 32.4 979.1
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] -308.6 62.8 110.3 1664.5
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) -0.066 0.000 2.229 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.066 5.083 2.229 0.942
[σzdmax,σbmax,τmax,τqmax] (N/mm²) -0.223 8.640 7.580 1.602

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Notch effect coefficient [ß(dB)] 3.046 3.046 1.846

[dB] (mm) = 40.0
Geometrical size influence [K3(d)] 0.944 0.944 0.969
Geometrical size influence [K3(dB)] 0.946 0.946 0.970
Notch effect coefficient [ß] 3.051 3.051 1.847
Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 1.000 1.000 1.000
Roughness factor is included into the notch effect coefficient
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 3.051 3.447 2.087

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 3.861
Equivalent mean stress (N/mm²) [τmV] 2.229

Fatigue limit of part (N/mm²) [σWK] 137.098 151.662 150.279

Influence coefficient of mean stress sensitivity.
[ψσK] 0.070 0.078 0.077
Permissible amplitude (N/mm²) [σADK] 12.360 143.159 139.481
Permissible amplitude (N/mm²) [σANK] 12.360 143.159 139.481
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 22.819
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 1901.6

Present safety
for proof against exceed of yield point:

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Static notch sensitivity factor [K2F] 1.000 1.000 1.000

Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 47.491
Required safety [Smin] 1.200
Result (%) [S/Smin] 3957.6

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 72.242
Required safety [Smin] 1.200
Result (%) [S/Smin] 6020.2

Cross section 'B-B Smooth shaft' Smooth shaft

Comment
Position (Y-Coordinate) (mm) [y] 73.550
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Smooth shaft
Mean roughness (µm) [Rz] 4.800

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] -93.9 0.0 33.6 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 93.9 41.0 33.6 991.7
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] -319.4 69.8 114.1 1685.8
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) -0.068 0.000 2.307 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.068 5.643 2.307 0.954
[σzdmax,σbmax,τmax,τqmax] (N/mm²) -0.231 9.593 7.844 1.622

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Notch effect coefficient [ß] 1.000 1.000 1.000

Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 0.892 0.892 0.938
Surface stabilization factor [KV] 1.000 1.033 1.033
Total influence coefficient [K] 1.121 1.210 1.157

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 3.995
Equivalent mean stress (N/mm²) [τmV] 2.307

Fatigue limit of part (N/mm²) [σWK] 373.215 431.973 271.029

Influence coefficient of mean stress sensitivity.
[ψσK] 0.217 0.260 0.149
Permissible amplitude (N/mm²) [σADK] 12.361 364.739 213.819
Permissible amplitude (N/mm²) [σANK] 12.361 364.739 213.819
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 42.425
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 3535.5

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 44.890
Required safety [Smin] 1.200
Result (%) [S/Smin] 3740.8

Present safety

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for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 166.482
Required safety [Smin] 1.200
Result (%) [S/Smin] 13873.5

Cross section 'C-C Shoulder' Shoulder

Comment Y= 113.55mm
Position (Y-Coordinate) (mm) [y] 113.550
External diameter (mm) [da] 42.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 49.000 0.100 3.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 125.0 0.0 0.0 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 125.0 26.0 0.0 1403.3
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 424.8 44.2 0.0 2385.5
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 1385.4 7273.6 14547.1 1385.4

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.090 0.000 0.000 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.090 3.571 0.000 1.350
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.307 6.070 0.000 2.296

Technological size influence [K1(σB)] 0.871

[K1(σS)] 0.871

Tension/Compression Bending Torsion

Stress concentration factor [a] 6.381 5.683 3.299

References stress slope [G'] 23.896 23.896 11.500
Notch sensitivity factor [n] 1.975 1.975 1.677
Notch effect coefficient [ß] 3.230 2.877 1.968
Geometrical size influence [K2(d)] 1.000 0.885 0.885
Influence coefficient surface roughness [KF] 0.857 0.857 0.918
Surface stabilization factor [KV] 1.000 1.033 1.033
Total influence coefficient [K] 3.397 3.307 2.238

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 0.090
Equivalent mean stress (N/mm²) [τmV] 0.052

Fatigue limit of part (N/mm²) [σWK] 123.135 158.089 140.148

Influence coefficient of mean stress sensitivity.
[ψσK] 0.063 0.082 0.072
Permissible amplitude (N/mm²) [σADK] 115.884 157.763 8.057
Permissible amplitude (N/mm²) [σANK] 115.884 157.763 8.057
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 42.714
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 3559.5

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 740.638 740.638 427.608
Safety yield stress [S] 116.145
Required safety [Smin] 1.200
Result (%) [S/Smin] 5257.9

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 63.095
Required safety [Smin] 1.200
Result (%) [S/Smin] 5257.9

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Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

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THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Oil-groove lubrication
Mean bearing temperature [Tm] 85.000 °C
Temperature of bearing environment [Tu] 75.000 °C
Lubricant - service temperature [TB] 75.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6308
Design series 63
Speed [n] 3556.800 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 9393.362 mm²
Reference load [P1r] 1.200 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9597.697 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000190
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.029 kW
Total heat flow [Φ] 0.115 kW
Dynamic equivalent load [P1] 1066.032 N
kinematic viscosity at service temperature [ν] 13.108 mm²/s
Lubricant film parameter [KL] 1.390
Charge parameter [KP] 0.115
Speed ratio [fn] 0.776
Thermally safe operating speed [nθ] 7451.337 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

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Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6308
Design series 63
Speed [n] 3556.800 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 9393.362 mm²
Reference load [P1r] 1.200 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9597.697 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 2.300

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000218
(Depends upon type of design and load)
Temperature difference [Δθ=θo-θi] 10.000 °C
Lubricant Oil-volume [VL] 0.300 l/min
Heat flow (dissipated by the lubricant) [ΦL] 0.086 kW
Heat flow (dissipated by the bearing support surface) [ΦS] 0.029 kW
Total heat flow [Φ] 0.115 kW
Dynamic equivalent load [P1] 1406.314 N
kinematic viscosity at service temperature [ν] 13.108 mm²/s
Lubricant film parameter [KL] 1.390
Charge parameter [KP] 0.175
Speed ratio [fn] 0.754
Thermally safe operating speed [nθ] 7240.450 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

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Analysis of shafts, axle and beams

Input data

Coordinate system shaft: see picture W-002

Label Shaft 1
Drawing
Initial position (mm) 0.000
Length (mm) 201.550
Speed (1/min) 1201.30
Sense of rotation: clockwise

Material 18CrNiMo7-6
Young's modulus (N/mm²) 206000.000
Poisson's ratio nu 0.300
Density (kg/m³) 7830.000
Coefficient of thermal expansion (10^-6/K) 11.500
Temperature (°C) 75.000
Weight of shaft (kg) 2.509
(Notice: Weight stands for the shaft only without considering the gears)
Weight of shaft, including additional masses (kg) 5.566
Mass moment of inertia (kg*mm²) 7357.325
Momentum of mass GD2 (Nm²) 0.289

Position in space (°) 0.000

Gears mounted with stiffness according to ISO
Consider deformations due to shearing
Shear correction coefficient 1.100
Contact angle of rolling bearings is considered
Tolerance field: Mean value
Housing material GK-AlSi7Mg wa
Coefficient of thermal expansion (10^-6/K) 22.000
Temperature of housing (°C) 65.000
Thermal housing reference point (mm) 0.000
Reference temperature (°C) 20.000

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Figure: Load applications

Shaft definition (Shaft 1)

Outer contour

Cylinder (Cylinder) 0.000mm ... 30.000mm

Diameter (mm) [d] 34.0000
Length (mm) [l] 30.0000
Surface roughness (µm) [Rz] 8.0000

Spline (Spline) -15.000mm ... 15.000mm

da=33.84 (mm), df=32.16 (mm), z=41, mn=0.80 (mm), l=30.00 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Cylinder (Cylinder) 30.000mm ... 38.000mm

Diameter (mm) [d] 30.0000
Length (mm) [l] 8.0000
Surface roughness (µm) [Rz] 8.0000

Radius left (Radius left)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 38.000mm ... 58.000mm

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Diameter (mm) [d] 35.0000
Length (mm) [l] 20.0000
Surface roughness (µm) [Rz] 4.8000

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 58.000mm ... 83.550mm

Diameter (mm) [d] 45.0000
Length (mm) [l] 25.5500
Surface roughness (µm) [Rz] 8.0000

Chamfer left (Chamfer left)

l=0.80 (mm), alpha=45.00 (°)

Square groove (Square groove)

b=1.75 (mm), t=1.25 (mm), r=0.20 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Relief groove right (Relief groove right)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Cylinder (Cylinder) 83.550mm ... 167.550mm

Diameter (mm) [d] 50.0000
Length (mm) [l] 84.0000
Surface roughness (µm) [Rz] 4.8000

Key way (Key way) 129.550mm ... 165.550mm

l=36.00 (mm), i=1, Rz=8.0, Turned (Ra=3.2μm/125μin)

Radius right (Radius right)

r=0.10 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)

Cylinder (Cylinder) 167.550mm ... 174.550mm

Diameter (mm) [d] 60.0000
Length (mm) [l] 7.0000
Surface roughness (µm) [Rz] 8.0000

Cylinder (Cylinder) 174.550mm ... 201.550mm

Diameter (mm) [d] 45.0000
Length (mm) [l] 27.0000
Surface roughness (µm) [Rz] 4.8000

Relief groove left (Relief groove left)

r=0.80 (mm), t=0.30 (mm), l=2.50 (mm), Rz=8.0, Turned (Ra=3.2μm/125μin)
Form E (DIN 509), Series 1, with the usual stressing

Chamfer right (Chamfer right)

l=0.80 (mm), alpha=45.00 (°)

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Forces

Type of force element Cylindrical gear

Label in the model Cylindrical gear
Position on shaft (mm) [ylocal] 147.5500
Position in global system (mm) [yglobal] 147.5500
Operating pitch diameter (mm) 194.3564
Helix angle (°) 12.0839 left
Working pressure angle at normal section (°) 21.0503
Position of contact (°) 160.0000
Length of load application (mm) 40.0000
Power (kW) 25.0000 driven (input)
Torque (Nm) 198.7284
Axial force (N) 437.8062
Shearing force X (N) 1455.7807
Shearing force Z (N) 1646.3710
Bending moment X (Nm) -14.5513
Bending moment Z (Nm) -39.9794

Type of force element Coupling

Label in the model Coupling
Position on shaft (mm) [ylocal] 15.0000
Position in global system (mm) [yglobal] 15.0000
Effective diameter (mm) 40.0000
Radial force factor (-) 0.0000
Direction of the radial force (°) 0.0000
Axial force factor (-) 0.0000
Length of load application (mm) 30.0000
Power (kW) 25.0000 driving (output)
Torque (Nm) -198.7284
Axial force (N) 0.0000
Shearing force X (N) 0.0000
Shearing force Z (N) 0.0000
Bending moment X (Nm) 0.0000
Bending moment Z (Nm) 0.0000
Mass (kg) 0.0000
Mass moment of inertia Jp (kg*m²) 0.0000
Mass moment of inertia Jxx (kg*m²) 0.0000
Mass moment of inertia Jzz (kg*m²) 0.0000
Eccentricity (mm) 0.0000

Bearing

Label in the model Rolling bearing

Bearing type SKF 6209
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 74.050
Bearing position (mm) [yglobal] 74.050
Attachment of external ring Free bearing
Inner diameter (mm) [d] 45.000
External diameter (mm) [D] 85.000
Width (mm) [b] 19.000
Corner radius (mm) [r] 1.100
Basic static load rating (kN) [C0] 21.600
Basic dynamic load rating (kN) [C] 35.100

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Fatigue load rating (kN) [Cu] 0.915
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

Label in the model Rolling bearing

Bearing type SKF 6309
Bearing type Deep groove ball bearing (single row)
SKF Explorer
Bearing position (mm) [ylokal] 187.050
Bearing position (mm) [yglobal] 187.050
Attachment of external ring Fixed bearing
Inner diameter (mm) [d] 45.000
External diameter (mm) [D] 100.000
Width (mm) [b] 25.000
Corner radius (mm) [r] 1.500
Basic static load rating (kN) [C0] 31.500
Basic dynamic load rating (kN) [C] 55.300
Fatigue load rating (kN) [Cu] 1.300
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 0.000
Basic static load rating (kN) [C0theo] 0.000

----------------------------------------

Shaft 'Shaft 1': Cylindrical gear 'Cylindrical gear' (y= 147.5500 (mm)) is taken into account as component of the shaft.
EI (y= 127.5500 (mm)): 63200.0085 (Nm²), EI (y= 167.5500 (mm)): 63200.0085 (Nm²), m (yS= 147.5500 (mm)): 3.0570 (kg)
Jp: 0.0067 (kg*m²), Jxx: 0.0037 (kg*m²), Jzz: 0.0037 (kg*m²)

Results

Shaft

Maximum deflection (μm) 8.068

Position of the maximum (mm) 0.000
Mass center of gravity (mm) 114.120
Total axial load (N) 437.806
Torsion under torque (°) 0.070

Bearing

Probability of failure [n] 10.00 %

Axial clearance [uA] 10.00 µm
Lubricant Castrol ATF Dex II Multivehicle
Lubricant with additive, effect on bearing lifetime confirmed in tests.
Oil lubrication, off-line/no filtration, ISO4406 -/15/12
Lubricant - service temperature [TB] 75.00 °C
Limit for factor aISO [aISOmax] 50.00
Oil level [hoil] 0.00 mm
Oil bath lubrication

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Rolling bearings, classical calculation (contact angle considered)

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 74.05 mm
Dynamic equivalent load [P] 0.70 kN
Equivalent load [P0] 0.70 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 4.773
Nominal bearing service life [Lnh] > 1000000 h
Modified bearing service life [Lnmh] > 1000000 h
Operating viscosity [ν] 13.11 mm²/s
Static safety factor [S0] 31.06
Bearing reaction force [Fx] -0.155 kN
Bearing reaction force [Fy] 0.000 kN
Bearing reaction force [Fz] -0.678 kN
Bearing reaction force [Fr] 0.695 kN (-102.89°)
Bearing reaction moment [Mx] -0.00 Nm
Bearing reaction moment [My] 0.00 Nm
Bearing reaction moment [Mz] 0.00 Nm
Bearing reaction moment [Mr] 0.00 Nm (179.21°)
Oil level [H] 37.500 mm
Rolling moment of friction [Mrr] 0.015 Nm
Sliding moment of friction [Msl] 0.005 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.006 Nm
Torque of friction [Mloss] 0.026 Nm
Power loss [Ploss] 3.288 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] 1.910 µm
Displacement of bearing [uy] 123.733 µm
Displacement of bearing [uz] 6.994 µm
Displacement of bearing [ur] 7.250 µm (74.73°)
Misalignment of bearing [rx] -0.014 mrad (-0.05')
Misalignment of bearing [ry] 0.980 mrad (3.37')
Misalignment of bearing [rz] -0.039 mrad (-0.13')
Misalignment of bearing [rr] 0.042 mrad (0.14')

Shaft 'Shaft 1' Rolling bearing 'Rolling bearing'

Position (Y-coordinate) [y] 187.05 mm
Dynamic equivalent load [P] 1.82 kN
Equivalent load [P0] 1.59 kN
Life modification factor for reliability[a1] 1.000
Life modification factor [aISO] 2.705
Nominal bearing service life [Lnh] 390439.03 h
Modified bearing service life [Lnmh] > 1000000 h
Operating viscosity [ν] 13.11 mm²/s
Static safety factor [S0] 19.82
Bearing reaction force [Fx] -1.301 kN
Bearing reaction force [Fy] -0.438 kN
Bearing reaction force [Fz] -0.914 kN
Bearing reaction force [Fr] 1.590 kN (-144.91°)
Oil level [H] 43.125 mm

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Rolling moment of friction [Mrr] 0.060 Nm
Sliding moment of friction [Msl] 0.033 Nm
Moment of friction, seals [Mseal] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 10000/1 EN:2013
Moment of friction flow losses [Mdrag] 0.008 Nm
Torque of friction [Mloss] 0.101 Nm
Power loss [Ploss] 12.649 W
The moment of friction is calculated according to the details in SKF Catalog 2013.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.
Displacement of bearing [ux] 5.863 µm
Displacement of bearing [uy] 195.180 µm
Displacement of bearing [uz] 4.264 µm
Displacement of bearing [ur] 7.250 µm (36.03°)
Misalignment of bearing [rx] -0.033 mrad (-0.11')
Misalignment of bearing [ry] 1.221 mrad (4.2')
Misalignment of bearing [rz] -0.032 mrad (-0.11')
Misalignment of bearing [rr] 0.046 mrad (0.16')

Damage (%) [Lreq] ( 5000.000)

Bin no B1 B2
1 0.50 0.50
----------------------------
Σ 0.50 0.50

Utilization (%) [Lreq] ( 5000.000)

B1 B2
17.10 17.10
Note: Utilization = (Lreq/Lh)^(1/k)
Ball bearing: k = 3, roller bearing: k = 10/3

B1: Rolling bearing

B2: Rolling bearing

Shaft '
Shaft 1', Dokumentationspunkt Documentation point
Y position (mm) [y] 147.55
Equivalent stress (N/mm²) [sigV] 8.50

X Y Z R
Displacement (mm) 0.0047 0.1702 0.0056 0.0073
Rotation (mrad) -0.0302 1.2204 -0.0355 0.0466
Force (kN) -0.5728 -0.2189 -0.1135 0.5839
Torque (Nm) -35.4909 99.3642 24.1091 42.9052

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Figure: Deformation (bending etc.) (Arbitrary plane 97.09668381 121)

Nominal stresses, without taking into account stress concentrations

GEH(von Mises): sigV = ((sigB+sigZ,D)^2 + 3*(tauT+tauS)^2)^1/2
SSH(Tresca): sigV = ((sigB-sigZ,D)^2 + 4*(tauT+tauS)^2)^1/2

Figure: Equivalent stress

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Eigenfrequencies/Critical speeds

1. Eigenfrequency: 0.00 Hz, Critical speed: 0.00 1/min Rigid body rotation Y 'Shaft 1'
2. Eigenfrequency: 3684.74 Hz, Critical speed: 221084.43 1/min Bending XY 'Shaft 1', Bending YZ 'Shaft 1'
3. Eigenfrequency: 5214.44 Hz, Critical speed: 312866.44 1/min Bending YZ 'Shaft 1', Bending XY 'Shaft 1'
4. Eigenfrequency: 8439.39 Hz, Critical speed: 506363.47 1/min Bending XY 'Shaft 1'
5. Eigenfrequency: 9325.02 Hz, Critical speed: 559501.01 1/min Torsion 'Shaft 1'

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 1. (0 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 2. (3684.74 Hz))

Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 3. (5214.44 Hz))

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Figure: Eigenfrequencies (Normalized rotation) (Eigenfrequency: 4. (8439.39 Hz))

Figure: Eigenfrequencies (Normalized displacement) (Eigenfrequency: 5. (9325.02 Hz))

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Strength calculation according to DIN 743:2012

with finite life fatigue strength according to FKM standard and FVA draft

Summary

Shaft 1

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Calculation of finite life fatigue strength and static strength

Calculation for load case 2 (σav/σmv = const)

Cross section Position (Y-Coord) (mm)
A-A Shoulder 38.00 Shoulder
B-B Shoulder 30.00 Shoulder
C-C Smooth shaft 34.00 Smooth shaft
D-D Shoulder 58.00 Shoulder

Results:
Cross section Kfb Kfs K2d SD SS SA
A-A Shoulder 2.50 0.86 0.91 7.02 6.48 12.27
B-B Shoulder 2.41 0.86 0.91 7.25 6.48 12.78
C-C Smooth shaft 1.00 0.86 0.91 9.86 6.48 36.08
D-D Shoulder 2.87 0.86 0.90 9.90 10.29 16.99

Required safeties: 1.20 1.20 1.20

Abbreviations:
Kfb: Notch factor bending
Kfσ: Surface factor
K2d: size factor bending
SD: Safety endurance limit
SS: Safety against yield point
SA: Safety against incipient crack

Service life and damage

System service life (h) [Hatt] 1000000.00

Damage to system (%) [D] 0.00

Damage (%) [H] ( 5000.0 h)

Calculation of reliability R(t) using a Weibull distribution; t in (h):

R(t) = 100 * Exp(-((t*fac - t0)/(T - t0))^b) %
Welle fac b t0 T
1 72078 1.5 6.573e+010 1.394e+011

Damage to cross sections (%) [D]

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A-A Shoulder: 0.00
B-B Shoulder: 0.00
C-C Smooth shaft: 0.00
D-D Shoulder: 0.00

Utilization (%) [Smin/S]

Cross section Static Endurance

A-A Shoulder 18.513 17.086
B-B Shoulder 18.513 16.554
C-C Smooth shaft 18.513 12.177
D-D Shoulder 11.658 12.124

Maximum utilization (%) [A] 18.513

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Utilization = Smin/S (%)

Figure: Strength

Calculation details

General statements

Label Shaft 1
Drawing
Length (mm) [l] 201.55
Speed (1/min) [n] 1201.30

Material 18CrNiMo7-6
Material type Case-carburized steel
Material treatment case-hardened
Surface treatment No

Tension/Compression Bending Torsion Shearing

Load factor static calculation 1.700 1.700 1.700 1.700
Load factor endurance limit 1.000 1.000 1.000 1.000

Reference diameter material (mm) [dB] 16.00

σB according to DIN 743 (at dB) (N/mm²) [σB] 1200.00
σS according to DIN 743 (at dB) (N/mm²) [σS] 850.00
[σzdW] (bei dB) (N/mm²) 480.00
[σbW] (bei dB) (N/mm²) 600.00
[τtW] (bei dB) (N/mm²) 360.00
Thickness of raw material (mm) [dWerkst] 65.00
Material data calculated according DIN743/3 with K1(d)
Material strength calculated from size of raw material
Geometric size factor K1d calculated from raw material diameter
[σBeff] (N/mm²) 1010.06
[σSeff] (N/mm²) 715.46
[σbF] (N/mm²) 715.46
[τtF] (N/mm²) 413.07
[σBRand] (N/mm²) 2300.00

[σzdW] (N/mm²) 404.02

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[σbW] (N/mm²) 505.03
[τtW] (N/mm²) 303.02

Fatigue strength for single stage use

Required life time [H] 5000.00
Number of load cycles (Mio) [NL] 360.390
Data of S-N curve (Woehler line) analog to FKM standard:
[kσ, kτ] 15 25
[kDσ, kDτ] 0 0
[NDσ, NDτ] 1e+006 1e+006
[NDσII, NDτII] 0 0

Calculation for load case 2 (σ.av/σ.mv = const)

Cross section 'A-A Shoulder' Shoulder

Comment Y= 38.00mm
Position (Y-Coordinate) (mm) [y] 38.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 35.000 0.100 2.500
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 99.4 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 99.4 2.5
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 337.8 4.3
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 18.743 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.019 18.743 0.005
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.032 63.726 0.008

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.543 4.953 2.940

References stress slope [G'] 24.045 24.045 11.500
Notch sensitivity factor [n] 1.978 1.978 1.677
Notch effect coefficient [ß] 2.802 2.504 1.753
Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 2.964 2.921 2.020

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 32.464
Equivalent mean stress (N/mm²) [τmV] 18.743

Fatigue limit of part (N/mm²) [σWK] 136.294 172.877 150.034

Influence coefficient of mean stress sensitivity.
[ψσK] 0.072 0.094 0.080
Permissible amplitude (N/mm²) [σADK] 0.022 0.414 138.891
Permissible amplitude (N/mm²) [σANK] 0.022 0.414 138.891
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 7.023
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 585.3

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 6.482
Required safety [Smin] 1.200

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Result (%) [S/Smin] 540.2

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 12.272
Required safety [Smin] 1.200
Result (%) [S/Smin] 1022.6

Cross section 'B-B Shoulder' Shoulder

Comment Y= 30.00mm
Position (Y-Coordinate) (mm) [y] 30.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 34.000 0.100 2.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 99.4 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 99.4 2.1
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 337.8 3.6
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 18.743 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.012 18.743 0.004
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.020 63.726 0.007

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 5.278 4.774 2.824

References stress slope [G'] 24.156 24.156 11.500
Notch sensitivity factor [n] 1.981 1.981 1.677
Notch effect coefficient [ß] 2.665 2.410 1.684
Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 2.827 2.819 1.944

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 32.464
Equivalent mean stress (N/mm²) [τmV] 18.743

Fatigue limit of part (N/mm²) [σWK] 142.910 179.175 155.913

Influence coefficient of mean stress sensitivity.
[ψσK] 0.076 0.097 0.084
Permissible amplitude (N/mm²) [σADK] 0.022 0.261 143.880
Permissible amplitude (N/mm²) [σANK] 0.022 0.261 143.880
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 7.249
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 604.1

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 6.482
Required safety [Smin] 1.200
Result (%) [S/Smin] 540.2

Present safety
for proof of avoiding incipient crack on hard surface layers:

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Safety against incipient crack [S] 12.777
Required safety [Smin] 1.200
Result (%) [S/Smin] 1064.8

Cross section 'C-C Smooth shaft' Smooth shaft

Comment
Position (Y-Coordinate) (mm) [y] 34.000
External diameter (mm) [da] 30.000
Inner diameter (mm) [di] 0.000
Notch effect Smooth shaft
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 99.4 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.0 99.4 2.3
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.1 337.8 3.9
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 706.9 2650.7 5301.4 706.9

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 18.743 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.015 18.743 0.004
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.026 63.726 0.007

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Notch effect coefficient [ß] 1.000 1.000 1.000

Geometrical size influence [K2(d)] 1.000 0.907 0.907
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 1.162 1.264 1.189

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 32.464
Equivalent mean stress (N/mm²) [τmV] 18.743

Fatigue limit of part (N/mm²) [σWK] 347.567 399.414 254.774

Influence coefficient of mean stress sensitivity.
[ψσK] 0.208 0.246 0.144
Permissible amplitude (N/mm²) [σADK] 0.022 0.334 206.535
Permissible amplitude (N/mm²) [σANK] 0.022 0.334 206.535
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 9.855
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 821.3

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 6.482
Required safety [Smin] 1.200
Result (%) [S/Smin] 540.2

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 36.085
Required safety [Smin] 1.200
Result (%) [S/Smin] 3007.1

Cross section 'D-D Shoulder' Shoulder

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 D. Shaft calculation KISSsoft report

Comment Y= 58.00mm
Position (Y-Coordinate) (mm) [y] 58.000
External diameter (mm) [da] 35.000
Inner diameter (mm) [di] 0.000
Notch effect Shoulder
[D, r, t] (mm) 45.000 0.100 5.000
Mean roughness (µm) [Rz] 8.000

Tension/Compression Bending Torsion Shearing

Load: (N) (Nm)
Mean value [Fzdm, Mbm, Tm, Fqm] 0.0 0.0 99.4 0.0
Amplitude [Fzda, Mba, Ta, Fqa] 0.0 0.1 99.4 4.0
Maximum value [Fzdmax, Mbmax, Tmax, Fqmax] 0.0 0.2 337.8 6.8
Cross section, moment of resistance: (mm²)
[A, Wb, Wt, A] 962.1 4209.2 8418.5 962.1

Stresses: (N/mm²)
[σzdm, σbm, τm, τqm] (N/mm²) 0.000 0.000 11.803 0.000
[σzda, σba, τa, τqa] (N/mm²) 0.000 0.027 11.803 0.006
[σzdmax,σbmax,τmax,τqmax] (N/mm²) 0.000 0.047 40.131 0.009

Technological size influence [K1(σB)] 0.842

[K1(σS)] 0.842

Tension/Compression Bending Torsion

Stress concentration factor [a] 6.536 5.666 3.369

References stress slope [G'] 23.759 23.759 11.500
Notch sensitivity factor [n] 1.973 1.973 1.677
Notch effect coefficient [ß] 3.313 2.873 2.010
Geometrical size influence [K2(d)] 1.000 0.897 0.897
Influence coefficient surface roughness [KF] 0.860 0.860 0.920
Surface stabilization factor [KV] 1.000 1.000 1.000
Total influence coefficient [K] 3.476 3.364 2.327

Present safety for endurance limit:

Equivalent mean stress (N/mm²) [σmV] 20.444
Equivalent mean stress (N/mm²) [τmV] 11.803

Fatigue limit of part (N/mm²) [σWK] 116.236 150.113 130.198

Influence coefficient of mean stress sensitivity.
[ψσK] 0.061 0.080 0.069
Permissible amplitude (N/mm²) [σADK] 0.035 0.956 121.807
Permissible amplitude (N/mm²) [σANK] 0.035 0.956 121.807
Effective Miner sum [DM] 0.300 0.300 0.300
Load spectrum factor [fKoll] 1.000 1.000 1.000
Safety against fatigue [S] 9.897
Required safety against fatigue [Smin] 1.200
Result (%) [S/Smin] 824.8

Present safety
for proof against exceed of yield point:
Static notch sensitivity factor [K2F] 1.000 1.000 1.000
Increase coefficient [γF] 1.000 1.000 1.000
Yield stress of part (N/mm²) [σFK] 715.457 715.457 413.069
Safety yield stress [S] 10.293
Required safety [Smin] 1.200
Result (%) [S/Smin] 857.8

Present safety
for proof of avoiding incipient crack on hard surface layers:
Safety against incipient crack [S] 16.993
Required safety [Smin] 1.200
Result (%) [S/Smin] 1416.1

Remarks:
- The shearing force is not considered in the analysis specified in DIN 743.
- Cross section with interference fit:
The notching factor for the light fit case is no longer defined in DIN 743.
The values are imported from the FKM-Guideline..

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End of Report lines: 788

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297
 D. Shaft calculation KISSsoft report

KISSsoft Release 03/2017 F

KISSsoft University license - Universidade do Porto
File
Name : shaftCSpeed
Changed by: Carlos Rodrigues on: 02.07.2018 at: 14:51:47

THERMALLY SAFE OPERATING SPEED CALCULATION

(according to DIN ISO 15312 and DIN 732)

Lubricant Castrol ATF Dex II Multivehicle

Lubrication type:
Immersion lubrication - Oil level up to the middle of the lower bearing.
Mean bearing temperature [Tm] 85.000 °C
Temperature of bearing environment [Tu] 75.000 °C
Lubricant - service temperature [TB] 75.000 °C
Lubricant temperature - Reference conditions [Tref] 70.000 °C

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

Type of support Deep groove ball bearing (single row)

Bearing number SKF 6209
Design series 62
Speed [n] 1201.300 1/min
Coefficient [f0r] 2.000
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 7759.734 mm²
Reference load [P1r] 1.080 kN
Bearing mean diameter [dm] 65.000 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 9306.785 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 4.000

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000161
(Depends upon type of design and load)
Heat flow (dissipated by the bearing support surface) [ΦS] 0.024 kW
Total heat flow [Φ] 0.024 kW
Dynamic equivalent load [P1] 695.422 N
kinematic viscosity at service temperature [ν] 13.108 mm²/s
Lubricant film parameter [KL] 10.948
Charge parameter [KP] 0.296
Speed ratio [fn] 0.227
Thermally safe operating speed [nθ] 2113.113 1/min

Shaft 'Shaft 1', Rolling bearing 'Rolling bearing':

Thermal nominal speed according to DIN ISO 15312:

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298
Type of support Deep groove ball bearing (single row)
Bearing number SKF 6309
Design series 63
Speed [n] 1201.300 1/min
Coefficient [f0r] 2.300
(Depends upon type of design and lubrication at reference conditions)
Coefficient [f1r] 0.000200
(Depends upon type of design and load at reference conditions)
Heat sink reference surface [As] 11388.273 mm²
Reference load [P1r] 1.575 kN
Bearing mean diameter [dm] 72.500 mm
Bearing-specific reference heat flow density [qr] 16.000 kW/m²
kinematic viscosity (for reference conditions) [νr] 12.000 mm²/s
Thermal nominal speed [nθr] 8850.783 1/min

Thermally safe operating speed according to DIN 732:

Coefficient [f0] 4.600

(Depends upon type of design and lubrication)
Coefficient [f1] 0.000202
(Depends upon type of design and load)
Heat flow (dissipated by the bearing support surface) [ΦS] 0.035 kW
Total heat flow [Φ] 0.035 kW
Dynamic equivalent load [P1] 1589.647 N
kinematic viscosity at service temperature [ν] 13.108 mm²/s
Lubricant film parameter [KL] 10.948
Charge parameter [KP] 0.612
Speed ratio [fn] 0.218
Thermally safe operating speed [nθ] 1928.546 1/min

The reference conditions for calculating the thermal nominal speed are taken from the
DIN ISO 15312 standard.

End of Report lines: 90

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299
 Appendix E

Deep groove rolling bearings

The following appendix consists of the rolling bearings product sheets from the SKF
catalogue. A total of six bearings are present in the transmission, two in each shaft,
where:

• Shaft A - 6205 ETN9 and 6305 ETN9;

• Shaft B - 2 x 6308;

• Shaft C - 6209 and 6309.

301
 E. Deep groove rolling bearings

6205 ETN9

Dimensions

d   25 mm

D   52 mm

B   15 mm

d1 ≈ 33.1 mm

D2 ≈ 46.21 mm

r 1,2 min. 1 mm

Abutment dimensions

da min. 30.6 mm

Da max. 46.4 mm

ra max. 1 mm

Calculation data
Basic dynamic load rating C   17.8 kN

Basic static load rating C0   9.3 kN

Fatigue load limit Pu   0.4 kN

Reference speed     28000 r/min

Limiting speed     18000 r/min

Calculation factor kr   0.025  

Calculation factor f0   13  

Mass
Mass bearing     0.12 kg

302
 6305 ETN9

Dimensions

d   25 mm

D   62 mm

B   17 mm

d1 ≈ 36.35 mm

D1 ≈ 51.62 mm

r 1,2 min. 1.1 mm

Abutment dimensions

da min. 32 mm

Da max. 55 mm

ra max. 1 mm

Calculation data
Basic dynamic load rating C   26 kN

Basic static load rating C0   13.4 kN

Fatigue load limit Pu   0.57 kN

Reference speed     24000 r/min

Limiting speed     16000 r/min

Calculation factor kr   0.03  

Calculation factor f0   12  

Mass
Mass bearing     0.22 kg

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 E. Deep groove rolling bearings

►
6308
SKF Explorer

Dimensions

d   40 mm

D   90 mm

B   23 mm

d1 ≈ 56.11 mm

D2 ≈ 77.7 mm

r 1,2 min. 1.5 mm

Abutment dimensions

da min. 49 mm

Da max. 81 mm

ra max. 1.5 mm

Calculation data
Basic dynamic load rating C   42.3 kN

Basic static load rating C0   24 kN

Fatigue load limit Pu   1.02 kN

Reference speed     17000 r/min

Limiting speed     11000 r/min

Calculation factor kr   0.03  

Calculation factor f0   13.2  

Mass
Mass bearing     0.63 kg

304
►
6209
SKF Explorer

Dimensions

d   45 mm

D   85 mm

B   19 mm

d1 ≈ 57.6 mm

D2 ≈ 75.19 mm

r 1,2 min. 1.1 mm

Abutment dimensions

da min. 52 mm

Da max. 78 mm

ra max. 1 mm

Calculation data
Basic dynamic load rating C   35.1 kN

Basic static load rating C0   21.6 kN

Fatigue load limit Pu   0.915 kN

Reference speed     17000 r/min

Limiting speed     11000 r/min

Calculation factor kr   0.025  

Calculation factor f0   14.2  

Mass
Mass bearing     0.42 kg

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 E. Deep groove rolling bearings

►
6309
SKF Explorer

Dimensions

d   45 mm

D   100 mm

B   25 mm

d1 ≈ 62.18 mm

D2 ≈ 86.7 mm

r 1,2 min. 1.5 mm

Abutment dimensions

da min. 54 mm

Da max. 91 mm

ra max. 1.5 mm

Calculation data
Basic dynamic load rating C   55.3 kN

Basic static load rating C0   31.5 kN

Fatigue load limit Pu   1.34 kN

Reference speed     15000 r/min

Limiting speed     9500 r/min

Calculation factor kr   0.03  

Calculation factor f0   13  

Mass
Mass bearing     0.83 kg

306
 Appendix F

Radial shaft seals

In this appendix, the product sheets of the radial shaft seals, selected from the SKF
catalogue, with the respective specifications are listed. The final transmission has two
radial shaft seals, one in the input shaft (A) and the other in the output shaft (C), with
the following designation:

• Input shaft seal - 20x30x7 CRW1 R;

• Output shaft seal - 35x47x7 CRW1 R.

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 F. Radial shaft seals

20x30x7 CRW1 R

US stock number     7905

Design     CRW1

Lip material     R

Dimensions

d1   20 mm

D   30 mm

b   7 mm

Application and operating conditions

Pressure differential   max. 0.07 MPa

Operating temperature   min. -40 °C

Operating temperature   max. 100 °C

Operating temperature, short period   max. 120 °C

Rotational speed   max. 17189 r/min

Shaft surface speed   max. 18 m/s

308
 35x47x7 CRW1 R

US stock number     13938

Design     CRW1

Lip material     R

Dimensions

d1   35 mm

D   47 mm

b   7 mm

Application and operating conditions

Pressure differential   max. 0.07 MPa

Operating temperature   min. -40 °C

Operating temperature   max. 100 °C

Operating temperature, short period   max. 120 °C

Rotational speed   max. 9822 r/min

Shaft surface speed   max. 18 m/s

309