High-Speed Ravigneaux Planetary Gearbox For An Electric Vehicle

High-speed Ravigneaux Planetary Gearbox
for an Electric Vehicle:
Igor Mazin
Dissertation submitted to
Faculdade de Engenharia da Universidade do Porto
for the degree of:
Mestre em Engenharia Mecânica
Advisor:
Prof. José António dos Santos Almacinha
Co-Advisor:
Prof. Jorge Humberto Oliveira Seabra
Unidade de Tribologia, Vibrações e Manutenção Industrial

Departamento de Engenharia Mecânica
Porto, 2022
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.
Igor Mazin
E-mail: [email protected], [email protected]

Departamento de Engenharia Mecânica
Unidade de Tribologia, Vibrações e Manutenção Industrial
Rua Dr. Roberto Frias
4200-465 Porto
Portugal
Abstract
Nowadays, environmental concerns and strong governmental regulations have pushed

electric vehicles to be presented as a viable solution to consumers while being allegedly in
line with the new global paradigm of sustainability.
In order to simplify the powertrain system, battery electric vehicles currently often
use a single driving motor with a fixed ratio transmission; however, the performance
requirements of the power battery pack and driving motor are relatively high. Battery
electric vehicles can be fitted with multispeed gearboxes to increase the effectiveness of
an electric driving system while also meeting vehicle driveability criteria and lowering
manufacturing costs.
A two-speed transmission system appears to be suitable for BEVs in terms of dynamic
performance, energy efficiency, and cost-saving. It can improve the gradeability at low-
speed and efficiency at high speed, thereby reducing the performance requirements of the
power battery pack and driving motor.
This thesis focuses on designing a two speed planetary transmission for an electric
vehicle. The planetary arrangement offers significant weight and space reduction over
parallel shaft gears, resulting in a compact design suitable with electric car powertrains.
Keywords: Electric Vehicles, Multispeed, Planetary transmissions, Ravigneaux
i
ii
Resumo
Atualmente, preocupações ambientais e fortes incentivos governamentais têm permi-

tido que os veı́culos elétricos sejam apresentados como uma alternativa viável para os
consumidores, ao mesmo tempo que se enquadram nos novos padrões de sustentabilidade
globais.
De forma a simplificar o sistema de tração, os veı́culos elétricos normalmente usam um
único motor elétrico com uma razão de transmissão fixa; contudo, isto requer um maior
desempenho por parte das baterias e do motor. Os veı́culos elétricos podem ser equipados
com transmissões de múltiplas velocidades de forma a aumentar o rendimento do sistema
de propulsão elétrico, enquanto garante os critérios de desempenho e diminui os custos de
produção.
Uma transmissão com duas velocidades aparenta uma solução apropriada para veı́culos
elétricos em termos de desempenho dinâmico, eficiencia energética e redução de custos.
Permite melhorar a capacidade de subir rampas a baixas velocidades e a eficiência en-
ergética a altas velocidades, o que leva a uma redução dos requisitos de desempenho do
motor e das baterias.
Esta tese foca-se em desenvolver uma transmissão planetária de duas velocidades, para
um veı́culo elétrico. A arquitetura planetária garante a redução de peso e espaço em
comparação com as caixas de velocidade tradicionais, resultando numa solução compacta
apropriada a sistemas de propulsão de veı́culos elétricos.
Palavras-chave: Veı́culos elétricos, Múltiplas velocidades, Transmissões planetárias, Ravi-

gneaux
iii
iv
Pезюме
В настоящее время забота об окружающей среде и сильные правительственные

стимулы позволили представить электромобили как жизнеспособную альтернативу
для потребителей, отвечающую новым мировым стандартам устойчивости.
Чтобы упростить систему тяги, в электромобилях обычно используется один элек-
тродвигатель с фиксированным передаточным числом, однако, это требует большей
производительности от аккумуляторов и двигателя. Электромобили могут быть осна-
щены многоскоростными трансмиссиями, чтобы повысить производительность элек-
трической силовой установки, при этом соблюдая критерии производительности и
снижая производственные затраты.
Двухступенчатая коробка передач представляется подходящим решением для элек-
тромобилей с точки зрения динамических характеристик, энергоэффективности и
экономии средств. Улучшает способность преодолевать подъемы на низких скоростях
и энергоэффективность на высоких скоростях, что приводит к снижению требований
к производительности двигателя и аккумуляторов.
В данной диссертации основное внимание уделяется разработке двухступенчатой
планетарной коробки передач для электромобиля. Планетарная архитектура гаранти-
рует экономию веса и места по сравнению с традиционными коробками передач, что
приводит к компактному решению, подходящему для силовых установок электромо-
билей.
v
To my mother Karina
vi
‘The only true wisdom is in knowing you know nothing.’
Socrates
vii
Acknowledgements
I want to express my gratitude to my supervisor, Professor José Almacinha, and my

co-advisor, Professor Jorge Seabra, for giving me the chance to work on this project and
for their support, direction, comments, and advice.
I must acknowledge the Faculdade de Engenharia da Universidade do Porto, CETRIB
(Unit of Tribology, Vibrations) for the chance to complete this dissertation and the con-
ditions offered.
I would also like to thank my friends and girlfriend for all the support given, which
helped me achieve my goals while having a healthy study/work environment.
My mother and family deserve the deepest gratitude for helping me get my master’s
degree; without them, I would not be the person I am today.
ix
Contents
Abstract i
Acknowledgements ix
1 Introduction 1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Dissertation Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 Background Information and Literature Review 3

2.1 Background information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.1 History of EVs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.2 Global EV Growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1.3 Challenges from EV’s Popularity . . . . . . . . . . . . . . . . . . . . 6
2.1.4 EV Powertrains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2 Literature Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.1 Power Flow Optimization in EVs . . . . . . . . . . . . . . . . . . . . 9
2.2.2 The Benefits of Multispeed Transmissions for BEVs . . . . . . . . . 10
2.2.3 Multi speed transmission architectures . . . . . . . . . . . . . . . . . 12
3 Performance Requirements of the Powertrain 23

3.1 Vehicle Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2 Electric motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.3 Vehicle Performance Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.1 General Description of Vehicle Movement . . . . . . . . . . . . . . . 26
3.3.2 Maximum Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.3.3 Gradeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3.4 Acceleration Performance . . . . . . . . . . . . . . . . . . . . . . . . 32
3.4 Results from the Performance Requirements Analysis . . . . . . . . . . . . . 35
3.5 Expected lifetime and Operating Regime . . . . . . . . . . . . . . . . . . . . 37
4 Transmission layout and Kinematic Analysis 39

4.1 Layout and Working Principles . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2 Kinematic Analysis of the Transmission . . . . . . . . . . . . . . . . . . . . 41
5 Gear Design 51
5.1 Mating Conditions for Planetary Gears . . . . . . . . . . . . . . . . . . . . . 51
5.1.1 Assembly Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
5.1.2 Neighbour Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.1.3 Coaxiality Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
5.2 Planetary Gears Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
xi
CONTENTS
5.2.1 Teeth Number Specification . . . . . . . . . . . . . . . . . . . . . . . 53

5.2.2 Strength Calculations and Module Sizing . . . . . . . . . . . . . . . 54
5.3 Final Drive Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6 Shaft and Bearing Sizing 59

6.1 Rotational Speeds of the Planetary Members . . . . . . . . . . . . . . . . . 59
6.2 Planet Pin Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
6.3 Sun Shafts and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.1 Small Sun Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.2 Large Sun Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7 One-Way Clutch 67
7.1 One-Way Clutch Working Principles . . . . . . . . . . . . . . . . . . . . . . 67
7.2 Selection of One-Way Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.3 Mounting Solution of the One-Way Clutch . . . . . . . . . . . . . . . . . . . 71
8 Band Brake Design 73

8.1 Band Brake Working Principles . . . . . . . . . . . . . . . . . . . . . . . . . 73
8.2 Friction Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
8.3 Activation system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
8.3.1 Selection of the Electric Motor . . . . . . . . . . . . . . . . . . . . . 77
8.3.2 3D Model of the Activation System . . . . . . . . . . . . . . . . . . . 78
9 Full Transmission Model & Assembly 83

9.1 Exploded View and List of Parts . . . . . . . . . . . . . . . . . . . . . . . . 83
9.2 Sub-Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
9.2.1 Planet Carrier Sub-Assembly . . . . . . . . . . . . . . . . . . . . . . 86
9.2.2 Ring Gear Case Sub-Assembly . . . . . . . . . . . . . . . . . . . . . 91
9.3 Assembly Procedures and Final 3D Model . . . . . . . . . . . . . . . . . . . 92
10 Conclusion 99
10.1 Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
10.2 Future Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
References 101
A Appendix - Gear sizing KISSsoft report 107

A.1 Planetary gears for m = 1.5 mm . . . . . . . . . . . . . . . . . . . . . . . . 108
A.2 Final drive gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
A.3 Final drive gear splines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
B Appendix - Splines & Key Calculations KISSsoft report 251

B.1 Small sun gear shaft - input spline . . . . . . . . . . . . . . . . . . . . . . . 252
B.2 Small sun gear shaft - gear coupling spline . . . . . . . . . . . . . . . . . . . 261
B.3 Large sun gear shaft - gear coupling spline spline . . . . . . . . . . . . . . . 270
B.4 Large sun gear shaft - brake drum coupling spline . . . . . . . . . . . . . . . 279
B.5 One-way clutch key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
C Appendix - Bearings & Seal 295

C.1 Sun gear shafts - SKF 61806 and SKF 61805 . . . . . . . . . . . . . . . . . 296
C.2 Planet bearings - SKF NJ 202 ECP and SKF k 15x19x10 . . . . . . . . . . 301
xii
CONTENTS
C.3 Lead screw shaft bearings - SKF 6000 and SKF 618/6 . . . . . . . . . . . . 306
C.4 Thrust bearings - SKF AXK 4060, 90120 and 150190 . . . . . . . . . . . . . 311
C.5 Seal - SKF 30x42x6 HMS5 RG . . . . . . . . . . . . . . . . . . . . . . . . . 318
D Appendix - Other Components 321

D.1 One-way clutch - Tsubaki BR48HT-R76B . . . . . . . . . . . . . . . . . . . 322
D.2 Brake bands’ friction material . . . . . . . . . . . . . . . . . . . . . . . . . . 326
D.3 Electric motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
D.4 Brake bands’ locking pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
D.5 Precision construction screws . . . . . . . . . . . . . . . . . . . . . . . . . . 334
D.6 Jaw coupling GN 2240-20-B6-8-AL-RS . . . . . . . . . . . . . . . . . . . . . 338
D.7 Lock nuts SKF KMFE 4 and SKF KMFE 11 . . . . . . . . . . . . . . . . . 343
E Appendix - Technical Drawing 349
xiii
CONTENTS
xiv
List of Figures
2.1 Camille Jenatzy with his wife on the victory parade on 1 May 1899 after
the 100 km/h record-breaking run on 29 April 1899 [2]. . . . . . . . . . . . 4
2.2 Global electric vehicle stock by region (left) and transport mode (right),
2010-2020 [3]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 Stock of fast and slow publicly accessible chargers for electric light-duty
vehicles, 2015-2020 [3]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.4 Electrification targets of various countries [3]. . . . . . . . . . . . . . . . . . 6
2.5 Typical performance characteristics of gasoline engines (left) and electric
motors for traction (right) [1]. . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.6 Powertrain layout schematics for an ICE vehicle (left) and an electric vehicle
(right) 15]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.7 Porsche Taycan’s two-speed transmission [22]. . . . . . . . . . . . . . . . . . 11
2.8 N-speed clutch less automated manual transmission (AMT) [39]. . . . . . . 13
2.9 Two-speed inverse-automated manual transmission (I-AMT) [39]. . . . . . . 13
2.10 Two-speed dual clutch transmission (DCT) [39]. . . . . . . . . . . . . . . . 14
2.11 Continuously variable transmission (CVT) [39]. . . . . . . . . . . . . . . . . 15
2.12 Planetary Gear Set [42]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.13 Planetary arrangement [40]. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.14 Star arrangement [40]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.15 Solar arrangement [40]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.16 Wilson Planetary Gear Set [42]. . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.17 Simpson Planetary Gear Set [42]. . . . . . . . . . . . . . . . . . . . . . . . . 18
2.18 Seven-link Ravigneaux Planetary Gear Set. 1-Common ring gear; 2-narrow
planetary gear; 3-broad planetary gear; 4-large sun gear; 5-small sun gear
[38]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.19 ZF HP 14 gearbox diagram [38]. . . . . . . . . . . . . . . . . . . . . . . . . 20
2.20 Eight-link Ravigneaux planetary mechanism [48]. . . . . . . . . . . . . . . . 20
2.21 Nine-link Ravigneaux planetary mechanism [48]. . . . . . . . . . . . . . . . 20
2.22 7-G Tronic seven speed automatic transmission [48]. . . . . . . . . . . . . . 21
2.23 Six speed Lepelletier concept [48]. . . . . . . . . . . . . . . . . . . . . . . . . 21
2.24 Gearbox diagram of ZF 6 HP 26 automatic transmission [38]. . . . . . . . . 22
3.1 Efficiency map of electric motors [55]. . . . . . . . . . . . . . . . . . . . . . 25

3.2 Torque-power peak curve of the Audi Q4 40 e-tron electric motor [56]. . . . 26
3.3 Forces acting on a vehicle [1]. . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.4 The deflection and rolling resistance on a road surface [1]. . . . . . . . . . . 28
3.5 Tractive effort vs. vehicle speed of a general two speed transmission [1]. . . 30
3.6 Acceleration performance considering a single speed transmission with a
global gear ratio of iG =12.5. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
xv
LIST OF FIGURES
3.7 Reduction in acceleration time of an EV using a two speed transmission,

compared to a single speed one. The gear ratio of the single speed is equal
to the second gear ratio of the two speed speed configuration. Results are
shown for different first gear ratios, and for different speeds at which the
vehicle shifts gears. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.8 Vehicle speed with time, for the three different transmission configurations
considered. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.9 Tractive effort vs. vehicle speed of the proposed two speed transmission. . . 36
4.1 Layout of the proposed two speed transmission. . . . . . . . . . . . . . . . . 40

4.2 2D spacial configuration of the planetary gear set. . . . . . . . . . . . . . . 41
4.3 Body in movement relatively to S0 [61]. . . . . . . . . . . . . . . . . . . . . 42
4.4 Representation of the angles necessary for the kinematic analysis. . . . . . . 45
5.1 Six-pinion Ravigneaux gear set configuration. 1- Carrier (not shown); 2-

Small Sun Gear; 3- Large Sun Gear; 4- Ring Gear; 5- Inner Planet Gear; 6-
Outer Planet Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.2 KISSsys model of the two speed Ravigneaux transmission. Only one plan-
etary gear pair out of the three is shown. . . . . . . . . . . . . . . . . . . . . 55
5.3 3D model of the gears’ final configuration on the carrier. . . . . . . . . . . . 56
5.4 3D model of the driving gear of the final drive gear pair. . . . . . . . . . . . 57
6.1 Forces acting on the inner planet during operation, represented in KISSsoft. 61
6.2 Forces acting on the inner planet during operation, represented in KISSsoft 62
6.3 3D representation of the small sun shaft, rolling bearings and small sun gear 64
6.4 SKF 61806 bearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
6.5 3D representation of the large sun shaft, rolling bearings and large sun gear. 65
7.1 Three basic types of one-way clutches [68]. . . . . . . . . . . . . . . . . . . . 67

7.2 Sprag shape and arrangement [69] . . . . . . . . . . . . . . . . . . . . . . . 68
7.3 Sprag Position in torque transmission [69] . . . . . . . . . . . . . . . . . . . 68
7.4 Sprag position in freewheeling [69] . . . . . . . . . . . . . . . . . . . . . . . 68
7.5 Tsubaki one-way clutches [72]. . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.6 Representation of the Tsubaki Cam Clutch design [72]. . . . . . . . . . . . . 70
7.7 Operation of the Tsubaki OWC [72]. . . . . . . . . . . . . . . . . . . . . . . 70
7.8 OWC assembly and mounting. . . . . . . . . . . . . . . . . . . . . . . . . . 71
7.9 3D model of the OWC’s key. . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.1 Simple band brake, considering the anticlockwise rotation of the drum. . . . 74
8.2 Thermofiber 1700, provided by ProTec Friction Group. . . . . . . . . . . . . 75
8.3 3D representation of the modelled band. . . . . . . . . . . . . . . . . . . . . 76
8.4 Electrically actuated band brake used to stop the carrier from the planetary
transmission designed in [35]. . . . . . . . . . . . . . . . . . . . . . . . . . . 77
8.5 Representation of the selected electric motor for the band brakes’ activation. 78
8.6 3D representation of the assembled band brake system. . . . . . . . . . . . . 79
8.7 Closer look at the band’s ends attachment to the lead screw shaft. . . . . . 79
8.8 2D representation of the pins in their locked position. . . . . . . . . . . . . 79
8.9 Closer look at the band’s fixed end attachment to the lead screw shaft . . . 80
8.10 Lead screw shaft’s bearings mounting approaches. . . . . . . . . . . . . . . 80
8.11 Electric motor’s fixing to the housing. . . . . . . . . . . . . . . . . . . . . . 81
xvi
LIST OF FIGURES
8.12 Representation of the jaw coupling used to couple to electric motor’s shaft
to the lead screw shaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
9.1 Example of a Ravigneaux planet carrier [75]. . . . . . . . . . . . . . . . . . 86

9.2 3D model of the assembled planet carrier. . . . . . . . . . . . . . . . . . . . 87
9.3 3D model of the carrier’s separate parts. . . . . . . . . . . . . . . . . . . . . 87
9.4 Fixation and alignment approach between the two carrier parts. . . . . . . . 87
9.5 Thrust bearings placement in the carrier. . . . . . . . . . . . . . . . . . . . 88
9.6 3D model of the inner planet assembly. . . . . . . . . . . . . . . . . . . . . . 89
9.7 3D model of the outer planet assembly. . . . . . . . . . . . . . . . . . . . . . 89
9.8 3D model of the carrier and planet gears assembly. . . . . . . . . . . . . . . 90
9.9 Positioning of the locking sphere and internal retaining elastic ring (carrier
made transparent). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
9.10 Exploded view of the ring gear assembly on to the ring case. . . . . . . . . . 91
9.11 Exploded view of the ring gear case’s parts. . . . . . . . . . . . . . . . . . . 91
9.12 3D model of the assembled ring gear case. . . . . . . . . . . . . . . . . . . . 92
9.13 SKF KMFE 11 lock nut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
9.14 Carrier’s band brake system assembled. . . . . . . . . . . . . . . . . . . . . 93
9.15 Assembly of the OWC and brake drum on the transmission. . . . . . . . . . 93
9.16 Assembly of the carrier and planets on the transmission. . . . . . . . . . . . 94
9.17 Assembly of the small sun shaft and small sun gear. . . . . . . . . . . . . . 94
9.18 Assembly large sun gear and ring case sub-assembly. . . . . . . . . . . . . . 95
9.19 Assembly of the large sun shaft and large sun drum . . . . . . . . . . . . . 95
9.20 Assembled band brake system for the large sun shaft. . . . . . . . . . . . . 96
9.21 Assembly of the large sun shaft’s second bearing and the rear housing cover. 96
9.22 Assembly of the input shaft’s seal and last roller bearing. . . . . . . . . . . 97
9.23 3D model of the complete transmission. . . . . . . . . . . . . . . . . . . . . 97
xvii
LIST OF FIGURES
xviii
List of Tables
3.1 EVs’ performance characteristics. Highlighted in green are urban/city EVs;

in blue are medium performance EVs; and in red are high performance EVs
and super cars [50]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2 Goal performance requirements set for the design of the transmission. . . . 24
3.3 Technical data of the Audi Q4 40 e-tron electric motor [56]. . . . . . . . . . 25
3.4 Considered parameters for the calculations done in the dynamic perfor-
mance analysis, based on [51, 1, 56]. . . . . . . . . . . . . . . . . . . . . . . 29
3.5 Top speed requirement results. . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.6 Gradeability requirements results. . . . . . . . . . . . . . . . . . . . . . . . . 32
3.7 Acceleration times from 0 to 50 km/h, and 0 to 100 km/h for the three
transmission configurations considered. . . . . . . . . . . . . . . . . . . . . . 34
3.8 Acceleration performance requirement results. . . . . . . . . . . . . . . . . . 35
3.9 Transmission design goals based on all of the initially set performance re-
quirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.10 Chosen gear ratios based on the dynamic performance requirements. . . . . 36
3.11 Considered operating regime and expected lifetime for the proposed two
speed transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.12 Expected lifetime for each gear of the proposed two speed transmission. . . 37
4.1 Gear shifting principles of the proposed two-speed transmission. . . . . . . . 40

4.2 Description of the bodies comprising the compound planetary gear set. . . . 41
5.1 Goal transmission ratios, based on the performance requirements, consid-

ering a final drive gear ratio of 4. . . . . . . . . . . . . . . . . . . . . . . . . 53
5.2 Number gear teeth for all planetary gears of the proposed two speed trans-
mission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
5.3 Definitive gear ratios set for the design of the two speed transmission. . . . 54
5.4 Gear strength calculations for three different values of gear module, consid-
ering the transmission was operating in second gear. . . . . . . . . . . . . . 55
5.5 Summary of the gears’ sizing calculations, considering the peak power and
peak torque output from the electric motor. . . . . . . . . . . . . . . . . . . 56
5.6 Summary of the final drive gear pair sizing calculations, considering the
peak power and peak torque output from the electric motor. . . . . . . . . . 57
6.1 Absolute angular speeds and relative angular speeds (relative to the car-
rier) of the planetary members, considering an input speed equal to the
electric motor’s base speed (4700 rpm) and maximum speed (16 000 rpm).
1- Carrier; 2- Small Sun; 3-Large Sun; 4- Ring; 5- Inner Planet; 6- Outer
Planet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
6.2 Transmission’s expected lifetime operating under peak power conditions,
which has to be verified by the bearings’ rating life. . . . . . . . . . . . . . . 61
xix
LIST OF TABLES
6.3 Characteristics of the two planet pin bearings analysed. . . . . . . . . . . . 61

6.4 Summary of the calculations done on inner planet’s bearing rating life,
considering two motor output conditions. . . . . . . . . . . . . . . . . . . . 62
6.5 Summary of the calculations done on outer planet’s bearing rating life,
considering two motor output conditions. . . . . . . . . . . . . . . . . . . . 63
6.6 Characteristics of the small sun shaft’s rolling bearings. . . . . . . . . . . . 64
6.7 Characteristics of the large sun shaft’s rolling bearings. . . . . . . . . . . . . 66
7.1 Requirements for the selection of the OWC. . . . . . . . . . . . . . . . . . . 69

7.2 Main characteristics of the selected OWC - Tsubaki BR48HT-R76B [72]. . . 69
8.1 Necessary braking torque values for both band brakes. . . . . . . . . . . . . 75

8.2 Characteristics of the selected friction material. . . . . . . . . . . . . . . . . 75
8.3 Band brakes’ geometry characteristics and corresponding maximum braking
torques. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
8.4 Characteristics of the selected electric motor for the band brakes’ activation. 78
9.1 List of parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

9.2 Thrust bearings incorporated into the carrier assembly. . . . . . . . . . . . . 88
xx
Chapter 1
Introduction
1.1 Introduction
Given the state of power battery and driving electric motor technology development
today, it is essential to pursue a variety of strategies for enhancing powertrain effectiveness
in order to increase one-charged mileage and decrease the design requirements of the power
battery and driving electric motor in order to reduce manufacturing costs. Numerous
studies show that a two-speed transmission system that has been optimized can greatly
reduce the size of the powertrain while also making up the deficiency of the driving motor
and power batteries.
1.2 Objectives
This thesis is focused on the development of a high speed planetary transmission for
an electric vehicle, based on the general design of a two speed Ravigneaux transmission.
The main objectives are:
1. Understand the role of planetary type transmissions in the growing technology of

multi speed transmissions intended for electric vehicles;
2. Make a dynamic performance analysis on a powertrain that incorporates a two speed

transmission, with the goal of estimating the needed gear ratios for a set of require-
ments;
3. Build the dynamic model of the main components of the Ravigneaux transmission
and define its kinematics;
4. Design the transmission in KISSsys and size its gears, including the final drive,
according to strenght calculations performed in KISSsoft;
5. Choose the transmission’s bearings, power couplings, shafts, as well as other com-
ponents, based on appropriate KISSsoft calculations;
6. Design the 3D CAD model of the transmission in Solidworks, giving special atten-
tion to the complexity of assembly of a planetary transmission;
7. Present the 2D technical drawings of the transmission, and relevant individual com-
ponents.
1
1. Introduction
1.3 Dissertation Layout

The dissertation was organized into chapters in the manner deemed to be most appro-
priate. The chapters are followed by the references, and the appendices are located at the
very end. The following is a brief overview of each chapter:
Chapter 2
This chapter provides the framework for the research of this thesis. Initially, an
overview on the need for the pursue of strategies for enhancing powertrain effectiveness
is done, followed by the required background information on relevant aspects of the ad-
vantages of multi-speed transmissions in electric vehicles. This is followed by a detailed
literature review that identifies the state-of-the-art in multi-speed electric vehicles.
Chapter 3
The general design characteristics are evaluated. The required vehicle specifications
and vehicle performance are reviewed. A dynamic performance analysis is performed in
order to estimate the needed gear ratios to satisfy the set requirements.
Chapter 4
The working principles of the two speed planetary transmissions are detailed. Following
that, the kinematics of the transmission are mathematically defined.
Chapter 5
The mating conditions of planetary transmissions are detailed, specifically the ones
necessary for six pinion Ravigneaux architectures. The sizing of gears is done according
to the kinematics, mating conditions and strenght calculations performed in KISSsoft.
Chapter 6
In this chapter, the shaft design and bearing selection is detailed. Special attention is
given to the planet’s bearings which are the critical bearings in a planetary transmission.
The torque transmitting splines for each shaft are also reviewed.
Chapter 7
Different types of one-way clutches are analysed, and appropriate selection of a one-
way clutch is done, which is a component that plays a role in the gear shifting mechanism
of the transmission proposed here.
Chapter 8
This chapter is dedicated to the design of the of the band brakes, which were intended to
be electrically actuated. The choice of a suitable electric motor is addressed. Furthermore,
the assembly of the mechanism is also detailed.
Chapter 9
In this chapter, the exploded view of the full transmission is shown along with the list
of its parts, and the complete assembly procedure is detailed.
2
Chapter 2
Background Information and Literature Review
2.1 Background information

2.1.1 History of EVs
Gustave Trouvé, a french man, created the first electric car in 1881. It was a tricycle
with a 0.1 horsepower DC motor that was powered by lead–acid batteries. The entire
vehicle, including the driver, weighted around 160 kg. Two British professors created a
vehicle comparable to this in 1883. Because the technology was not yet sophisticated
enough to compete with horse carriages, these early realizations received little public
notice. Potential buyers were uninterested in 15 km/h speeds and a 16 km range. The
1864 Paris to Rouen race changed everything: the 1135 kilometers were covered in 48
hours and 53 minutes by an electric vehicle, with an average speed of 23.3 km/h. This
speed was significantly superior to anything else that could be done [1].
The first commercial electric vehicle was Morris and Salom’s Electroboat. This vehicle
was used as a taxi in New York City by a company that was founded by the vehicle’s
creators. Despite a greater purchasing price, the Electroboat proved to be more lucrative
than horse cabs. It might be utilized for three 4-hour shifts with 90-minute breaks in
between. It had two 1.5 horsepower motors that gave it a top speed of 32 km/h and a
range of 40 km [1].
The introduction of regenerative braking by a M.A. Darracq on his 1897 coupé was
the most significant technical achievement of the era. This technology allows the vehicle’s
kinetic energy to be recovered while braking and recharging the batteries, considerably
increasing the operating range. It is one of the most important contributions to electric
and hybrid car technology since it adds more to energy efficiency in urban driving than
anything else [1].
In addition, among the most significant electric vehicles of that era was the first vehicle
ever to reach 100 km/h. It was “La Jamais Contente” (figure 2.1) built by a french man
called Camille Jenatzy.
Electric vehicles began to fade as gasoline vehicles became more powerful, flexible, and,
above all, easier to handle. Their exorbitant price didn’t help, but it was their limited
driving range and performance that truly hurt them when compared to gasoline-powered
vehicles. Around 1905, the last commercially significant electric vehicles were released.
In the 1960s and 1970s, there was a resurgence of interest in electric vehicles, but it
wasn’t until the early 1990s that a more significant push for driving electric vehicles was
realized. Regulations, acts, and laws were mostly responsible for this increase.The first
mass-produced all-electric car, the EV1, was built by General Motors (GM) in 1996. The
EV1 had a top speed of 130 km/h and a range of around 100 km. However, by 2002, GM
3
2. Background Information and Literature Review
Figure 2.1: Camille Jenatzy with his wife on the victory parade on 1 May 1899 after the 100 km/h
record-breaking run on 29 April 1899 [2].
had abandoned the EV1 due to a lack of profit in the electric vehicle market. Several other
electric vehicles of the time met the same fate.
Approximately half a decade after the EV1’s cancellation, GM along with other sig-
nificant vehicle manufacturers, like as Nissan, were looking to re-enter the market. Elon
Musk and Tesla Motors (formed in 2003) were in the midst of mass production of the
Roadster, an all-electric sports automobile capable of traveling 320 kilometers on a single
charge. With a resurgence of interest, the focus shifted to mass-market, low-cost electric
vehicles. GM began work on the Chevrolet Volt, a plug-in hybrid electric vehicle with a
battery and a small gasoline engine, while Nissan prepared the LEAF, their all-electric
vehicle. Electric vehicles appeared to be on the rise, thanks to increased competition and
better technology.
Today’s electric vehicle (EV) technology can be broken down into four different types.
Battery Electric Vehicles (BEVs), Plug-In Hybrid Electric Vehicles (PHEVs), Extended
Range Electric Vehicles (EREVs), and Hybrid Electric Vehicles (HEVs). Taken together,
EVs represent a significant portion of the world’s mobility. In fact, they are currently
experiencing a fast market growth that will be analysed in the following section.
4
2.1. Background information
2.1.2 Global EV Growth

Due to their increasing practicality, EVs are rapidly gaining market dominance. This is
aided by recent technological developments, particularly in the fields of energy storage and
charging systems. In contrast to conventional vehicles with internal combustion engines
(ICEs), the market share of EV is predicted to grow further in light of recent advances in
global emission standards. The International Energy Agency’s (IEA) latest report (Global
EV Outlook 2021, [3]) showed that electric car registrations increased 41 % in 2020, despite
the pandemic-related worldwide downturn in car sales in which global car sales dropped
16 %. Sales of electric cars were 4.6 % of total car sales. It also stated that there were 10
million electric cars on the world’s roads at the end of 2020 (a 43 % increase over 2019),
following a decade of rapid growth (see figure 2.2). For the first time, Europe surpassed
the People’s Republic of China (”China”) as the world’s largest EV market, which shows
Europe’s clear commitment to the transition to EVs.
Figure 2.2: Global electric vehicle stock by region (left) and transport mode (right), 2010-2020 [3].
The cost of batteries and electric vehicles is decreasing [3]. Infrastructure for charging
is growing (see figure 2.3). This approach encourages the electrification of two- and three-
wheelers, light-duty vehicles (LDVs) (cars and vans), taxis and shared vehicles, buses, and
heavy-duty vehicles with short-range requirements, such as city deliveries.
The number of electric vehicle models offered to customers is continuing to grow. The
IEA’s report states that vehicle manufacturers have declared more aggressive electrification
plans. In fact, 18 of the top 20 vehicle manufacturers in the world, which account for
over 90 % of new car registrations in 2020, have indicated plans to expand their model
portfolio and swiftly scale up production of light-duty electric vehicles. Some examples of
these announcements include: Volvo has announced they will only sell electric cars from
2030 [4]; in Europe, Ford will also only be selling electric cars from 2030 [5]; Volkswagen
aims for 70 % electric car sales in Europe, and 50 % in China and the United States [6];
General Motors plans to offer only electric LDVs by 2035 [7]. Electric heavy-duty vehicle
model availability is also expanding, with four major truck manufacturers projecting an
all-electric future.
Governments around the world paid USD 14 billion to encourage the purchase of
electric vehicles, which increased by 25 % in 2019 due to stronger incentives in Europe.
Nonetheless, over the last five years, the share of government subsidies in total spending
on electric cars has fallen, indicating that EVs are becoming more appealing to customers.
5
Figure 2.3: Stock of fast and slow publicly accessible chargers for electric light-duty vehicles, 2015-
2020 [3].
Many governments have also committed to electrification targets or ICE bans for cars,
or even announced net-zero pledges. The countries which have these targets in law or have
proposed legislation are shown in figure 2.4, along with their electrification goal.
Figure 2.4: Electrification targets of various countries [3].
2.1.3 Challenges from EV’s Popularity

The growing popularity of electric vehicles has brought with it a slew of new issues that
must not be overlooked. These issues can be divided into three categories: challenges in
ensuring the long-term viability of EV production, challenges in meeting the rising demand
for electricity as a result of EV penetration, and challenges in managing the ICE-to-EV
transition in terms of vehicle numbers and the industry ecosystem. In the context of EV
production sustainability, [8] stated that, while EVs create zero emissions, the same cannot
be said for their manufacturing. This is due to the fact that the manufacturing of motors
and batteries uses a substantial amount of depletable elements, such as heavy rare earth
minerals. Furthermore, when compared to the production of ICE vehicles, the method
produces higher levels of heavy metal pollutants, such as lead, nickel, and molybdenum,
which has been argued to be harmful to human health. The carbon impact of these
6
2.1. Background information
activities is now relatively high due to their localization, according to a study by Steve
Voller et al. [9]. These operations are currently concentrated in China, South Korea,
and Japan, where a large amount of the power is generated from fossil fuels, leaving a
large carbon footprint. It also suggested that the trend of growing battery size be stopped
because it is linked to the previously noted carbon footprint issue. This recommendation
can be realized by increasing the efficiency of EV powertrains.
The growing popularity of electric vehicles also produces an increase in electricity
demand, which leads to the second problem posed by the growing popularity of electric
vehicles. According to [10], the amount of electricity consumed by EVs on a daily basis
is around the same as the average daily electricity consumption of a typical american
household. This study also stated that in the UK, when electric vehicles reach 20 %
of its vehicle fleet, peak electricity demand is predicted to rise by 36 %. To meet this
challenge, two fundamental strategies must be seriously considered: efficient power grid
management, which can be accomplished through the use of vehicle-to-grid technology or
extensive battery swapping, which is already being done by a chinese EV company named
NIO [11], and efficient, sustainable, and cost-effective EV powertrains, which include the
use of optimal motors, transmissions, and batteries, with possibly significant carry-over
technologies from ICE vehicles.
Finally, efficient management of the ICE-to-EV migration is essential in order to have
a smooth transition phase. If the overall number of existing ICE vehicles, especially
those with low emission standards, is not dramatically decreased, simply increasing the
market proportion of EVs would not suffice. Furthermore, any migration must be managed
in the context of the current industrial supply chain. For example, a suitable strategy
must be prepared for current ICE-related production units that are likely to be shut
down once EVs overtake ICE vehicles in terms of market dominance. One strategy in
this regard is to repurpose existing manufacturing operations to focus on electric vehicle-
related items. This is less popular, however, due to the high expenses of educating existing
staff and updating plants [12]. EV powertrain retrofitting of existing ICE vehicles is one
approach that can be used to speed the ICE-to-EV transition. The objective is to not
only speed EV market penetration, but also to make use of existing resources, in this case,
current ICE vehicles on the road, so that the net number of vehicles on the road does
not rise. This approach, however, presents challenges in terms of public acceptance and
vehicle homologations. In general, public acceptability of EV retrofitting can be gradually
increased by effective communication between the government, technology providers, and
the general public, emphasizing the benefits in terms of sustainability, long-term financial
savings, and lower emissions. Simultaneously, EV powertrain compatibility and flexibility
should be increased in order to lower initial retrofitting costs. Such powertrains can also
help with homologations, which is a key roadblock in the implementation of EV retrofitting.
It can be noted above that, while increasing EV market share reduces global carbon
emissions from one perspective, it nevertheless poses numerous key economic and overall
sustainability issues. If these issues are not addressed, the benefits of electric vehicles will
be negated.
2.1.4 EV Powertrains
EV powertrains are made up primarily of batteries, an electric motor, and a trans-
mission, and their efficiency and practicality may be measured. A high-efficiency EV
powertrain means that the vehicle’s energy consumption (kWh) per distance (km) may
be kept as low as possible, allowing it to travel further. The goal is to make the pow-
ertrain components as cost-effective as possible, with low production and operating (i.e.,
7
maintenance) costs, and to make them sustainable, i.e., with a low carbon footprint from
manufacture to application.
The battery, which is the initial component of an EV powertrain, stores electricity for
use by the electric motor. To guarantee that the powertrain is both efficient and practical,
the battery must have a high energy density, which allows it to store large amounts of
electric power without adding to its weight.
The electric motor is the next main component of an EV powertrain, and it is respon-
sible for transforming the electricity from the battery into mechanical power to move the
car utilizing the electromagnetic induction method. An inverter regulates the required
current flow from the battery to meet the driving circumstances and controls the motor.
Permanent magnet synchronous motors (PMSMs) and induction motors (IMs) are the two
most common types of motors used in electric vehicles. Permanent magnetic materials in
either the stator or the rotor generate the magnetic field required to rotate the rotor in
PMSMs. In IMs, on the other hand, the electromagnetic field is generated by current
flowing through the rotor conductor. The differences between these types of motors will
be discussed in detail later on when choosing the electric motor that will be part of the
design. Compared to ICEs, both types have a smaller volume and a higher power to weight
ratio, which contribute positively to the power consumption of an EV. Not only that, but
these motors have a strong torque capability at low rpm, which eliminates the need for
high gear ratios for vehicle start-stop. This explains why most existing electric vehicles
lack multispeed gearboxes. Figure 2.5 shows the typical performance characteristics of
electric motors and gasoline engines, in which the electric motor’s high torque availability
at low rpm can be seen. The gasoline engine, on the other hand, can only operate from an
idle speed, from which the torque-speed curve evolves and presents a relatively flat profile
(compared with an ideal one). As a result, a multigear transmission is frequently used
to modify it [1]. Electric motors have extremely high peak efficiency, reaching values of
over 85 % [13]. However, such efficiency is only achievable within a narrow range of motor
speeds; thus, under a variety of driving circumstances, the powertrain’s efficiency typically
falls far below that. Not only that, but the manufacturing of electric motors necessitates
the use of heavy rare earth minerals, resulting in high costs and less long-term production.
As a result, sustainable and cost-effective alternatives to realizing the true potential of
electric vehicles in terms of range and performance are desired.
Figure 2.5: Typical performance characteristics of gasoline engines (left) and electric motors for
traction (right) [1].
8
2.2. Literature Review
The transmission is the final significant component of an electric vehicle’s powertrain,

and it is responsible for efficiently transmitting power from the motor to the wheels. The
transmission utilized in present EVs usually only provides a single speed ratio due to the
characteristics of the basic electric motors employed. The fundamental advantage of single-
speed transmissions is their simple structure, which results in reduced production and
maintenance costs. However, this restricts the electric motor’s ability to work optimally
under a variety of driving circumstances. As a result, EVs’ true potential in terms of
driving range and power consumption is difficult to realize. There is a clear need of
optimizing the power flow of EVs, in order for the electric motor to have the ability to
work more efficiently and effectively, resulting in reduced battery power usage.
2.2 Literature Review

2.2.1 Power Flow Optimization in EVs
It’s difficult to ensure that a single motor EV powertrain can perform ideally for diverse
driving conditions, especially when the vehicle is traveling at high speed and low load, and
as a result, their efficiency typically drops to around 60 % [14]. This will consume a lot
of energy and restrict the driving range. Single-speed transmission BEVs frequently use
higher-power electric motors to match the performance of two-speed transmission BEVs.
As a result, BEV batteries must increase capacity and output power to fulfill the demands
of electric motors. Allowing various power flow arrangements in the powertrain is one
option for avoiding this. Multispeed transmissions can prevent the electric motor from
working in the low-efficiency speed range, allowing it to work as much as possible in the
high-efficiency speed range, decreasing losses and increasing transmission range. In terms
of design complexity, an EV’s multispeed transmission should be simpler than those seen
in current ICE-powered vehicles. This is due to a number of causes, the most important
of which is the demand for moving-off parts in traditional ICE cars. A moving-off device,
such as a dry friction clutch or torque converter, is usually necessary to facilitate the
vehicle’s start-stop condition due to the ICE idle speed condition. Moving-off parts are
no longer necessary in an EV because the motor’s torque is available from as low as 0
rpm. Furthermore, the removal of moving-off elements allows for the implementation of a
considerably simpler transmission control algorithm, as the moving-off element is no longer
required to produce optimal driving comfort during start-stop conditions (see figure 2.6).
Figure 2.6: Powertrain layout schematics for an ICE vehicle (left) and an electric vehicle (right)
15].
9
Another way of allowing flexible power flow is utilizing a multi-motor configuration.

In [16], a proposed solution where two smaller motors coupled via a planetary gear, was
compared with a standard configuration that used one larger motor directly connected to
the drive wheels; the results showed that the dual-motor solution resulted in an average
efficiency improvement of about 9 %.
In summary, it can be concluded that optimizing EV powertrains requires flexible motor
power flow, optimized powertrain components, and control, which can be accomplished
by optimizing multi-motor designs or integrating a multispeed transmission in the EV
powertrain.
2.2.2 The Benefits of Multispeed Transmissions for BEVs

Similar to ICE vehicles, the major motive for using multi speed discrete transmission
in an EV is to provide the best gear ratio in the powertrain so that the motor can work
efficiently in a variety of driving circumstances. Because EV motors can produce significant
torque output at low rpm, the number of gears in an EV is predicted to be relatively low,
possibly as few as two, compared to those in an ICE car. Recent studies comparing the
efficiency of an EV powertrain with a single-speed gearbox vs a two-speed transmission are
detailed in [17-21]. In the work done by Nikolay Hinov et al. [17], a regular electric vehicle
model was simulated and the the comparison was carried out using simulation model-based
estimation, which took into account vehicle parameters, reference motor data, and three
driving cycles: the New European Driving Cycle (NEDC), the Worldwide Light Duty
Test Cycle (WLTC), and the US Environmental Protection Agency (EPA) Federal Test
Procedure for city driving (FTP-75). The results showed that a dual-speed gearbox led
to better efficiency, within the range of 1.7 % to 2.4 %. It should be noted, however, that
[17] focused solely on obtaining gear ratios for powertrain efficiency, with little regard for
driving performance.
In the work by Antti Ritari et al. [18], the comparison was carried out on an electric
bus model with a two-speed dual clutch transmission (DCT) that works in a specialized
city driving cycle. Since it can pre-select the next gear before engaging the second clutch, a
DCT provides quick gear shifting. A single clutch automated manual transmission (AMT)
and a traditional automatic transmission do not have this capacity. The results showed
that the efficiency improvement was in the range of 2 % to 3.2 %, which is similar with
the findings in [17], and that using a two-speed transmission allowed for the use of a less
expensive motor with a narrow high efficiency range.
Bingzhao Gao et al. [20] proposed a two-speed automatic manual transmission for an
electric passenger vehicle. Vehicle performance was compared between a fixed-ratio gear-
box and the proposed 2-speed automatic manual transmission in this study. To improve
driveability and efficiency, the gear ratio and gearshift schedules were initially optimized
using a dynamic programming process that included three different types of driving cycles.
The comparison results reveal that the acceleration time from 0 to 80 km/h is lowered by
1.1 seconds, and the top speed is increased by 31.1 % from 113 km/h to 148 km/h. In
addition, the average energy consumption is reduced by 7–11 % over the three drive cycles
studied, implying that the driving range can be increased.
Senqi Tan et al. [19] simulated an electric dump truck operating on a specific route,
with a defined starting point and end point without complex traffic conditions. This
study compared the energy consumption using a two speed transmission consisting of two
planetary sets against a single speed transmission. The findings show that the two-speed
gearbox allowed for an energy consumption reduction of 6.1 %.
10
The research discussed above shows that multi speed discrete gearboxes have the po-
tential to improve the efficiency of electric vehicle powertrains. However, these studies
did not go into enough detail about gear ratio optimization, which is critical for achieving
both powertrain efficiency and optimal driving performance. Due to the multi-objective
nature of the problem, finding the ideal two-speed gear ratios is difficult. The optimal
ratios, for example, should be able to produce desirable driving performance (in terms of
acceleration rate and top speed) while consuming the least amount of energy. These goals
frequently contradict one another, and they are influenced by a variety of factors such as
road gradient and instantaneous vehicle speed. Thus, advanced optimization techniques
are required, for instance, the final paper reviewed here, Kihan Kwon et al. [21] focused on
optimizing the gear ratios of two-speed DCTs (dual-clutch transmissions) based not only
on motor efficiency but also transmission efficiency. The transmission efficiency model was
created by accounting for losses at the gear meshing, bearings, clutch, and concentric shaft.
As a result, different gear ratios provided varying torque transmission efficiency between
the input and output shafts. The best gear ratios for the EV powertrain were chosen
based on the model, and its performance was compared to a single-speed EV powertrain
for the WLTP cycle, which demonstrated a maximum improvement in energy efficiency
and dynamic performance of 12.1 % and 10.7 %, respectively.
Besides the strong scientific support behind the benefits of using two-speed transmis-
sions in EV powertrains for improving energy efficiency and dynamic performance, there
are automakers that have already implemented a multi speed transmission into their de-
signs. The Porsche Taycan is the world’s first production electric vehicle with a multi-speed
transmission [22]. The Porsche Taycan, like Tesla’s dual-motor vehicles, has one motor
on each axle and only one gear on the front motor. The rear motor, on the other hand,
has an automatic transmission with two gears. The Taycan’s automatic transmission (see
figure 2.7) has two gears that are used to achieve distinct performance goals. The first
gear has a 15:1 gear ratio and is used to accelerate the vehicle. The car can cruise more
efficiently and attain higher top speeds in second gear, which has an estimated 8:1 gear
ratio. It features incredible acceleration off the line, sustained acceleration into greater
speeds, and an impressive top speed for an electric car.
Figure 2.7: Porsche Taycan’s two-speed transmission [22].
11
Multispeed gearboxes are also used in Rimac’s electric supercars and some Formula
E cars to achieve the same goals. A multispeed transmission’s advantages may not be
limited to luxury brands or race automobiles. In the future, other automakers may be
tempted to use multi speed gearboxes in their electric vehicles. ZF, a German auto parts
manufacturer, claimed in July 2019 that it had created a novel electric powertrain idea
that combines an electric motor and a two-speed automatic gearbox into a single unit
[23]. Like its 8HP eight-speed automatic transmission, which is used in everything from
Volkswagens and BMWs to Jeeps, RAM trucks, and Aston Martins, the business could
conceivably make this equipment available for any automaker to buy and connect into an
electric vehicle design. The transmission also provides a large range boost, which could
be one of the most appealing features for automakers. When compared to a one-speed
transmission, ZF claims that its two-speed unit increases range by up to 5 %. No vehicles
are using this yet and it’s somewhat unclear if this is production-ready or just a prototype,
but ZF clearly believes there will be a market for this kind of drive unit, otherwise the
company would not be developing it.
According to the literature review done above, BEVs with multispeed gearboxes have
a number of advantages over single-speed equivalents, including improved dynamic per-
formance, improved electric motor operation efficiency, and reduced weight and volume of
powertrains. The next section will go through the many types of multispeed transmissions
used in BEVs, as well as their layouts and structures.
2.2.3 Multi speed transmission architectures

Different multiple speed transmission layouts planned for or implemented in modern
BEVs are discussed in this section. In general, passenger car transmissions are classified
into the following main designs and formats [38]: manual transmissions (MT); automated
manual transmissions (AMT); automatic transmissions with various gear ratios which in-
clude dual clutch transmissions (DCT) and the conventional automatic transmission (AT);
hybrid drives; and mechanical continuously variable transmissions (CVT). Several topolo-
gies of multi speed gearboxes used in BEVs are currently being researched, and the the
ones found to be the most relevant in the literature, will be described. These architec-
tures include automated manual transmissions (AMT) [24, 37], inverse automated manual
transmissions (I-AMT) [20], dual-clutch transmissions (DCT) [25, 26], continuously vari-
able transmissions (CVT) [27-30] and planetary type transmissions [31-36], which is a
design implemented into ATs and often used in AMTs.
1) Automated manual transmission (AMT)

The AMT, as illustrated in figure 2.8 is a variation of the traditional manual transmis-
sion in which electrohydraulic or electromechanical actuators engage the synchronizer(s)
and shift gears [37]. Since ICEs cannot work below specific speeds and controlling their
speed during gear changes is difficult, clutches or torque converters are required for start-
ups, idle running, and gear changing. Electric motors, on the other hand, can be controlled
at a wide range of speeds and this distinction allows for the development of innovative
electric vehicle transmissions. In comparison to manual transmission (MT), the AMT
improves driving comfort and shift quality (minimum shifting time drops from 0.3 sec-
onds to 0.1 seconds with AMT). Furthermore, when compared to automatic transmissions
(AT), vehicle dynamic performance and driving quality can be significantly improved for
high-end sport cars. It’s worth noting that one of the AMT’s flaws could be a reduction
in driving comfort caused by a lack of traction during gear shift actuation. However,
12
this flaw is not due to the AMT’s inherent limits; it may be overcome with careful gear
change control [37]. Despite the fact that the AMT has never been widely used in ICE
vehicles [38], it is a good contender for EV applications because of its low manufacturing
and maintenance costs, simplicity, ease of deployment, and efficiency.
Figure 2.8: N-speed clutch less automated manual transmission (AMT) [39].
2) Inverse-Automated Manual Transmission (I-AMT)
An I-AMT is quite similar to an AMT, except instead of a synchronizer, it has a clutch

to link the second gear, as seen in figure 2.9. The synchronizer engages or disengages
the first gear, and power is blended in using the clutch. This unique arrangement, as
proposed for EVs in [19], decreases torque interruption during shifting by around 50 %
when compared to a typical AMT. It may be able to fully compensate torque and achieve
seamless gear shifting with enhanced controls [19].
Figure 2.9: Two-speed inverse-automated manual transmission (I-AMT) [39].
13
3) Dual-Clutch Transmission (DCT)

In the 1940s, dual clutch transmissions were already being developed. The original
goal was to equip huge commercial vehicles with technologies that would allow them
to drive without losing power. However, serial production was not achieved. Porsche
and Audi resurrected this transmission concept in the 1980s, developing a twin clutch
transmission for racing cars. Because the systems’ control quality was not yet enough,
these transmissions were not suitable for serial manufacturing [38].
The purpose of this model was to blend the benefits of manual and automatic trans-
missions in one vehicle. Manual transmissions provide a high level of efficiency, a gear
ratio spread that may be freely selected over a wide variety of gear ratios, as well as
sportiness, driving dynamics, and driving pleasure. Traditional automatic gearboxes are
distinguished by their ease of use when moving off due to the torque converter, as well as
automatic shifting without power interruption [38].
The DCT, as shown in figure 2.10 has two shafts connected to the motor via indepen-
dent clutches, one for odd gears and one for even gears, as shown in figure 2.10. Smooth
shifting can be accomplished by disengaging one clutch while engaging the other and
concurrently regulating both clutches [38].
The type of clutch utilized, whether wet or dry, has a significant impact on DCT design
and efficiency. A wet clutch has oil on the clutch plates, which provides a strong cooling
mechanism but also causes high drag and fluid churning loss, whereas a dry clutch does
not have oil on the plates, which reduces loss but also makes it difficult to remove heat
[25, 38].
Figure 2.10: Two-speed dual clutch transmission (DCT) [39].
4) Continuously Variable Transmissions (CVT)

As shown in figure 2.11 , a CVT uses tapered discs and a belt or chain to allow the
gear ratio to adjust continuously from the minimum to the maximum ratio. A CVT can
maintain the motor operating at its peak efficiency points for a significantly longer period
of time than a traditional gearbox with fixed ratios. The friction between the belt or
chain and the taper discs, which are pushed together or apart to regulate the gear ratio,
causes significant power loss in CVTs [38]. Power is also required to provide pressure to
14
the taper discs in order to keep them in place, and the chain or belt may slip in some
circumstances, such as when an ICE vehicle starts from a stop, resulting in further loss.
Because of all of these losses, the CVT is the least efficient gearbox type. However, many
studies have investigated CVTs for EV applications due to their smooth operation, lack
of torque interruption, and ability to operate the traction machine over a wide range of
speeds [27-30].
Figure 2.11: Continuously variable transmission (CVT) [39].
5) Planetary Type Transmissions
Epicyclic or planetary gearing arrangements are comprised of four different elements

that produce a wide range of speed ratios in a compact layout. These elements are:
(1) Annulus, an internally toothed ring gear co-axial with the gear train; (2) Planets,
externally toothed gears which mesh with the sun and annulus; (3) Sun gear, an externally
toothed ring gear co-axial with the gear train; and (4) Planet Carrier, a support structure
for the planets, co-axial with the train. A simple planetary gear arrangement is illustrated
in figure 2.12. The name ”epicyclic” is derived from the curve traced by a point on the
circumference of a circle as it rolls on the circumference of a second fixed circle.
By fixing one of the co-axial members and using the remaining two for input and
output, three types of simple single-stage epicyclic gearing are possible. Generally, these
are called planetary, star, and solar arrangements [40], which are shown in figures 2.13 to
2.15.
The main benefits of epicyclic gears over parallel shaft gears are significant weight and
space reductions. These benefits result from the use of several planets, which enables the
load to be transmitted through multiple tooth contacts, and from the coaxial arrangement
of the input and output shafts, which results in a more compact layout. Each solar gear
teeth engagement would have to support one third of the total load for a planetary system
with three planets. As a result, the sun gear would have dimensions that are one-third of
the pinion of a parallel shaft gear-train intended to transmit an equivalent torque [41].
It should be pointed out that six planets do not necessarily give a gearing twice the
capacity of a similar one having only three planets. It is impossible to guarantee equal
loading among more than three planets due to quality and accuracy of the manufacturing
process. Due to this, three planet configurations are favored, while there are commercially
available systems with up to eight planets.
A second advantage of using multiple planets is that when two or more planets are
spaced symmetrically on the carrier, the radial loads of the planets offset each other. As
15
a result, the bearings and gear housing for the co-axial parts must only be constructed to
keep the gearing properly aligned and endure loads imposed on by external factors [41].
Epicyclic gearing also has the advantage that its smaller gears can be manufactured
more precisely and easily than parallel shaft gearing’s larger ones. They are simpler to
work with and harden, and distortion is not a major issue during hardening [41].
Use of smaller components gives lower pitch line velocities. This accounts for epicyclic
gear trains being more quiet than parallel shaft gear trains. Having more teeth in mesh,
not shifting the load so abruptly, also reduces the noise level.
Single-stage epicyclic gear trains are typically more efficient than identical parallel
shaft gear trains because bearing losses and power losses from tooth friction are minimized.
Tooth friction losses are approximately proportional to the tooth load and the pitch line
velocities. With smaller tooth loads and slower pitch line velocities, the friction loss in
epicyclic gears is less than parallel shaft gears running at the same rotational speed with
the same load. Bearing losses are dependent on bearing size, which are smaller on epicyclic
gears since no tooth reaction loads are carried.
Industrial applications for epicyclic gear systems date back a long way. A sun and
planet gear configuration utilized in one of James Watt’s early engines was patented in
1781. Epicyclic gear trains were unable to develop because internal gear manufacturing
advances lagged behind those of external gears. The performance of epicyclic gear sys-
tems decreased at greater loads when industrial applications demanded transmissions with
higher power ratings because improper manufacture and assembly methods prevented the
planet gears from achieving load equalization [41].
Presently, as manufacturing technologies have been greatly enhanced, planetary gears
are frequently used as main reduction gears in propulsion gas turbines for merchant ships.
They are widely used in rotor drive gearboxes for helicopter aircraft, and to produce
wheel drives for agricultural equipment. They are also becoming a preferred choice in
multi speed gearboxes for electric vehicles, because their inherent advantage of providing
constant meshing, allows for the elimination of clutches or torque converters. This allows
for its perpetual connection to the electric motor and final drive, overcoming the limitation
of torque interruption.
A review on proposed designs for multi speed planetary transmissions for EVs was done,
and the most relevant works are listed next. In the work by Dele Meng et al. [31], an
in-wheel two-speed automated manual transmission (IW-AMT) with a selectable one-way-
clutch and a dual-stage planetary gear set was proposed. This work intended to evaluate
the quality of shifting. In the work by Tao Wang et al. [32], a compact two-speed clutchless
seamless transmission was designed, which was comprised of a dual-stage planetary gear
set with common ring and common sun gears. In the study done by Yang Tian et al. [33],
a novel two-speed planetary AMT (PAMT) was analysed, which used a one-way-clutch
and band brakes to achieve gear shifting. This proposed gearbox inspired this thesis’
transmission design and will be analysed in more detail further ahead. Another two-speed
PAMT was designed by Nong Zhang et al. [34], and it featured a single stage planetary
set. In the work of Shengnan Fang et al. [35], a two-speed uninterrupted mechanical
transmission (UMT) composed of a planetary gear set, brake belt, and centrifugal clutch
that realized seamless switching between two gears was proposed. Finally, in the work of
Jae-Oh Han et al. [36], a two-speed transmission with a double planetary stage architecture
was designed, in which the ring gear served as the system input.
Today’s modern transmissions use a combination of multiple planetary gear sets re-
ferred to as a compound planetary gear set. The most renown and interesting concepts of
compound planetary gear sets were studied and will be presented next.
16
Figure 2.12: Planetary Gear Set [42].
Figure 2.13: Planetary ar- Figure 2.14: Star arrange- Figure 2.15: Solar arrange-
rangement [40]. ment [40]. ment [40].
5.1) Wilson Planetary Gear Set

The usage of planetary gears in vehicle transmissions begins in 1929 with Walter Gor-
don Wilson’s ”Wilson” gearbox model. Walter Gordon Wilson was born in Blackrock, Ire-
land, in 1874 and graduated in mechanical engineering. He began working in the British
military sector in 1904. During World War I, he added planetary gears to the Mark V
tank, allowing it to be driven by a single driver rather than the four required previously.
Wilson refined the transmission used in the Mark V tank after the war, giving birth to the
pre-selector gearbox in 1928. He formed Improved Gears Ltd with JD Siddeley to advance
the Wilson Gearbox’s commercial concept; the company later changed its name to Self-
Changing Gears Ltd. The Wilson gearbox was then used in buses in England. However,
due to its complicated construction, it fell out of favor for a time [43]. The Wilson Gear
Set (see figure 2.16) consists of three planetary gear sets. The ring gear of the first gear
set, the planetary carrier of the second gear set and the ring gear of the third planetary
gear set are directly connected to the “Pot”. The “Pot” is a cylindrical device that slides
over all of the components to unitize the individual gear sets into an assembly. Out of the
three sun gears, sun gear 2 and 3 are attached, commonly refereed to as the ”Double Sun
Gear”.
17
Figure 2.16: Wilson Planetary Gear Set [42].
5.2) Simpson Planetary Gear Set
Howard W. Simpson was born in Kalamazoo, Michigan, in 1892. After studying en-
gineering at the University of Michigan, he went to work for Henry Ford’s farm tractor
company, the Henry Ford & Son (Fordson) Tractor Plant, after World War I. Simpson
left Ford Motor Company in 1938 and the following year went to work for Detroit Har-
vester, where he served as chief engineer until 1943. He subsequently became a freelance
engineering consultant, again working primarily in transmission and drivetrain design. In
1944, he developed and applied for a patent on a new hydraulically operated six-speed
planetary transmission for tractors [44], followed in 1946 by a closely related three-speed
passenger car unit [45]. Afterwards, Simpson filled a patent for an automatic planetary
transmission for a self propelled vehicle in 1951 [46].
The Simpson planetary gear set (see figure 2.17) is the planetary mechanism that laid
the groundwork for modern automated transmission systems. It features two ring Gears,
one rear input ring and one attached to the rear planetary carrier. Two planetary carriers
contain a set of three planetary pinions each. And a common sun gear meshes with both
sets of planetary pinions. This simple arrangement provides three forward speeds, one
reverse speed, and one neutral speed.
Figure 2.17: Simpson Planetary Gear Set [42].
18
5.3) Ravigneaux Planetary Gear Set

The Ravigneaux mechanism represents modern and compact planetary gear set design,
being widely used in automatic transmissions and subject to numerous research. It arose
as a result of improvement over earlier planetary automobile transmissions, such as the
Simpson transmission, which despite having only being patented in 1944, had already
been introduced to the automotive industry by Howard W. Simpson [43]. This design was
patented by Paul Ravigneaux in 1940 in France [47].
This thesis’ aim is to design a two speed transmission with a Ravigneaxu type con-
struction, inspired in the gearbox proposed in [33]. That being said, this type of gear set
will be analysed in further detail than the rest.
When compared to normal planetary mechanisms, the building of a Ravigneaux plane-
tary mechanism is more complicated. Ravigneaux planetary mechanisms come in a variety
of forms, but the seven-link configuration has seen the most use in practical automatic
transmission systems. The seven link configuration (see figure 2.18) is capable of four
forward gears and one reverse; it includes a single carrier containing two sets of planet
pinions, long pinions, and short pinions. Each pinion set includes three pinions, each
pinion being mutually spaced angularly about a central axis, each short pinion meshing
with a corresponding long pinion. There are two sun gears, a short sun gear meshing with
the three short pinions, and a long sun gear meshing with the three long pinions. There
is one ring gear, which meshes with the three long pinions. Both planet pinion sets are
supported for rotation on the carrier. Each long pinion is in mesh with a short pinion, the
ring gear, and the long sun gear. Each short pinion is in mesh with a long pinion and the
short sun gear.
ZF HP 14 was one of the first transmission systems to use the seven-link Ravigneaux
gear set (figure 2.19). It is based on a single Ravigneaux planetary gear set and a transmis-
sion that was introduced in 1984. There were four forward speeds, one backward speed,
and a neutral speed available [38].
Figure 2.18: Seven-link Ravigneaux Planetary Gear Set. 1-Common ring gear; 2-narrow planetary
gear; 3-broad planetary gear; 4-large sun gear; 5-small sun gear [38].
19
Figure 2.19: ZF HP 14 gearbox diagram [38].
An eight-link Ravigneaux planetary gear set (figure 2.20) is more complicated than the
well-known seven-link arrangement. One more ring gear is the main difference between
these two layouts. This arrangement was presented in one of the first patents filled by P.
Ravigneaux [47].
Figure 2.20: Eight-link Ravigneaux planetary mechanism [48].
When compared to the Ravigneaux gear sets previously stated, the nine-link planetary
mechanism (figure 2.21) is notably different. Three sun gears (1, 2 and 8) as well as three
planets (5, 6 and 61 ) and two ring gears make up this mechanism (4 and 7). This layout uses
a highly complex planet carrier (3), which is comprised of three distinct planetary gears
mounted on two spider shafts. This planetary gear set’s use in automatic transmissions is
severely limited due to its increased complexity.
Figure 2.21: Nine-link Ravigneaux planetary mechanism [48].
20
Although the Ravigneaux planetary gear set constituted a breakthrough in automated

transmission design in the latter decade of the twentieth century, the gear set’s technical
capabilities were insufficient to meet the industry’s growing demands. Thanks to the
combination with standard planetary gear sets, Ravigneaux mechanisms are still widely
implemented in numerous automatic transmissions in the form of the Lepelletier concept.
Some firms went even further, considerably altering standard Ravigneaux layouts to satisfy
the demands of cutting-edge automatic transmissions. An example of this is the first
seven speed automatic transmission, which was debuted by Daimler in 2003 [38]. This
transmission was code named as W7A 700 (figure 2.22), while in marketing material it
was also known as 7-G Tronic. This transmission’s gear train consists of a modified
Ravigneaux gear set and two simple planetary gear sets. This modified Ravigneaux system
is also refereed to as the inverted Ravigneaux gear set. The Inverse gear set has one sun
gear, two planetary gears, and two ring gears, compared to the seven link Ravigneaux
gear set, which has two suns, two planets, and one ring gear. This transmission has seven
forward speeds (two of which are overdrive), one neutral, and two reverse speeds [38].
Figure 2.22: 7-G Tronic seven speed automatic transmission [48].
5.4) Lepelletier Planetary Gear Set
Pierre Lepelletier patented this invention in 1992 [49]. This planetary gear set (figure
2.23) combines a normal gear set and the previously stated seven link Ravigneaux planetary
gear set, as shown in the initial patent. The front gear set is standard, but the rear gear set
is a seven-link Ravigneaux planetary gear system. Lepelletier mechanisms are commonly
used in many modern automated transmission systems due to their compactness.
Figure 2.23: Six speed Lepelletier concept [48].
21
The Lepelletier concept was used to create the world’s first six-speed automatic gearbox
system. ZF introduced this transmission (figure 2.24) to the market in 2001 under the
name ZF 6 HP 26 [38]. This was also one of the first automatic gearbox systems with two
overdrive speeds to be commercially available.
Figure 2.24: Gearbox diagram of ZF 6 HP 26 automatic transmission [38].
The development of automatic transmissions has accelerated in recent years. Recent

innovations by manufacturers, were mostly inspired by Ravigneaux/Lepelltier planetary
mechanisms. Cutting edge automatic transmissions indicate that simple planetary gear
sets will probably rule the industry in the coming years [48]. However, although automatic
transmissions are widely implemented in the automotive industry, their application in the
electric vehicle segment is highly limited because of the preference for single gear ratio
powertrains. For the growth of electric vehicles to continue, the optimization of power flow
must be taken into consideration when designing an EV powertrain, which is why multiple
speed automatic transmissions will start to be incorporated more often. The planetary
architectures present themselves as a suitable choice for EV powertrains, because of their
high load capacity and compact design. With this in mind, this work proposes a design
for a two speed Ravigneaux transmission intended for an electric vehicle.
22
Chapter 3
Performance Requirements of the Powertrain
3.1 Vehicle Specifications

The choice and study of the vehicle specifications began by firstly choosing a vehi-
cle segment in which this type of transmission was considered interesting to be analysed.
This process involved researching different electric vehicles available on the market rang-
ing from low performance cars with urban driving profiles (highlighted in green) to high
performance electric supercars (highlighted in red), along with their performance and mo-
tor characteristics [50]. The vehicles analysed are listed bellow in table 3.1. The goal
was to select a vehicle which used a single speed transmission, along with its weight and
electric motor, in order to observe the impact of implementing a two speed transmission
on the vehicle’s performance. After some discussion, it was decided that an appropriate
and interesting choice would be the Audi Q4 40 e-etron.
Based on this vehicle’s performance abilities and data on existing BEVs retrieved from
[51], estimates on the goal performance requirements for this project were set.
Table 3.1: EVs’ performance characteristics. Highlighted in green are urban/city EVs; in blue are
medium performance EVs; and in red are high performance EVs and super cars [50].
Peak Top
Power Power 0-100km/h Weight
Model Torque Speed
[kW] [hp] [s] [kg]
[Nm] [km/h]
Rimac Nevera 1427 1912 2360 412 1,97 2150
Porsche Taycan Turbo S Cross Turismo 560 750 1049 250 2,9 2320
Audi e-tron GT RS 475 637 830 250 3,3 2420
Tesla Model Y Performance 340 456 639 241 3,7 1950
Tesla model 3 Long Range 324 434 493 233 4,4 1920
BMW i4 eDrive 40 250 335 430 190 5,7 2125
Mercedes EQS 450+ 245 328 568 210 6,2 2480
Hyundai Ioniq 5 Longe Range AWD 225 302 605 185 5,2 2100
VW ID4 Pro S AWD 220 295 460 - 5,4 2220
Ford Mustang Mach-E SR AWD 198 265 580 180 6,3 2100
Audi Q4 40 e-tron 150 201 310 160 8,5 2050
Chevrolet Bolt EV 150 201 360 145 6,9 1616
Mini Cooper SE level III 135 181 270 150 7,3 1365
Kia EV6 Light RWD SR 125 168 - 185 8 1820
Hyundai Ioniq Electric 88 118 295 165 9,9 1600
23
3. Performance Requirements of the Powertrain
Vehicle performance can be summarized in the following single quantitative measures:

• Top speed;
• Minimum time to accelerate from 0-100 km/h;
• Gradeability.
Although the selected goal performance parameters will be explained in detail in the
following sections, a brief rundown of them is done here. The top speed was set to slightly
higher than the one achieved on the select car, so as to take advantage of the two speed
configuration. A study on the acceleration time from 0 to 100 km/h was carried out with
different transmission ratios and gear change speeds, with the goal of achieving better
acceleration performance than the Audi Q4 40 e-tron. The gradeability, which describes
describes the maximum grade that a vehicle climb at a certain speed while using the
maximum power from the power train [1], will be set accordingly to general gradeability
design goals retrieved from [51]. Based on the data consulted, and the fact that the chosen
EV is considered to be on the higher end of performance when it comes to city cars, the
powertrain designed in this thesis should allow for starting at a 25 % uphill grade and also
for driving at a speed of 130 km/h at a grade of 6 %. The estimated performance goals
that will restrict the design of the two speed transmission are summarized in table 3.2.
Table 3.2: Goal performance requirements set for the design of the transmission.
Goal performance requirements

Top Speed 180 km/h
Acceleration 0-100 km/h ≤ 8.5 s
Gradeability at start 25 %
Gradeability at 130 km/h 6%
3.2 Electric motor

The electric motor converts electrical energy into mechanical work and vice versa.
An electric motor may supply high power and torque to a transaxle or differential for
propulsion. In comparison to an internal combustion engine, an electric motor may provide
instantaneous power and torque. Electric motors also have a far greater energy conversion
efficiency than internal combustion engines (between 80 % and 95 %) [52].
Induction motors (IM), permanent magnet synchronous motors (PMSM), permanent
magnet-brushless DC motors (PM-BLDC), and switching reluctance motors (SRM) are
all employed as electric drives in electric vehicles [53]. Due to their great efficiency and
power density, IM and PMSM are regarded the most desirable motors for use in EVs [54].
IM has a high efficiency, starting torque, and power, as well as a simple construction,
low cost, robustness, and low maintenance. IMs can operate in any hostile environment
and are unaffected by speed limitations. The IM’s control system, on the other hand, is
quite complicated and still has a difficulty with power density. The quantity of overall
losses, which can be divided into losses in the magnetic circuit (iron losses), losses in
the windings (copper losses), losses in the converter (commutation and stray losses), and
mechanical losses, determines the energy efficiency of this motor [55].
PMSM has various unique capabilities, including the ability to provide consistent
torque while maintaining high efficiency, high power density, and low energy consump-
tion. Furthermore, because the PMSM rotor lacks a coil and brushes, it generates very
24
3.2. Electric motor
little heat. PM-SM is suited for EVs and HEVs since it features highly conductive ma-
terials and high permeability on the permanent magnets. On the other hand, due of the
permanent magnet within, the initial cost of this motor is typically high, because PM
material resources are restricted and expensive [55].
SRM is also a motor type that is preferred in electric vehicles. In comparison to the
others, it has the simplest configuration. It just has a rotor (moving portion) and a stator
(non-moving part), with the stator being the sole part with winding. The SRM is less
expensive than PM motors since it lacks a permanent magnet. Furthermore, SRM is fault-
tolerant, which means that a fault in one phase will not effect the other phases. Despite
various difficulties like as acoustic noise, torque ripple, converter topology challenges, and
electromagnetic interference that need to be addressed, SRM is still regarded a physically
good contender for EVs and HEVs due to its sturdy construction and low cost [55].
Figure 3.1 shows the efficiency map of the electric motors detailed here, and it can be
observed that each electric motor has its optimal area for both the driving cycle and the
braking cycle.
As previously stated, the electric motor chosen for the powertrain here considered was
the one from the selected EV (Audi Q4 40 e-tron). This vehicle features a permanent
magnet synchronous motor that provides 150 kW of peak power and 90 kW of continuous
power (figure 3.2). The motor data was retrieved from [56], and is detailed in table 3.3.
Figure 3.1: Efficiency map of electric motors [55].
Table 3.3: Technical data of the Audi Q4 40 e-tron electric motor [56].
Motor characteristics
Type PMSM
Power (Peak/Continuous) [kW] 150 / 90
Torque (Peak/Continuous) [Nm] 310 / 183
Base Speed [rpm] 4700
Maximum Speed [rpm] 16000
25
Figure 3.2: Torque-power peak curve of the Audi Q4 40 e-tron electric motor [56].
3.3 Vehicle Performance Analysis

As stated in the beggining of this chapter, a vehicle’s driving performance is usually
evaluated by its acceleration time, maximum speed, and gradeability. In EVs, proper
motor power rating and transmission parameters are the primary considerations to meet
the performance specification [1]. It should be noted that designing a power transmission
structure does not follow a precise sequence of steps, since the design and selection of
individual components is interdependent. Instead, it follows an iterative process in which
compromises have to be done in order to achieve the goal requirements [57].
3.3.1 General Description of Vehicle Movement

In order to make an analysis on the performance capabilities of the powertrain here
designed, the basic fundamentals of vehicle operation must be understood. This section
will therefore focus on defining the forces acting on the vehicle and the equations that
define its movement, based on the general principles of mechanics.
The forces exerted on a vehicle traveling up a gradient are presented in figure (3.3).
The car is propelled forward by the tractive effort, Ft , in the contact area between the
driving wheels’ tires and the road surface. The motor torque generates this force, which is
transmitted to the driven wheels via the transmission and final drive. Vehicle resistance
opposing its movement includes rolling resistance force (Frr ) of the tires, appearing in
figure 3.3 as rolling resistance torque Trf and Trr , aerodynamic drag (Fa ), and gradient
force (Fg ). All these resistances will be discussed in detail in the following sections.
According to Newton’s second law:
dV Ft − (Frr + Fa + Fg )
= , (3.1)
dt δMv
where V is vehicle speed, Ft is the total tractive effort of the vehicle, Mv is the mass of the
vehicle and δ is the mass factor, which is an effect of rotating components in the power
train [1]. Equation (3.1) shows that the speed and acceleration of the vehicle depend on
the tractive effort, resistance to movement and vehicle mass.
26
3.3. Vehicle Performance Analysis
Figure 3.3: Forces acting on a vehicle [1].
Vehicle Resistance
As stated, the vehicle resistance opposing its movement includes the rolling resistance
of the tires, aerodynamic drag and grading resistance.
1) Rolling Resistance
The rolling resistance of the tires is attributed to the hysteresis experienced in the tire
materials. When the tire is rolling, it deflects, causing an asymmetric distribution of the
ground reaction forces.
The pressure in the leading half of the contact area is larger than in the trailing half,
resulting in a forwardly shifted ground reaction force which creates a moment (Tr ) that
opposes the rolling of the wheel [1]. This moment is represented in figure 3.4 and can be
expressed as
Tr = P a. (3.2)
To keep the wheel rolling, a force F , acting on the center of the wheels, is required to
balance this rolling resistant moment. This force is expressed as
Tr Pa
F = = = P µ, (3.3)
rd rd
where rd is the tire radius, µ ,which is given by a/rd , represents the tire resistance co-
efficient. This coefficient is a function of the tire characteristics such as tire material,
structure, temperature, inflation pressure and the road characteristics that include road
roughness, material and the presence or absence of liquids on the road. The chosen value
for this coefficient was µ = 0.009, based on [51] and [1].
When considering the slope of the road, α, and the vertical gravitacional force (P =
Mv g) the rolling resistance force Frr can be written as
Frr = Mv g µ cos α. (3.4)
27
Figure 3.4: The deflection and rolling resistance on a road surface [1].
2) Aerodynamic Drag
Aerodynamic drag corresponds to the resistive force that a vehicle encounters when
it travels at a certain speed through air. It mainly results from two components: shape
drag and skin friction. Shape drag is the resulting force from both the high pressure area
created in front of the vehicle and the low pressure area behind the vehicle that oppose its
movement. Skin friction relates to the friction between the molecules of air that travel at
gradually lower speeds the further they are from the vehicle skin. Aerodynamic drag Fa
is a function of vehicle speed V , vehicle frontal area A, shape of the vehicle, air density ρ
and it is expressed as
1
Fa = ρACd (V + Vw )2 , (3.5)
2
where Cd is the aerodynamic drag coefficient that characterizes the shape of the vehicle
and Vw is the component of wind speed. According to [51], Cd = 0.28 is an approriate
value for battery electric vehicles. The air density will be considered as ρ = 1.225 kg/m3
as also suggested by [51].
3) Grading Resistance
The grading resistance Fg is the vehicle’s weight component in the direction of motion,
when it goes up or down a slope. It can be expressed as
Fg = Mv g sin α. (3.6)
The sum of all resistive components is also referred to as Road Load (FRL ):
FRL = Frr + Fa + Fg . (3.7)
Therefore, equation (3.1) can also be written as
dV
δMv = Ft − FRL . (3.8)
dt
28
Tractive Effort
The power plant transmits torque to the driven wheels, and the torque felt on the
driven wheels can expressed be as
Tw = if d i ηd Tp , (3.9)
where if d is the gear ratio of the final drive, i is the gear ratio of the transmission, Tp
is the torque output from the power plant and ηd is the driveline efficiency, which for
simplification purposes will be assumed to be 1. The tractive effort of the driven wheels
can now be expressed as:
Tw Tp if d i
Ft = = . (3.10)
rd rd
For simplification purposes, the calculations were done considering a global transmission
ratio (iG ):
iG = if d i. (3.11)
The tractive effort can therefore be rewritten as
Tw Tp iG
Ft = = . (3.12)
rd rd
Having defined the forces acting on the vehicle during its operation, the needed gear
ratios for the two speed transmission could now be analysed based on the chosen traction
motor and the goal performance characteristics. The parameters chosen for the calcula-
tions performed next are summarized in table 3.4. Both the mass of the vehicle and its
tire radius are the same as the chosen EV [56] (Audi Q4 40 e-tron).
Table 3.4: Considered parameters for the calculations done in the dynamic performance analysis,
based on [51, 1, 56].
Parameter Designation Unit Value

Mass Mv kg 2050
Area A m2 2.56
Tire radius rd m 0.3688
Gravitational acceleration g m/s2 9.81
Air density ρ kg/m3 1.225
Aerodynamic drag coefficient Cd - 0.29
Tire resistance coefficient µ - 0.009
3.3.2 Maximum Speed

The maximum speed of a vehicle is found when the tractive effort (Ft ) curve intersects
the road load curve (FRL ) , in the tractice effort vs. vehicle speed diagram [1]. In this
diagram, shown in figure 3.5, this point of intersection is point f.
However, this intersection point does not exist in most vehicle powertrain designs,
which use large traction motors or large gear ratios. In these cases, the speed of the
vehicle is limited by the maximum speed of the electric motor [1]. Equation (3.13) will
determine the maximum speed (Vmax ) of the vehicle, where Nm is the maximum speed of
the motor (Nm =16 000 rpm).
πNm rd
Vmax = . (3.13)
30 iG min
29
Figure 3.5: Tractive effort vs. vehicle speed of a general two speed transmission [1].
With a defined value for the target top speed, equation (3.13) will give the minimum
required global gear ratio (iG min ), which in a two speed transmission corresponds to the
second global gear ratio (iG min = iG2 ). Thus, rearranging,
πNm rd
iG2 = . (3.14)
30Vmax
The previously set goal for the top speed was to be higher than the selected motor’s
vehicle, which is 160 km/h. However, like in most modern cars, this value is electronically
limited so as to protect key components of the vehicle and follow legal regulations. Al-
though no information on the actual maximum speed of the Audi Q4 40 e-tron was found,
it was estimated to be around 170 km/h, based on information found on its transmission
and final drive gear ratios [56]. Having initially set the goal of achieving a higher max-
imum speed than the Audi, a top speed target of 180 km/h was locked for this design.
The global transmission ratio needed for the vehicle to achieve this speed, is at maximum
- iG2 ≈ 12.5. Table 3.5 summarizes the conclusions drawn from analysing the design goal
top speed.
Table 3.5: Top speed requirement results.
Requirement Transmission design goal

Top Speed - 180 km/h iG2 ≤ 12.5
3.3.3 Gradeability
A vehicle’s gradeability is defined as the maximum grade that a vehicle can climb at a
certain speed while using the powertrain’s maximum power [51]. With α being the road
angle, gradeability can be expressed as
Grade [%] = tan α × 100 (3.15)
30
Gradeability requirements for general vehicles are based on two situations: the ability
to start in an uphill of a certain grade, and the ability to travel at a certain speed at a
specific grade. According to [51], general gradeability design goals are that cars should be
able to start in a 25 % uphill grade, drive at a speed of 88 km/h in a 3 % grade, and at
72 km/h in a 6 % grade. Considering that typical grade levels on highways rarely surpass
grades of 6 % [51], and that the performance levels of the powertrain here considered is
higher than most cars intended for city driving, the following gradeability requirements
were set as design goals:
• a) The vehicle must be able to start in a 25 % uphill grade;
• b) The vehicle must be able to travel at a speed of 130km/h at a grade of 6%.
In order to evaluate these requirements and design the gear ratios according to them,
the equilibrium equation must be considered, where the tractive force must be enough to
overcome the road load:
Ft = FRL . (3.16)
a) The vehicle must be able to start in a 25 % uphill grade

This requirement corresponds to a situation where the vehicle is initially stopped, which
means the electric motor is in the constant torque phase (peak torque phase). There is no
aerodynamic drag (Fa =0) since the velocity of the vehicle is 0. Based on this, equation
(3.16) can be written as
TP iG
= µ Mv g cos α + Mv g sin α. (3.17)
rd
Since the motor is in its constant torque phase, it ouputs its peak torque (Tp =Tpeak ). And
the global gear ratio here calculated corresponds to the minimum global first gear ratio
(iG1 ) needed to overcome the road load. Thus,
rd
iG1 = Mv g(µ cos α + sin α). (3.18)
Tpeak
With a peak torque of 310 Nm and using the parameters in table 3.4, iG1 ≈ 6. This value is
significantly inferior to the minimum second gear ratio needed (calculated in 3.3.2), iG2 ≈
12.5, which leads to conclude that this requirement is easily assured with the traction
motor selected, and therefore would not restrict the gear specification design process.
b) The vehicle must be able to travel at a speed of 130km/h at a grade of 6 %

This requirement involves analysing a high speed situation, in which the electric motor
is its constant power phase. In this case, the tractive force is expressed as
Ppeak
Ft = , (3.19)
V
where Ppeak is the motor’s peak power, and V is the vehicle’s speed. Substituting Ft in
the equilibrium equation (3.16):
Ppeak 1
= µ Mv g cos α + Mv g sin α + ρACd V 2 (3.20)
V 2
31
rearranging,
1
Ppeak = (µ Mv g cos α + Mv g sin α + ρACd V 2 )V. (3.21)
2
From equation (3.19), we see that when the motor is in its constant power phase, the
tractive force is independent of the gear ratio. Therefore, the ability to drive at a certain
speed (higher than the motor’s base speed) and grade, is solely dependent on the motor’s
peak power output (equation (3.21). For the vehicle to be able to drive at a speed of 130
km/h at a grade of 6 %, a motor capable of outputting a minimum of 68 kW is needed.
Since the electric motor here used has a peak output power of 150 kW, this requirement
is safely assured. The conclusions drawn from analysing the gradeability requirements are
summarized in table 3.6.
Table 3.6: Gradeability requirements results.

Uphill start at 25 % grade iG1 ≥ 6
Travel at a 130 km/h at 6 % grade Ppeak ≥ 68 kW
3.3.4 Acceleration Performance

Acceleration performance of a vehicle is evaluated by the time used to accelerate the
vehicle from a low-speed V1 (usually zero) to a higher speed V2 [1]. For passenger cars,
acceleration performance is more important than maximum cruising speed and gradeabil-
ity, since it is the acceleration requirement that dictates the power rating of the electric
motor.
In this work, the power rating has been set from the beginning and therefore, an
analysis will be done on the acceleration performance that can be extracted from the
motor considering the two speed transmission design. The second gear ratio will be set
according to the requirement of top speed set analysed in 3.3.2 and the first gear ratio
will be chosen based on the maximum decrease in acceleration time achieved, since the
gradeability requirements did not restrict the first gear ratio in this project.
In order to evaluate the acceleration performance, Newton’s second law must be again
considered:
dV
δMv = Ft − FRL . (3.22)
dt
Substituting the road load (FRL ) for its components and rearranging,
dV
Ft = Frr + Fg + Fa + δMv (3.23)
dt
and considering a flat road (α=0), Fg will be equal to 0, thus,
1 dV
Ft = µ Mv g + ρACd V 2 + δMv . (3.24)
2 dt
The velocity can then be written as,
Ft − µ Mv g − 12 ρACd V 2
Z V2
V = dt. (3.25)
V1 δMv
As was shown in 3.3.3, the tractive force is only dependent on the gear ratio when the
motor is in its constant torque phase. When it reaches the base speed (Vbase ), it enters
32
its constant power phase and the tractive force becomes dependent solely on the vehicle’s
speed and the electric motor’s power output (P ). Therefore, and considering that the
intended acceleration performance analysis was from 0 to 100 km/h (V1 = 0 and V2 =
100), the integral can be split into two:
Z Vbase Tp iG − µ Mv g − 12 ρACd V 2 Z 100 P − µ Mv g − 12 ρACd V 2
rd V
V = dt + dt. (3.26)
0 δMv Vbase δMv
This equation is difficult to solve analytically, since the torque of the powerplant is a
function of speed, which in turn is a function of vehicle speed. Therefore, it was solved
numerically through MATLAB. Plots were drawn to show the evolution of vehicle speed with
time.
In order to evaluate the increase in acceleration performance when adopting a two
speed transmission, an initial analysis was made on the acceleration achieved using a
single speed transmission with a global gear ratio of iG =12.5, which is the gear ratio
needed for the vehicle to achieve the desired top speed. The vehicle’s velocity evolution
with time is shown in 3.6. The MATLAB script employed, estimated an acceleration time of
9.8 seconds.
Figure 3.6: Acceleration performance considering a single speed transmission with a global gear
ratio of iG =12.5.
A study was then performed on the acceleration performance of the two speed trans-
mission, in order to find the optimal first gear ratio when accelerating the vehicle from 0
to 100 km/h, so as to compare with the performance achieved with a single speed config-
uration. The second gear ratio was kept at iG2 =12.5. The analysis also took into account
different speeds at which the gear shift occurred, and is illustrated in figure 3.7.
From this analysis, it was concluded that first gear ratios ranging from iG1 =16 to
iG1 =19 resulted in the largest decreases (approximately 3 %) in acceleration, when com-
pared to the single speed gearbox.
Based on the results, the lowest global first gear ratio capable of providing the maxi-
mum increase in acceleration performance was chosen - iG1 =16. It should be noted that
33
Figure 3.7: Reduction in acceleration time of an EV using a two speed transmission, compared to
a single speed one. The gear ratio of the single speed is equal to the second gear ratio of the two
speed speed configuration. Results are shown for different first gear ratios, and for different speeds
at which the vehicle shifts gears.
for iG1 =16, the maximum acceleration performance is achieved considering that the gear
shift occurs when the vehicle reaches a speed of 45 km/h.
Figure 3.8 shows the evolution of vehicle speed with time, under maximum motor
output conditions, considering 3 different transmissions: a single speed transmission with
a gear ratio equal to the first gear ratio of the two speed transmission designed here - iG =
16; another single speed with a global gear ratio now equal to the second gear ratio of the
two-speed transmission - iG =12.5; and finally, the two speed with iG1 =16 and iG2 =12.5.
Although the acceleration time from 0 to 50 km/h is similar, it is clear the the two speed
transmission provides superior acceleration performance from 50 to 100 km/h. Table 3.7
shows the difference in acceleration times for the three transmissions considered.
Table 3.7: Acceleration times from 0 to 50 km/h, and 0 to 100 km/h for the three transmission
configurations considered.
0-50 0-100
km/h km/h
iG =16 3.7 s 10.7 s
iG =12.5 3.9 s 9.8 s
iG1 =16 & iG2 =12.5 3.7 s 9.6 s
34
3.4. Results from the Performance Requirements Analysis
Figure 3.8: Vehicle speed with time, for the three different transmission configurations considered.
It can be seen from these results that the optimal gear ratios obtained allow for an
acceleration time of 9.6 seconds, which does not correspond to the initial goal of achieving
a lower acceleration time than the selected EV’s (8.5 seconds). This can be attributed
to the fact that all calculations were made based on estimated parameters and not real
life conditions. Nevertheless, the design process proceeded with these gear ratios in mind.
The conclusions drawn from this acceleration performance analysis are summarized in
table 3.8.
Table 3.8: Acceleration performance requirement results.

Fastest acceleration from 0-100 km/h iG1 =16
3.4 Results from the Performance Requirements Analysis

The transmission design conditions that were imposed by the initially set performance
requirements are summarized bellow in table 3.9.
Table 3.9: Transmission design goals based on all of the initially set performance requirements.

Top Speed - 180 km/h iG2 ≤12.5
Start at uphill grade of 25 % iG1 ≥6
Travel at 130 km/h at 6 % grade P ≥68 kW
Fastest acceleration from 0-100 km/h iG1 =16
35
Since the gradeability requirements were easily assured, they were not restrictive on
the gear ratio specification process. Therefore, only the top speed imposed on the project
and the acceleration performance, dictated the gear ratios for the two speed transmission.
Based on this, the gear ratios chosen at this phase of the design process were the following:
Table 3.10: Chosen gear ratios based on the dynamic performance requirements.
First global gear ratio iG1 =16

Second gear global ratio iG2 =12.5
As stated in 3.13, it is possible to estimate the potential top speed of the vehicle (if
not restricted by the maximum speed of the electric motor) by finding the maximum road
load that the vehicle is able to overcome with the provided powertrain. With the first and
second global gear ratios of the transmission now defined, it was possible to make this
analysis. A plot (figure 3.9) was drawn to show the evolution of both the vehicle’s tractive
effort and the road load, in relation to the vehicle’s speed. The road load was calculated
for all the levels of grade studied here.
Several conclusions can be drawn from the plotted data. The theoretical top speed
of the vehicle corresponds to the point at which the vehicle’s tractive effort is equal to
resistive forces on a flat road (0 % grade), which in this case would be close to 250 km/h.
It is also possible to observe that the vehicle is able to achieve considerably high speeds
(bellow the 180 km/h limited by the motor’s rotation), at significant levels of grade (6 %
and 25 %). Finally, it can be noted that for low speeds, the first gear allows the vehicle
to overcome greater levels of road load.
Figure 3.9: Tractive effort vs. vehicle speed of the proposed two speed transmission.
36
3.5. Expected lifetime and Operating Regime
3.5 Expected lifetime and Operating Regime

The major purpose, as previously stated, is to design a two speed transmission for a
city car such as the Audi Q4 e-tron. The car is expected to be driven in a city context
for the most of its life, but it should also be able to drive on highways, given its relatively
high performance characteristics. A value between 300 000 and 400 000 km is an adequate
assumption for the vehicle’s driving range during the transmission’s expected lifetime [60].
According to data retrieved on the estimated life spent by cars at various speeds [58, 59,
60], it was possible to estimate the proposed transmission’s expected mileage. This data
is shown in table 3.11.
Table 3.11: Considered operating regime and expected lifetime for the proposed two speed trans-
mission.
Vehicle Usage Time

Distance
speed factor spent Gear
[km]
[km/h] [%] [h]
30 15 52500 1750 1st
50 45 157500 3150 2nd
90 20 70000 778 2nd
120 20 70000 583 2nd
Total 100 350000 6261
The proposed two speed transmission is expected to last 6261 hours, while being subject
to its expected normal driving conditions. Seen as the gear shift speed was set to 45 km/h,
it can be seen that the transmission will be in second gear for most of the time. Therefore,
careful consideration was given to the gears that transmit power in second gear, during
the gear design analysis that will be detailed further ahead. Table 3.12 summarizes the
expected lifetime of the two speed transmission, for each gear. Reverse gear was not
considered, since its usage is very limited.
Table 3.12: Expected lifetime for each gear of the proposed two speed transmission.
Gear ratio 1st 2nd

Expected lifetime [h] 1750 4511
37
38
Chapter 4
Transmission layout and Kinematic Analysis
It is necessary to determine the input and output speeds in relation to the gears’
teeth numbers in order to design the transmission gears in accordance with the previously
established gear ratios. As a result, the kinematics of the transmission will be examined
in this chapter, along with a mathematical definition of the angular speeds of all rotating
elements. There are two sections in this chapter. The layout of the proposed two-speed
Ravigneaux transmission is established in the first section, and the kinematic analysis of
the transmission is covered in the second.
4.1 Layout and Working Principles

The novel two speed transmission designed in this thesis is based on the model proposed
in [33], and its layout is shown in figure 4.1. It is comprised of a compound planetary gear
system, two brakes and a one-way clutch (OWC). The compound planetary gear system is
a variation of the 7-link Ravigneaux gear set (explained in detail in 2.2.3), since the input
power is only being given to one of the sun gears. It consists of a ring gear (R), a planet
carrier (C), a small sun gear (SS), a large sun gear (LS), three inner planet pinions (IP),
and three outer planet pinions (OP). As shown in this figure, the input of the transmission
is the small sun gear, which is connected to the electric motor through the input shaft.
The output of the transmission is the ring gear, which is attached to final drive.
The author of this design idea names this transmission as a Uninterrupted Planetary
Automatic Transmission (UPAT) [33]. Its ability to provide uninterrupted torque is en-
sured by the OWC and two band brakes adopted in the gearshift system. The band brakes
are electrically actuated (using a screw-nut pair), instead of the hydraulically actuated
brakes adopted in traditional ATs.
A traditional 7-link Ravigneaux gear set, in which the input power can be provided to
both sun gears and the carrier, is capable of providing four different gear ratios and one
reverse. However, as stated above, this design features a single input shaft connected to
the small sun gear in order to ensure only two possible gear ratios.
The working principles of the gearshift system are presented in table 4.1, where ’0’
indicates the element does not work, and ’1’ means the element is operating. When the
OWC is working, it means that it is preventing the carrier from rotating, where as when
it is not working, it allows its free rotation.
• Parking can be achieved by engaging both the carrier brake (C brake) and the large
sun brake (LS brake);
• First gear is achieved by engaging C brake, and allowing the free rotation of the LS;
39
4. Transmission layout and Kinematic Analysis
Figure 4.1: Layout of the proposed two speed transmission.
• Second gear is achieved when the LS is stopped by the large sun brake (LS brake),
and the carrier is allowed to rotate freely;
• Reverse gear is achieved by grounding the carrier with the OWC.
When the upshift from first to second gear happens, C brake must be fully disengaged
quickly, and then LS brake is controlled to engage gradually until LS speed reaches zero,
which means the upshift process is finished. When shifting from second gear back to
first gear, the LS brake is released gradually until the torque applied on itself is zero,
while simultaneously C brake should be controlled to engage quickly. In the condition of
reverse gear driving, C is grounded by the OWC, since the counter-clockwise rotation of
the traction motor corresponds to the direction of rotation to which the OWC locks the
carrier to the housing.
The final drive gear was intended to be mounted to the ring gear case in order to
transmit the output power. The development of the final drive system was not one of the
main goals of this work, and therefore, did not receive careful consideration. Nevertheless,
its design is summarized in the following chapter.
Table 4.1: Gear shifting principles of the proposed two-speed transmission.
Gear OWC C Brake LS Brake

Parking 0 1 1
1st 0 1 0
2nd 0 0 1
Reverse 1 0 0
40
4.2. Kinematic Analysis of the Transmission
4.2 Kinematic Analysis of the Transmission

Figure 4.2 shows the configuration of the proposed planetary gear set, along with the
reference points in which the kinematic analysis will be based on. Table 4.2 describes each
rotational member that will be present in this same analysis. In this section, the kinematic
equations of this transmission are defined through the analysis of linear speed relations on
contact points and through geometric relations intrinsic to this configuration.
Figure 4.2: 2D spacial configuration of the planetary gear set.
Table 4.2: Description of the bodies comprising the compound planetary gear set.
Carrier Small Sun Large Sun Ring Inner Planet Outer Planet
Body C SS LS R IP OP
1 2 3 4 5 6
Reference point A A A A C F
Radius [m] RC | RF R2 R3 R4 R5 R6
Angular speed [rad/s] −
→
ω 10 −
→ω 20 −
→
ω 30 −
→ω 40 −
→
ω 50 −
→
ω 60
Linear speed [m/s] −
→ A
v 10 =0 −
→ A
v 20 =0 −
→ A
v 30 =0 −
→ A
v 40 =0 −
→v 50 =−
C → C
v 10 −
→
v 60 =−
F → F
v 10
Some geometric restrictions could be immediately set:
RC = R2 + R5 (4.1)
RF = R3 + R6 (4.2)
R4 = R3 + 2R6 (4.3)
CF = RP = R5 + R6 (4.4)
41
Assuming the rolling contact of gears at points B, E, G and D, is done without sliding,
and considering the reference axis, S1 and S2 , the following kinematic restrictions could
be set:
−
→v 20⌋ = −
B → B
v 50⌋ (4.5)
S1 S1
−
→ E
v 30⌋ =−
→ E
v 60⌋ (4.6)
S2 S2
−
→ G
v 40⌋ =−
→ G
v 60⌋ (4.7)
S2 S2
−
→ D
v 50⌋ =−
→ D
v 60⌋ (4.8)
S1 S1
In this kinematic analysis, Mozzi’s first equation will be used, which can be expressed
as [61]
−
→ −−→
vP =− →v O1 + −
→
ω × O1 P (4.9)
This equation indicates that the velocity of a generic point P (shown in figure 4.3) of a
moving body, can be obtained by the sum of two vectors:
1. a constant vector −
→v , which is the point of an arbitrary point O taken as a pole.
O1 1
This vector, in a given instant, is the same for all the points belonging to a body
and can be considered as the translatory component;
−−→
2. the velocity −
→
ω O1 P , that the point P would have if it was rotating at a constant
angular velocity −
→
ω , around O .1
Figure 4.3: Body in movement relatively to S0 [61].
Assuming the rolling contact with no sliding on point B, and the reference axis S1 (A,
x1 , y1 , z1 ), from equation (4.5):
−
→ B
v 20⌋ =−
→ B
v 50⌋ . (4.10)
S1 S1
Applying Mozzi’s first equation between points A and B, and knowing that point A is
fixed (−
→
v 20⌋ = 0), −
→
A B
v 20⌋ can be defined as
S1 S1
     
0  R2   0 
−
→ −→ 
v 20⌋ = −
→v 20⌋ + − →
B A
ω 20⌋S1 × AB ⌋S1 = 0 × 0 = R2 ω20 . (4.11)
S1 S1
ω20 0 0
     
42
Mozzi’s first equation is used again, and −

→ B
v 50 can be expressed as
−
→ −→
=−
→ +−
→
B C
v 50⌋ v 50⌋ ω 50⌋S1 × CB ⌋S1 . (4.12)
S1 S1
The inner planet (5) and the carrier (1) both share point C, thus,
−
→ C
v 50⌋ =−
→ C
v 10⌋ (4.13)
S1 S1
and applying Mozzi’s first equation again, −

→ C
v 10⌋ can be expressed as
S1
     
−→  0  RC   0 
−
→ C
v 10⌋ =−
→ A
v 10⌋ +−
→
ω 10⌋S1 × AC ⌋S1 = 0 × 0 = R ω10 . (4.14)
S1 S1      C
ω10 0 0

Replacing (4.14) in (4.12),

       
 0   0  −R5   0 
−
→ B
v 50⌋ = RC ω10 + 0 × 0 = RC ω10 − R5 ω50 . (4.15)
S1
0 ω50 0 0
       
Finally, equation (4.5) can be expressed as

−
→ B
v 20⌋ =−
→ B
v 50⌋
S1 S1
⇔ R2 ω20 = RC ω10 − R5 ω50

⇔ R2 ω20 = (R2 + R5 )ω10 − R5 ω50 . (4.16)
Following a similar procedure to the one above, considering rolling without sliding on
point E and the reference axis S2 (A, x2 , y2 , z2 ), from equation 4.6:
−
→ E
v 30⌋ =−
→ E
v 60⌋ . (4.17)
S2 S2
Where −
→ E
v 30⌋ can be calculated through Mozzi’s first equation,
S2
     
−→  0  R3   0 
−
→ E
v 30⌋ =−
→ A
v 30⌋ +−
→
ω 30⌋S2 × AE ⌋S2 = 0 × 0 = R3 ω30 . (4.18)
S2 S2
ω30 0 0
     
Similarly, Mozzi’s first equation can be used to obtain −

→ E
v 60⌋ ,
S2
−
→ −→
=−
→ +−
→
E F
v 60⌋ v 60⌋ ω 60⌋S2 × F E ⌋S2 . (4.19)
S2 S2
Point F is common to both the outer planet (6) and the carrier (1), therefore,
−
→ F
v 60⌋ =−
→ F
v 10⌋ (4.20)
S2 S2
and through Mozzi’s first equation, −

→ F
S2
     
−→  0  RF   0 
−
→ F
v 10⌋ =−
→ A
v 10⌋ +−
→
ω 10⌋S2 × AF ⌋S2 = 0 × 0 = R ω10 . (4.21)
S2 S2      F
ω10 0 0

43

       
 0   0  −R6   0 
−
→ E
v 60⌋ = RF ω10 + 0 × 0 = RF ω10 − R6 ω60 . (4.22)
S2
0 ω60 0 0
       
Finally, equation (4.6) can be expressed as

−
→ E
v 30⌋ =−
→ E
v 60⌋
S2 S2
⇔ R3 ω30 = RF ω10 − R6 ω60

⇔ R3 ω30 = (R3 + R6 )ω10 − R6 ω60 . (4.23)
Assuming rolling without sliding on point G as well, with reference axis S2 - equation
(4.7):
−
→
v 40⌋ = −
G → G
v 60⌋ . (4.24)
S2 S2
G
Since the ring gear (4) only rotates around the fixed point A, v40 can be easily obtained
⌋S2
through Mozzi’s first equation as follows,
     
0  R4   0
−
→ −→  
v 40⌋ = − →
v 40⌋ + − →
G A
ω 40⌋S2 × AG⌋S2 = 0 × 0 = (R3 + 2R6 )ω40 . (4.25)
S2 S2
ω40 0 0
     
−
→ G
v 60⌋ can also be obtained using Mozzi’s first equation,
S2
−
→ −→
=−
→ +−
→
G F
v 60⌋ v 60⌋ ω 60⌋S2 × F G⌋S2 (4.26)
S2 S2
and seen as point F also belongs to the carrier (1), −

→
v 60⌋ is equal to −
→
F F
v 10⌋ , which has
S2 S2
been calculated in (4.21), therefore,
 
 0 
−→
v 60⌋ = −
F → F
v 10⌋ = RF ω10 . (4.27)
S2 S2
0
 

       
 0   0  R6   0 
−
→ G
v 60⌋ = RF ω10 + 0 × 0 = RF ω10 + R6 ω60 . (4.28)
S2
0 ω60 0 0
       
Finally, replacing (4.25) and (4.28) in equation (4.7), it is possible to obtain the following
equation
−
→
v 40⌋ = −
G → G
v 60⌋
S2 S2
⇔ R4 ω40 = RF ω10 + R6 ω60

⇔ R4 ω40 = (R3 + R6 )ω10 + R6 ω60 . (4.29)
The last contact point of rolling without sliding, point D, will now be analysed through
equation (4.8), considering the reference axis S1 :
−
→ D
v 50⌋ =−
→ D
v 60⌋ . (4.30)
S1 S1
44
Using Mozzi’s first equation, −

→ D
S1
−
→ −−→
=−
→ +−
→
D C
v 50⌋ v 50⌋ ω 50⌋S1 × CD⌋S1 (4.31)
S1 S1
−−→
where −→ C
v 50⌋ has been calculated in equation (4.13), and CD⌋S1 has to be projected to
S1
S1 . For that, refer to figure 4.4, in which the angles necessary for the rest of the kinematic
analysis have been highlighted.
Figure 4.4: Representation of the angles necessary for the kinematic analysis.
Considering angle α, equation (4.31) can now be expressed as,

       
 0   0   R5 sin α   −R5 ω50 cos α 
−
→ D
v 50⌋ = RC ω10 + 0 × R5 cos α = RC ω10 + R5 ω50 sin α . (4.32)
S1
0 ω50 0 0
       
Mozzi’s first equation can also be used to obtain −

→ D
v 60⌋ , as follows,
S1
−
→ −−→
=−
→ +−
→
D F
v 60⌋ v 60⌋ ω 60⌋S1 × F D⌋S1 (4.33)
S1 S1
where − → F
v 60⌋ has been calculated in equation (4.27). Therefore, considering now angles
S2
α and β, equation (4.33) can be rewritten as
       
−RF ω10 sin β   0   −R6 sin α  −RF ω10 sin β + R6 ω60 cos α
−
→ D
v 60⌋ = RF ω10 cos β + 0 × −R6 cos α = R ω10 cos β − R6 ω60 sin α .
S1   F
0 ω60 0 0
     
(4.34)
45
Finally, replacing (4.32) and (4.34) in the initial equation (4.8), the two following equations
are obtained,
− R5 ω50 cos α = −RF ω10 sin β + R6 ω60 cos α (4.35)
and,
RC ω10 + R5 ω50 sin α = RF ω10 cos β − R6 ω60 sin α. (4.36)
Analysing figure 4.4, it can be concluded that
(R5 + R6 ) sin γ = (R5 + R6 ) cos α
⇔ sin γ = cos α. (4.37)

Replacing (4.37) in equation (4.35) and rearranging,
R5 ω50 + R6 ω60 RF ω10
= (4.38)
sin β sin γ
In summary, the kinematics of this planetary transmission are defined by the four
following equations,
R2 ω20 = (R2 + R5 )ω10 − R5 ω50 (4.39)
R3 ω30 = (R3 + R6 )ω10 − R6 ω60 (4.40)
R4 ω40 = (R3 + R6 )ω10 + R6 ω60 (4.41)
R5 ω50 + R6 ω60 RF ω10
= (4.42)
sin β sin γ
According to equations (4.39)-(4.42), ω20 and ω40 could be derived. From the sum of
equations (4.39) and (4.40), ω20 is obtained as follows,
R2 ω20 + R3 ω30 = (R2 + R5 )ω10 + (R3 + R6 )ω10 − R5 ω50 − R6 ω60
⇔ R2 ω20 + R3 ω30 = (RC + RF )ω10 − (R5 ω50 R6 ω60 )

sin β
⇔ R2 ω20 + R3 ω30 = (RC + RF )ω10 − RF ω10
sin γ

sin β
⇔ R2 ω20 + R3 ω30 = RF (1 − ) + RC ω10
sin γ
[(R3 + R6 ) sin sin

γ−sin β
γ
+ R2 + R5 ]ω10 − R3 ω30
⇔ ω20 = . (4.43)
R2
Next, rearranging equation (4.41), ω40 can be defined as follows,
R4 ω40 = (R3 + R6 )ω10 + R6 ω60

R3 R3 + R6
⇔ R4 ω40 = (R3 + R6 )ω10 + R6 − ω30 + ω10
R6 R6
2(R3 + R6 )ω10 − R3 ω30
⇔ ω40 = . (4.44)
R4
Finally, it was necessary to define sin γ and sin β according to the gears’ radiuses. From
figure 4.4, it can be concluded that,
RF cos β = RC + RP cos γ (4.45)
46
and,
RF sin β = RP sin γ. (4.46)
Recall that RP =R5 + R6 . Taking both equations to the power of two, equation (4.45) can
be expressed as
RF2 cos2 β = RC
2
+ RP2 cos2 γ + 2RC RP cos γ (4.47)
and equation (4.46) as
RF2 sin2 β = RP2 sin2 γ. (4.48)
Taking the sum of equations (4.47) and (4.48), comes,
RF2 (cos2 β + sin2 β) = RC

2
+ RP 2 (cos2 γ + sin2 γ) + 2RC RP cos γ (4.49)
and knowing that for any angle x,
cos2 x + sin2 x = 1 (4.50)
equation (4.49) can be simplified as follows,
RF2 = RC
2
+ RP2 + 2RC RP cos γ (4.51)
rearranging,
2 − R2 − R2
RF C P
cos γ = . (4.52)
2RC RP
And according to equation (4.50), sin γ can be expressed as
sin γ = (1 − cos2 γ)1/2 . (4.53)
Referring now to equation (4.45), and rearranging,
RF cos β = RC + RP cos γ
1
cos β = (RC RP cos γ). (4.54)
RF
Replacing equation (4.52) in equation (4.54), comes,

1 2 − R2 − R2
RF C P
cos β = RC + . (4.55)
RF 2RC
And sin β can be expressed as
sin β = (1 − cos2 β)1/2 . (4.56)
It was now possible to define the transmission ratios. According to equations (4.43)
and (4.44), the transmission ratio i can be expressed as
sin γ−sin β
ω20 R4 (RF sin γ
+ RC )ω10 − R3 ω3 0
i= = . (4.57)
ω40 R2 2RF ω10 − R3 ω30
47
According to equation (4.57), the two speeds gears and reverse gear intended for this
two-speed transmission are defined through the following gear ratios:
• First gear ratio: When the carrier is grounded by C brake, which means that ω10 =0,
the first gear ratio (i1 ) is achieved. The first gear ratio can be expressed as
R4
i1 = . (4.58)
R2
• Second gear ratio: When the large sun is grounded by LS brake, which means that
ω30 =0, the second gear is achieved. The second gear ratio (i2 ) can be expressed as
sin γ−sin β
R4 RF sin γ + RC
i2 = . (4.59)
R2 2RF
• Reverse gear ratio: When the motor is rotating in the counterclockwise direction,
the carrier is stopped by the OWC, and reverse gear is achieved. The reverse gear
ratio (iR ) is therefore equal to the first gear ratio and can be expressed as
R4
iR = . (4.60)
R2
Summary of the Kinematic Analysis

• Geometric constraints - equations (4.1), (4.2), (4.3) and (4.4):
RC = R2 + R5
RF = R3 + R5
R4 = R3 + 2R6
RP = R5 + R6
• Points of rolling contact without sliding - equations (4.5), (4.6), (4.7) and (4.8):
−
→ B
v 20⌋ =−
→
v 50⌋
B
S1 S1
−
→ E
v 30⌋ =−
→
v 60⌋
E
S2 S2
−
→ G
v 40⌋ = −
→ G
v 60⌋
S2 S2
−
→ D
v 50⌋ =−
→
v 60⌋
D
S1 S1
• Speed of the input gear (ω20 ) - equation (4.43):
[(R3 + R6 ) sin sin

γ−sin β
γ + R2 + R5 ]ω10 − R3 ω30
ω20 =
R2
• Speed of the output gear (ω40 ) - equation (4.44):
2(R3 + R6 )ω10 − R3 ω30

ω40 =
R4
48
• Angles between the planet gears (γ and β) - refer to figure 4.4 and equations (4.52)
and (4.55):
R2 − RC2 − R2
cos γ = F P
2RC RP
RF2 − RC 2 − R2

1 P
cos β = RC +
RF 2RC
• Transmission ratio (i) - equation (4.57):

sin γ−sin β
ω20 R4 (RF sin γ + RC )ω10 − R3 ω3 0
i= = .
ω40 R2 2RF ω10 − R3 ω30
49
50
Chapter 5
Gear Design
5.1 Mating Conditions for Planetary Gears

In this section, the mating conditions for the Ravigneaux gear set proposed in this
thesis will be described, in order to later define the number of gear teeth of all gears. Since
planetary systems involve multiple power paths and simultaneous meshing of several gears,
it is important to guarantee these conditions, otherwise, proper operation of the gear set
will not be obtained.
Unfortunately, there few references covering these criteria for Ravigneaux gear sets.
Ford’s patent on the carrier assembly for Ravigneaux transmissions [62] covers some im-
portant topics, particularly regarding the assembly of planetary systems with more than
six pinions. The work of Naiwei Zou et al. [63] summarizes the teeth matching conditions
for general planetary systems, and in the work of Robert G. Parker [64], an extensive
analysis on mesh phasing relationships in planetary gears was done.
Nevertheless, the information found in these sources was combined with the knowledge
gained from the process of designing this transmission, and it was possible to summarize
the criteria needed to ensure the complete assembly and proper functioning of a six pinion
Ravigneaux gear set on the three following conditions.
5.1.1 Assembly Condition

Planetary and epicyclic gears rely on symmetry to achieve the large torque-weight
ratios and compactness that make them widely used in multiple applications. In order to
assemble any planetary gear set, the number of planetary gears and the number of teeth of
both suns and the ring gear, must meet a certain relation, or, the assembly will be unable
to be done due to the interference between planetary gears and sun gear and (or) ring
gear. This relation refers to the equal spacing between pinions, which can be achieved by
the following conditions:
z4 − z2
=N (5.1)
np
and,
z4 − z3
= N, (5.2)
np
where z is the number of teeth on the respective gear (shown in figure 5.1), np is the number
of planetary gear pairs, and N is an integer. In the case of the six-pinion Ravigneaux gear
set proposed here, np =3. In contrast, Ford’s patent [62] covers Ravigneaux gear sets with
eight and ten pinions, which require more than this condition to ensure the assembly of
51
5. Gear Design
all gears. When designing an eight-pinion ravigneaux gear set for example, the increased
number of meshes makes it necessary to analyse the mesh phasing of all different meshes,
and guaranteeing that the phase error is equal for the different load paths, otherwise it
might not be possible to fully assemble the gear set.
Figure 5.1: Six-pinion Ravigneaux gear set configuration. 1- Carrier (not shown); 2- Small Sun
Gear; 3- Large Sun Gear; 4- Ring Gear; 5- Inner Planet Gear; 6- Outer Planet Gear.
5.1.2 Neighbour Condition

When designing a planetary gear set, there must not be any interference between
two non-meshing neighbouring gears. Therefore, this condition refers to ensuring that
the center distance of two non meshing gears is longer than their tip diameter. In a
dual pin planetary gear system, such as the 6 pinion Ravigneaux gear set, the following
non-interferences must be guaranteed. Note that these expressions serve only as approxi-
mations to the design process, since it is not being taken into account the tip diameters,
but the reference diameters instead. For the complete formulas, refer to [65].
1) Non-interference Condition of Inner Planet Gears and Ring Gear

A certain interval must be preserved between the inner planet gear tip and the ring
gear tip. Therefore, the relation of teeth number for each gear can be expressed as follows,
z4 − z2 > 2z5 . (5.3)
2) Non-interference Condition of Outer Planet Gears and Small Sun Gear

For Ravigneaux gear sets, it necessary to guarantee that the long pinions/outer planet
gears do not come into contact with the small sun gear. For that, it is only necessary to
design a large sun gear (which meshes with the outer planets), that is sufficiently bigger
than the small sun gear:
z3 > z2 . (5.4)
3) Non-interference Condition of Inner Planet Gears

A certain interval must be preserved between neighbouring inner planet gears, as shown
in figure 5.1, so that their gear tips do not interfere. From the 3D design phase of this
52
5.2. Planetary Gears Sizing
work, it was possible to conclude that this condition and the following, were easy to ensure
in a six-pinion Ravigneaux gear set intended to be used as a two speed transmission for an
electric vehicle. The needed gear ratios for desirable performance dictate the gear teeth
numbers of both sun gears in a way that the three planet gear pairs are sufficiently spaced
apart. Nevertheless, the condition can be expressed as follows,

π
(z2 + z5 ) sin ≥ z5 . (5.5)
np
4) Non-interference Condition of Outer Planet Gears

Similar to the non-interference condition between neighbouring inner planet gears de-
scribed above, the tip diameters of neighbouring outer planet gears must not come into
contact. And, as was stated, this condition was found to be easily assured in a six pin-
ion Ravigneaux gear set intended for an electric vehicle’s two speed transmission. The
mathematical formulation of this condition differs greatly between different planetary ar-
chitectures, and it can be found in [63].
5.1.3 Coaxiality Condition

The coaxiality condition means that the center of rotation of all main members to
lie strongly in the same straight line. For a Ravigneaux gear, the coaxility of the outer
planet must be guaranteed, since it is the planet gear that meshes with the ring gear. This
condition can be expressed as
z4 − z3 = 2z6 . (5.6)
The coaxiality of the inner planet gear is automatically guaranteed by the neighbour
condition of non-interference between inner planet gears and the ring gear, and is less
restrictive since the inner planet does not mesh with the ring gear.
5.2 Planetary Gears Sizing

5.2.1 Teeth Number Specification
Having kinematically defined the transmission ratios in 4.2, and the conditions that
need to be respected when designing a Ravigneaux architecture, in 5.1, it was now possible
to choose the number of teeth of all planetary gears, according to the goal transmission
ratios estimated when analysing the dynamic performance requirements, in chapter 3.
An expected gear ratio for the final drive had to be considered in order to define the
transmission ratios based on the required global gear ratios previously set. It was agreed
with the project advisors that the final drive would have a gear ratio of four (if d =4).
Thus, the goal transmission ratios were calculated and are displayed bellow in table 5.1.
With these goal values in mind, all of the kinematic equations and mating conditions
were inserted into an excel sheet. Through an iterative process, the gear teeth numbers
that satisfied all of these requirements were discovered and are displayed in table 5.2.
Table 5.1: Goal transmission ratios, based on the performance requirements, considering a final
drive gear ratio of 4.
Goal 1st gear ratio i1 =4

Goal 2nd gear ratio i2 =3.125
53
5. Gear Design
Table 5.2: Number gear teeth for all planetary gears of the proposed two speed transmission.
Small Sun Large Sun Ring Inner Planet Outer Planet

Planetary member
SS LS R IP OP
Number of gear teeth z2 =45 z3 =93 z4 =183 z5 =52 z6 =45
The transmission ratios in table 5.3 correspond to these teeth numbers. It was not
possible to simultaneously satisfy both gear ratios specified based on the performance
requirements, since achieving the second gear ratio meant the first gear ratio had to be
substantially higher than the goal one. The teeth numbers were chosen to satisfy the first
gear ratio because a second gear ratio lower than desired, still resulted in the required top
speed.
Table 5.3: Definitive gear ratios set for the design of the two speed transmission.
Definitive 1st gear ratio i1 =4.07

Definitive 2nd gear ratio i2 =2.03
5.2.2 Strength Calculations and Module Sizing

With the gears’ teeth number set, it was now possible establish the remaining main
parameters of the gears, which are the gear’s face widths, profile shifts and module, in
order to be able to start the 3D modelling process. To effectively choose these parameters,
it was necessary to accurately simulate the kinematics of the Ravigneaux transmission, so
as to consider the load distribution and the different load paths inherent to a planetary
system. This was achieved through the software KISSsys, which is a module of the software
KISSsoft. KISSsys is used to model complex systems such as complete transmissions. In
practice, the full system is modelled into the KISSsys suite, while the calculations are
performed by various KISSsoft sub-models.
It is worth noting that the parameter specification did not take a meticulous approach
because that wasn’t the thesis’s main purpose. Instead, the parameter analysis was carried
out just for the purpose of sizing the gears and confirming that they could safely withstand
the power supplied by the chosen electric motor in order to begin the 3D modeling of the
transmission, which is the topic of this thesis. Once the transmission was modeled in
KISSsys (shown in figure 5.2), the face widths were chosen based on rough estimates
of the transmission’s overall width. The gears’ module was determined via an iterative
procedure to determine the smallest value that would assure the gears could withstand
the power flow. Since the planet gears mesh with multiple gears, the profile shifts could
not be determined by analyzing individual gear pairs. Instead, the KISSsoft sub-models
calculated them automatically, finding solutions for all gears based on the optimal specific
sliding and on ensuring that there is no interference between gears.
The transmission was run in second gear for the strength calculations of the gears
because it is the gear that is anticipated to be used the most (as shown in 3.5). The safety
factors for the tooth root stress (SF) and contact stress (SH) were calculated taking as
reference the DIN 3990:1987 Method B standard. The material used used for all gears
was the steel alloy 18CrNiMo7-6, with a yield limit σy =850 MPa and ultimate strength
σmax =1200 MPa.
54
5.2. Planetary Gears Sizing
Figure 5.2: KISSsys model of the two speed Ravigneaux transmission. Only one planetary gear
pair out of the three is shown.
In table 5.4, the results from the gears’ module analysis is shown, where relevant char-
acteristics of the gears’ meshes are highlighted. It was agreed with the project advisors
that the gears used would be spur gears with a pressure angle αn equal to 20◦ , for simplifi-
cation purposes so as to not introduce major thrust forces. The face widths were fixed for
all the computations, and the input data was to the motor’s peak torque characteristics
(P =150 kW, T =310 Nm and N =4700 rpm), since it corresponds to the most demanding
situation, in which the gears experience the highest loads.
Table 5.4: Gear strength calculations for three different values of gear module, considering the
transmission was operating in second gear.
Meshing SS + IP OP + IP OP + LS OP + R
Gear SS IP OP IP LS OP OP R
Number of teeth 45 52 45 52 93 45 45 -183
Facewidth [mm] 20 20 50 20 10 50 50 50
Sum of profile shifts [mm] 1.1611 1.1572 1.3926 1.3926
Module - m [mm] 1
Center distance [mm] 49.577 49.574 70.305 70.332
Diameter [mm] 45 52 45 52 93 45 45 183
Power Loss [W] 217.6 217.6 86.7 39.3
Meshing efficiency [%] 99.37 99.37 99.49 99.77
SF 0.85 0.84 0.91 0.81 0.80 0.93 1.9 1.9
SH 0.95 0.96 0.93 0.94 1.05 1.03 2.25 2.27
Module - m [mm] 1.25
Diameter [mm] 56.25 65 56.25 65 116.25 56.25 56.25 228.75
Power Loss [W] 180.2 180.2 71.8 34
SF 1.2523 1.2424 1.3529 1.1934 1.1865 1.3821 2.8027 2.9668
SH 1.1639 1.1729 1.1367 1.1455 1.2703 1.2501 2.7647 2.7969
Module - m [mm] 1.5
Diameter [mm] 67.5 78 67.5 78 139.5 67.5 67.5 274.5
Power Loss [W] 154.1 154.3 61.5 30.2
SF 1.7225 1.7089 1.8793 1.6216 1.5931 1.9225 3.891 4.13
SH 1.3692 1.3798 1.3265 1.3368 1.4787 1.4551 3.2543 3.2922
55
5. Gear Design
Part 11 of DIN 3990 states that the minimum safety factor for the tooth root strenght
is 1.4 and the minimum safety factor for the flank contact pressure is 1.0. On the basis
of this data, it was possible to draw the conclusion that only gear modules with a 1.5 or
higher would guarantee the gears’ strength under the electric motor’s peak power and peak
torque output. It was also possible to draw the conclusion that the meshing efficiency of
all the gear pairs rose with the increase in module. More detailed information regarding
the gears’ strength calculations can be found in Appendix A.
The final results for gear sizing are provided in the table 5.5. The completed 3D model
of the gears is displayed in figure 5.3. It should be mentioned that the final design of the
gears was the outcome of a parallel and integrated analysis on the 3D CAD model, where
adjustments to the face widths were necessary to meet space requirement needs.
Table 5.5: Summary of the gears’ sizing calculations, considering the peak power and peak torque
output from the electric motor.
Inner Outer Small Large

Ring
Gear Planet Planet Sun Sun
R
IP OP SS LS
Number of teeth 52 45 45 93 -183
Face width [mm] 23 50 23 13 50
Module [mm] 1.5
Profile shift [mm] 0.5966 0.5606 0.5645 0.8320 -1.9839
Reference diameter [mm] 78 67.5 67.5 139.5 274.5
Base diameter [mm] 73.296 63.429 63.429 131.087 257.946
Tip diameter [mm] 82.540 71.932 71.941 144.734 277.452
Figure 5.3: 3D model of the gears’ final configuration on the carrier.
56
5.3. Final Drive Sizing
5.3 Final Drive Sizing

This thesis’s main focus is to design and model the proposed two speed transmission,
including the housing. To be able to construct the housing according to the size and po-
sitioning of the final gear pair, it was therefore required to design the final driving gear
pair. The sizing was performed in KISSsoft, according to the standard ISO 6336:2019,
and considering the peak power and peak torque output from the electric motor. Firstly,
a Rough sizing was performed, allowing the module and dimensions of the gear pair to be
estimated based on the transmission ratio and the number of pinion teeth range provided.
The transmission ratio for the final drive had already been previously set as if d =4. Sec-
ondly, a Fine Sizing was carried out in order to calculate all the gear pair characteristics
that satisfied a provided range of module values and interaxis. Finally, tuning the face
width it was possible to find a compromise in order to reach the minimum safety factor
for bending (SFmin =1.4) and for flank strength (SHmin =1) The results of the final drive
gear pair sizing can be found in Appendix A, and are summarized bellow in table 5.6. The
driven gear was solely used as a tool to properly design the housing; just the driving gear
was modelled in 3D CAD, as seen in figure 5.4.
Table 5.6: Summary of the final drive gear pair sizing calculations, considering the peak power and
peak torque output from the electric motor.
Gear 1 Gear 2
Number of teeth 27 111
Face width [mm] 43 40
Module [mm] 3.5
Center distance [mm] 247
Pressure angle [◦ ] 25
Helix angle [◦ ] 12.5
Sum of profile shifts [mm] -0.1035
Transmission ratio - if d 4.111
Reference diameter [mm] 96.794 397.933
Base diameter [mm] 87.343 359.077
Tip diameter [mm] 102.882 405.116
SF 2.570 2.511
SH 1.373 1.464
Figure 5.4: 3D model of the driving gear of the final drive gear pair.
57
5. Gear Design
58
Chapter 6
Shaft and Bearing Sizing
6.1 Rotational Speeds of the Planetary Members

Mechanical transmissions have always used rolling bearings. They maintain the shaft’s
alignment by supporting it. Additionally, they allow the shaft to freely rotate, reducing
friction, and they withstand forces acting on the shaft and convey them to the housing.
Rolling bearings in electric car transmissions must withstand high rotating speeds, high
working temperatures, and, when employing a light alloy housing (such as aluminum), a
heat expansion compensation is essential. This chapter will cover the design of the shafts,
the rolling bearings that support them, and the splines implemented to transfer torque
between shafts and gears.
In order to determine which rotating components of the transmission needed greater
consideration when choosing the bearings, the speed of each planetary member was anal-
ysed using the equations derived from the kinematic analysis described in 4.2. Table 6.1
displays the corresponding rotational speeds of all planetary members at the motor’s base
speed of 4700 rpm. It was also crucial to analyse the angular speeds of the planets relative
to the carrier, since the planet gears (IP and OP) rotate around pins that are fixed to the
spinning carrier. All angular speeds could be calculated using the following expression,
ωj1 = ωj0 − ω10 , (6.1)
where ωj1 is the speed of the member j relative to the carrier (1) and ωj0 is the absolute
angular speed of the member j.
It can be observed that both sun gears and planet gears experience the highest rota-
tional speeds. However, the sun gears benefit from the planetary system’s advantage of
allowing power split. Because of the circular symmetry in which the planets are placed
around the sun, the radial loads of the planets offset each other. Therefore, the bearings
and the gear housing for the co-axial elements must be designed only to maintain proper
alignment of the gearing and widthstand loads imposed by external conditions. In fact, the
shaft and bearing analysis performed in KISSsoft showed that the bearings supporting
the sun shafts sustained very little loading. On the other hand, the unsymmetrical mesh-
ing and the high rotational speed experienced by the planets make the planet bearings a
critical component of the transmission.
Based on the above, attention was taken in selecting the bearings that would hold
the planets on the pins, and this process is described in more depth in the following
section. The bearings supporting the sun shafts were solely selected in accordance with
the 3D modeling phase’s requirements for space and ensuring the permissible speeds of
the bearings were higher than the shafts’ speeds.
59
6. Shaft and Bearing Sizing
Table 6.1: Absolute angular speeds and relative angular speeds (relative to the carrier) of the
planetary members, considering an input speed equal to the electric motor’s base speed (4700
rpm) and maximum speed (16 000 rpm). 1- Carrier; 2- Small Sun; 3-Large Sun; 4- Ring; 5- Inner
Planet; 6- Outer Planet.
N = 4700 rpm N = 16 000 rpm

Absolute Angular Relative Angular Absolute Angular Relative Angular
Speed [rpm] Speed [rpm] Speed [rpm] Speed [rpm]
ω10 0 - ω10 0 -
ω20 4700 ω21 4700 ω20 16 000 ω21 16 000
ω30 -2274 ω31 -2274 ω30 -7744 ω31 -7744
1st gear
ω40 1156 ω41 1156 ω40 3936 ω41 3936
ω50 -4067 ω51 -4067 ω50 -13 850 ω51 -13 850
ω60 4700 ω61 4700 ω60 16 000 ω61 16 000
ω10 1533 - ω10 5220 -
ω20 4700 ω21 3167 ω20 16 000 ω21 10 786
ω30 0 ω31 -1533 ω30 0 ω31 -5219
2nd gear
ω40 2311 ω41 779 ω40 7871 ω41 2652
ω50 -1208 ω51 -2741 ω50 -4115 ω51 -9334
ω60 4700 ω61 3167 ω60 16 000 ω61 10 786
6.2 Planet Pin Bearings

The planet rolling bearings are the ones that allow the rotation of the planets on
their pin shafts. As stated above, these bearings are a critical component in a planetary
transmission, and therefore deserve careful attention.
At first, needle bearings were taken into consideration because they are a popular
option for planet supports. In the work of Marco Cova[66], a planetary geartrain for a
four-wheel drive Formula Student EV was designed, in which needle bearings were used
to hold the planets on the pins. And in the study of Giovanni Cattabriga [67], needle
bearings were incorporated into the design of a planetary speed multiplier for a regenerative
shock absorber to be used in a Formula Student EV. Given their greater width, they offer
significant support while maintaining a small radial dimension. It should be noted that
since the rolling elements rotate directly on the surface of the pin, the surface must be
manufactured appropriately (machining, heat treatment and tolerances).
Following that, the integration of cylindrical roller bearings was examined, and a com-
parison between their rating life and that of needle bearings was made. Both analyses were
conducted with the transmission’s most demanding conditions in mind: peak torque and
peak power output; peak power and maximum speed. The objective was to confirm that
the transmission’s predicted lifetime under these circumstances was satisfied by the bear-
ings’ rated life. According to approximate estimates, an EV operates at maximum electric
motor power output 15 % of the time, which indicates that 15 % of the transmission’s
projected lifetime will be spent operating in these conditions. This would be equivalent
to 263 hours of driving in first gear and 677 hours in second gear, as determined by the
analysis of the transmission’s predicted mileage outlined in 3.5.
The calculations performed to verify if the bearings satisfy these requirements (table
6.2) are detailed next, for each planet. The rolling bearings considered are provided in
Appendix C, and detailed in table (6.3).
60
6.2. Planet Pin Bearings
Table 6.2: Transmission’s expected lifetime operating under peak power conditions, which has to
be verified by the bearings’ rating life.
1st gear 2nd gear

Transmission’s expected lifetime
263 677
under peak power output [h]
Table 6.3: Characteristics of the two planet pin bearings analysed.
Designation SKF NUJ 202 ECP SKF K 15x19x10

Type Cylindrical roller bearing (single row) Needle cage bearing
Inner diameter [mm] 15 15
External diameter [mm] 35 19
Width [mm] 11 10
Dynamic load rating [kN] 12.5 7.21
Static load rating [kN] 10.2 9.3
Reference speed [rpm] 22 000 24 000
Limiting speed [rpm] 26 000 28 000
i) Inner Planet Bearings

Figure 6.1 illustrates the forces that the inner planet is subject to when driving in first
gear and second gear. The two blue arrows represent the meshing loads and the yellow
arrows represent the torque transmitted by the carrier, which is fixed in first gear.
(a) First gear. (b) Second gear.
Figure 6.1: Forces acting on the inner planet during operation, represented in KISSsoft.
As mentioned earlier, the rating life of both needle cage bearings and cylindrical roller
bearings was studied under two output conditions: peak power (Pmax ) and peak (Tmax )
torque, which corresponds to the motor’s state at its base speed; and peak power and
maximum speed (Nmax ) of the motor. This analysis was done for both gears of the two
speed transmission, and is summarized in table 6.4.
From the data shown in the table, it was possible to make the following conclusions:
• Operating under Pmax and Tmax is more demanding to the inner planet in terms of
strength, when compared to Pmax and Nmax conditions;
• The operating regime of the first gear is more severe on the inner planet than the
second gear;
• The needle cage bearing gives an extremely limited bearing life when driving in first
gear;
61
Table 6.4: Summary of the calculations done on inner planet’s bearing rating life, considering two
motor output conditions.
Pmax and Tmax Pmax and Nmax

Minimum Static Minimum Static
bearing life [h] Safety factor bearing life [h] Safety factor
Needle cage
73 3.06 1328 10.57
1st gear bearing
Cylindrical
462 3.37 8389 11.6
roller bearing
Needle cage
108 3.06 1975 10.57
2nd gear bearing
Cylindrical
685 3.37 12445 11.6
roller bearing
• The cylindrical roller bearing ensures the required lifetime driving in both gears.
Based on the above, the bearing chosen to support the inner planets on their pins was
the single row cylindrical roller bearing SKF NJ 202 ECP, whose detailed information is
provided in Appendix C.
ii) Outer Planet Bearings

Figure 6.2 now illustrates the forces that the outer planet is subject to when driving
in first gear and second gear. Since the carrier is locked in first gear, the pin ends, which
are fixed to the carrier, experience reacting torque. There are only two meshing loads in
first gear, which correspond to the meshing with the inner planet and with the ring gear,
because the large sun gear rotates freely and avoids the introduction of meshing loads.
The large sun is locked when in second gear, adding a third meshing load. In addition,
the carrier rotates freely, preventing reacting torques.
(a) First gear (b) Second gear
Figure 6.2: Forces acting on the inner planet during operation, represented in KISSsoft
The outer planets underwent the same analysis as the inner planets in order to compare
the use of needle bearings or cylindrical roller bearings as the outer planets’ supporting
elements on their pins. This analysis is summarized bellow in table 6.5.
From the table shown, the following conclusions were drawn:
• Similar to the inner planet, the outer planet is more severely loaded under Pmax and
Tmax conditions and whilst operating in first gear;
• The outer planet’s bearings have a shorter rated life than those of the inner planet
when used in first gear and under Pmax and Tmax conditions. On the other hand,
62
6.3. Sun Shafts and Bearings
Table 6.5: Summary of the calculations done on outer planet’s bearing rating life, considering two
motor output conditions.
Pmax and Tmax Pmax and Nmax

Minimum Static Minimum Static
bearing life [h] Safety factor bearing life [h] Safety factor
Needle cage
45 2.78 901 9.82
1st gear bearing
Cylindrical
313 3.13 5673 10.78
roller bearing
Needle cage
743 5.7 13347 19.59
2nd gear bearing
Cylindrical
4682 6.26 84758 21.55
roller bearing
when in second gear and under the identical conditions, the outer planet’s bearings
guarantee a longer lifetime. This led to the conclusion that the first gear is more
demanding on the outer planet while the second gear is more demanding on the inner
planet;
• The cylindrical roller bearings also guaranteed a longer bearing life for the bearings
on the outer planet, as was evident from the examination of the bearings on the
inner planet.
This analysis led to the decision to also employ the cylindrical roller bearings to support
the outer planets on the planet pins.
6.3 Sun Shafts and Bearings

As previously stated, the sun shafts’ bearings do not experience significant radial loads
because of the circular symmetry in which the planets are placed around the sun gears.
The radial loads can be offset thanks to this arrangement. Additionally, since the power is
transferred by spur gears, the choice of bearings would not be influenced by the axial loads.
In fact, through the calculations performed in the KISSsoft sub-models that comprised the
KISSsys transmission model (available in Appendix A), it was possible to verify that the
sun shaft bearings supported very small loads. Therefore, the choice of bearings meant
meeting the specifications for the shafts’ rotational speeds and the space requirements,
which were only clear during the 3D CAD modeling process. The selected rolling bearing
type for all transmission bearings is the most widely used one, which is the deep groove
ball bearing (single row). Its simple design makes them an affordable choice, while still
being robust in operation. They require little maintenance and are able to widthstand
very high speeds, which is relevant for electric vehicle transmissions. This section will also
cover the splines selected to transfer the torque in each shaft.
6.3.1 Small Sun Shaft

The small sun shaft (SS shaft) rotates continuously while the transmission is in opera-
tion, since it corresponds to the input shaft. The material chosen for the SS shaft was the
18CrNiMo7-6 steel, same as the small sun gear. As previously mentioned, the bearings
were selected in accordance with the shafts’ rotational speeds and the space constraints
63
observed during the modeling phase. Due to its function as the input shaft, it would ro-
tate at the same rate as the electric motor, reaching a maximum speed of 16 000 rpm. To
sustain the SS shaft, it was decided to utilise two bearings, one of which would be fixed to
the housing and the other of which would slide on the carrier’s surface. Their placement
can be seen is figure 6.3, which shows the SS shaft coupled to the small sun gear.
Figure 6.3: 3D representation of the small sun shaft, rolling bearings and small sun gear
Small Sun Shaft Bearings

The two rolling bearings selected were both the same, which was the SKF 61806 single
row deep groove ball bearing (provided in Appendix C). They support a limiting speed of
20 000 rpm, sufficiently covering the speed of the SS shaft. The bearing is shown in figure
6.4, and its characteristics are summarized in table 6.6.
Figure 6.4: SKF 61806 bearing.
Table 6.6: Characteristics of the small sun shaft’s rolling bearings.
Designation SKF 61806

Type Single row deep groove ball bearing
Inner diameter [mm] 30
External diameter [mm] 42
Width [mm] 7
Dynamic load rating [kN] 4.1
Static load rating [kN] 2.9
Reference speed [rpm] 32 000
Limiting speed [rpm] 20 000
Small Sun Shaft Splines

Splines, due to their complexity, are more expensive to manufacture than keyways,
which are also used for torque transmission. However, since the load distribution between
64
6.3. Sun Shafts and Bearings
teeth is equivalent in a spline connection, a longer fatigue life is expected compared to

a key connection. Additionally, they ensure high torque transmission, which is the ma-
jor reason why they were the preferred choice in this design. Straight-sided splines and
involute splines are the two most common types. The latter offers more advantages, in-
cluding higher strength and higher manufacturing accuracy [59], which is why they were
the selected type.
The standard DIN 5480 was used to size the splines, and according to this standard,
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 calculations regarding the SS shaft splines are provided in Appendix B. The
selected splines for the input and the small sun gear coupling were, respectively:
• DIN 5480 - W 28 x 0.8 x 34 x 8h. with a length of 30 mm;
• DIN 5480 - N 25 x 0.5 x 48 x 8h, with a length of 23 mm.
6.3.2 Large Sun Shaft

The large sun shaft (LS shaft) is locked in second gear, and rotates to a maximum
of 7740 rpm in first gear. It couples with the large sun gear and with the brake drum
that is part of the LS shaft band brake. Similar to the SS shaft, two rolling bearings were
also used to support the LS shaft, one of which was fixed to the housing and the other
was allowed to slide freely in one direction on the surface of the ring gear case. The LS
shaft’s rolling bearing placement is shown in figure 6.5, in which the large sun gear is also
illustrated.
Figure 6.5: 3D representation of the large sun shaft, rolling bearings and large sun gear.
Large Sun Shaft Bearings
Table 6.7 lists the characteristics of the two rolling bearings chosen to support the LS
shaft. Due to the planned assembly sequence, it was discovered during the 3D modeling
process that the rolling bearing on the shaft’s end, which will be fixed to the housing, had
to be smaller than the bearing next to the large sun gear. The rolling bearing next to the
large sun gear is the same as the ones used in the SS shaft, the SKF 61806. The bearing
placed on the shaft’s end is the SKF 61805. Both have limiting speeds significantly higher
that the LS shaft’s maximum rotation speed.
65
Table 6.7: Characteristics of the large sun shaft’s rolling bearings.
Designation SKF 61806 SKF 61805

Single row deep groove Single row deep groove
Type
ball bearing ball bearing
Inner diameter [mm] 30 25
External diameter [mm] 42 37
Width [mm] 7 7
Dynamic load rating [kN] 4.1 4.36
Static load rating [kN] 2.9 2.6
Reference speed [rpm] 32 000 38 000
Limiting speed [rpm] 20 000 24 000
Large Sun Shaft Splines

As already mentioned, the LS brake drum and the LS gear are connected by the LS
shaft. Only when the LS shaft is engaged by the band brake, in second gear, does torque
transfer take place, which corresponds to 320 Nm of torque under conditions of maximum
torque output. The selected splines for the large sun gear and large sun brake drum
coupling were, respectively:
• DIN 5480 - W 26 x 0.8 x31 x 8h, with 13 mm of length;
• DIN 5480 - W 31 x 1.25 x 23 x 8h, with 40 mm of length.
66
Chapter 7
One-Way Clutch
7.1 One-Way Clutch Working Principles

One-way clutches (OWC) are employed in a variety of applications to transfer power
from one shaft to another in a selective way. Both shafts can rotate, but for backstopping
applications, one is usually fixed to a stationary (reaction) member or housing. One-way
clutches transmit torque when the rotation of one shaft relative to the other results in
a type of wedging action to occur inside of the one way clutch. The wedging action is
different for every type of one way clutch. When the relative rotation direction of the
shafts reverses the wedging action is released and the clutch can freewheel or “over run”.
One-way clutches exist in a wide variety of design types. All types have an inner and
an outer race. In some designs these races are concentrically located with the locking
members placed in between. This can be seen in the roller and sprag types shown in figure
7.1. The Mechanical Diode (MD) style shown in figure 7.1 uses two plates placed facing
each other. The locking member is placed axially between the two plates.
Figure 7.1: Three basic types of one-way clutches [68].
In order to explain the principle of torque transmission, the sprag type one-way clutch
will be now taken as an example. Figure 7.2 shows that the cage evenly distributes the
sprags across the circle of the inner and outer rings, and that spring force keeps them in
constant contact with the rings. Because the sprags are larger than the distance between
the inner and outer rings, they are positioned at an angle to the raceway surfaces of the
inner and outer rings. When the sprags spin around their centers, the sprag surfaces in
67
7. One-Way Clutch
touch with the inner and outer surfaces are shaped in a way that makes the sprag height
appear to increase.
The sprags incline clockwise and come into contact with the inner and outer rings to
transmit torque as the outer ring rotates clockwise as illustrated in the figure 7.3.
The sprags incline counterclockwise to disengage from the inner and outer rings as the
outer ring rotates counterclockwise as shown in figure 7.4, freewheeling the outer ring as
a result.
Figure 7.2: Sprag shape and arrangement [69]
Figure 7.3: Sprag Position in torque transmission [69]
Figure 7.4: Sprag position in freewheeling [69]
68
7.2. Selection of One-Way Clutch
7.2 Selection of One-Way Clutch

The two speed transmission designed in this thesis features a OWC that is part of
the gear shifting mechanism, and ensures the reverse gear operation as was explained in
4.1. To engage reverse gear, the OWC has to provide enough stopping torque to stop the
carrier from rotating, and lock it to the housing. The necessary braking torque, under
maximum torque output from the electric motor, was evaluated and it was found that
it corresponded to approximately 950 Nm. Besides this, the OWC has to be able to
freewheel at the maximum rotational speed of the carrier when second gear is engaged.
This maximum speed corresponded to roughly 5200 rpm. These requirements for the
selection of the OWC are summarized in table 7.1.
Table 7.1: Requirements for the selection of the OWC.
Braking Torque [Nm] 950

Max. Freewheeling Speed [rpm] 5200
Finding an OWC that allowed for such high freewheeling speeds while also ensuring a
high braking torque was challenging. A number of OWC producers, including Koyo [69],
Stieber [70], Renold [71], and Tsubaki [72], were consulted. Even though only the latter
one offered OWCs that guaranteed high braking torque and high freewheeling speeds, the
criteria of permitting 5200 rpm of freewheeling speed could not be met. However, since
no alternate solutions could be found, the transmission design was carried out using the
OWC chosen from Tsubaki, which is shown in figure 7.5, and detailed in table 7.2. Full
information about this OWC is available in Appendix D.
Figure 7.5: Tsubaki one-way clutches [72].
Table 7.2: Main characteristics of the selected OWC - Tsubaki BR48HT-R76B [72].
Designation Tsubaki BR48HT-R76B

Braking Torque [Nm] 1100
Max. Freewheeling Speed [rpm] 3600
69
7. One-Way Clutch
This OWC features a cam design, instead of the roller or sprag type described above.
According to Tsubaki, this design assures a longer service life when compared to these
conventional types. The cam used in the BR-HT Cam Clutch offers a unique cross section
(shown in figure 7.6) that provides positive mechanical engagement only when needed.
Otherwise, the Cam Clutch rotates freely with absolutely no mechanical contact in the
clutch mechanism, which Tsubaki refers to as the ”Lift-Off” design.
Figure 7.6: Representation of the Tsubaki Cam Clutch design [72].
The working principles of this type of OWC will now be explained, and it should be
noted that this OWC is intended to be used with a rotating inner race and a fixed outer
race. However, in the transmission designed in this thesis, it was intended to fix the inner
race to the housing and to make use of the rotating outer race instead. Since this OWC was
the only one that met the necessary dynamic and spatial requirements, the design moved
forward with it while keeping in mind that the OWC’s mechanism had to be inverted for
it to function properly. It is suggested as future work, to design an appropriate OWC to
be implemented into this transmission.
The inner and outer races are locked together when the Cam Clutch is in the stationary
position. As represented in figure 7.7a, the cam releases from the inner race when the inner
side (load side) overruns at high speed. When the inner race stops, the cam rotates back
into an engaged position. If the inner races tries to rotate in the reverse direction, the cams
then provide backstopping the (figure 7.7b). For this design to be properly implemented
into the two speed transmission studied here, the cams would have to be turned over, so
that the load side would be the outer race, and the anchored side the inner race.
(b) Backstopping position.

(a) Freewheeling.
Figure 7.7: Operation of the Tsubaki OWC [72].
70
7.3. Mounting Solution of the One-Way Clutch
7.3 Mounting Solution of the One-Way Clutch

As was already mentioned, the OWC locks the carrier to engage reverse gear in the
two speed transmission that was designed here. To do this, the carrier is attached to the
carrier brake drum, which is connected to the outer race of the OWC. The outer race
cannot rotate in the engaging direction, which was defined as the direction in which the
reverse gear rotates, because the inner race is secured to the housing by a key. The OWC
freewheels in the other direction, which corresponds to the first and second gear driving.
However, when the vehicle is in first gear, the band brake engages, locking the carrier
brake drum and stopping the OWC from rotating as well.
The OWC is one of the first components to be mounted to the transmission’s housing.
The carrier brake drum is first connected to its outer race using eight M8 screws, as
illustrated in the figure 7.8a. Then, using washers and retaining rings, the two components
are locked to a sleeve that is fixed to the housing’s front cover. The key is mounted on
the sleeve together with the OWC. The assembled OWC and the carrier brake drum are
shown in figure 7.8b.
(a) 3D exploded view of the OWC assembly. (b) Section view of the assembled OWC on the hous-
ing sleeve.
Figure 7.8: OWC assembly and mounting.
Figure 7.9: 3D model of the OWC’s key.
This key was sized in KISSsoft according to the DIN 6885 standard and can be defined
as follows:
• DIN 6885 C 18 x 11 x 35
It was intended for the key to have one of its ends machined in order to provide a
larger and more stable contact surface with the locking washer, therefore being defined as
a type C key, as shown in figure 7.9.
71
7. One-Way Clutch
72
Chapter 8
Band Brake Design
8.1 Band Brake Working Principles

The two-speed planetary transmission has two band brakes built into its design as a
stopping system and as a key component of the gear shifting system. By progressively
activating or deactivating each other in order to transfer torque between each one of them,
it is possible to achieve a non-abrupt gear shift. In fact, planetary transmissions often use
band brakes because it is frequently necessary to stop components with large diameters,
which is advantageous for band brakes.
This chapter will concentrate on designing the two band brakes, including the acti-
vation system and selecting a suitable friction material. In this first section, a detailed
explanation of how a basic band brake works will be provided.
A band brake is made of a flexible leather band, one or more ropes, or a steel disc that
is lined with friction material and encircles a portion of the drum’s circumference. A band
brake is referred to as a basic band brake, as shown in figure 8.1, if one end of the band is
attached to the fulcrum, which is a fixed pin on the lever (point B), and the other end is
attached to the lever at a certain distance from the fulcrum. The brakes are applied when
a force P is supplied to the lever at point C, causing it to rotate around the fulcrum pin B
and tighten the band around the drum [73]. The friction between the band and the drum
provides the braking force. The force P on the lever at C may be determined as discussed
below. Considering:
• T1 - Tension in the tight side of the band;
• T2 - Tension in the slack side of the band;
• θ - angle of wrap of the band on the drum;
• µ - Coefficient of friction between the band and the drum;
• R - Radius of the drum;
• t - Thickness of the band;
• b - Width of the band.
It is known that the relation between tensions T1 and T2 is expressed as follows [73],
T1
= eµθ . (8.1)
T2
73
8. Band Brake Design
Figure 8.1: Simple band brake, considering the anticlockwise rotation of the drum.
And the braking force (Fb ), a scalar, is given by,
Fb = T1 − T2 (8.2)
which means that the braking torque (Tb ) can be expressed as
Tb = (T1 − T2 )R. (8.3)
Since T1 is the tension on the tight side, it will be larger than T2 , which means that for
the friction material to not yield, the stress due to T1 cannot overcome the maximum
permissible stress σmax ,
T1
σmax ≥
bt
σy T1
≥ , (8.4)
N bt
where σy is the friction material’s tensile stress, and N is the safety coefficient. Expressing
T1 as the maximum permissible value,
σy
T1 = bt. (8.5)
N
According to equations (8.1) and (8.5), T2 can be expressed as
T1
T2 =
eµθ
σy
N bt
T2 = . (8.6)
eµθ
Replacing equations (8.5) and (8.6) in equation (8.3), the braking torque can now be
expressed as
σy 1
Tb = bt (1 − µθ ) R (8.7)
N e
74
8.2. Friction Material
8.2 Friction Material

In order to select the suitable friction material for both band brakes included in this
transmission’s design, the necessary braking torques had to be first assessed. The carrier
brake (C brake) must have enough stopping torque to block the carrier during first gear,
while operating under maximum torque output conditions. And the large sun brake (LS
brake), must be able to stop the large sun shaft during second gear, while operating under
maximum torque output from the engine as well. These maximum torque values were
retrieved from the KISSsoft calculations performed on the transmission KISSsys model,
which are available in Appendix A, and are summarized bellow in table.
Table 8.1: Necessary braking torque values for both band brakes.
C Brake LS Brake
Maximum braking torque [Nm] 950 320
The chosen friction material was the Thermofiber 1700 (figure 8.2), which is provided
by ProTec Friction Group. The TF1700 is a high-content Kevlar material designed for
high performance motorsports clutch, severe service industrial brake and clutch applica-
tions. It has a semi-flexibe structure which allows for the engaging and disengaging of the
band brake. According to ProTec, it is suitable for both dry and wet applications, which
is an important characteristic considering the band brakes will be in contact with the
transmission’s lubricant. Its characteristics are provided in appendix D, and are detailed
in table 8.2.
Figure 8.2: Thermofiber 1700, provided by ProTec Friction Group.
Table 8.2: Characteristics of the selected friction material.
Material Thermofiber 1700

Structure Semi-flexible
Main fiber Kevlar
Type of service Dry & wet
Dynamic coefficent of friction - µ 0.70
Tensile Strenght [MPa] 72
75
The band brakes’ geometries, which can be described by their internal radius (R),
thickness (t), width (b), and angle of wrap (θ), were developed in an iterative process that
was done simultaneously with the bands’ 3D modeling phase, where space constraints
had to be addressed. Table 8.3 contains the bands’ geometries that satisfied the space
and stopping torque requirements, as well as the corresponding stopping torques and the
bands’ tensions, which were obtained considering a coefficient of safety N=1.3.
Table 8.3: Band brakes’ geometry characteristics and corresponding maximum braking torques.
Band brake C Brake LS Brake

R [mm] 110 100
b [mm] 38.5 25
t [mm] 5 4
θ [◦ ] 300 300
Tb [Nm] 1111 525
T1 [N] 10 365 5385
T2 [N] 1265 567
The 3D model of the C brake band, which is similar to the LS brake band, is shown in
figure 8.3. The friction material in a band brake only wraps around the projected angle,
hence a strap fastened to the friction material is required to secure the band to the pins.
The band brakes designed here, however, were modelled as a single component for the
purpose of simplification.
Figure 8.3: 3D representation of the modelled band.
8.3 Activation system

While traditional automatic planetary transmissions adopt hydraulic actuators to en-
gage and disengage the band brakes, it was decided to adopt electric actuators, since they
are efficient, easy to control, and provided a quick response. This electric actuation is
based on a screw-nut motor that has also been used in other planetary transmission sys-
tems aimed at EVs. The design that inspired this thesis [33] used the same band brake
arrangement as the one being considered here. In the work of Ali Pakniyat et al. [32],
an electrically activated band brake was used to stop the ring gear. A similar method
was also employed in the work of Shengnan Fang et al. [35] to prevent the carrier from
rotating in both directions, as illustrated in figure 8.4.
76
8.3. Activation system
Figure 8.4: Electrically actuated band brake used to stop the carrier from the planetary transmis-
sion designed in [35].
8.3.1 Selection of the Electric Motor

The mechanism developed to activate the band brakes will be described in detail in
this section, starting by sizing the required screw-nut pair and the suitable electric motor.
The electric actuation system was sized based on the band brake needing the highest
braking torque, which corresponds to the C band brake. Then, in an effort to simplify
this design process, the same system was employed to activate the LS band.
The relation between the electrically applied normal force (FN ) and the braking torque
can be expressed as [32]
Tb = FN (eµθ − 1)R (8.8)
rearranging,
Tb
FN = . (8.9)
(eµθ − 1)R
Knowing that C brake’s maximum stopping torque allowed by the friction material is 1111
Nm, the electrically applied normal force is FN =265 N.
In order to choose the appropriate electric motor, it was necessary to calculate the lead
screw’s torque and its angular speed. Since this system was not one of the main goals of
the thesis, the lead screw was not selected based on a strength study but rather on the
space needs found during the 3D modeling phase, which defined a lead screw with 13 mm
of diameter (d) and a 3 mm lead (p) as a suitable choice.
The screw’s torque (C) could now be calculated according to the following expression
[74],
FN p
C= , (8.10)
2πη
where η is the screw-nut pair’s efficiency and can be defined as follows,
1 − f tan α
η= f
(8.11)
1+ tan α
and f is the screw nut’s pair coefficient of friction, which was considered to be f =0.2 [74],
and α can be expressed as p
α = arctan . (8.12)
πd
77
Calculating η and α and replacing in equation (8.10), the screw’s torque is equal to
C=0.452 Nm.
The lead screw’s rotating speed (Vs ) in rpm can be expressed as
L
Vs = 60, (8.13)
Tp
where L is the travel distance of the nut on the screw and T is the desired time to complete
the band’s engagement. It was decided that the band would be completely engaged once
the screw travelled 20 mm (L=20 mm), in 2 seconds (T =2 seconds). Replacing these
values in equation 8.13, the screw’s angular velocity would have to be equal to Vs =200
rpm.
The electric motor’s required power could now be calculated as follows,
2π
Q = CVs . (8.14)
60
Having calculated C=0.452 Nm, and Vs =200 rpm, the power needed for the electric band
actuation system is equal to Q=9.46 W.
It was difficult to find an electric motor with these specific characteristics, and there-
fore, it was chosen solely based on the motor’s power output. The selected electric motor
(figure 8.5) is provided by SPG Motor and outputs 10 W of power. Its detailed information
is provided in Appendix D, and is summarized in table 8.4.
Figure 8.5: Representation of the selected electric motor for the band brakes’ activation.
Table 8.4: Characteristics of the selected electric motor for the band brakes’ activation.
Electric Motor S6D10-12 (SPG Motor)

Torque [Nm] 0.032
Speed [rpm] 3000
Power [W] 10
8.3.2 3D Model of the Activation System

In this section, the 3D model of the bands’ activation system will be shown. Since extra
components were needed for its appropriate installation and operation, its integration into
the transmission will also be examined in detail. Lead screws were intended to be axially
supported by ball bearings and positioned vertically within the housing of the gearbox.
The assembled band brake system is shown in figure 8.6, with the fixed end (bottom end)
of the band installed on a cylindrical piece that remains stationary on the lead screw shaft
and the moving end of the band attached to the nut (top end).
78
Figure 8.6: 3D representation of the assembled band brake system.
A closer inspection of how the band’s ends are attached to the lead screw shaft is
seen in figure 8.7. Locking pins were used to lock the band and transmit the normal
force. As seen in the figure 8.8, these pins have folding latches that secure them once they
are attached. These locking pins are provided by NORELEM, and appendix D contains
detailed information about them.
Figure 8.7: Closer look at the band’s ends attachment to the lead screw shaft.
Figure 8.8: 2D representation of the pins in their locked position.
79
As shown in figure 8.9, the cylindrical component that holds the fixed end of the band
is installed on the shaft along with a bushing that has a larger diameter face on its bottom
end. This allows the cylindrical piece to be held vertically by a retaining ring. The top of
this cylindrical piece is supported against a shoulder of the lead screw shaft, as was seen
above in figure 8.7.
Figure 8.9: Closer look at the band’s fixed end attachment to the lead screw shaft
As previously mentioned, ball bearings are positioned on the shaft’s ends to support the
lead screw shaft. Figure provides 8.10 a closer look at each bearing’s mounting approach.
The bearing that supports the top end of the shaft is a SKF 6000 deep groove ball bearing
and it sits on a shaft shoulder. A retaining mounted on the housing locks this bearing,
thus stopping the shaft from moving in the upwards direction.
Regarding the bearing mounted on the bottom, it is a SKF 618/6 deep groove ball
bearing that that sits on a small circular lid, which is fixed to the housing through 2
screws. This bearing’s other side is held against a shaft shoulder, and therefore impedes
the shaft from moving in the downwards direction. The bearings’ detailed information is
provided in Appendix B.
(a) Top rolling bearing - SK 6000 deep groove ball(b) Bottom rolling bearing - SKF 618/6 deep groove
bearing. ball bearing.
Figure 8.10: Lead screw shaft’s bearings mounting approaches.
The cylindrical surface of the motor that sticks out from the fixing surface, as can
be seen in the motor’s representation in figure 8.5, is used to center the motor, which is
positioned on a machined surface of the housing. The motor is secured to the housing
with four screws, as shown bellow in figure 8.11.
80
Figure 8.11: Electric motor’s fixing to the housing.
The coupling between the electric motor’s shaft and the lead screw shaft was done
through a jaw coupling provided by ELESA + GRANTER. The selected jaw coupling was
the GN 2240-20-B6-8-AL-RS (available in Appendix D), whose representation is shown
bellow in figure 8.12. The jaws are fixed to the shafts using screws that tighten the jaws,
permitting the transfer of power, rather of the torque being transferred through keys. Keys
were not required because the jaw coupling’s rated torque (3 Nm) was substantially more
than the lead screw’s torque (0.452 Nm).
Figure 8.12: Representation of the jaw coupling used to couple to electric motor’s shaft to the lead
screw shaft.
81
82
Chapter 9
Full Transmission Model & Assembly
9.1 Exploded View and List of Parts

This chapter will outline the assembly steps for the suggested two-speed transmission
and display the fully assembled model. Because of the transmission’s complexity, not all
assembly stages will be fully detailed. Instead, the most important sub-assemblies will be
examined, and a general overview of the assembly order will be provided.
A detailed step-by-step assembly is provided in the video available in [76]. For the
transmission’s 2D technical drawing, refer to Appendix E.
The sub-assembly of the planet carrier and its planets, as well as that of the power
output provider—the ring gear case, which houses both the ring gear and the final drive
gear—will be covered in the section that follows. Assembling the OWC onto the trans-
mission has already been described in (7.3)
Table 9.1 provides the list of parts, which are numbered in the exploded view of the
transmission shown in page 83.
Table 9.1: List of parts.
Parts
1- Internal Retaining Ring VHM-42 47- 3 x Inner Planet Gear
2- Seal SKF 30x42x6 48- 3x Roller Bearing SKF NJ 202 ECP
3- External Retaining Ring VHM-42 49- 3x Roller Bearing SKF NJ 202 ECP
4- Internal Retaining Ring VHM-42 50- 3x Inner Planet Washer
5- 3x Roller Bearing SKF 61806 51- 3x Outer Planet Washer
6- Internal Retaining Ring VHM-42 52- 3x Outer Planet Gear
7- 6x Hex Socket Head Cap Screw
53- 3x Roller Bearing SKF NJ 202 ECP
ISO 4762-M6x12-12.9
8- Front Housing Lid 54- 3x Outer Planet Small Spacer
9- Key DIN 6885 C 18x11x35 55- 3x Outer Planet Small Spacer
56- 3x Roller Bearing SKF NJ 202 ECP
ISO 4762-M6x16-12.9
11- Front Housing Cover 57- 3x Outer Planet Washer
12- 4x Cylindrical Pin
58- Carrier Body
ISO 2338-6m6x20-St
13- 8x Hex Socket Head Cap Screws 59- 6x Precision Construction Screws
ISO 4762-M4x12.12.9 7534 4x10
14- 2x Electric Motor 60- Small Sun Shaft
83
9. Full Transmission Model & Assembly
15- 2x Jaw Coupling

61- Roller Bearing SKF 61806
GN 2240-20-B6-8-AL-RS
16- 2x Internal Circlip DIN 471-26x1.2-St 62-External Circlip DIN 471-30x1.5-St
17- 2x Roller Bearing SKF 6000 63- Thrust Bearing SKF AXK 4060
18- Lead Screw Shaft 64- Small Sun Gear
65- Washer ZTM 2238-015
ISO 4762-M4x12-12.9
20- 2x Trapezoidal Nut Type FCS 66- Thrust Bearing SKF AXK 90120
21- 2x Holder for Moving Locking Pin 67- Lock Nut SKF KMFE 4
22- 2x Lead Screw Shaft Washer 68- Large Sun Gear
23- 2x Holder for Fixed Locking Pin 69- Large Sun Spacer
24- 2x Bushing GFM-1416-03 70- Thrust Bearing SKF AXK 150190
25-2x External Circlip DIN 471-9x1-St 71- Internal Circlip DIN-42x1-8-St
72- 3x Cylindrical Pin
26- 2x Locking Pin with Folding Latch
ISO 2338-3m6x16-St
27- 2x Roller Bearing SKF W 618/6 73- Ring Gear
28- 2x External Retaining Ring DIN 471-6x0.7-St 74- Ring Gear Case
29- 2x Lead Screw Shaft Lid 75- Final Drive Spacer
30- 4x Hex Screw ISO 4017-M5x12-12.9 76- Final Drive Gear
31- Housing 77- Final Drive Washer
32- External Retaining Ring DIN 471-60x0.7 78- Lock Nut SKF KMFE 11
33- One-Way Clutch Washer 79- Small Sun Shaft
34- Carrier Brake Band 80- Roller Bearing SKF 61806
35- 8x Hex Bolt ISO 4014-M8x40-12.9 81- External Ring DIN 471-30x1.5-St
36- Carrier Brake Drum 82- Large Sun Drum Washer
37- One-Way Clutch
83- Large Sun Brake Drum
Tsubaki BR48HT-R76B
38- One-Way Clutch Washer 84- Large Sun Brake Band
39- External Retaining Ring DIN 471-60x2-St 85- Thrust Bearing SKF AXK 4060
40- 6x Internal Retaining Ring DIN 471-15x1-St 86- Rear Housing Cover
87- 10x Socket Head Cap Screw
41- 3x Inner Planet Pin
ISO 4762-M6x16-12.9
42- 6x Locking Sphere 88- Internal Retaining Ring FH-037
43- 3x Outer Planet Pin 89- RB SKF 61805
44- 3x Precision Construction Screw
90- External Retaining Ring FS-025
7534-12x16
45- Carrier Plate 91- Rear Housing Lid
46- 3x Inner Planet Washer
ISO 4762 M6x12-12.9
84
13
57
56
14 55 68
54 67
15 53 66
52 65
51 64
16 63
62
17 61
60
18 43 59
42 58 90
41 89
40 50 88
19 49
37 48 87
20 36 47
46
21
26
22
27 81
85
23 80
45 79
24 44 92
78 91
28 77
25 76
39 75
38
86
35 85
34 84
33 83
32 82
31
29 74
30 73
9.1. Exploded View and List of Parts
9 72
8 71
7 12
6 11 70
5 10 69
4
3
2
1
SOLIDWORKS Educational Product. For Instructional Use Only.
9.2 Sub-Assemblies
9.2.1 Planet Carrier Sub-Assembly
i) Planet Carrier
The planet carrier is by nature a complex part of a Ravigneaux planetary transmission.
Its large dimensions are inherent, as a result of the double pinion arrangement and space
for a long pinion. Some designs have made use of these large dimensions by integrating
the carrier into an assembly with additional transmission parts, such as a friction clutch
and a one-way clutch. An example of such design is illustrated in figure 75, which shows a
Ravigneaux planet carrier, a clutch hub and a one-way clutch as an integrated assembly.
Figure 9.1: Example of a Ravigneaux planet carrier [75].
However, the carrier considered for this transmission took a different approach because
it was made to be fixed to a drum that would perform the braking. Its assembled 3D model
is displayed bellow in figure 9.2.
Because of its complexity, the planet carrier is often manufactured in two separate
parts in order to allow the machining of contact surfaces. The design of the carrier started
by considering it as a single component, but further development into the transmission’s
design led to the decision of diving it into two parts. The two parts that make up the
planet carrier are shown in figure 9.3.
86
9.2. Sub-Assemblies
(a) Back view of the assembled planet carrier. (b) Front view of the assembled planet carrier.
Figure 9.2: 3D model of the assembled planet carrier.
(a) Carrier body. (b) Carrier plate.
Figure 9.3: 3D model of the carrier’s separate parts.
The carrier body (9.3a) and carrier plate (9.3b) are connected by three precision con-
struction screws, which ensure both the alignment and fixation of the two components.
The screws are inserted through the carrier plate and fastened to the carrier body as illus-
trated in figure 9.4a. These screws are provided by NORELEM, whose catalog is in the
Appendix D.
(b) NORELEM precision construction screw (similar

to ISO 7379) used to join the carrier’s parts.
(a) Section view of the carrier parts’ connection.
Figure 9.4: Fixation and alignment approach between the two carrier parts.
The carrier body and carrier plate can both be cast in terms of production, but ad-
87
ditional machining operations must be performed. The carrier will support needle roller
thrust bearings, as shown in figure 9.5a, and these bearings require an appropriate surface
finishing on the faces that will serve as raceways.
In order to ensure the parallelism and clearance between the carrier and the planet
gears’ surfaces, it will also be necessary to machine the carrier’s surfaces that will be
adjacent to the planets. The section that follows will provide more information on the
planet gears’ assemblies.
The thrust bearings used, which are represented in figure 9.5b, are provided by SKF
and are listed in table 9.2 (refer to appendix B for detailed information).
(b) SKF needle roller thrust bearing.
(a) 3D model.
Figure 9.5: Thrust bearings placement in the carrier.
Table 9.2: Thrust bearings incorporated into the carrier assembly.
Component in contact Roller needle thrust bearing

Small sun gear SKF AXK 4060
Large sun gear SKF AXK 90120
Ring gear case SKF AXK 150190
ii) Inner Planet
Figure 9.6 illustrates the inner planet assembly in both a 3D and sectional view.
The washers (shown in black) and the shoulders on the inner races of the rolling bear-
ings—which were the subject of the discussion in 6.2—are used to axially fix the rolling
bearings inside the planet gears. The faces of the gears are machined to fit the washers,
which are in contact with the carrier’s surface and ensure the gear’s axial positioning.
The pins are machined to have a shoulder that makes contact with the surface of the
carrier and serves to axially locate the pin. The sphere (part 42) that is inserted into the
small hole visible in figure 9.6b, stops the rotation of the pin relative to the carrier. Then,
as will be illustrated further below, an internal retaining ring is used to axially fix the pin
and the sphere to the carrier.
88
9.2. Sub-Assemblies
(a) 3D view of the inner planet assembly. (b) Section view of the inner planet assembly.
Figure 9.6: 3D model of the inner planet assembly.
iii) Outer Planet

Figure now 9.7 illustrates the outer planet assembly in both a 3D and sectional view.
Since the outer planet is longer than the inner planet, in addition to the washers, two
spacers (represented in brown) had to be introduced to axially position the the bearings.
As in the case of the inner planet’s pin, the outer planet’s pin has a shoulder to locate the
pin on the carrier, and a hole to insert a sphere that prevents the pin to rotate in relation
to the carrier.
(a) 3D view of the outer planet assembly. (b) Section view of the outer planet assembly.
Figure 9.7: 3D model of the outer planet assembly.
89
iv) Carrier & Planet Gears Assembly
Having described the carrier and the planet gears, the assembly of all these components
can be understood. The carrier and planets are displayed in an axonometric view in figure
9.8a, and the position of the planets is shown in the carrier’s frontal view (figure 9.8b).
Although the next chapter will detail the full assembly instructions, a basic explanation
of the assembly of the planet gears to the carrier is provided here. First, the spacers,
washers, and bearings for the planets are put together and correctly aligned in the carrier.
Following the insertion of the small spheres and planet pins, the internal retaining rings
are finally positioned to lock the pins in the carrier.
The location of the sphere and internal retaining ring are shown in detail in figure 9.9,
where the carrier plate has been rendered transparent.
(a) 3D view. (b) Front view (carrier plate made transparent).
Figure 9.8: 3D model of the carrier and planet gears assembly.
Figure 9.9: Positioning of the locking sphere and internal retaining elastic ring (carrier made
transparent).
90
9.2. Sub-Assemblies
9.2.2 Ring Gear Case Sub-Assembly

Another assembly that merits consideration is the ring gear case and its parts because
it is the component that transmits the output power. Therefore, a quick description of
how the parts were designed and put together is provided here. Firstly, three press-fitted
cylindrical pins are used to permanently lock the internally toothed ring gear to the ring
case. This assembly step is shown in an exploded format in figure 9.10.
Figure 9.10: Exploded view of the ring gear assembly on to the ring case.
The final drive gear is then assembled, being axially positioned by a spacer and a lock
nut-washer pair. Despite not being shown, the case’s end is threaded, to which the lock
nut is fastened, ensuring that the final drive gear is fixed to the case. Power is transmitted
through splines. Figure 9.11 illustrates this, which is the last step of the ring gear case
assembly. The assembled ring gear case is shown in figure 9.12.
The lock nut, which is shown in figure 9.13, is provided by SKF and uses a screw
that makes contact with the threaded shaft, to ensure the lock nut does not unscrew. For
detailed information about this lock nut, refer to Appendix D.
Figure 9.11: Exploded view of the ring gear case’s parts.
91
(a) Back view of the assembled ring gear case. (b) Front view of the assembled ring gear case.
Figure 9.12: 3D model of the assembled ring gear case.
(a) 3D view of the SKF KMFE 11 lock nut. (b) Section view of the SKF KMFE 11 lock nut.
Figure 9.13: SKF KMFE 11 lock nut.
9.3 Assembly Procedures and Final 3D Model

After discussing the transmission’s primary sub-assemblies, this section will focus on
the transmission’s entire assembly process.
Firstly, the carriers band brake system is assembled. The bottom roller bearing (27)
is placed on the housing, being held by the bottom lid (29). The lead screw shaft (18) is
then inserted together with the upper roller bearing (17). As it enters the housing, the pin
holders (21 and 23) are assembled with their respective components to the shaft, in which
is placed an external retaining ring (25) to retain the holder for the fixed pin (23). After
mounting the pin holders, the retaining ring (28) for the bottom bearing is placed on the
shaft and the shaft can then be inserted to its final position. The top bearing is then fixed
by an internal ring (26) and the shaft becomes completely fixed. Afterwards, the shaft
is coupled with the electric motor (14), which is fixed to the housing by 4 screws (13).
Following that, the carrier’s brake band is assembled (34) ,with the locking pins (26), into
its most open position in order to allow the carrier brake drum (36) to be later inserted
inside the band. Figure 9.14 shows the carrier’s band brake system fully assembled.
92
9.3. Assembly Procedures and Final 3D Model
Figure 9.14: Carrier’s band brake system assembled.
Next, the OWC is assembled on the housing, as was described in 7.3. The housing’s
front cover (11) and lid (8) are fixed to the main housing (31). Following that, the OWC
is fixed to the lid’s sleeve by washers and retaining rings. The carrier brake drum, which is
screwed to the OWC’s outer race, is inserted through the brake band. Once the OWC sub
assembly is placed, the brake band is tightened. Figure 9.15 shows the the transmission
after this step of the assembly.
The carrier sub-assembly, which has already been previously detailed, is then inserted
and fixed to the brake drum through 6 precision construction screws (59), as shown bellow
in figure 9.16. The carrier is placed together with the thrust bearings (63, 66 and 70).
(a) Front housing cover assembled. (b) OWC and drum assembled.
Figure 9.15: Assembly of the OWC and brake drum on the transmission.
93
(a) With opaque housing. (b) With invisible housing.
Figure 9.16: Assembly of the carrier and planets on the transmission.
Following that, the small sun gear (64) and the small sun shaft (60) are assembled.
The shaft is inserted first with bearing (61) and ring (62), and the small sun gear is then
placed on the shaft’s spline. The sun gear is fixed by a washer (65) and a lock nut (67), as
can be seen on the section view of the transmission at this stage of the assembly, in figure
9.17
(b) Closer look at the assembly of the small

sun shaft and small sun gear.
(a) Section view of the assembly of the small sun shaft

and small sun gear.
Figure 9.17: Assembly of the small sun shaft and small sun gear.
Next, the large sun gear (68) is assembled together with its spacer (69). The ring gear
case sub-assembly, which has also been previously described, is mounted right after the
large sun gear, completing the planetary gears’ assembly. Before placing the ring gear
case, an internal retaining ring (71) is placed inside its sleeve, as can be seen in the section
view of the transmission shown bellow in figure 9.18.
94
(a) Axonometric view with transparent housing. (b) Section view of the ring gear case and
large sun gear assembly.
Figure 9.18: Assembly large sun gear and ring case sub-assembly.
After placing the ring gear case, the large sun shaft (79) is then inserted together with
a roller bearing (80) and an external retaining ring (81). After placing the shaft, the large
sun brake drum (83) can also be placed on its spline, making sure that a washer (82) is
placed between the drum and the ring gear case. Figure 9.19 now shows the transmission
after having assembled these components.
(b) Section view of the large sun shaft and

(a) Axonometric view with transparent housing
drum assembly.
Figure 9.19: Assembly of the large sun shaft and large sun drum
After the large sun drum is mounted, the brake band (84) and its activation system
can be assembled. The assembly procedures are the same as the ones detailed for the
carrier’s band brake. Figure 9.20 shows the transmission after having assembled the large
sun band brake.
95
Figure 9.20: Assembled band brake system for the large sun shaft.
The rear housing cover (86) can now be fixed to the housing together with an internal
ring (88). The cover is aligned through 2 cylindrical pins (12) and fixed by 10 screws
(87). This cover is inserted together with a thrust bearing (85) that will axially fix the
large sun brake drum. The large sun shaft’s last roller bearing (89) is then inserted on the
shaft, followed by an external retaining ring (90). Finally, the bearing is fixed by the rear
housing cover’s lid (91), which is screwed to the rear housing cover through 4 screws (92).
These assembled components can be viewed in figure 9.21.
(a) Section view of all the transmission’s components.(b) Closer look at the assembled large sun
shaft’s second rolling bearing.
Figure 9.21: Assembly of the large sun shaft’s second bearing and the rear housing cover.
96
Lastly, the small sun shaft’s second roller bearing is assembled and the input entrance
is sealed. An internal retaining ring (6) is first placed on the front housing lid’s sleeve,
followed by the roller bearing (5) and by two other elastic rings, an internal (4) and an
external one (3). Then, the seal (2) is placed on the shaft and fixed by another internal
ring (1). Figure 9.22 shows a closer look at the positioning of these mentioned components.
This completes the transmission’s assembly which can be fully visualized in figure 9.23.
Figure 9.22: Assembly of the input shaft’s seal and last roller bearing.
(a) Side view with the housing made invisible. (b) Axonometric view of the complete transmission.
Figure 9.23: 3D model of the complete transmission.
97
98
Chapter 10
Conclusion
10.1 Conclusions
The development of a two-speed transmission for an electric car was the main topic
of this thesis. This transmission consisted in a planetary architecture combined with two
band brake systems that provided the stopping of the planetary members. The transmis-
sion was meant to be a part of a single motor powertrain that was taken from an existing
EV on the market. A list of the findings that could be reached during this work is listed
next.
The background investigation carried out in chapter 2 was crucial to comprehending
the current paradigm of the electric vehicle business. Despite the significant increase
in EV sales, there are still several problems caused by their widespread use that need
to be resolved. Increasing the market share of EVs may, from one angle, result in a
reduction in global carbon emissions, but it also raises a number of significant economic
and sustainability concerns. The advantages of electric vehicles will be defeated if these
problems are not resolved. One of the ways to tackle these issues is to optimize the
power flow in EVs, which can be achieved through the implementation of multispeed
transmissions.
From the performance analysis described in chapter 3, it was possible to conclude that
the use of two gears, resulted in better acceleration performance and allowed for a higher
vehicle top speed, when compared to a single gear. The total lifetime of the transmission
was also estimated, allowing for the conclusion that the second gear will likely be used far
more frequently than the first.
The topic of gear sizing was covered in Chapter 5, which started with an understanding
of the mating conditions required to provide a functional planetary transmission. The gears
may not be able to be assembled due to mismatched teeth if the assembly requirement is
not met. The two desired gear ratios specified in chapter 3 were taken into consideration
when determining the number of teeth on the gears. The Ravigneaux transmission’s
geometric complexity prevented simultaneous satisfaction of both gear ratios, leading to
a compromise for the second gear ratio. The module was determined using KISSsoft’s
strength calculations, which mandated a 1.5 mm module. This strength analysis also made
it possible to see that the power loss for each gear mesh was significantly reduced as a
result of the increase in module.
The bearing sizing detailed in chapter 6 showed interesting conclusions. Due to the
transmission’s circular symmetry in which the planets are placed around the sun, the radial
loads of the planets offset each other. Therefore, the bearings for the co-axial elements
only had to be designed to maintain proper alignment of the gearing and widthstand loads
99
10. Conclusion
imposed by external conditions. The planet bearings, however, required careful selection
because of the unsymmetrical meshing and high rotational speeds of the planet gears. This
analysis concluded that the first gear was more demanding on the inner planet bearings and
the second gear was more demanding on the outer planet. Furthermore, a comparison was
drawn between needle bearings and cylindrical roller bearings, which allowed to conclude
that the cylindrical roller bearings were the appropriate choice, since the needle bearings
did not ensure a sufficient rating life.
Chapter 7’s discussion of how to select the best one-way clutch revealed that there
aren’t many one-way clutches on the market today that can guarantee both high braking
torques and high freewheeling speeds. In fact, the one-way clutch used did not ensure a
maximum freewheeling speed that satisfied the maximum rotating speed of the electric
motor. However, due to the lack of alternatives, this one-way clutch was chosen and was
incorporated into the design.
The band brakes used in the transmission’s braking mechanism were described in detail
in Chapter 8. Due to its quicker response, electric actuation was chosen over hydraulic
actuation. After conducting an analysis to determine the best friction material, it was
determined that a kevlar-based material suitable for both dry and wet applications offered
the required braking torques. The selection of the electric motor, which led to a 10 W
electric motor, was also covered in this section. This electric motor drives a lead screw
that moves a trapezoidal nut to engage and disengage the brake band.
The whole transmission is shown in an exploded form in chapter 9 along with a list of
all of its components. Here, a broad description of the assembly process is also provided,
paying special attention to relevant sub-assemblies such as the planet carrier and the ring
gear case. The complexity of the planet carrier prevented adequate surface finishing if it
were to be cast as a single piece, so it had to be designed in two parts. When designing
the transmission in 3D, the assembly processes were also taken into account, which led
to the conclusion that designing the transmission to be sequentially assembled from the
same side was a good design approach.
10.2 Future Work

The design of the planetary transmission proposed in this thesis covered a wide range
of topics, which require a deeper analysis. Therefore, the following tasks are suggested as
future work:
• Perform a thermal analysis on the planet’s bearings during maximum speed working
conditions;
• Perform a finite element analysis of the planet carrier considering both gears working
under critical conditions;
• Design a differential to be implemented into this gearbox design;
• Develop a gear shifting control strategy;
• Study the power loss of the transmission;
• Study and develop a lubrication system.
100
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REFERENCES
106
Appendix A
Appendix - Gear sizing KISSsoft report
KISSsoft calculations regarding all gear meshes, shafts and bearings of the trans-
mission, considering second gear driving and maximum torque and base speed output
conditions. These calculations were done for three different modules, but only the calcu-
lations done for the selected module are provided. The final drive sizing calculation, along
with its spline is also provided.
• Planetary gears for m = 1.5 mm;
• Final drive gear;
• Final drive gear splines.
107
A. Appendix - Gear sizing KISSsoft report
A.1 Planetary gears for m = 1.5 mm
108
A.1. Planetary gears for m = 1.5 mm
KISSsoft Release 2021 -SP1

KISSsoft – student license (not for commercial use)
File
Name : Unnamed
Changed by: igorm on: 04.07.2022 at: 11:20:38
2ndGear_m=1.5
Power inputs:
_O.Input
Speed [1/min] 4700
Torque [Nm] 310
Power [kW] 152.577
Power outputs:
_O.Ouput
Speed [1/min] 2311.475
Torque [Nm] -630.333
Power [kW] 152.577
1/117
109
Inhalt
_O.GroupBox.CarrierShaft.CarrierShaft_calc 3
_O.GroupBox.CarrierShaft.Planet1.Planet1_calc 11
_O.GroupBox.CarrierShaft.Planet2.Planet2_calc 21
_O.GroupBox.MainAxis 31
_O.GroupBox.PlanetPlanetConstraint1.Planet1Planet2_calc 51
_O.GroupBox.RingPlanetConstraint1.PlanetRing1_calc 62
_O.GroupBox.RingShaft.RingShaft_calc 73
_O.GroupBox.Sun1Shaft.Sun1Shaft_calc 80
_O.GroupBox.Sun2Shaft.Sun2Shaft_calc 88
_O.GroupBox.SunPlanetConstraint1.SunPlanet1_calc 96
_O.GroupBox.SunPlanetConstraint2.Sun2Planet2_calc 107
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110
_O.GroupBox.CarrierShaft.CarrierShaft_calc
1 Input data
Coordinate system shaft: see picture W-002
1.1 Shafts
1.1.1 Shaft 'CarrierShaft'

Drawing
Initial position (mm) 0.000
Length (mm) 106.000
Speed (1/min) 1532.609
Direction of rotation: clockwise
Material C45 (1)

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) 20.000
Weight of shaft (kg) 3.445
Weight of shaft, including additional masses (kg) 3.445
Mass moment of inertia (kg*m²) 0.013
Momentum of mass GD2 (Nm²) 0.505
1.2 Weight force
The direction of the weight is not considered
1.3 Shaft modeling
1.4 Shear deformations
Consider deformations due to shearing

Shear correction factor 1.100
1.5 Rolling bearings
Contact angle of rolling bearings is considered

Tolerance field: Mean value
1.6 Housing
Reference temperature (°C) 20.000
1.7 Load applications
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Figure: Load applications
2 Shaft definition (CarrierShaft)
2.1 Outer contour
2.1.1 Cylinder (Cylinder), 0.000 mm ... 76.000 mm

Diameter (mm) [d] 148.0000
Length (mm) [l] 76.0000
Surface roughness (µm) [Rz] 8.0000

Length (mm) [l] 30.0000
2.2 Inner contour
2.2.1 Cylindrical bore (Cylindrical bore), 0.000 mm ... 7.000 mm

Length (mm) [l] 7.0000

Length (mm) [l] 63.0000
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112

Length (mm) [l] 36.0000
2.3 Forces
2.3.1 Coupling (PlanetCarrierCoupling(PlanetCarrierConstraint1))
Position on shaft (mm) [y local ] 45.0000

Position in global system (mm) [y global ] 45.0000
Effective diameter (mm) 170.0000
Radial force factor (-) 0.0000
Direction of the radial force (°) 0.0000
Axial force factor (-) 0.0000
Length of load application (mm) 20.0000
Power (kW) 0.0000
Torque (Nm) -0.0000
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

Power (kW) 0.0000
Torque (Nm) -0.0000
Mass (kg) 0.0000
2.3.3 Coupling (PlanetCarrierCoupling(PlanetPlanetConstraint1))

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Power (kW) 107.2459 driving (output)
Torque (Nm) -668.2222
Mass (kg) 0.0000
2.3.4 Coupling (PlanetCarrierCoupling(RingPlanetConstraint1))

Torque (Nm) -475.3333
Mass (kg) 0.0000
2.3.5 Coupling (PlanetCarrierCoupling(SunPlanetConstraint1))

Power (kW) 76.2883 driven (input)
Torque (Nm) 475.3333
Mass (kg) 0.0000
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Mass (kg) 0.0000
2.4 Bearing
2.4.1 Support8 (Own input)
Bearing position (mm) [y lokal ] 5.000

Bearing position (mm) [y global ] 5.000
Degrees of freedom
X: fixedY: freeZ: fixed
Rx: freeRy: freeRz: free

Degrees of freedom
3 Gears
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115
4 Results
4.1 Shafts
Maximum deflection (μm) 0.000

Position of the maximum (mm) 0.000
Mass center of gravity (mm) 44.461
Total axial load (N) 0.000
Torsion of the shaft under torque (°) -0.000
(Difference between left and right shaft end)
Figure: Deformation (bending etc.) (Arbitrary plane 0 127)
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116
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
4.2 Bearing
4.3 'CarrierShaft' Bearing 'Support8'
Position (Y-coordinate) [y] 5.00 mm

Bearing reaction force [Fx ] -0.000 kN
Bearing reaction force [Fy ] 0.000 kN
Bearing reaction force [Fz ] -0.000 kN
Bearing reaction force [Fr] 0.000 kN
Displacement of bearing [ux ] 0.000 µm
Displacement of bearing [uy ] 0.000 µm
Displacement of bearing [uz ] 0.000 µm
Displacement of bearing [ur] 0.000 µm
Misalignment of bearing [r x ] 0.000 mrad
Misalignment of bearing [r y ] -0.000 mrad
Misalignment of bearing [r z ] 0.000 mrad
Misalignment of bearing [r r] 0.000 mrad

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117
Bearing reaction force [Fz ] 0.000 kN

Displacement of bearing [uy ] -0.000 µm
Misalignment of bearing [r x ] -0.000 mrad
Misalignment of bearing [r y ] 0.000 mrad
Misalignment of bearing [r z ] -0.000 mrad
Note: Utilization = (Lreq/Lh)^(1/k)

Ball bearing: k = 3, roller bearing: k = 10/3
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118
_O.GroupBox.CarrierShaft.Planet1.Planet1_calc
1 Input data
1.1 Shafts
1.1.1 Shaft 'PlanetGearShaft'

Drawing
Length (mm) 50.000
Speed (1/min) 4700.000
Material C45 (1)

Mass moment of inertia (kg*mm²) 40.718
1.1.2 Shaft 'PlanetPinShaft'

Drawing
Length (mm) 71.000
Speed (1/min) 1532.609
Material C45 (1)

Weight of shaft (g) 98.241
Weight of shaft, including additional masses (g) 98.241
1.2 Weight force
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Weight towards 0.000

Weight towards -1.000
1.3 Shaft modeling

Rolling bearing stiffness is calculated from inner bearing geometry

1.6 Housing
2 Shaft definition (PlanetGearShaft)
2.1 Outer contour

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120
Length (mm) [l] 50.0000

2.2 Inner contour

Length (mm) [l] 50.0000
2.3 Forces
2.3.1 Cylindrical gear (PlanetGear1(44.8))

Operating pitch diameter (mm) 68.9943
Spur gear
Working pressure angle at normal section (°) 23.1701
Position of contact (°) 44.8202
Axial force (N) -0.0000
Shearing force Z (N) -3028.3687
Bending moment Z (Nm) -0.0000
2.3.2 Cylindrical gear (PlanetGear1(-180.0))

Spur gear
Position of contact (°) -180.0000
Torque (Nm) -51.6667
2.3.3 Cylindrical gear (PlanetGear1(0.0))

Spur gear
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121
Torque (Nm) -51.6667

Shearing force X (N) -629.8062
Bending moment X (Nm) -0.0000
3 Shaft definition (PlanetPinShaft)
3.1 Outer contour

Length (mm) [l] 71.0000
3.2 Forces
3.2.1 Coupling (PlanetCarrierCoupling1(PlanetCarrierConstraint1))

Power (kW) 0.0000
Torque (Nm) -0.0000
Mass (kg) 0.0000
3.3 Bearing

Degrees of freedom
X: fixedY: fixedZ: fixed
Rx: fixedRy: freeRz: fixed
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122

Degrees of freedom
4 Connections
4.1 ConnectionRollerBearing1 (SKF NJ 202 ECP)
Position (mm) 27.000 mm

Shaft 'PlanetPinShaft' <-> Shaft 'PlanetGearShaft'
Free bearing
d =15.000(mm), D =35.000 (mm), b =11.000 (mm), r = 0.600 (mm)
C =12.500(kN), C0 =10.200 (kN), Cu = 1.200 (kN)
Ctheo =12.627 (kN), C0theo =10.200 (kN)
fC = 1.000 (kN), fC0 = 1.000 (kN)
Calculation with approximate bearings internal geometry (*)
Z =11 , Dpw =24.800 (mm), Dw =5.500 (mm)
Lwe =4.924 (mm)
Diameter, external race (mm) [do] 30.300
Diameter, internal race (mm) [di ] 19.300
Bearing clearance 0.00 µm

Free bearing
d =15.000(mm), D =35.000 (mm), b =11.000 (mm), r = 0.600 (mm)
C =12.500(kN), C0 =10.200 (kN), Cu = 1.200 (kN)
Ctheo =12.627 (kN), C0theo =10.200 (kN)
fC = 1.000 (kN), fC0 = 1.000 (kN)
Z =11 , Dpw =24.800 (mm), Dw =5.500 (mm)
Lwe =4.924 (mm)
5 Gears
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6 Results
6.1 Shafts
Maximum deflection 14.156(μm) (PlanetGearShaft pos = 47.273 mm)
Mass center of gravity

PlanetGearShaft (mm) 25.000
PlanetPinShaft (mm) 35.500
Total axial load

PlanetGearShaft (N) 0.000
PlanetPinShaft (N) 0.000
Torsion of the shafts under torque

PlanetGearShaft (°) -0.000
PlanetPinShaft (°) -0.000
Figure: Deformation (bending etc.) (Arbitrary plane 291.8272251 127)
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6.2 Bearing
Probability of failure [n] 10.00 %

Axial clearance (ISO 281) [uA ] 10.00 µm
Lubricant ISO-VG 220
Lubricant - service temperature [TB ] 70.00 °C
Rolling bearing stiffness calculated from internal geometry
6.3 'PlanetPinShaft' Bearing 'Support1'

Bearing reaction moment [Mx ] 17.05 Nm
Bearing reaction moment [My ] 0.00 Nm
Bearing reaction moment [Mz ] 6.77 Nm
Bearing reaction moment [Mr] 18.35 Nm
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Bearing reaction force [Fy ] -0.000 kN
Bearing reaction moment [Mx ] -17.00 Nm
Bearing reaction moment [Mz ] -6.75 Nm
6.5 Rolling bearing 'ConnectionRollerBearing1'

Dynamic equivalent load [P] 1.63 kN
Static equivalent load [P0] 1.63 kN
Minimum EHL lubricant film thickness [hmin] 0.132 µm
Life modification factor for reliability [a1] 1.000
6.5.1 Results according to ISO 281

Load ratio [C/P] 7.670
Operating viscosity [ν] 48.884 mm²/s
Reference viscosity [ν 1] 0.000 mm²/s
Viscosity ratio [κ] 0.000
Basic bearing rating life [Lnh] 4682.04 h
Static safety factor [S0] 6.26
6.5.2 Calculation with approximate bearings internal geometry (ISO/TS 16281)

Operating bearing clearance [Pd] 0.000 µm
Reference rating life [Lnrh] 18034.98 h
Bearing reaction force [Fx ] 0.602 kN
Bearing reaction moment [My ] -0.00 Nm
Displacement of bearing [ux ] -3.559 µm
18/117
126

Oil level [H] 0.000 mm
Rolling moment of friction [Mrr] 0.029 Nm
Sliding moment of friction [Msl ] 0.001 Nm
Moment of friction, seals [Mseal ] 0.000 Nm
Moment of friction for seals determined according to SKF main catalog 17000/1 EN:2018
Moment of friction flow losses [Mdrag] 0.000 Nm
Torque of friction [Mloss ] 0.030 Nm
Power loss [Ploss ] 10.028 W
The moment of friction is calculated according to the details in SKF Catalog 2018.
The calculation is always performed with a coefficient for additives in the lubricant μbl=0.15.



Bearing reaction moment [My ] -0.00 Nm
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(*) Note about roller bearings with an approximated bearing geometry:

The internal geometry of these bearings has not been input in the database.
The geometry is back-calculated as specified in ISO 281, from C and C0 (details in the manufacturer's catalog).
For this reason, the geometry may be different from the actual geometry.
In some situations, this may result in significant variations in roller bearing stiffness.
6.6.3 Damage (%) [Lreq] (0.000 )
Bin no B1 B2
1 0.00 0.00
----------------------------
Σ 0.00 0.00
6.6.4 Utilization (%) [Lreq] (0.000 )
B1 B2
0.00 0.00
B1 : ConnectionRollerBearing1 (Connecting rolling bearing)

6.6.5 Calculation of the factors required to define reliability R(t) using the Weibull distribution. t in (h)
Reliability not calculated
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_O.GroupBox.CarrierShaft.Planet2.Planet2_calc
1 Input data
1.1 Shafts
1.1.1 Shaft 'PlanetGearShaft'

Drawing
Length (mm) 24.000
Speed (1/min) 1208.403
Direction of rotation: counterclockwise
Material C45 (1)

1.1.2 Shaft 'PlanetPinShaft'

Drawing
Length (mm) 41.000
Speed (1/min) 1532.609
Material C45 (1)

Weight of shaft (g) 56.731
Weight of shaft, including additional masses (g) 56.731
1.2 Weight force
21/117
129

1.3 Shaft modeling


1.6 Housing
2 Shaft definition (PlanetGearShaft)
2.1 Outer contour

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Length (mm) [l] 24.0000

2.2 Inner contour

Length (mm) [l] 24.0000
2.3 Forces

Spur gear

Spur gear
Torque (Nm) -119.4074
3 Shaft definition (PlanetPinShaft)
3.1 Outer contour
23/117
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Length (mm) [l] 41.0000
3.2 Forces
3.2.1 Coupling (PlanetCarrierCoupling2(PlanetCarrierConstraint2))

Power (kW) 0.0000
Torque (Nm) -0.0000
Mass (kg) 0.0000
3.3 Bearing

Degrees of freedom

Degrees of freedom
4 Connections
24/117
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Free bearing
d =15.000(mm), D =35.000 (mm), b =11.000 (mm), r = 0.600 (mm)
C =12.500(kN), C0 =10.200 (kN), Cu = 1.200 (kN)
Ctheo =12.627 (kN), C0theo =10.200 (kN)
fC = 1.000 (kN), fC0 = 1.000 (kN)
Z =11 , Dpw =24.800 (mm), Dw =5.500 (mm)
Lwe =4.924 (mm)

Free bearing
d =15.000(mm), D =35.000 (mm), b =11.000 (mm), r = 0.600 (mm)
C =12.500(kN), C0 =10.200 (kN), Cu = 1.200 (kN)
Ctheo =12.627 (kN), C0theo =10.200 (kN)
fC = 1.000 (kN), fC0 = 1.000 (kN)
Z =11 , Dpw =24.800 (mm), Dw =5.500 (mm)
Lwe =4.924 (mm)
5 Gears
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6 Results
6.1 Shafts
Maximum deflection 20.715(μm) (PlanetGearShaft pos = 31.000 mm)

PlanetGearShaft (mm) 12.000
PlanetPinShaft (mm) 20.500
Total axial load

PlanetGearShaft (N) 0.000
PlanetPinShaft (N) 0.000

PlanetGearShaft (°) -0.000
PlanetPinShaft (°) -0.000
26/117
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6.2 Bearing


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28/117
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Displacement of bearing [uz ] -15.071 µm



29/117
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6.6.3 Damage (%) [Lreq] (0.000 )
Bin no B1 B2
1 0.00 0.00
----------------------------
Σ 0.00 0.00
B1 B2
0.00 0.00

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_O.GroupBox.MainAxis
1 Input data
1.1 Shafts
1.1.1 Shaft 'CarrierShaft'

Drawing
Length (mm) 106.000
Speed (1/min) 1532.609
Material C45 (1)

1.1.2 Shaft 'RingShaft'

Drawing
Length (mm) 50.000
Speed (1/min) 2311.475
Material C45 (1)

1.1.3 Shaft 'Sun1Shaft'

Drawing
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Initial position (mm) -61.000

Length (mm) 113.000
Speed (1/min) 0.000
Material C45 (1)


Drawing
Length (mm) 87.000
Speed (1/min) 4700.000
Material C45 (1)

1.2 Weight force

1.3 Shaft modeling


1.6 Housing
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2 Shaft definition (CarrierShaft)
2.1 Outer contour

Length (mm) [l] 76.0000

Length (mm) [l] 30.0000
2.2 Inner contour

Length (mm) [l] 7.0000

Length (mm) [l] 63.0000
33/117
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Length (mm) [l] 36.0000
2.3 Forces

Power (kW) 0.0000
Torque (Nm) -0.0000
Mass (kg) 0.0000

Power (kW) 0.0000
Torque (Nm) -0.0000
Mass (kg) 0.0000
2.3.3 Coupling (PlanetCarrierCoupling(PlanetPlanetConstraint1))

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Torque (Nm) -668.2222
Mass (kg) 0.0000
2.3.4 Coupling (PlanetCarrierCoupling(RingPlanetConstraint1))

Torque (Nm) -475.3333
Mass (kg) 0.0000

Mass (kg) 0.0000
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Mass (kg) 0.0000
2.4 Bearing

Degrees of freedom

Degrees of freedom
3 Shaft definition (RingShaft)
3.1 Outer contour

Length (mm) [l] 50.0000
3.2 Inner contour
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3.2 Inner contour

Length (mm) [l] 50.0000
3.3 Forces
3.3.1 Coupling (CouplingOutput(Ouput))

Torque (Nm) -630.3330
Mass (kg) 0.0000
3.3.2 Cylindrical gear (RingGear(180.0))

Operating pitch diameter (mm) -279.7996
Spur gear

Spur gear
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Spur gear
3.4 Bearing

Degrees of freedom
4 Shaft definition (Sun1Shaft)
4.1 Outer contour

Length (mm) [l] 113.0000
4.2 Forces
4.2.1 Coupling (CouplingStopLS(StopLS))

Position in global system (mm) [y global ] -55.0000
38/117
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Power (kW) 0.0000
Torque (Nm) -320.3333
Mass (kg) 0.0000
4.2.2 Cylindrical gear (Sun1Gear(180.0))

Spur gear
Power (kW) 0.0000

Spur gear
Power (kW) 0.0000

Spur gear
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Power (kW) 0.0000
4.3 Bearing
4.3.1 RollerBearing3 (SKF 61806)
Bearing type Deep groove ball bearing (single row)

Bearing position (mm) [y global ] -44.000
Attachment of external ring Set fixed bearing left
Inner diameter (mm) [d] 30.000
External diameter (mm) [D] 42.000
Width (mm) [b] 7.000
Corner radius (mm) [r] 0.600
Number of rolling bodies [Z] 17
Rolling body reference circle (mm) [Dpw] 36.000
Diameter rolling body (mm) [Dw] 3.500
Radius of curvature, external race (mm) [r o] 1.855
Radius of curvature, internal race (mm) [r i ] 1.820
Bearing clearance ISO 5753-1:2009 C0 (12.50 µm)
Axial clearance Pe = 92.70 µm
Basic static load rating (kN) [C0] 2.900
Basic dynamic load rating (kN) [C] 4.100
Fatigue load limit (kN) [Cu] 0.146
Values for approximated geometry:
Basic dynamic load rating (kN) [Ctheo] 4.521
Basic static load rating (kN) [C0theo] 3.421
Correction factor Basic dynamic load rating
[fC] 1.000
Correction factor Basic static load rating
[fC0] 1.000

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[fC] 1.000
[fC0] 1.000
5.1 Outer contour

Length (mm) [l] 87.0000
5.2 Forces
5.2.1 Coupling (CouplingInput(Input))

Mass (kg) 0.0000
41/117
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Spur gear
Torque (Nm) -103.3333

Spur gear
Torque (Nm) -103.3333

Spur gear
Torque (Nm) -103.3333
5.3 Bearing
42/117
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Attachment of external ring Set fixed bearing right
[fC] 1.000
[fC0] 1.000
5.3.2 Support8 (Free bearing)

Degrees of freedom
6 Gears
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7 Results
7.1 Shafts
Maximum deflection 8.396(μm) (Sun2Shaft pos = 157.000 mm)

CarrierShaft (mm) 44.461
RingShaft (mm) 25.000
Sun1Shaft (mm) 56.500
Sun2Shaft (mm) 43.500
Total axial load

CarrierShaft (N) 0.000
RingShaft (N) 0.000
Sun1Shaft (N) 0.000
Sun2Shaft (N) 0.000

CarrierShaft (°) -0.000
RingShaft (°) 0.000
Sun1Shaft (°) 0.294
Sun2Shaft (°) 0.205
44/117
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7.2 Bearing


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7.5 'RingShaft' Bearing 'Support7'

7.6 'Sun1Shaft' Rolling bearing 'RollerBearing3'

Spin to roll ratio [ω_s/ω_roll] 0.000

Basic bearing rating life [Lnh] > 1000000 h
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Reference rating life [Lnrh] > 1000000 h
Modified reference rating life [Lnrmh] > 1000000 h



47/117
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Modified reference rating life [Lnrmh] > 1000000 h




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7.9 'Sun2Shaft' Bearing 'Support8'


7.9.1 Damage (%) [Lreq] (0.000 )
Bin no B1 B2 B3
1 0.00 0.00 0.00
------------------------------------------
Σ 0.00 0.00 0.00
B1 B2 B3
0.00 0.00 0.00
49/117
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B1 : RollerBearing3
B2 : RollerBearing4
B3 : RollerBearing5
50/117
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_O.GroupBox.PlanetPlanetConstraint1.Planet1Plan
et2_calc
1 Overview
Calculation method DIN 3990:1987 Method B
Drawing or article number:

Gear 1: PlanetGear1(PlanetPlanetConstraint1)
Gear 2: PlanetGear2(PlanetPlanetConstraint1)
------- Gear 1 -------- Gear 2 --
Power (kW) [P] 34.274

Speed (1/min) [n] 3167.4 2741.0
Torque (Nm) [T] 103.3 119.4
Application factor [KA] 1.25
Required service life (h) [H] 20000.00
Gear driving (+) / driven (-) - +
Working flank gear 1: Left flank
Gear 1 direction of rotation: Clockwise
2 Tooth geometry and material
Geometry calculation according to ISO 21771:2007
------- Gear 1 -------- Gear 2 --

Center distance (mm) [a] 74.360
Center distance tolerance ISO 286:2010 Measure js7
Normal module (mm) [mn] 1.5000
Normal pressure angle (°) [αn] 20.0000
Helix angle at reference circle (°) [β] 0.0000
Number of teeth [z] 45 52
Facewidth (mm) [b] 50.00 23.00
Hand of gear Spur gear
Accuracy grade [Q-DIN 3961:1978] 6 6
Inner diameter (mm) [di] 40.00 40.00
Inner diameter of gear rim (mm) [dbi] 0.00 0.00
2.1 Material
Gear 1
18CrNiMo7-6, Case-carburized steel, case-hardened
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=25HRC Jominy J=12mm<HRC28
Gear 2
------- Gear 1 -------- Gear 2 --
51/117
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Surface hardness HRC 61 HRC 61

Fatigue strength. tooth root stress (N/mm²) [σFlim] 430.00 430.00
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] 0.60 0.60
Roughness average value DS, root (µm) [RAF] 3.00 3.00
Mean roughness height, Rz, flank (µm) [RZH] 4.80 4.80
Mean roughness height, Rz, root (µm) [RZF] 20.00 20.00
2.2 Reference profiles
Gear reference profile 1:

Reference profile, Own Input 1.25 / 0.38 / 1.0 ISO 53.2:1997 Profil A
Dedendum coefficient [hfP*] 1.250
Root radius factor [ρfP*] 0.380 (ρfPmax*= 0.472)
Addendum coefficient [haP*] 1.000
Tip radius factor [ρaP*] 0.000
Protuberance height coefficient [hprP*] 0.000
Protuberance angle [αprP] 0.000
Tip form height coefficient [hFaP*] 0.000
Ramp angle [αKP] 0.000
not topping
Reference profile 1.25 / 0.38 / 1.0 ISO 53:1998 Profil A
not topping
2.2.1 Information on final machining

Dedendum reference profile [hfP*] 1.250 1.250
Tooth root radius Refer. profile [ρfP*] 0.380 0.380
Addendum Reference profile [haP*] 1.000 1.000
Protuberance height coefficient [hprP*] 0.000 0.000
Protuberance angle (°) [αprP] 0.000 0.000
Tip form height coefficient [hFaP*] 0.000 0.000
Ramp angle (°) [αKP] 0.000 0.000
Type of profile modification: none (only running-in)

Tip relief by running in (µm) [Ca L/R] 2.0 / 2.0 2.0 / 2.0
2.3 Lubrication
Lubrication type Oil bath lubrication

Type of oil ISO-VG 220
Lubricant base Mineral-oil base
Oil nominal kinematic viscosity at 40°C (mm²/s) [ν40] 220.00
Specific density at 15°C (kg/dm³) [ρ] 0.895
Oil temperature (°C) [TS] 70.000
52/117
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2.4 Gear pair
Overall transmission ratio [itot] -0.865

Gear ratio [u] 1.156
Transverse module (mm) [mt] 1.500
Transverse pressure angle (°) [αt] 20.000
Working pressure angle (°) [αwt] 23.170
[αwt.e/i] 23.197 /23.143
Working pressure angle at normal section (°) [αwn] 23.170
Helix angle at operating pitch circle (°) [βw] 0.000
Base helix angle (°) [βb] 0.000
Reference center distance (mm) [ad] 72.750
Pitch on reference circle (mm) [pt] 4.712
Base pitch (mm) [pbt] 4.428
Transverse pitch on contact-path (mm) [pet] 4.428
Sum of profile shift coefficients [Σxi] 1.1572
Transverse contact ratio [εα] 1.509

Transverse contact ratio with allowances [εα.e/m/i] 1.517 / 1.506 / 1.495
Overlap ratio [εβ] 0.000
Total contact ratio [εγ] 1.509
Total contact ratio with allowances [εγ.e/m/i] 1.517 / 1.506 / 1.495
Length of path of contact (mm) [ga, e/i] 6.681 (6.720 / 6.622)
Length T1-A (mm) [T1A] 16.963 (16.963 /16.952)

Length T1-B (mm) [T1B] 14.709 (14.671 /14.758)
Length T1-C (mm) [T1C] 13.573 (13.556 /13.591)
Length T1-D (mm) [T1D] 12.534 (12.534 /12.524)
Length T1-E (mm) [T1E] 10.281 (10.243 /10.330)
Length T2-A (mm) [T2A] 12.295 (12.257 /12.344)

Length T2-B (mm) [T2B] 14.549 (14.549 /14.538)
Length T2-C (mm) [T2C] 15.685 (15.664 /15.705)
Length T2-D (mm) [T2D] 16.724 (16.686 /16.772)
Length T2-E (mm) [T2E] 18.977 (18.977 /18.966)
Length T1-T2 (mm) [T1T2] 29.258 (29.220 /29.296)
Minimal length of contact line (mm) [Lmin] 23.000
2.5 Gear 1
Profile shift coefficient [x] 0.5606

Tooth thickness, arc, in module [sn*] 1.9789
Tip alteration (mm) [k*mn] -0.125

Reference diameter (mm) [d] 67.500
Base diameter (mm) [db] 63.429
Tip diameter (mm) [da] 71.932
(mm) [da.e/i] 71.932 /71.922
Tip diameter allowances (mm) [Ada.e/i] 0.000 / -0.010
Tip form diameter (mm) [dFa] 71.932
(mm) [dFa.e/i] 71.932 /71.922
Root diameter (mm) [df] 65.432
53/117
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Generating Profile shift coefficient [xE.e/i] 0.4965 / 0.4599

Generated root diameter with xE (mm) [df.e/i] 65.239 /65.130
Root form diameter (mm) [dFf] 66.281
(mm) [dFf.e/i] 66.120 /66.030
Involute length (mm) [l_dFa-l_dFf] 3.078
Addendum, mn(haP *+x+k) (mm) [ha] 2.216
(mm) [ha.e/i] 2.216 / 2.211
Dedendum (mm) [hf=mn*(hfP*-x)] 1.034
(mm) [hf.e/i] 1.130 / 1.185
Tooth height (mm) [h] 3.250
Virtual gear no. of teeth [zn] 45.000
Normal tooth thickness at tip circle (mm) [san] 1.091
(mm) [san.e/i] 1.022 / 0.974
Normal tooth thickness at tip form circle (mm) [sFan] 1.091
(mm) [sFan.e/i] 1.022 / 0.974
Normal space width at root circle (mm) [efn] 1.057
(mm) [efn.e/i] 1.074 / 1.085
2.6 Gear 2


(mm) [da.e/i] 82.540 /82.530
(mm) [dFa.e/i] 82.540 /82.530
(mm) [dFf.e/i] 76.694 /76.600
(mm) [ha.e/i] 2.270 / 2.265
(mm) [hf.e/i] 1.076 / 1.131
(mm) [san.e/i] 1.041 / 0.993
(mm) [sFan.e/i] 1.041 / 0.993
(mm) [efn.e/i] 1.053 / 1.061
2.7 Gear specific pair data Gear pair 1, Gear 1
Operating pitch diameter (mm) [dw] 68.994

(mm) [dw.e/i] 69.008 /68.980
Active tip diameter (mm) [dNa] 71.932
(mm) [dNa.e/i] 71.932 /71.922
Theoretical tip clearance (mm) [c] 0.375
Effective tip clearance (mm) [c.e/i] 0.546 / 0.456
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Active root diameter (mm) [dNf] 66.679

(mm) [dNf.e/i] 66.709 /66.655
Reserve (dNf-dFf)/2 (mm) [cF.e/i] 0.340 / 0.268
Max. sliding velocity at tip (m/s) [vga] 2.037
Specific sliding at the tip [ζa] 0.373
Specific sliding at the root [ζf] -0.597
Mean specific sliding [ζm] 0.373
Sliding factor on tip [Kga] 0.183
Sliding factor on root [Kgf] -0.178
Roll angle at dFa (°) [ξdFa.e/i] 30.645 /30.625

Roll angle to dNa (°) [ξdNa.e/i] 30.645 /30.625
Roll angle to dNf (°) [ξdNf.e/i] 18.662 /18.505
Roll angle at dFf (°) [ξdFf.e/i] 16.865 /16.575
Diameter of single contact point B (mm) [d-B] 69.919 ( 69.887 / 69.961)
Diameter of single contact point D (mm) [d-D] 68.203 ( 68.203 / 68.196)
Addendum contact ratio [ε] 0.765 ( 0.769 / 0.759)

(mm) [dw.e/i] 79.743 /79.711
(mm) [dNa.e/i] 82.540 /82.530
(mm) [dNf.e/i] 77.342 /77.287

3 General influence factors
------- Gear 1 -------- Gear 2 --

Nominal circum. force at pitch circle (N) [Ft] 3061.7
Axial force (N) [Fa] 0.0
Radial force (N) [Fr] 1114.4
Normal force (N) [Fnorm] 3258.2
Nominal circumferential force per mm (N/mm) [w] 133.12
Only as information: Forces at operating pitch circle:
Nominal circumferential force (N) [Ftw] 2995.4
Axial force (N) [Faw] 0.0
Radial force (N) [Frw] 1282.0
Circumferential speed reference circle (m/s) [v] 11.19
55/117
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Circumferential speed operating pitch circle (m/s) [v(dw)] 11.44
Running-in value (µm) [yp] 0.5

Running-in value (µm) [yf] 0.4
Tolerances fpe, ff and fHβ according to the tolerances in section 7
Correction factor [CM] 0.800
Gear blank factor [CR] 1.000
Basic rack factor [CBS] 0.975
Material coefficient [E/Est] 1.000
Singular tooth stiffness (N/mm/µm) [c'] 15.913
Meshing stiffness (N/mm/µm) [cγ] 21.985
Reduced mass (kg/mm) [mRed] 0.00879
Resonance speed (min-1) [nE1] 10610
Resonance ratio (-) [N] 0.299
Subcritical range
Running-in value (µm) [yα] 0.5
Bearing distance l of pinion shaft (mm) [l] 100.000
Distance s of pinion shaft (mm) [s] 10.000
Outside diameter of pinion shaft (mm) [dsh] 50.000
Load according to Figure 6.8, DIN 3990-1:1987 [-] 4
0:6.8a, 1:6.8b, 2:6.8c, 3:6.8d, 4:6.8e
Coefficient K' according to Figure 6.8,
DIN 3990-1:1987 [K'] -1.00
Without stiffening
Tooth trace deviation (active) (µm) [Fβy] 5.33
from deformation of shaft (µm) [fsh*B1] 0.17
fsh = (µm) 0.17
B1 =1.00
fHβ5 = (µm)6.50
Tooth without flank line modification
Position of contact pattern: favorable
from production tolerances (µm) [fmα*B2] 9.00
B2=
1.00
Tooth trace deviation, theoretical (µm) [Fβx] 6.27
Running-in value (µm) [yβ] 0.94
Dynamic factor [Kv] 1.169
Face load factor - flank [KHβ] 1.301

- Tooth root [KFβ] 1.253
- Scuffing [KBβ] 1.301
Transverse load factor - flank [KHα] 1.000

- Tooth root [KFα] 1.000
- Scuffing [KBα] 1.000
Number of load cycles (in mio.) [NL] 3800.870 3289.214
4 Tooth root load capacity
Calculation of Tooth form coefficients according method: B

------- Gear 1 -------- Gear 2 --
Calculated with generating profile shift coefficient [xE.e] 0.4965 0.5325
Tooth form factor [YF] 1.26 1.26
Stress correction factor [YS] 2.27 2.29
Load application angle (°) [αFen] 23.26 23.13
Load application diameter (mm) [den] 69.919 80.567
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Bending moment arm (mm) [hF] 1.68 1.70

Tooth thickness at root (mm) [sFn] 3.43 3.45
Tooth root radius (mm) [ρF] 0.62 0.61
Bending moment arm (-) [hF/mn] 1.120 1.134
Tooth thickness at root (-) [sFn/mn] 2.286 2.302
Tooth root radius (-) [ρF/mn] 0.411 0.403
Calculation cross section diameter (mm) [dsFn] 65.771 76.382
Tangents on calculation cross section (°) [αsFn] 30.000 30.000
Notch parameter [qs ] 2.782 2.853
Contact ratio factor [Yε] 1.000

Helix angle factor [Yβ] 1.000
Effective facewidth (mm) [beff] 26.00 23.00
Nominal stress at tooth root (N/mm²) [σF0] 224.05 255.40
Tooth root stress (N/mm²) [σF] 410.07 467.44
Permissible bending stress at root of Test-gear

Notch sensitivity factor [YdrelT] 1.003 1.003
Surface factor [YRrelT] 0.957 0.957
Size factor, tooth root [YX] 1.000 1.000
Life factor [YNT] 1.000 1.000
YdrelT*YRrelT*YX *YNT 0.959 0.960
Alternating bending factor, mean stress influence coefficient
[YM] 1.000 1.000
Stress correction factor [YST] 2.00
YST*σFlim (N/mm²) [σFE] 860.00 860.00
Permissible tooth root stress σFG/SFmin (N/mm²) [σFP] 589.24 589.62
Limit strength tooth root (N/mm²) [σFG] 824.93 825.46
Required safety [SFmin] 1.40 1.40
Safety for tooth root stress [SF=σFG/σF] 2.01 1.77
Transmittable power (kW) [kWRating] 49.25 43.23
5 Flank safety
------- Gear 1 -------- Gear 2 --

Zone factor [ZH] 2.300
Elasticity factor (√N/mm²) [ZE] 189.812
Contact ratio factor [Zε] 0.911
Helix angle factor [Zβ] 1.000
Effective facewidth (mm) [beff] 23.00
Nominal contact stress (N/mm²) [σH0] 763.19
Contact stress at operating pitch circle (N/mm²) [σHw] 1052.25
Single tooth contact factor [ZB,ZD] 1.01 1.00
Contact stress (N/mm²) [σHB, σHD] 1060.43 1052.25
Lubrication factor for NL [ZL] 1.020 1.020

Speed factor for NL [ZV] 1.003 1.003
Roughness factor for NL [ZR] 0.956 0.956
Material hardening factor for NL [ZW] 1.000 1.000
Life factor [ZNT] 1.000 1.000
[ZL*ZV*ZR*ZNT] 0.978 0.978
Limited pitting is permitted: No
Size factor (flank) [ZX] 1.000 1.000
Permissible contact stress, σHG/SHmin (N/mm²) [σHP] 1466.62 1466.62
Pitting stress limit (N/mm²) [σHG] 1466.62 1466.62
Required safety [SHmin] 1.00 1.00
Safety factor for contact stress on operating pitch circle
[SHw] 1.39 1.39
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Safety against pressure, σHG/σHBD Single contact [SHBD] 1.38 1.39

Safety regarding transmittable torque [(SHBD)^2] 1.91 1.94
6 Micropitting
Calculation method according to ISO/TS 6336-22:2018

Calculation has not been carried out, lubricant: Load stage micropitting test not known
7 Scuffing load capacity
Calculation method according to DIN 3990:1987
Helical load factor for scuffing [KBγ] 1.000

Lubrication coefficient for lubrication type [XS] 1.000
Scuffing test and load stage [FZGtest] FZG - Test A / 8.3 / 90 (ISO 14635 - 1) 12
Relative structural factor, 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] 10.46
Ca taken as optimal in the calculation (0=no, 1=yes) 0 0
Applicable circumferential force/facewidth (N/mm) [wBt] 253.056
Angle factor [Xαβ] 1.024
ε1: 0.765 , ε2: 0.743
7.1 Flash temperature-criteria
Tooth mass temperature (°C) [θMB] 76.42

θMB = θoil + XS*0.47*θflamax
Maximum flash temperature (°C) [θflamax] 13.67
Scuffing temperature (°C) [θS] 408.58
Γ coordinates (point of highest temperature) [Γ] -0.205
[Γ.A]= 0.250 [Γ.E]= -0.243
Highest contact temp. (°C) [θB] 90.09
Flash factor (°K*N^-.75*s^.5*m^-.5*mm) [XM] 50.058
Geometry factor [XB] 0.142
Load sharing factor [XΓ] 0.409
Dynamic viscosity (mPa*s) [ηM] 32.59 (76.4 °C)
Coefficient of friction [μm] 0.064
Required safety [SBmin] 2.000
Margin of safety for scuffing, flash temperature [SB] 16.845
7.2 Integral temperature-criteria
Tooth mass temperature (°C) [θMC] 77.06

θMC = θoil + XS*0.70*θflaint
Integral scuffing temperature (°C) [θSint] 408.58
Contact ratio factor [Xε] 0.279
Dynamic viscosity (mPa*s) [ηOil] 41.90 (70.0 °C)
Mean coefficient of friction [μm] 0.059
Geometry factor [XBE] 0.169
58/117
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Meshing factor [XQ] 1.000
Tip relief factor [XCa] 1.011
Mean flash temperature (°C) [θflaint] 10.09
Integral tooth flank temperature (°C) [θint] 92.19
Required safety [SSmin] 1.800
Safety factor for scuffing (intg.-temp.) [SSint] 4.432
Safety referring to transmittable torque [SSL] 15.260
8 Measurements for tooth thickness
------- Gear 1 -------- Gear 2 --

Tooth thickness tolerance DIN 3967 cd25 DIN 3967 cd25
Tooth thickness allowance (normal section) (mm) [As.e/i] -0.070 /-0.110 -0.070 /-0.110
Number of teeth spanned [k] 6.000 7.000

Base tangent length (no backlash) (mm) [Wk] 25.876 30.488
Base tangent length with allowance (mm) [Wk.e/i] 25.810 / 25.772 30.422 / 30.384
(mm) [ΔWk.e/i] -0.066 / -0.103 -0.066 / -0.103
Diameter of measuring circle (mm) [dMWk.m] 68.472 79.352
Theoretical diameter of ball/pin (mm) [DM] 2.737 2.719

Effective diameter of ball/pin (mm) [DMeff] 2.750 2.750
Radial single-ball measurement backlash free (mm) [MrK] 36.550 41.863
Radial single-ball measurement (mm) [MrK.e/i] 36.473 / 36.429 41.785 / 41.740
Diameter of measuring circle (mm) [dMMr.m] 69.023 79.659
Diametral measurement over two balls without clearance (mm) [MdK] 73.056 83.726
Diametral two ball measure (mm) [MdK.e/i] 72.904 / 72.816 83.570 / 83.481
Diametral measurement over pins without clearance (mm) [MdR] 73.056 83.726
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 72.904 / 72.816 83.570 / 83.481
Dimensions over 3 pins without clearance (mm) [Md3R] 73.014 0.000
Measurement over 3 pins with allowance (mm) [Md3R.e/i] 72.861 / 72.773 0.000 / 0.000
Chordal tooth thickness (no backlash) (mm) [sc] 2.967 3.007

Normal chordal tooth thickness with allowance (mm) [sc.e/i] 2.898 / 2.859 2.938 / 2.898
Reference chordal height from da.m (mm) [ha] 2.246 2.296
Tooth thickness, arc (mm) [sn] 2.968 3.008
(mm) [sn.e/i] 2.898 / 2.858 2.938 / 2.898
Backlash free center distance (mm) [aControl.e/i] 74.192 / 74.095

Backlash free center distance, allowances (mm) [jta] -0.168 / -0.265
dNf.i with aControl (mm) [dNf0.i] 66.272 76.889
Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] 0.076 0.097
Tip clearance (mm) [c0.i(aControl)] 0.206 0.206
Center distance allowances (mm) [Aa.e/i] 0.015 / -0.015
Circumferential backlash from Aa (mm) [jtw_Aa.e/i] 0.013 / -0.013

Radial backlash (mm) [jrw.e/i] 0.280 / 0.153
Circumferential backlash (transverse section) (mm) [jtw.e/i] 0.238 / 0.130
Normal backlash (mm) [jn.e/i] 0.217 / 0.121
Torsional angle on input with output fixed:
Total torsional angle (°) [j.tSys] 0.3417/0.1872
9 Toothing tolerances
------- Gear 1 -------- Gear 2 --

According to DIN 3961:1978
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Accuracy grade [Q-DIN3961] 6 6

Profile form deviation (µm) [ff] 6.00 6.00
Profile slope deviation (µm) [fHa] 5.00 5.00
Total profile deviation (µm) [Ff] 8.00 8.00
Helix form deviation (µm) [fbf] 8.00 5.50
Helix slope deviation (µm) [fHb] 10.00 9.00
Total helix deviation (µm) [Fb] 13.00 10.00
Normal base pitch deviation (µm) [fpe] 7.00 7.00
Single pitch deviation (µm) [fp] 7.00 7.00
Adjacent pitch difference (µm) [fu] 9.00 9.00
Total cumulative pitch deviation (µm) [Fp] 25.00 25.00
Sector pitch deviation over z/8 pitches (µm) [Fpz/8] 15.00 15.00
Runout (µm) [Fr] 16.00 16.00
Tooth Thickness Variation (µm) [Rs] 10.00 10.00
Single flank composite, total (µm) [Fi'] 26.00 26.00
Single flank composite, tooth-to-tooth (µm) [fi'] 11.00 11.00
Radial composite, total (µm) [Fi"] 20.00 20.00
Radial composite, tooth-to-tooth (µm) [fi"] 8.00 8.00
According DIN 58405:1972 (Precision Mechanics)

Tooth-to-tooth composite error (µm) [fi"] 8.00 8.00
Composite error (µm) [Fi"] 22.00 22.00
Axis alignment error (µm) [fp] 12.64 12.64
Flank direction error (µm) [fβ] 10.50 5.00
Runout (µm) [Trk, Fr] 24.00 24.00
Axis alignment tolerances (recommendation acc. to ISO TR 10064-3:1996, Quality)

6
Maximum value for deviation error of axis (µm) [fΣβ] 26.09 (Fβ=12.00)
Maximum value for inclination error of axes (µm) [fΣδ] 52.17
10 Modifying and defining the tooth form
10.1 Data for the tooth form calculation
Data not available.

Please run the calculation in the "Tooth form" tab and open the main report again.
11 Supplementary data
Maximal possible center distance (eps_a=1.0) [aMAX] 75.276

Mass (kg) [m] 0.958 0.663
Total mass (kg) [mGes] 1.621
Moment of inertia for system, relative to the input:
calculation without consideration of the exact tooth shape
Single gears, (da+df)/2...di (kg*m²) [J] 0.0007569 0.0006535
System (da+df)/2...di (kg*m²) [J] 0.001664
Torsional stiffness at driving gear with fixed driven gear:
Torsional stiffness (MNm/rad) [cr] 0.664
Torsion when subjected to nominal torque (°) [δcr] 0.010
Mean coefficient of friction (as defined in Niemann) [μm] 0.054
Wear sliding coef. by Niemann [ζw] 0.563
Loss factor [HV] 0.082
Gear power loss (kW) [PVZ] 0.152
Meshing efficiency (%) [ηz] 99.557
60/117
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Sound pressure level according to Masuda, without contact analysis

[dB(A)] 72.2
12 Service life, damage
Required safety for tooth root [SFmin] 1.40

Required safety for tooth flank [SHmin] 1.00
Required service life [H] 20000.00
Service life (calculated with required safeties):

System service life (h) [Hatt] > 1000000
Tooth root service life (h) [HFatt] 1e+06 1e+06

Tooth flank service life (h) [HHatt] 1e+06 1e+06
Note: The entry 1e+006 h means that the Service life > 1,000,000 h.
Damage relative to the required service life (H, 20000.0 h)

F1% F2% H1% H2%
0.00 0.0000 0.0000 0.0000
13 Remarks
- Specifications with [.e/i] imply: Maximum [e] and minimum value [i] for
Taking all tolerances into account
Specifications with [.m] imply: Mean value within tolerance
- For the backlash tolerance, the center distance tolerances and the tooth thickness allowance
are taken into account.
The maximum and minimum clearance according to
the largest or smallest allowances are defined..
The calculation is performed for the operating pitch circle.
- Details of calculation method:
cγ according to Method B
Kv according to Method B
KHβ and KFβ according to Method C
KHα, KFα according to Method B
61/117
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_O.GroupBox.RingPlanetConstraint1.PlanetRing1_c
alc
1 Overview

Gear 1: PlanetGear1(RingPlanetConstraint1)
Gear 2: RingGear(RingPlanetConstraint1)
During calculation, the system takes into account the fact that this gear is a planet gear:
1
Speed planet carrier (1/min) [nSteg] 1532.6
Absolute speed (1/min) [n] 2311.5
------- Gear 1 -------- Gear 2 --
Power (kW) [P] 17.137

Relative speed (1/min) [n] 3167.4 778.9
Torque (Nm) [T] 51.7 210.1
Gear driving (+) / driven (-) + -
Working flank gear 1: Right flank
------- Gear 1 -------- Gear 2 --

Number of teeth [z] 45 -183
Axial offset (mm) [bv] 20.00
Inner diameter (mm) [di] 40.00
External diameter (mm) [di] 294.70
Inner diameter of gear rim (mm) [dbi] 0.00
Outer diameter of gear rim (mm) [dbi] 0.00
2.1 Material
62/117
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2.1 Material
Gear 1
Gear 2
------- Gear 1 -------- Gear 2 --


not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

63/117
171
2.3 Lubrication

2.4 Gear pair
Overall transmission ratio [itot] 4.067

Gear ratio [u] -4.067
[αwt.e/i] 22.773 /22.818
Sum of profile shift coefficients [Σxi] -1.4233

Length T1-A (mm) [T1A] 10.222 (10.177 /10.281)

Length T1-B (mm) [T1B] 13.083 (13.083 /13.052)
Length T1-C (mm) [T1C] 13.329 (13.343 /13.314)
Length T1-D (mm) [T1D] 14.650 (14.605 /14.709)
Length T1-E (mm) [T1E] 17.511 (17.511 /17.480)
Length T2-A (mm) [T2A] 51.097 (51.097 /51.110)

Length T2-B (mm) [T2B] 53.957 (54.003 /53.881)
Length T2-C (mm) [T2C] 54.203 (54.263 /54.143)
Length T2-D (mm) [T2D] 55.525 (55.525 /55.538)
Length T2-E (mm) [T2E] 58.386 (58.431 /58.309)
Length T1-T2 (mm) [T1T2] 40.874 (40.920 /40.829)
2.5 Gear 1

Tip alteration (mm) [k*mn] 0.137
64/117
172

(mm) [da.e/i] 72.456 /72.426
(mm) [dFa.e/i] 72.456 /72.426
(mm) [dFf.e/i] 66.120 /66.030
Internal toothing: Calculation dFf with pinion type cutter (z0=
45 , x0=0.000 )
(mm) [ha.e/i] 2.478 / 2.463
(mm) [hf.e/i] 1.130 / 1.185
(mm) [san.e/i] 0.754 / 0.695
(mm) [sFan.e/i] 0.754 / 0.695
(mm) [efn.e/i] 1.074 / 1.085
2.6 Gear 2
Profile shift coefficient [x] -1.9839


(mm) [da.e/i] 277.462 /277.452
(mm) [dFa.e/i] 277.462 /277.452
Generating Profile shift coefficient [xE.e/i] -2.0709 /-2.1167
(mm) [dFf.e/i] 283.986 /283.868
Internal toothing: Calculation dFf with pinion type cutter (z0=
50 , x0=0.000 )
Addendum, mn(haP *+x+k) (mm) [ha] -1.476
(mm) [ha.e/i] -1.476 / -1.481
(mm) [hf.e/i] 4.981 / 5.050
(mm) [san.e/i] 1.228 / 1.174
(mm) [sFan.e/i] 1.228 / 1.174
65/117
173

(mm) [efn.e/i] 0.567 / 0.555

(mm) [dw.e/i] 68.792 /68.815
(mm) [dNa.e/i] 72.456 /72.426
(mm) [dNf.e/i] 66.679 /66.615


(mm) [dw.e/i] 279.846 /279.753
(mm) [dNa.e/i] 277.462 /277.452
(mm) [dNf.e/i] 283.183 /283.083

66/117
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------- Gear 1 -------- Gear 2 --


Subcritical range
0:6.8a, 1:6.8b, 2:6.8c, 3:6.8d, 4:6.8e
DIN 3990-1:1987 [K'] -1.00
Without stiffening
fsh = (µm) 0.13
B1 =1.00
fHβ5 = (µm)6.50
B2=
1.00


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Calculation of tooth form coefficients with graphical method

Determination of greatest value for YF * YS on the effective tooth form
------- Gear 1 -------- Gear 2 --
Load application diameter (mm) [den] 69.87 -279.61


[YM] 1.000 1.000
YST*σFlim (N/mm²) [σFE] 860.00 860.00
5 Flank safety
------- Gear 1 -------- Gear 2 --

68/117
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[ZL*ZV*ZR*ZNT] 1.000 1.000
[SHw] 3.32 3.32
6 Micropitting


ε1: 0.945 , ε2: 0.702

[Γ.A]= -0.233 [Γ.E]= 0.314
69/117
177

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


For internal toothing: k = measurement gap number
Base tangent length with allowance (mm) [Wk.e/i] 25.810 / 25.772 110.032 /110.079
(mm) [ΔWk.e/i] -0.066 / -0.103 -0.089 / -0.136

Radial single-ball measurement (mm) [MrK.e/i] 36.473 / 36.429 138.584 /138.523
Diametral two ball measure (mm) [MdK.e/i] 72.904 / 72.816 277.158 /277.037
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 72.904 / 72.816 277.158 /277.037
Measurement over 3 pins with allowance (mm) [Md3R.e/i] 72.861 / 72.773 277.148 /277.026

Reference chordal height from da.m (mm) [ha] 2.503 -1.478
(mm) [sn.e/i] 2.898 / 2.858 0.095 / 0.045
Backlash free center distance (mm) [aControl.e/i] 105.697 /105.805

Backlash free center distance, allowances (mm) [jta] 0.199 / 0.307
70/117
178
Center distance allowances (mm) [Aa.e/i] -0.018 / 0.018

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

Runout (µm) [Fr] 16.00 19.00

Runout (µm) [Trk, Fr] 24.00 30.00

6
Calculation of Gear 1
Tooth form, Gear 1, Step 1: Automatic (final machining)
haP*= 1.169, hfP*= 1.250, ρfP*= 0.380
Calculation of Gear 2
Tooth form, Gear 2, Step 1: Automatic (final machining)
z0= 50, x0=0.0000, da0=79.315 mm, a0=-102.608 mm
haP0*= 1.438, ρaP0*= 0.380, hfP0*= 0.920, ρfP0*= 0.000
71/117
179

Mass (kg) [m] 0.970 2.455
[dB(A)] 72.9




F1% F2% H1% H2%
0.00 0.0000 0.0000 0.0000
13 Remarks
72/117
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_O.GroupBox.RingShaft.RingShaft_calc
1 Input data
1.1 Shafts
1.1.1 Shaft 'RingShaft'

Drawing
Length (mm) 50.000
Speed (1/min) 2311.475
Material C45 (1)

1.2 Weight force
The direction of the weight is not considered
1.3 Shaft modeling


1.6 Housing
73/117
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2 Shaft definition (RingShaft)
2.1 Outer contour

Length (mm) [l] 50.0000
2.2 Inner contour

Length (mm) [l] 50.0000
2.3 Forces
2.3.1 Coupling (CouplingOutput(Ouput))

74/117
182

Torque (Nm) -630.3330
Mass (kg) 0.0000

Spur gear

Spur gear

Spur gear
75/117
183

2.4 Bearing

Degrees of freedom
3 Gears
76/117
184
4 Results
4.1 Shafts

Torsion of the shaft under torque (°) 0.000
77/117
185

4.2 Bearing
4.3 'RingShaft' Bearing 'Support7'


78/117
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79/117
187
_O.GroupBox.Sun1Shaft.Sun1Shaft_calc
1 Input data
1.1 Shafts

Drawing
Length (mm) 113.000
Speed (1/min) 0.000
Material C45 (1)

1.2 Weight force

1.3 Shaft modeling


1.6 Housing
80/117
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2.1 Outer contour

Length (mm) [l] 113.0000
2.2 Forces
2.2.1 Coupling (CouplingStopLS(StopLS))

Power (kW) 0.0000
Torque (Nm) -320.3333
81/117
189

Mass (kg) 0.0000

Spur gear
Power (kW) 0.0000

Spur gear
Power (kW) 0.0000

Spur gear
Power (kW) 0.0000
82/117
190
2.3 Bearing

[fC] 1.000
[fC0] 1.000

[fC] 1.000
[fC0] 1.000
3 Gears
83/117
191
4 Results
4.1 Shafts

84/117
192

4.2 Bearing

Rolling bearings, classical calculation (contact angle considered)


85/117
193




86/117
194

4.4.2 Damage (%) [Lreq] ( 20000.000 )
Bin no B1 B2
1 2.00 2.00
----------------------------
Σ 2.00 2.00
4.4.3 Utilization (%) [Lreq] ( 20000.000 )
B1 B2
27.14 27.14
B1 : RollerBearing3
B2 : RollerBearing4
87/117
195
_O.GroupBox.Sun2Shaft.Sun2Shaft_calc
1 Input data
1.1 Shafts

Drawing
Length (mm) 87.000
Speed (1/min) 4700.000
Material C45 (1)

1.2 Weight force

1.3 Shaft modeling


1.6 Housing
88/117
196
2.1 Outer contour

Length (mm) [l] 87.0000
2.2 Forces
2.2.1 Coupling (CouplingInput(Input))

89/117
197

Mass (kg) 0.0000

Spur gear
Torque (Nm) -103.3333

Spur gear
Torque (Nm) -103.3333

Spur gear
Torque (Nm) -103.3333
90/117
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2.3 Bearing

Attachment of external ring Set fixed bearing right
[fC] 1.000
[fC0] 1.000
2.3.2 Support8 (Free bearing)

Degrees of freedom
3 Gears
91/117
199
4 Results
4.1 Shafts

92/117
200

4.2 Bearing

Rolling bearings, classical calculation (contact angle considered)


93/117
201

4.4 'Sun2Shaft' Bearing 'Support8'

4.4.1 Damage (%) [Lreq] ( 20000.000 )
Bin no B1
1 2.00
----------------
Σ 2.00
4.4.2 Utilization (%) [Lreq] ( 20000.000 )
B1
27.14
B1 : RollerBearing5
94/117
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95/117
203
_O.GroupBox.SunPlanetConstraint1.SunPlanet1_ca
lc
1 Overview

Gear 1: Sun1Gear(SunPlanetConstraint1)
Gear 2: PlanetGear1(SunPlanetConstraint1)
2
------- Gear 1 -------- Gear 2 --
Power (kW) [P] 17.137

Torque (Nm) [T] 106.8 51.7
Gear driving (+) / driven (-) - +
Gear 1 direction of rotation: Counterclockwise
------- Gear 1 -------- Gear 2 --

Axial offset (mm) [bv] 17.50
2.1 Material
Gear 1
96/117
204

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


not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

2.3 Lubrication
97/117
205

2.4 Gear pair

[αwt.e/i] 22.765 /22.720

Length T1-A (mm) [T1A] 30.676 (30.676 /30.664)

Length T1-B (mm) [T1B] 28.248 (28.202 /28.304)
Length T1-C (mm) [T1C] 27.475 (27.444 /27.505)
Length T1-D (mm) [T1D] 26.248 (26.248 /26.236)
Length T1-E (mm) [T1E] 23.820 (23.774 /23.875)
Length T2-A (mm) [T2A] 10.093 (10.048 /10.150)

Length T2-B (mm) [T2B] 12.522 (12.522 /12.511)
Length T2-C (mm) [T2C] 13.294 (13.280 /13.309)
Length T2-D (mm) [T2D] 14.521 (14.476 /14.578)
Length T2-E (mm) [T2E] 16.950 (16.950 /16.939)
Length T1-T2 (mm) [T1T2] 40.769 (40.724 /40.815)
2.5 Gear 1


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(mm) [da.e/i] 144.734 /144.724
(mm) [dFa.e/i] 144.734 /144.724
(mm) [dFf.e/i] 138.751 /138.620
(mm) [ha.e/i] 2.617 / 2.612
(mm) [hf.e/i] 0.757 / 0.826
(mm) [san.e/i] 1.067 / 1.011
(mm) [sFan.e/i] 1.067 / 1.011
(mm) [efn.e/i] 1.004 / 1.007
2.6 Gear 2


(mm) [da.e/i] 71.920 /71.910
(mm) [dFa.e/i] 71.920 /71.910
(mm) [dFf.e/i] 66.120 /66.030
(mm) [ha.e/i] 2.210 / 2.205
(mm) [hf.e/i] 1.130 / 1.185
(mm) [san.e/i] 1.028 / 0.980
(mm) [sFan.e/i] 1.028 / 0.980
(mm) [efn.e/i] 1.074 / 1.085
99/117
207

(mm) [dw.e/i] 142.162 /142.115
(mm) [dNa.e/i] 144.734 /144.724
(mm) [dNf.e/i] 139.513 /139.444


(mm) [dw.e/i] 68.788 /68.765
(mm) [dNa.e/i] 71.920 /71.910
(mm) [dNf.e/i] 66.599 /66.537

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

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Subcritical range
0:6.8a, 1:6.8b, 2:6.8c, 3:6.8d, 4:6.8e
DIN 3990-1:1987 [K'] -1.00
Without stiffening
fsh = (µm) 0.05
B1 =1.00
fHβ5 = (µm)6.00
B2=
1.00


101/117
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------- Gear 1 -------- Gear 2 --


[YM] 1.000 1.000
YST*σFlim (N/mm²) [σFE] 860.00 860.00
Transmittable power (W) [WRating] 23393.16 29269.79
5 Flank safety
------- Gear 1 -------- Gear 2 --


[ZL*ZV*ZR*ZNT] 0.987 0.987
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[SHw] 1.62 1.62
Transmittable power (W) [WRating] 44978.68 43555.82
6 Micropitting


ε1: 0.723 , ε2: 0.826

[Γ.A]= 0.117 [Γ.E]= -0.133
103/117
211

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


(mm) [ΔWk.e/i] -0.089 / -0.136 -0.066 / -0.103

Diametral two ball measure (mm) [MdK.e/i] 145.726 /145.608 72.904 / 72.816
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 145.726 /145.608 72.904 / 72.816
Measurement over 3 pins with allowance (mm) [Md3R.e/i] 145.706 /145.588 72.861 / 72.773

(mm) [sn.e/i] 3.170 / 3.120 2.898 / 2.858

Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] 0.088 -0.016

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

Runout (µm) [Fr] 19.00 16.00

Runout (µm) [Trk, Fr] 28.00 24.00

6
Data not available.


Mass (kg) [m] 1.568 0.958
105/117
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Gear power loss (W) [PVZ] 60.495
[dB(A)] 68.7




F1% F2% H1% H2%
0.00 0.0000 0.0000 0.0000
13 Remarks
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_O.GroupBox.SunPlanetConstraint2.Sun2Planet2_c
alc
1 Overview

Gear 1: Sun2Gear(SunPlanetConstraint2)
Gear 2: PlanetGear2(SunPlanetConstraint2)
2
------- Gear 1 -------- Gear 2 --
Power (kW) [P] 34.274

Torque (Nm) [T] 103.3 119.4
------- Gear 1 -------- Gear 2 --

2.1 Material
Gear 1
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Gear 2
------- Gear 1 -------- Gear 2 --


not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

2.3 Lubrication
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2.4 Gear pair

[αwt.e/i] 23.206 /23.152

Length T1-A (mm) [T1A] 10.296 (10.258 /10.345)

Length T1-B (mm) [T1B] 12.545 (12.545 /12.534)
Length T1-C (mm) [T1C] 13.579 (13.562 /13.597)
Length T1-D (mm) [T1D] 14.724 (14.686 /14.773)
Length T1-E (mm) [T1E] 16.973 (16.973 /16.962)
Length T2-A (mm) [T2A] 18.975 (18.975 /18.964)

Length T2-B (mm) [T2B] 16.726 (16.688 /16.775)
Length T2-C (mm) [T2C] 15.692 (15.671 /15.712)
Length T2-D (mm) [T2D] 14.547 (14.547 /14.536)
Length T2-E (mm) [T2E] 12.298 (12.260 /12.347)
Length T1-T2 (mm) [T1T2] 29.271 (29.233 /29.309)
2.5 Gear 1


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(mm) [da.e/i] 71.941 /71.931
(mm) [dFa.e/i] 71.941 /71.931
(mm) [dFf.e/i] 66.130 /66.039
(mm) [ha.e/i] 2.221 / 2.216
(mm) [hf.e/i] 1.124 / 1.179
(mm) [san.e/i] 1.021 / 0.973
(mm) [sFan.e/i] 1.021 / 0.973
(mm) [efn.e/i] 1.073 / 1.083
2.6 Gear 2


(mm) [da.e/i] 82.538 /82.528
(mm) [dFa.e/i] 82.538 /82.528
(mm) [dFf.e/i] 76.694 /76.600
(mm) [ha.e/i] 2.269 / 2.264
(mm) [hf.e/i] 1.076 / 1.131
(mm) [san.e/i] 1.042 / 0.994
(mm) [sFan.e/i] 1.042 / 0.994
(mm) [efn.e/i] 1.053 / 1.061
110/117
218

(mm) [dw.e/i] 69.013 /68.985
(mm) [dNa.e/i] 71.941 /71.931
(mm) [dNf.e/i] 66.718 /66.665


(mm) [dw.e/i] 79.748 /79.716
(mm) [dNa.e/i] 82.538 /82.528
(mm) [dNf.e/i] 77.344 /77.289

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

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219


Subcritical range
0:6.8a, 1:6.8b, 2:6.8c, 3:6.8d, 4:6.8e
DIN 3990-1:1987 [K'] -1.00
Without stiffening
fsh = (µm) 1.59
B1 =1.00
fHβ5 = (µm)6.50
B2=
1.00


112/117
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------- Gear 1 -------- Gear 2 --



[YM] 1.000 1.000
YST*σFlim (N/mm²) [σFE] 860.00 860.00
5 Flank safety
------- Gear 1 -------- Gear 2 --


[ZL*ZV*ZR*ZNT] 0.978 0.978
113/117
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[SHw] 1.44 1.44
6 Micropitting


ε1: 0.766 , ε2: 0.741

[Γ.A]= -0.242 [Γ.E]= 0.250

114/117
222

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


(mm) [ΔWk.e/i] -0.066 / -0.103 -0.066 / -0.103

Diametral two ball measure (mm) [MdK.e/i] 72.913 / 72.825 83.570 / 83.481
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 72.913 / 72.825 83.570 / 83.481
Measurement over 3 pins with allowance (mm) [Md3R.e/i] 72.870 / 72.782 0.000 / 0.000

(mm) [sn.e/i] 2.903 / 2.863 2.938 / 2.898
Backlash free center distance (mm) [aControl.e/i] 74.197 / 74.100


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

Runout (µm) [Fr] 16.00 16.00

Runout (µm) [Trk, Fr] 24.00 24.00

6
Data not available.


Mass (kg) [m] 0.611 0.663
116/117
224

[dB(A)] 72.3




F1% F2% H1% H2%
0.00 0.0000 0.0000 0.0000
13 Remarks
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A.2 Final drive gear
226
A.2. Final drive gear
Calculation of a helical-toothed cylindrical gear pair
Final drive sizing
Changed on 04.07.2022, 13:22:39

Changed on igorm
KISSsoft – student license (not for commercial use) (581)

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Contents
1 Messages 3
2 Overview 3
3 Tooth geometry and material 3
3.1 Material 3
3.2 Reference profiles 4
3.3 Lubrication 4
3.4 Gear pair 5
3.5 Gear 1 5
3.6 Gear 2 6
3.7 Gear specific pair data Gear pair 1, Gear 1 7
3.8 Gear specific pair data Gear pair 1, Gear 2 7
4 General influence factors 7
5 Tooth root load capacity 9
6 Flank safety 9
7 Micropitting 10
8 Scuffing load capacity 10
8.1 Flash temperature-criteria 10
8.2 Integral temperature-criteria 11
9 Measurements for tooth thickness 11
10 Toothing tolerances 12
11 Modifying and defining the tooth form 12
11.1 Profile and flank line modifications 12
11.2 Data for the tooth form calculation 13
12 Supplementary data 13
13 Service life, damage 13
14 Remarks 13
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1 Messages
Messages occurred during the calculation:
Take note of the fZCa coefficient, which is new in ISO 6336-2:2019, and is used for defining the Hertzian
pressure in the single tooth contact points (coefficients ZB and ZD). Enter the value in the Settings-Button
dialog for root and flank calculation.
We suggest that you select the following option for the active calculation:
Single contact point factors for 'With suitable modifications (from experience) (fZCa = 1.07)'
Note:
Gear 2:
Measuring the Base tangent length is critical,
it is better to use measurement over pins!
2 Overview
Calculation method ISO 6336:2019

Gear 1: 0.000.0
Gear 2: 0.000.0
------- Gear 1 -------- Gear 2 --
Power (kW) [P] 150.000

Speed (1/min) [n] 2263.0 550.5
Torque (Nm) [T] 633.0 2602.2
------- Gear 1 -------- Gear 2 --

Hand of gear right
left
Accuracy grade [Q-ISO 1328:2013] A6 A6
3.1 Material
3/14
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Gear 1
Gear 2
------- Gear 1 -------- Gear 2 --

Material quality according to ISO 6336:2006 Normal. Life factors ZNT and YNT >=0.85.

not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

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3.3 Lubrication

3.4 Gear pair

[αwt.e/i] 25.365 /25.342
Sum of profile shift coefficients [Σxi] -0.1035

Length of path of contact (mm) [ga, e/i] 15.204 (15.258 /15.049)
Length T1-A (mm) [T1A] 11.980 (11.926 /12.102)

Length T1-B (mm) [T1B] 17.022 (17.022 /16.989)
Length T1-C (mm) [T1C] 20.693 (20.683 /20.704)
Length T1-D (mm) [T1D] 22.143 (22.089 /22.265)
Length T1-E (mm) [T1E] 27.185 (27.185 /27.151)
Length T2-A (mm) [T2A] 93.785 (93.785 /93.717)

Length T2-B (mm) [T2B] 88.744 (88.690 /88.831)
Length T2-C (mm) [T2C] 85.072 (85.029 /85.115)
Length T2-D (mm) [T2D] 83.623 (83.623 /83.554)
Length T2-E (mm) [T2E] 78.581 (78.527 /78.668)
Length T1-T2 (mm) [T1T2] 105.765 (105.712 / 105.819)
3.5 Gear 1
Lead height (mm) [pz] 1371.655

Axial pitch (mm) [px] 50.802
Profile shift coefficient [x] -0.1300
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(mm) [da.e/i] 102.882 /102.847
(mm) [dFa.e/i] 102.882 /102.847
(mm) [dFf.e/i] 90.199 /90.150
(mm) [ha.e/i] 3.044 / 3.026
(mm) [hf.e/i] 4.905 / 4.948
(mm) [san.e/i] 1.952 / 1.889
(mm) [sFan.e/i] 1.952 / 1.889
(mm) [efn.e/i] 0.000 / 0.000
3.6 Gear 2
Lead height (mm) [pz] 5639.027

Axial pitch (mm) [px] 50.802

(mm) [da.e/i] 405.116 /405.053
(mm) [dFa.e/i] 405.116 /405.053
(mm) [dFf.e/i] 390.925 /390.807
(mm) [ha.e/i] 3.592 / 3.560
(mm) [hf.e/i] 4.422 / 4.486
(mm) [san.e/i] 2.043 / 1.951
(mm) [sFan.e/i] 2.043 / 1.951
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(mm) [efn.e/i] 1.596 / 1.602

(mm) [dw.e/i] 96.661 /96.643
(mm) [dNa.e/i] 102.882 /102.847
(mm) [dNf.e/i] 90.635 /90.541


(mm) [dw.e/i] 397.385 /397.311
(mm) [dNa.e/i] 405.116 /405.053
(mm) [dNf.e/i] 392.034 /391.921

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


Meshing stiffness (N/mm/µm) [cγα] 20.467
Meshing stiffness (N/mm/µm) [cγβ] 17.397
Subcritical range
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 stiffening
fsh = (µm) 2.80
B1 =0.50
fHβ5 = (µm)7.00
Tooth trace: width-crowned [Cβ = 0.5*(fmα+fsh)]
B2=
0.50


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------- Gear 1 -------- Gear 2 --
Calculated with generating profile shift coefficient [xE.i] -0.1637 -0.0317
Load distribution influence factor [fε] 0.848

Deep tooth factor [YDT] 1.000
Gear rim factor [YB] 1.00 1.00

[YM] 1.000 1.000
YST*σFlim (N/mm²) [σFE] 860.00 860.00
6 Flank safety
------- Gear 1 -------- Gear 2 --

Coefficient [fZCa] 1.20 (Helical gear sets without flank modifications)
9/14
235

[ZL*ZV*ZR*ZNT] 0.929 0.970
[SHw] 1.50 1.57
7 Micropitting

Calculation method according to ISO/TS 6336-20/21:2017

Multiple meshing factor [Xmp] 1.000
KBγ =1.175, wBt*KBγ =598.953
ε1: 0.639 , ε2: 0.857
Lubricant factor [XL] 0.830

Tooth mass temperature (°C) [θMi] 76.62
θMi = θoil + XS*0.47*Xmp*θflm
Average flash temperature (°C) [θflm] 14.07
[Γ.A]= -0.421 [Γ.E]= 0.314
10/14
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Approach factor [XJ] 1.068

Lubricant factor [XL] 1.000

Running-in factor, well run in [XE] 1.000
------- Gear 1 -------- Gear 2 --


Base tangent length with allowance (mm) [Wk.e/i] 37.175 / 37.138 175.670 /175.615
(mm) [ΔWk.e/i] -0.063 / -0.100 -0.118 / -0.172

Radial single-ball measurement (mm) [MrK.e/i] 52.850 / 52.811 203.933 /203.871
Diametral two ball measure (mm) [MdK.e/i] 105.533 /105.455 407.826 /407.701
Measurement over pins according to DIN 3960 (mm) [MdR.e/i] 105.701 /105.623 407.866 /407.742
Measurement over 2 pins, free, according to AGMA 2002 (mm) [dk2f.e/i] 105.524 /105.446 407.824 /407.699
Measurement over 2 pins, transverse, according to AGMA 2002 (mm)
[dk2t.e/i] 105.864 /105.786 407.906 /407.782
Measurement over 3 pins, axial, according to AGMA 2002 (mm)
[dk3A.e/i] 105.701 /105.623 407.866 /407.742

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(mm) [sn.e/i] 5.003 / 4.963 5.454 / 5.394

Reserve (dNf0.i-dFf.e)/2 (mm) [cF0.i] -0.010 0.216

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

According to ISO 1328-1:2013, ISO 1328-2:1997
Accuracy grade [Q] A6 A6
Single pitch deviation (µm) [fptT] 9.00 9.50
Base circle pitch deviation (µm) [fpbT] 8.12 8.57
Sector pitch deviation over k/8 pitches (µm) [Fpk/8T] 18.00 23.00
Profile form deviation (µm) [ffαT] 10.00 10.00
Profile slope deviation (µm) [fHαT] 8.00 8.00
Total profile deviation (µm) [FαT] 13.00 13.00
Helix form deviation (µm) [ffβT] 11.00 12.00
Helix slope deviation (µm) [fHβT] 9.50 10.00
Total helix deviation (µm) [FβT] 14.00 15.00
Total cumulative pitch deviation (µm) [FpT] 28.00 37.00
Adjacent pitch difference (µm) [fuT] 13.00 14.00
Runout (µm) [FrT] 26.00 33.00
Single flank composite, total (µm) [FisT] 37.00 46.00
Single flank composite, tooth-to-tooth (µm) [fisT] 9.00 9.00
Radial composite, total (µm) [FidT] 36.00 52.00
Radial composite, tooth-to-tooth (µm) [fidT] 14.00 15.00
FidT (Fi''), fidT (fi'') according to ISO 1328:1997 calculated with the geometric mean values for mn and d
According to ISO 1328-2:2020

Accuracy grade [Q] R40 R40
Radial composite, total (µm) [FidT] 36.00 48.00
Radial composite, tooth-to-tooth (µm) [fidT] 16.00 20.00

6
11.1 Profile and flank line modifications
gear 1
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Symmetric (both flanks)

- Flank line crowning
Cb = 3.000 µm
rcrown=77042mm
gear 2
Symmetric (both flanks)
- Flank line crowning
Cb = 3.000 µm
rcrown=66667mm
Data not available.

Mass (kg) [m] 1.435 38.817

Moment of inertia for system, relative to the input:
System (da+df)/2...di (kg*m²) [J] 0.04757
[dB(A)] 84.2




F1% F2% H1% H2%
0.00 0.0000 0.0000 0.0000
13/14
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14 Remarks
- Calculation of Zbet according to Corrigendum 1 ISO 6336-2:2008 with Zβ = 1/(COS(β)^0.5)
fmα according to equation 64, fsh according to 57/58, Fβx according to 52/53/54
- 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: 622
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A.3. Final drive gear splines
A.3 Final drive gear splines
241
Spline
Spline Final Drive
Changed on 04.07.2022, 13:23:27

Changed on igorm

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Contents
1 Messages 3
2 Overview 3
3.1 Material 3
3.3 Measurements for tooth thickness 5
3.4 Data for Actual Dimensions DIN 5480:2006 5
3.5 Data for Effective Dimensions DIN 5480:2006 5
5 Strength calculation 6
5.1 Shaft 6
5.2 Hub 7
8 Remarks 7
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1 Messages
No messages occurred during the calculation.
2 Overview
Shaft DIN 5480 - W 68.00x2.00x32x8h

Hub DIN 5480 - N 68.00x2.00x32x9H

Shaft: 0.000.0
Hub: 0.000.0

Reference diameter (mm) [dB] 68.00
------- Shaft --------- Hub --------
3.1 Material
Gear 1
Gear 2
------- Shaft --------- Hub ----

Reference diameter material (mm) [dB] 70 110

Reference profile DIN 5480:2006 0.55 / 0.16 / 0.45 Broaching
3/8
244

not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

------- Shaft --------- Hub --------

Profile shift coefficient [x] 0.4500 -0.4500
Profile shift (x*m) (mm) [x*m] 0.9000 -0.9000
Pitch diameter (mm) [d] 64.000 64.000
Base diameter (mm) [db] 55.426 55.426
Tip diameter (mm) [da] 67.600 64.000
Effective tip diameter (mm) [da.e/i] 67.600 /67.410
Tip diameter allowances (mm) [Ada.e/i] 0.000 /-0.190
Tip diameter allowances (mm) [Ada.e/i] -0.000 / 0.190
Root diameter (mm) [df] 63.600 68.000
Effective root diameter (mm) [df.e/i] 63.565 /63.503
Root diameter allowances (mm) [Adf.e/i] -0.035 /-0.097
Root diameter allowances (mm) [Adf.e/i] 0.052 / 0.139
Generating Profile shift coefficient [xE.e/i] 0.4413/0.4258
Generating Profile shift coefficient [xE.e/i] -0.4630/-0.4846
Root form diameter (mm) [dFf] 63.920 67.726
Effective root form diameter (mm) [dFf.e/i] 63.886 /63.824
(dFf2 calculated on the basis of the generated involute.)
Root diameter allowances in accordance with DIN 5480 -1, Table 5:
4/8
245
Active tip diameter (mm) [dNa.e/i] 67.600 /67.410

Active root diameter (mm) [dNf.e/i] 64.000 /64.190
Tooth height (mm) [h] 2.000 2.000
Theoretical tip clearance (mm) [c] 0.200 0.200
Normal tooth thickness at tip circle (mm) [san] 2.054 2.102
(mm) [san.e/i] 2.159 / 1.994
(mm) [san.e/i] 2.189 / 2.022
Normal space width at root circle (mm) [efn] 1.862 1.783
(mm) [efn.e/i] 1.861 / 1.860
(mm) [efn.e/i] 1.779 / 1.773
3.3 Measurements for tooth thickness
------- Shaft --------- Hub --------

Tolerance class 8 9
Tooth thickness tolerance DIN 5480 h DIN 5480 H

Theoretical diameter of ball/pin (mm) [dm] 4.0164 3.6728
Theor. dimension over two balls (mm) [MRe/Mri-ball] 72.6992 59.9898

Diametral measurement over pins without clearance (mm) [MRe/Mri-pin] 72.6992 59.9898
3.4 Data for Actual Dimensions DIN 5480:2006
Tooth thickness / Spacewidth (mm) [Smax/Smin] 4.1608/ 4.1248

Tooth thickness / Spacewidth (mm) [Emax/Emin] 4.2608/ 4.2108
Tooth thickness tolerance, normal section (mm) [Tol.Smax/min] -0.0200/-0.0560
Tooth space tolerance, normal section (mm) [Tol.Emax/min] 0.0800/ 0.0300
Base tangent length (mm) [Wk.Smax/Smin] 33.7896/33.7584
Diametral two ball measure (mm) [MRe/Mri-ball] 72.6697/72.6165
Diametral measurement over pins (mm) [MRe/Mri-pin] 72.6697/72.6165
3.5 Data for Effective Dimensions DIN 5480:2006
Tooth thickness / Spacewidth (mm) [Svmax/min] 4.1808/ 4.1608

Tooth thickness / Spacewidth (mm) [Evmax/min] 4.2108/ 4.1808
Tooth thickness tolerance, normal section (mm) [Tol.Svmax/min] 0.0000/-0.0200
Tooth space tolerance, normal section (mm) [Tol.Evmax/min] 0.0300/ 0.0000
Base tangent length (mm) [Wk.Svmax/min] 33.8069/33.7896
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Tolerance data DIN 5480-1 (mm) [TG] 0.0560 0.0800

(mm) [Tact] 0.0360 0.0500
(mm) [Teff] 0.0200 0.0300
Circumferential backlash, transverse section:

-Theoretical, without form errors (mm) [jt.act] 0.1360/0.0500
-Effective, with form errors (mm) [jt.eff] 0.0500/0.0000
Normal backlash:
-Theoretical, without form errors (mm) [jn.act] 0.1178/0.0433
-Effective, with form errors (mm) [jn.eff] 0.0433/0.0000
Radial backlash:
-Theoretical, without form errors (mm) [jr.act] 0.0589/0.0217
-Effective, with form errors (mm) [jr.eff] 0.0217/0.0000
Note: Take the values in "Actual dimensions" into account when checking splines with individual measurements (base tangent length/
measurement over pins)..
------- Shaft --------- Hub --------

According to DIN 5480:2006:
Tolerance class [Q-DIN5480] 8 9
Total profile deviation (µm) [Fa] 19.0 25.0
Runout (µm) [Fr] 50.0 50.0
5 Strength calculation
Calculation method: G. Niemann, Machine Elements I, 4th edition.

Centering: flank centered
Supporting length (mm) [ltr] 43.00
Maximal circumferential force (N) [Ft] 9422.49
Maximal circumferential force per tooth (N) [Ft/z] 294.45
Load application diameter (mm) [dm] 65.80
Distance a0 (mm) [a0] 21.50
Length factor [kλ] 1.07
Share factor, equivalent load [kφßq] 2.00
Share factor, maximum load [kφßmax] 1.70
The share factors kφß according to Niemann are determined according to the tolerance class specified in DIN 5480..
[Q] 9
Nominal torque (Nm) [Tnenn] 182.00
Service torque (Nm) [Teq] 227.50
Maximum torque (Nm) [Tmax] 310.00
Torque curve: No alternating torque
Number of load peaks [NL] 1000
Number of change of load direction [NW] 1
Load direction changing coefficient [fw] 1.00
Tolerance field according to DIN 5480 "H9"
5.1 Shaft
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5.1 Shaft
Width on shaft (mm) [l_W] 43.00

Supporting surface (mm²) [Flw=ltr*h*z] 2215.36
Tip form diameter (mm) [dFa1.i] 67.41
Equivalent effective surface pressure (N/mm²) [peq] 6.66
Maximum effective surface pressure (N/mm²) [pmax] 7.72
Support factor [fs] 1.30
Load peak coefficient [fL] 1.50
Hardness influence coefficient [fH] 1.15
Permissible pressure (N/mm²) [pzuleq] 956.80
Permissible pressure (N/mm²) [pzulmax] 1435.20
fw * pzul / peq 143.57
fL * pzul / pmax 185.93
Required safety [Smin] 1.00

Minimal safety [S] 143.57
5.2 Hub
Width on hub (mm) [l_N] 43.00

Supporting surface (mm²) [Fln=ltr*h*z] 2215.36
Tip form diameter (mm) [dFa2.i] -64.19
Small external diameter (mm) [D1] 100.00
Big external diameter (mm) [D2] 100.00
Width of hub-part with D2 (mm) [c] 43.00
Equivalent diameter hub (mm) [D] 100.00

Moment of inertia (System referenced to wheel 1):

Single gears ((da+df)/2...di) (kg*m²) [J] 0.0006091 0.002675
System, (da+df)/2...di (kg*m²) [J] 0.003284
Data not available.

8 Remarks
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8 Remarks
- Concerning the calculation method:
h = (dFa1.i-ABS(dFa2.i)) / 2.0
dm = (dFa1.i + ABS(dFa2.i)) / 2.0;
Ft = Mmax * 2000 / dm
Pressure load: p(eq,max) = kφß(eq,max)*k1*M*2000/(dm*l*h*z); pmax >= peq
If pmax < peq, pmax = peq is set.
Coefficient for load direction changes according to DIN 6892:2012/ fig. 7
pzuleq = fs*fH*fw*(Rm,Rp)
pzulmax = fs*fH*fL*(Rm,Rp)
Rm for brittle material; Rp for ductile material
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250
Appendix B
Appendix - Splines & Key Calculations KISSsoft report
This appendix provides the shafts’ splines calculations, as well as the calculation for
the one-way clutch key.
• Small sun gear shaft - input spline;
• Small sun gear shaft - gear coupling spline;
• Large sun gear shaft - gear coupling spline spline;
• Large sun gear shaft - brake drum coupling spline;
• One-way clutch key.
251
B. Appendix - Splines & Key Calculations KISSsoft report
B.1 Small sun gear shaft - input spline
252
B.1. Small sun gear shaft - input spline
Spline
Spline Small sun input
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Contents
1 Messages 3
2 Overview 3
3.1 Material 3
5.1 Shaft 6
5.2 Hub 7
8 Remarks 7
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254
1 Messages
2 Overview
Shaft DIN 5480 - W 28.00x0.80x34x8h

Hub DIN 5480 - N 28.00x0.80x34x9H

Shaft: 0.000.0
Hub: 0.000.0

------- Shaft --------- Hub --------
3.1 Material
Gear 1
Gear 2
------- Shaft --------- Hub ----


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255

not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

------- Shaft --------- Hub --------

Profile shift coefficient [x] -0.0500 0.0500
Profile shift (x*m) (mm) [x*m] -0.0400 0.0400
Generating Profile shift coefficient [xE.e/i] 0.0251/-0.0182
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(mm) [san.e/i] 0.908 / 0.802
(mm) [san.e/i] 0.886 / 0.776
(mm) [efn.e/i] 0.754 / 0.756
(mm) [efn.e/i] 0.750 / 0.748
------- Shaft --------- Hub --------

Tolerance class 8 9




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(mm) [Tact] 0.0280 0.0400
(mm) [Teff] 0.0170 0.0230

Normal backlash:
Radial backlash:
------- Shaft --------- Hub --------

Runout (µm) [Fr] 30.0 30.0

[Q] 9
5.1 Shaft
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5.1 Shaft


5.2 Hub



Single gears ((da+df)/2...di) (kg*m²) [J] 1.222e-05 4.628e-05
System, (da+df)/2...di (kg*m²) [J] 5.85e-05
Data not available.

8 Remarks
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8 Remarks
dm = (dFa1.i + ABS(dFa2.i)) / 2.0;
Ft = Mmax * 2000 / dm
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B.2. Small sun gear shaft - gear coupling spline
B.2 Small sun gear shaft - gear coupling spline
261
Spline
Spline Small sun gear coupling
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Contents
1 Messages 3
2 Overview 3
3.1 Material 3
5.1 Shaft 6
5.2 Hub 7
8 Remarks 7
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1 Messages
2 Overview
Shaft DIN 5480 - W 25.00x0.50x48x8-

Hub DIN 5480 - N 25.00x0.50x48x9-

Shaft: 0.000.0
Hub: 0.000.0

------- Shaft --------- Hub --------
3.1 Material
Gear 1
ISO 6336-5 Figure 9/10 (MQ), Core hardness >=30HRC
Gear 2
------- Shaft --------- Hub ----


Reference profile DIN 5480:2006 0.60 / 0.16 / 0.45 Hobbing
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not topping
Reference profile DIN 5480:2006 0.65 / 0.16 / 0.45 Shaping
not topping

Ramp angle (°) [αKP] 0.000 0.000

------- Shaft --------- Hub --------

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265

(mm) [san.e/i] 0.584 / 0.476
(mm) [san.e/i] 0.584 / 0.470
(mm) [efn.e/i] 0.437 / 0.437
(mm) [efn.e/i] 0.385 / 0.381
------- Shaft --------- Hub --------

Tolerance class 8 9
Tooth thickness tolerance No allowance No allowance




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(mm) [Tact] 0.0250 0.0360
(mm) [Teff] 0.0150 0.0200

Normal backlash:
Radial backlash:
------- Shaft --------- Hub --------

Runout (µm) [Fr] 30.0 30.0

[Q] 9
5.1 Shaft
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267
5.1 Shaft


5.2 Hub



Data not available.

8 Remarks
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8 Remarks
dm = (dFa1.i + ABS(dFa2.i)) / 2.0;
Ft = Mmax * 2000 / dm
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B.3 Large sun gear shaft - gear coupling spline spline
270
B.3. Large sun gear shaft - gear coupling spline spline
Spline
Spline Large sun gear coupling
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Contents
1 Messages 3
2 Overview 3
3.1 Material 3
5.1 Shaft 7
5.2 Hub 7
8 Remarks 8
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272
1 Messages
Messages occurred during the calculation:
Normally the force is absorbed in the middle of the notch.

a0 would then be the supporting length/2 = 6.50 mm.
Your entry is probably incorrect.
2 Overview
Shaft DIN 5480 - W 26.00x0.80x31x8h

Hub DIN 5480 - N 26.00x0.80x31x9H

Shaft: 0.000.0
Hub: 0.000.0

------- Shaft --------- Hub --------
3.1 Material
Gear 1
Gear 2
------- Shaft --------- Hub ----

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273

not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

------- Shaft --------- Hub --------

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274

(mm) [san.e/i] 0.904 / 0.793
(mm) [san.e/i] 0.886 / 0.771
(mm) [efn.e/i] 0.743 / 0.744
(mm) [efn.e/i] 0.735 / 0.731
------- Shaft --------- Hub --------

Tolerance class 8 9




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275


(mm) [Tact] 0.0280 0.0400
(mm) [Teff] 0.0170 0.0230

Normal backlash:
Radial backlash:
------- Shaft --------- Hub --------

Runout (µm) [Fr] 30.0 30.0

[Q] 9
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5.1 Shaft


5.2 Hub



Data not available.

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277
8 Remarks
dm = (dFa1.i + ABS(dFa2.i)) / 2.0;
Ft = Mmax * 2000 / dm
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B.4. Large sun gear shaft - brake drum coupling spline
B.4 Large sun gear shaft - brake drum coupling spline
279
Spline
Spline Large sun brake drum coupling
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Contents
1 Messages 3
2 Overview 3
3.1 Material 3
5.1 Shaft 6
5.2 Hub 7
8 Remarks 7
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281
1 Messages
2 Overview
Shaft DIN 5480 - W 31.00x1.25x23x8h

Hub DIN 5480 - N 31.00x1.25x23x9H

Shaft: 0.000.0
Hub: 0.000.0

------- Shaft --------- Hub --------
3.1 Material
Gear 1
Gear 2
------- Shaft --------- Hub ----


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282

not topping
not topping

Ramp angle (°) [αKP] 0.000 0.000

------- Shaft --------- Hub --------

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283

(mm) [san.e/i] 1.382 / 1.244
(mm) [san.e/i] 1.361 / 1.242
(mm) [efn.e/i] 1.157 / 1.156
(mm) [efn.e/i] 1.115 / 1.109
------- Shaft --------- Hub --------

Tolerance class 8 9




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284

(mm) [Tact] 0.0280 0.0400
(mm) [Teff] 0.0170 0.0230

Normal backlash:
Radial backlash:
------- Shaft --------- Hub --------

Runout (µm) [Fr] 30.0 30.0

[Q] 9
5.1 Shaft
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5.1 Shaft


5.2 Hub



Data not available.

8 Remarks
7/8
286
8 Remarks
dm = (dFa1.i + ABS(dFa2.i)) / 2.0;
Ft = Mmax * 2000 / dm
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287
B.5 One-way clutch key
288
B.5. One-way clutch key
Key
One way Clutch Key
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Contents
1 Messages 3
2 Overview 3
3 Shaft 3
4 Hub 4
5 Key 4
6 Remarks 5
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290
1 Messages
2 Overview
Calculation method: DIN 6892-B:2012
Label DIN 6885.1:1968 Default

Key width (mm) [b] 18.00
Key height (mm) [h] 11.00
Chamfer (mean value) (mm) [r] 0.50
Shaft diameter (mm) [d] 60.00
Nominal torque (Nm) [T] 558.00

equivalent torque (Nm) [Teq] 558.00
Minimal frictional torque for interference fit (Nm) [TRmin] 0.00
Torque curve: With alternating torque
Maximum backwards torque (Nm) [TmaxR] 0.00
Number of keys [i] 1

Load factor [phi] 1.00
equivalent circumferential stress (N) [Feq] 18600.00

Maximal circumferential force (N) [Fmax] 31689.00
Contact coefficient for equivalent surface pressure [Kνeq] 1.00
Contact coefficient for maximal surface pressure [Kνmax] 1.00
Help coefficient [Kλe] 1.058
Load distribution coefficient [Kλ] 1.058
Friction factor for equivalent torsional moment [KReq] 1.000
Friction factor for maximum peak torsional moment [KRmax] 1.000
3 Shaft
Material C45 (1)

Type Through hardened steel
Treatment unalloyed, through hardened
Tensile strength (N/mm²) [Rm] 630.00 (d=40 -100 mm)
Yield point (N/mm²) [Re] 370.00 (d=40 -100 mm)
Groove depth shaft (minimal value) (mm) [t1] 7.00

Chamfer on shaft (mm) [s1] 0.01
Supporting key length (mm) [ltr] 35.00
Supporting key height (mm) [t1tr] 5.11
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Permissible surface pressure (N/mm²) [pzul] 481.00
Load peak frequency coefficient [fL] 1.40
Safety factor, equivalent load (fw*pzul/peq) [SFeq] 4.37
Safety, maximum load (fL * pzul / pmax) [SFmax] 3.59
Minimal safety [SF] 3.59
4 Hub
Material 18CrNiMo7-6
Type Case-carburized steel
Treatment case-hardened
Tensile strength (N/mm²) [Rm] 900.00 (d=40 -100 mm)
Yield point (N/mm²) [Re] 640.00 (d=40 -100 mm)
The material strength values are defined using the wall thickness as the raw diameter.
Groove depth hub (minimal value) (mm) [t2] 4.40

Chamfer on hub (mm) [s2] 0.01
Supporting key length (mm) [ltr] 35.00
Supporting key height (mm) [t2tr] 4.87
Small outside diameter of hub (mm) [D1] 80.00
Big outside diameter of hub (mm) [D2] 180.00
Distance a0 (Figure 2, DIN 6892) (mm) [a0] 17.50
5 Key
Material C45 (1)

Type Through hardened steel
Treatment unalloyed, through hardened
Tensile strength (N/mm²) [Rm] 700.00 (d= 0 -16 mm)
Yield point (N/mm²) [Re] 490.00 (d= 0 -16 mm)
Equivalent effective surface pressure (N/mm²) [peq] 110.17 / 115.37
Maximum effective surface pressure (N/mm²) [pmax] 187.70 / 196.56
Cross section area (mm²) [b*ltr] 630.00

Shear stress (N/mm²) [tau] 29.52
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6 Remarks
Safety = Minimum (fw*pzul/peq, fL*pzul/pmax)

Condition according to DIN 6892 Safety >= 1.0
Chamfer on key: Mean value as in examples in DIN 6892
Groove depth: Minimum value as in examples in DIN 6892
5/5
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294
Appendix C
Appendix - Bearings & Seal
The following appendix consists of the rolling bearings product sheets from the SKF
catalogue. The seal, which is also provided by SKF, is also listed here.
• Sun gear shafts - SKF 61806 and SKF 61805;
• Planet bearings - SKF NJ 202 ECP and SKF k 15x19x10;
• Lead screw shaft bearings - SKF 6000 and SKF 618/6;
• Thrust bearings - SKF AXK 4060, 90120 and 150190;
• Seal - SKF 30x42x6 HMS5 RG.
295
C. Appendix - Bearings & Seal
C.1 Sun gear shafts - SKF 61806 and SKF 61805
296
C.1. Sun gear shafts - SKF 61806 and SKF 61805
61806
Deep groove ball bearing
Single row deep groove ball bearings are particularly versatile, have low friction
and are optimized for low noise and low vibration, which enables high rotational
speeds. They accommodate radial and axial loads in both directions, are easy to
mount, and require less maintenance than many other bearing types.
• Simple, versatile and robust design

• Low friction
• High-speed capability
• Accommodate radial and axial loads in both directions
• Require little maintenance
Overview
Dimensions Performance
Bore diameter 30 mm Basic dynamic load rating 4.1 kN
Outside diameter 42 mm Basic static load rating 2.9 kN
Width 7 mm Limiting speed 20000 r/min
Reference speed 32000 r/min
Properties
Bore type Cylindrical
Cage Sheet metal
Coating Without
Filling slots Without
Locating feature, bearing outer ring None
Lubricant None
Matched arrangement No
Material, bearing Bearing steel
Number of rows 1
Radial internal clearance CN
Relubrication feature Without
Sealing Without
Generated from www.skf.com on 2022-07-03 Page 1 of 4
297
Technical Specification
Dimensions
d 30 mm Bore diameter
D 42 mm Outside diameter
B 7 mm Width
d1 ≈ 33.7 mm Shoulder diameter
D1 ≈ 38.35 mm Shoulder diameter
D2 ≈ 39.4 mm Recess diameter
r1,2 min. 0.6 mm Chamfer dimension
Abutment dimensions
da min. 32 mm Diameter of shaft abutment
Da max. 40 mm Diameter of housing abutment
ra max. 0.3 mm Radius of shaft or housing fillet
Calculation data
Basic dynamic load rating C 4.1 kN
Basic static load rating C0 2.9 kN
Fatigue load limit Pu 0.146 kN
Reference speed 32 000 r/min
Limiting speed 20 000 r/min
Minimum load factor kr 0.015
Calculation factor f0 13.9
298
C.1. Sun gear shafts - SKF 61806 and SKF 61805
Generated from www.skf.com on 2022-07-03
61805
- Popular item
Deep groove ball bearings
Technical specification
DIMENSIONS
B 7 mm Width
d1 ≈ 28.5 mm Shoulder diameter
D1 ≈ 33.15 mm Shoulder diameter
D2 ≈ 34.2 mm Recess diameter
ABUTMENT DIMENSIONS
da min. 27 mm Diameter of shaft abutment
Da max. 35 mm Diameter of housing abutment
Page 1 of 3
299
CALCULATION DATA
Calculation factor f0 14.2
MASS
Mass bearing 0.021 kg
TOLERANCE CLASS
Dimensional tolerances Normal
Radial run-out Normal
Page 2 of 3
300
C.2. Planet bearings - SKF NJ 202 ECP and SKF k 15x19x10
C.2 Planet bearings - SKF NJ 202 ECP and SKF k 15x19x10
301
NU 202 ECP
- Popular item
Cylindrical roller bearings, single row
Bearing data Bearing interfaces

Tolerances, Seat tolerances for standard
Normal (metric), P6, Normal (inch), conditions,
Radial internal clearance, Tolerances and resultant fit
cylindrical bore, tapered bore,
Axial internal clearance,
NUP, NJ + HJ
DIMENSIONS
B 11 mm Width
D1 ≈ 27.7 mm Shoulder diameter of outer ring
F 19.3 mm Chamfer dimension of loose flange ring
s max. 1 mm Permissible axial displacement
ABUTMENT DIMENSIONS
da min. 17.4 mm Diameter of spacer sleeve
da max. 18.4 mm Diameter of spacer sleeve
db min. 21 mm Diameter of shaft abutment
Da max. 31.3 mm Diameter of housing abutment
ra max. 0.6 mm Radius of fillet
rb max. 0.3 mm Radius of fillet
Page 1 of 3
302
CALCULATION DATA
Limiting value e 0.2
Axial load factor Y 0.6
MASS
Mass 0.047 kg
More information
Product details Engineering information Tools
Designs and variants Principles of rolling bearing SimPro Quick

selection
Bearing data Bearing Select
General bearing knowledge
Loads Engineering Calculator

Bearing selection process
Temperature limits LubeSelect for SKF greases

Bearing failure and how to
prevent it
Permissible speed Heater selection tool
Design considerations Oil Injection Method

Program
Designation system
Rolling bearings mounting
and dismounting
instructions
Page 2 of 3
303
K 15X19X10
Single row needle roller and cage assembly
Needle roller and cage assemblies are self-contained, ready-to-mount bearings
without inner and outer rings. In applications where the shaft and housing bore
can serve as raceways, the assemblies can be used to create bearing
arrangements that require minimal radial space. As the clearance of the bearing
arrangement is only affected by the roller sorting and the finish of shaft and
housing, very precise bearing arrangements can be achieved.
• High radial load carrying capacity
• High stiffness
• High precision
• Lowest cross-sectional height among rolling bearings
• Accommodate axial displacement in both directions
Overview
Bore diameter of needle roller complement 15 mm Basic dynamic load rating 7.21 kN
Outside diameter 19 mm Basic static load rating 9.3 kN
Outside diameter of needle roller complement 19 mm Limiting speed 28000 r/min
Width 10 mm Reference speed 24000 r/min
Properties
Aligning feature Without
Bearing part Needle roller and cage assembly
Cage Sheet steel
Coating Without
Lubricant None
Material, bearing Bearing steel
Number of rows 1
Outer ring type Not applicable
Relubrication feature Without
Sealing Without
Sealing type Not applicable
Tolerance class Normal
304
Dimensions
Fw 15 mm Diameter under rollers
Ew 19 mm Outside diameter roller complement
U 10 mm Width needle roller and cage assembly
Calculation data
Mass
Mass needle roller and cage assembly 0.005 kg
305
C.3 Lead screw shaft bearings - SKF 6000 and SKF 618/6
306
C.3. Lead screw shaft bearings - SKF 6000 and SKF 618/6
Gerado de www.skf.com em 2022-07-03
6000
- Item popular
- SKF Explorer
Rolamentos rígidos de esferas
Dados do rolamento Interfaces do rolamento

Tolerâncias, Normal (métrico), Tolerâncias de assento para
P6, P5, Normal (polegadas), condições padrão,
Folga interna radial, Classes C2 Tolerâncias e ajustes resultantes
a C5
Especificações técnicas
DIMENSÕES
d 10 mm Diâmetro do furo
D 26 mm Diâmetro externo
B 8 mm Largura
d1 ≈ 14.8 mm Diâmetro do ressalto
D2 ≈ 22.6 mm Diâmetro do rebaixo
r1,2 min. 0.3 mm Dimensão de chanfro
DIMENSÕES DO ENCOSTO
da min. 12 mm Diâmetro do encosto do eixo
Da max. 24 mm Diâmetro do encosto do mancal
ra max. 0.3 mm Raio do eixo ou do filete do mancal
Página 1 de 4
307
DADOS DE CÁLCULO
Classificação de carga dinâmica básica C 4.75 kN
Classificação de carga estática básica C0 1.96 kN
Limite de carga de fadiga Pu 0.083 kN
Velocidade de referência 67 000 r/min
Velocidade-limite 40 000 r/min
Fator de carga mínima kr 0.025
Fator de cálculo f0 12
MASSA
Massa do rolamento 0.019 kg
CLASSE DE TOLERÂNCIA
Tolerâncias dimensionais P6
Desvio radial P5
Página 2 de 4
308
C.3. Lead screw shaft bearings - SKF 6000 and SKF 618/6
618/6
Deep groove ball bearings
Bearing data Bearing interfaces

Normal (metric), P6, P5, Normal (inch), conditions,
Radial internal clearance, Tolerances and resultant fits
Classes C2 to C5
DIMENSIONS
B 3.5 mm Width
d1 ≈ 8 mm Shoulder diameter
D1 ≈ 11 mm Shoulder diameter
ABUTMENT DIMENSIONS
da min. 6.8 mm Diameter of shaft abutment
Da max. 12.2 mm Diameter of housing abutment
Page 1 of 4
309
CALCULATION DATA
Calculation factor f0 7
MASS
Mass bearing 0.004 kg
TOLERANCE CLASS
Dimensional tolerances Normal
Radial run-out Normal
Page 2 of 4
310
C.4. Thrust bearings - SKF AXK 4060, 90120 and 150190
C.4 Thrust bearings - SKF AXK 4060, 90120 and 150190
311
AXK 4060
- Popular item
Needle roller thrust bearings
Bearing data, Design considerations Bearing interfaces

table, values, conditions
Design considerations,
table
DIMENSIONS
Dw 3 mm Diameter roller
Ea min. 45 Raceway diameter (min.) roller and cage

mm thrust assembly
Eb max. 58 Raceway diameter (max.) roller and cage

mm thrust assembly
CALCULATION DATA
Basic dynamic load rating C 25 kN
Basic static load rating C0 114 kN
MASS
Mass roller and cage thrust assembly 0.016 kg
Page 1 of 3
312
ASSOCIATED PRODUCTS
Universal washer LS 4060
Thin universal washer AS 4060
Shaft washer WS 81108
Housing washer GS 81108
More information

selection

prevent it
Design considerations
Designation system
Page 2 of 3
313
AXK 90120
- Popular item

table
DIMENSIONS

mm thrust assembly

mm thrust assembly
CALCULATION DATA
Fatigue load limit Pu 49 kN
MASS
Page 1 of 3
314
ASSOCIATED PRODUCTS
More information

selection

prevent it
Designation system
Page 2 of 3
315
AXK 150190

table
DIMENSIONS

mm thrust assembly

mm thrust assembly
CALCULATION DATA
Basic dynamic load rating C 120 kN
Fatigue load limit Pu 102 kN
MASS
Page 1 of 3
316
ASSOCIATED PRODUCTS
More information

selection

prevent it
Designation system
Page 2 of 3
317
C.5 Seal - SKF 30x42x6 HMS5 RG
318
C.5. Seal - SKF 30x42x6 HMS5 RG
30X42X6 HMS5 RG
Radial shaft seal with rubber outside diameter and single
sealing lip, for oil or grease, metric
Radial shaft seals are used between rotating and stationary machine
components, or between components in relative motion. HMS5 seals are
designed with a rubber outside diameter. They have a conventional sealing lip
made of elastomer or thermoplastic with a garter spring to maintain the right
radial load.
• High pumping rate
• With garter spring
• Accommodate misalignment
Overview
Housing bore diameter 42 mm Limiting speed 3660 r/min
Nominal width 6 mm
Shaft diameter 30 mm
Properties
Auxiliary lip No
Design HMS5
Sealing lip material Nitrile rubber (NBR)
319
320
Appendix D
Appendix - Other Components
This chapter list the catalogues for all the remaining components that were used in
the design of the transmission.
• One-way clutch - Tsubaki BR48HT-R76B;
• Brake bands’ friction material;
• Electric motor;
• Brake bands’ locking pins;
• Precision construction screws;
• Jaw coupling GN 2240-20-B6-8-AL-RS;
• Lock nuts SKF KMFE 4 and SKF KMFE 11;
321
D. Appendix - Other Components
D.1 One-way clutch - Tsubaki BR48HT-R76B
322
D.1. One-way clutch - Tsubaki BR48HT-R76B
BR-HT SERIES
TYPICAL APPLICATION
Mounting position
Cam Clutch Cam Clutch Intermediate shaft of Reducer
BR-HT Series BS Series Use: Backstop for medium speed overrunning
Belt conveyor
Mounting position
Input shaft of Reducer
Use: Backstop for high-speed overrunning
Other application
Pump Backstopping
Reducer Main Motor
Fan Backstopping
Cam Clutch Backstopping function in high speed inner race
BR-HT Series
overrunning
SELECTION PROCEDURES
For Back Stop Application
Calculate the torque on the Cam Clutch according to Select Clutch by:
the following formula: a) Design torque requirement and service factor
9550 P b) The actual overrunning speed should be between
T SF
N MIN r/min and MAX r/min
T: Loaded torque (N m) c) Bore
P: Nominal torque of Motor (kW) In case the overrunning speed is less than MIN r/min or
N: Shaft speed (r/min) higher than MAX r/min, please contact TSUBAKI.
SF: Service factor
Notes: 1. SF 1.6 (Service condition: For belt conveyor or
bucket elevator)
2. Select the clutch whose T.C. satisfies the
calculated backstop torque (T).
3. If there is a chance of motor stall, include the stall
torque ratio in your calculations.
SERVICE LIFE OF BR-HT SERIES

The service life of previous TSUBAKI Cam Clutch was
Free-running r/min.
determined as the frictional service life during free-

running (clutch disengaged) and the fatigue service life
Non-contact range
of the engaged clutch. However, with BR-HT Series,
free-running frictional service life is not a factor because Contact time
0
there is no mechanical contact when the clutch is Free-running time
disengaged. As a result, service life is determined solely (a) Contact time Non-contact time (b) Contact time
by the fatigue life of the engaged clutch.
Friction in the clutch mechanism only occurs during a very short
period of time denoted by “a” and “b”. “a” is the time during which
the cam is engaged until the acceleration of inner race causes it to
disengage. “b” is the time during which the cam engages when the
inner race decelerates.
323
BR-HT SERIES CAM CLUTCH

MODELS BR15HT TO BR130HT
Q-R Format
Bore size
Size & Length of cam
H min.
A, B, C, D type
G
C
D
E
WA/WB/WC/WD type
(W=Double cam cage)
Model name
HT=High Torque
S-T
M max.
30°
F
B
N Chamfering at outer
A
race inner diameter.
Dimensions and Capacities Dimensions in mm

Inner Race Overrunning ax. Mounting Holes Removal Holes Min. Max.
Bore Size T.C. Speed (r/min) D Mass Mass H min. M max. Chamfer
Model Engagement A B C E PCD Q'ty-Size Q'ty-Size F
(H7) (N ) (H7) N
Min. Max. (r/min) G Q-R S-T (kg) (kg)
BR15HT-R31A *20 105 880 3,600 550 24 25 85 55 30 70 6-M6 2-M6 17.0 0.8 45 3 1
BR18HT-R38A *25 155 850 3,600 500 24 25 90 62 37 75 6-M6 2-M6 17.0 0.9 50 3 1
BR20HT-S20B 20 225 850 3,600 400 35 35 90 66 41 78 6-M6 2-M6 25.0 1.3 53 4 1
BR25HT-B46B 25 30 400 800 3,600 380 35 35 95 70 45 82 6-M6 2-M6 25.0 1.4 1.4 58 4 1
BR30HT-S30B 30 500 740 3,600 360 35 35 100 75 50 87 6-M6 2-M6 25.0 1.5 64 4 1
BR30HT-R51B 25 30 35 36 500 740 3,600 360 35 35 105 75 50 90 6-M6 2-M6 25.0 1.7 1.8 64 4 1
BR35HT-B56B 35 40 600 710 3,600 340 35 35 110 80 55 96 8-M6 2-M6 25.0 1.8 1.9 70 4 1
BR38HT-R61A 30 35 40 *45 425 740 3,600 400 25 25 120 85 60 105 6-M8 2-M8 19.0 1.6 1.8 74 3 1
BR40HT-S40B 40 850 670 3,600 320 35 35 125 90 65 108 8-M8 2-M8 25.0 2.4 82 4 1
BR40HT-R66B 35 40 45 *48 850 670 3,600 320 35 35 132 90 65 115 8-M8 2-M8 25.0 2.7 2.9 82 4 1
BR45HT-S45B 45 950 640 3,600 310 35 35 130 95 70 112 8-M8 2-M8 25.0 2.6 86 4 1
BR48HT-R76B 45 55 *60 1,100 620 3,600 300 35 35 140 100 75 125 8-M8 2-M8 25.0 2.9 3.3 92 4 1
BR50HT-B86B 40 45 50 60 65 *70 1,450 590 3,600 280 40 40 150 110 85 132 8-M8 2-M8 25.0 3.5 4.3 103 6.5 1
BR58HT-R101B 55 70 *80 1,800 550 3,600 260 50 50 175 125 100 155 8-M10 2-M10 25.0 5.8 6.7 117 11.5 1
BR60HT-B85A 45 50 60 65 2,400 420 3,600 230 60 50 175 125 92 155 8-M10 2-M10 36.0 6.8 7.6 110 6 1
BR70HT-B100A 45 50 55 60 70 75 *80 3,150 390 3,600 220 60 50 190 140 107 165 12-M10 2-M10 36.0 7.6 9.2 125 6 1.5
BR80HT-S80A 80 5,000 440 3,600 200 70 60 210 160 127 185 12-M10 2-M10 36.0 12 148 11 1.5
BR80HT-B120B 60 65 70 75 80 95 7,000 310 3,600 160 70 60 210 160 127 185 12-M10 2-M10 50.0 11 13 148 4 1.5
BR90HT-S90A 90 6,000 410 3,000 190 80 70 230 180 147 206 12-M12 2-M12 36.0 16 170 16 2
BR90HT-B140B 65 90 100 110 9,000 300 3,000 150 70 70 245 180 147 218 12-M12 2-M12 50.0 17 20 170 9 2
BR95HT-S100C 100 20,500 240 2,700 130 90 80 290 210 177 258 12-M16 2-M16 63.0 33 200 7.5 2
BR95HT-R170C 70 85 90 100 120 130 20,500 240 2,700 130 80 80 290 210 177 258 12-M16 2-M16 63.0 29 35 200 7.5 2
BR98HT-R200C 130 155 27,000 230 2,100 110 80 80 310 240 207 278 12-M16 2-M16 63.0 30 33 230 7.5 2
BR100HT-S100A 100 11,000 440 2,700 210 90 80 290 210 143 258 12-M16 2-M16 52.6 28 200 11.5 2
BR130HT-S130A 130 16,000 400 2,400 190 90 80 322 240 173 278 12-M16 2-M16 52.6 33 210 11.5 2
Notes: 1. T.C....Torque Capacity
The maximum transmissible torque is twice the T.C.
2. Keyway No Mark on Bore Size...ISOR773/DIN6885.1
✽Mark on Bore Size...DIN6885.3
3. Min. overrunning speed of inner race should not be below under continuous operation.
4. Max. engagement speed must not be exceeded when transmitting torque.
Recommended Cover Dimension Table Dimensions in mm

W Width Depth
V
BR-HT Size
W V U
BR15HT to BR38HT 21 8 15
U
BR70HT to BR95HT-S100C 35 11 29
BR95HT-R170C to BR130HT 42 15 33
BR180HT 60 15 48
BR190HT to BR230HT 60 18 48
BR240HT to BR300HT 68 26 56
324
D.1. One-way clutch - Tsubaki BR48HT-R76B
BR-HT SERIES CAM CLUTCH

MODELS BR180HT TO BR300HT
Q-R Format
Bore size
Size & Length of cam
H min.
A, B, C, D type
G
C
D
E
WA/WB/WC/WD type
(W=Double cam cage)
Model name
HT=High Torque
S-T
M max.
30°
F
B
N Chamfering at outer
A
race inner diameter.
Dimensions and Capacities Dimensions in mm

Inner Race Overrunning ax. Mounting Holes Removal Holes
Bore Size T.C. D Mass Chamfer
Model Speed (r/min) Engagement A B C E PCD Q'ty-Size Q'ty-Size F H min. M max.
(H7) (N ) (H7) N
Min. Max. (r/min) G Q-R S-T (kg)
BR180HT-S180A 180 32,000 300 1,300 160 90 80 412 310 243 360 12-M20 2-M20 53 56 280 11.5 2
BR180HT-S180C 180 53,000 250 1,300 120 120 120 422 310 243 370 18-M20 2-M20 83 85 280 16.5 2
BR180HT-S180WA 180 64,000 300 1,300 160 160 160 412 310 243 360 24-M20 2-M20 106 107 280 30 2
BR180HT-S180WC 180 106,000 250 1,300 120 240 240 425 310 243 370 24-M24 2-M20 166 174 280 35 2
BR180HT-R240A 185 32,000 220 1,300 110 90 80 400 310 243 360 12-M20 2-M20 53 50 280 11.5 2
BR180HT-R240D 185 64,000 210 1,300 100 120 125 420 310 243 370 16-M24 2-M24 96 84 280 12.5 2
BR180HT-R240WB 185 70,000 220 1,300 110 160 160 412 310 243 360 24-M20 2-M20 140 100 280 8 2
BR180HT-R240WD 185 128,000 210 1,300 100 240 240 425 310 243 370 24-M24 2-M24 192 163 280 22 2
BR190HT-R260A 205 39,000 200 1,300 95 105 80 430 330 263 380 16-M20 2-M20 53 60 300 11.5 2
BR220HT-S220A 220 45,000 280 1,100 140 105 80 470 360 293 410 16-M20 2-M20 53 74 330 11.5 2
BR220HT-S220C 220 70,000 230 1,100 110 120 120 470 360 293 410 16-M24 2-M20 83 100 330 16.5 2
BR220HT-S220WA 220 90,000 280 1,100 140 160 160 480 360 293 430 18-M24 2-M24 106 141 330 25 2
BR220HT-S220WC 220 140,000 230 1,100 110 240 240 490 360 293 425 20-M30 2-M30 166 215 330 35 2
BR220HT-R290B 230 60,000 195 1,100 115 105 80 460 360 293 410 16-M20 2-M20 70 87 330 3 2
BR220HT-R290D 230 92,000 190 1,100 95 120 110 460 360 293 410 16-M20 2-M20 96 146 330 5 2
BR220HT-R290WB 230 120,000 195 1,100 115 160 160 480 360 293 410 18-M24 2-M24 140 120 330 8 2
BR220HT-R290WD 230 184,000 190 1,100 95 240 240 490 360 293 425 20-M30 2-M30 192 206 330 22 2
BR230HT-R310B 240 70,000 190 1,100 90 110 125 497 380 313 450 24-M20 2-M20 70 110 350 25.5 3
BR230HT-R310D 240 110,000 185 1,100 80 120 125 497 380 313 450 24-M20 2-M20 96 116 350 12.5 3
BR240HT-S240A 240 54,000 220 1,100 120 105 90 500 390 323 440 16-M20 2-M20 53 91 360 16.5 3
BR240HT-S240C 240 88,000 185 1,100 110 120 120 520 390 323 440 16-M24 2-M24 83 129 360 16.5 3
BR240HT-S240WA 240 108,000 220 1,100 120 180 180 520 390 323 440 24-M24 2-M24 106 161 360 35 3
BR240HT-S240WC 240 176,000 185 1,100 110 240 240 530 390 323 455 24-M30 2-M30 166 249 360 35 3
BR240HT-R320B 250 77,000 190 1,100 115 105 80 490 390 323 440 16-M24 2-M24 70 78 360 3 3
BR240HT-R320D 250 113,000 180 1,100 105 120 120 520 390 323 440 16-M24 2-M24 96 128 360 10 3
BR240HT-R320WB 250 154,000 190 1,100 115 180 180 505 390 323 440 24-M24 2-M24 140 173 360 18 3
BR240HT-R320WD 250 226,000 180 1,100 105 240 240 530 390 323 460 24-M30 2-M30 192 259 360 22 3
BR260HT-S260A 260 66,000 250 1,000 130 105 105 550 430 363 500 16-M24 2-M24 57 122 400 22 3
BR260HT-S260C 260 110,000 190 1,000 100 125 125 580 430 363 500 24-M24 2-M24 87 170 400 17 3
BR260HT-S260WA 260 132,000 250 1,000 130 210 210 580 430 363 500 24-M24 2-M24 114 235 400 46 3
BR260HT-S260WC 260 220,000 190 1,000 100 250 250 580 430 363 500 24-M30 2-M30 174 323 400 36 3
BR260HT-R360D 280 150,000 170 1,000 90 125 120 540 430 363 500 24-M24 2-M24 100 127 400 8 3
BR260HT-R360WB 280 196,000 175 1,000 95 210 210 550 430 363 500 24-M24 2-M24 148 227 400 29 3
BR260HT-R360WD 280 300,000 170 1,000 90 250 250 580 430 363 500 24-M30 2-M30 200 311 400 23 3
BR300HT-S300A 300 82,000 230 1,000 120 105 105 630 480 413 560 24-M24 2-M24 53 163 460 22 3
BR300HT-S300C 300 140,000 200 1,000 95 125 125 630 480 413 560 24-M24 2-M24 83 198 460 17 3
BR300HT-S300WA 300 164,000 230 1,000 120 210 210 630 480 413 560 24-M24 2-M24 106 324 460 46 3
BR300HT-R410D 320 195,000 165 1,000 85 125 120 630 480 413 560 24-M24 2-M24 100 186 460 8 3
BR300HT-R410WB 320 250,000 165 1,000 85 210 210 630 480 413 560 24-M24 2-M24 148 314 460 29 3
BR300HT-R410WD 320 366,000 165 1,000 85 220 220 630 480 413 560 24-M30 2-M30 200 324 460 8 3
Notes: 1. T.C....Torque Capacity
The maximum transmissible torque is twice the T.C.
2. Keyway No Mark on Bore Size...ISOR773 DIN6885.1
3. Min. overrunning speed of inner race should not be below under continuous operation.
4. Max. engagement speed must not be exceeded when transmitting torque.
325
D.2 Brake bands’ friction material
326
D.2. Brake bands’ friction material
45 Kensico Drive
Mt. Kisco, NY 10549
T. 914-244-3600
E. [email protected]
www.protecfriction.com
TF1700
ID Material: 16
R. Antich
Revision: 1
Date: 8/25/20
TF1700 is a high-content Kevlar material designed for high performance motorsports clutch, severe service industrial brake and
clutch applications. TF1700 virtually eliminates clutch slippage with a high torque capacity that avoids uncontrollable glazing
Additionally, TF1700 exhibits extraordinary wear life properties. When given a mating surface, clutch flywheel, brake rotor, or brake
drum, it will dramatically outlast organic friction wear performance .
TF1700 is completely non-abrasive against mating surfaces, promotes smooth engagement, resists very high surface pressures at the
brake interface, and is an effective alternative for sintered materials since it handles high energy inputs in both dry and oil-
immersed applications.
TF1700 is available in flat sheets and in finished custom shapes and sizes, with thicknesses as low as 0.040”
Material Data
Friction Properties (according to graphics) Material Type : Paper Friction
Dynamic Friction Coefficient: 0.65±0.05 μ Appearance / Formats

Wear Rate: 60 (at 150 oC)
To Fading: >500 °C
Physical Properties Applications

Hardness (DIN53505): 85±5 Shore-D Agricultural and bulding machinery - Callipers for industrial
applications - Car / motorcycle competition clutches - Clutch
Specific Gravity (ASTM D792): 1.27±0.1 gr/cm3 buttons - Friction Gasket - Heavy-duty industrial machinery -
Micellaneous industrial brakes / clutches - Wet Friction -
Mechanical Properties
Price Level : $ $ $ $
Tensile Strength (ASTM D638): 70±5 N/mm2
Compressive Strength (ISO 844:2014): 83±5 N/mm2 Reach (EC) 1907/2006 - RoHS 2011/65/EU : Compliance
Burst Resistant (200 x 137 x 3,5) 200°C: 18200±200 RPM Others
Perlitic cast iron, hardness
Poisson Coefficient (ASTM D638): 0.27±0.03 Recommended Mating Surface:
HB150-200
2
Young Modulus (ASTM D638): 7200±100 N/mm Recommended Adhesives: Thermosetting adhesive
Recommended Working Values Oil Resistant: Yes
T° Max. Continuous Operation: 300 °C
T° Max. Intermittent Operation: 450 °C
The above data is taken from specific test parameters therefore results can vary in different application conditions
www.protecfriction.com [email protected]
327
D.3 Electric motor
328
D.3. Electric motor
STANDARD TYPE
S6D SERIES
[6~10W]
MOTOR DIMENSION CHARACTERISTIC CURVE
STANDARD TYPE PERMANENT MAGNET DC MOTOR 16
CIRCUIT DIAGRAM
MOTOR SPECIFICATION
329
GEARED MOTOR SPECIFICATION
STANDARD TYPE PERMANENT MAGNET DC MOTOR 17

GEAR HEAD RATED LOAD
330
D.4. Brake bands’ locking pins
D.4 Brake bands’ locking pins
331
03400 Locking pins with folding latch
Item description/product images
Description
Material:
Steel electro zinc-plated.
Note:
Locking pins with folding latch are not only used for fast and easy fixing but also for
permanent joining of movable parts and workpieces.
The wide folding latch lets you secure the parts to be joined over a large cross
section. It can also work under pressure in the axial direction.
Indexing slots in the folding latch allow definite “Closed” and “Open” positions.
Drawing reference:
1) locking slot
© norelem www.norelem.com 1/2
332
D.4. Brake bands’ locking pins
03400 Locking pins with folding latch
Drawings
Overview of items
Order No. B B1 D D1 H L L1 L2 L5 Receiving Shearing force Extraction

hole double shear force F
H11 max.kN N
03400-06025 16,9 2 12 6 3 25 6 45 31 6 12 190
03400-06040 16,9 2 12 6 3 40 6 60 46 6 12 190
03400-06050 16,9 2 12 6 3 50 6 70 56 6 12 190
03400-08025 16,9 2 16 8 4 25 6 46 31 8 21 270
03400-08040 16,9 2 16 8 4 40 6 61 46 8 21 270
03400-08050 16,9 2 16 8 4 50 6 71 56 8 21 270
333
D.5 Precision construction screws
334
D.5. Precision construction screws
07534 Shoulder screws similar to DIN ISO 7379
Item description/product images
Description
Material:
Steel or stainless steel A2.
Version:
Grade 12.9. Shaft OD ground and bright.
Bright stainless steel or tempered steel.
Note:
Hexagon socket head shoulder screws are precision construction elements for many
applications. As they can simplify complicated constructions, they are frequently
chosen as the most cost-effective solution. Shoulder screws provide the decisive
rationalising effect required today.
Drawings
Overview of items
Order No. Main D1 D D2 B K SW L1

material
07534-04X06 steel 4 M3 7 7 3 2 6
07534-04X08 steel 4 M3 7 7 3 2 8
07534-04X10 steel 4 M3 7 7 3 2 10
07534-04X12 steel 4 M3 7 7 3 2 12
07534-04X16 steel 4 M3 7 7 3 2 16
07534-04X20 steel 4 M3 7 7 3 2 20
07534-05X08 steel 5 M4 9 8 4 2,5 8
07534-05X10 steel 5 M4 9 8 4 2,5 10
07534-05X16 steel 5 M4 9 8 4 2,5 16
07534-05X20 steel 5 M4 9 8 4 2,5 20
07534-05X30 steel 5 M4 9 8 4 2,5 30
07534-05X40 steel 5 M4 9 8 4 2,5 40
07534-06X16 steel 6 M5 10 9,5 4,5 3 16
07534-06X20 steel 6 M5 10 9,5 4,5 3 20
07534-06X25 steel 6 M5 10 9,5 4,5 3 25
07534-06X30 steel 6 M5 10 9,5 4,5 3 30
07534-06X40 steel 6 M5 10 9,5 4,5 3 40
07534-06X50 steel 6 M5 10 9,5 4,5 3 50
07534-06X60 steel 6 M5 10 9,5 4,5 3 60
07534-08X16 steel 8 M6 13 11 5,5 4 16
07534-08X20 steel 8 M6 13 11 5,5 4 20
07534-08X25 steel 8 M6 13 11 5,5 4 25
07534-08X30 steel 8 M6 13 11 5,5 4 30
07534-08X40 steel 8 M6 13 11 5,5 4 40
335
Overview of items

material
07534-08X50 steel 8 M6 13 11 5,5 4 50
07534-08X60 steel 8 M6 13 11 5,5 4 60
07534-10X16 steel 10 M8 16 13 7 5 16
07534-10X20 steel 10 M8 16 13 7 5 20
07534-10X25 steel 10 M8 16 13 7 5 25
07534-10X30 steel 10 M8 16 13 7 5 30
07534-10X40 steel 10 M8 16 13 7 5 40
07534-10X50 steel 10 M8 16 13 7 5 50
07534-10X60 steel 10 M8 16 13 7 5 60
07534-10X70 steel 10 M8 16 13 7 5 70
07534-10X80 steel 10 M8 16 13 7 5 80
07534-12X16 steel 12 M10 18 16 9 6 16
07534-12X20 steel 12 M10 18 16 9 6 20
07534-12X25 steel 12 M10 18 16 9 6 25
07534-12X30 steel 12 M10 18 16 9 6 30
07534-12X40 steel 12 M10 18 16 9 6 40
07534-12X50 steel 12 M10 18 16 9 6 50
07534-12X60 steel 12 M10 18 16 9 6 60
07534-12X70 steel 12 M10 18 16 9 6 70
07534-12X80 steel 12 M10 18 16 9 6 80
07534-12X90 steel 12 M10 18 16 9 6 90
07534-12X100 steel 12 M10 18 16 9 6 100
07534-16X30 steel 16 M12 24 18 11 8 30
07534-16X40 steel 16 M12 24 18 11 8 40
07534-16X50 steel 16 M12 24 18 11 8 50
07534-16X60 steel 16 M12 24 18 11 8 60
07534-16X70 steel 16 M12 24 18 11 8 70
07534-16X80 steel 16 M12 24 18 11 8 80
07534-16X90 steel 16 M12 24 18 11 8 90
07534-16X100 steel 16 M12 24 18 11 8 100
07534-16X120 steel 16 M12 24 18 11 8 120
07534-20X30 steel 20 M16 30 22 14 10 30
07534-20X40 steel 20 M16 30 22 14 10 40
07534-20X50 steel 20 M16 30 22 14 10 50
07534-20X60 steel 20 M16 30 22 14 10 60
07534-20X70 steel 20 M16 30 22 14 10 70
07534-20X80 steel 20 M16 30 22 14 10 80
07534-20X90 steel 20 M16 30 22 14 10 90
07534-20X100 steel 20 M16 30 22 14 10 100
07534-20X120 steel 20 M16 30 22 14 10 120
07534-104X06 stainless steel 4 M3 7 7 3 2 6
07534-105X08 stainless steel 5 M4 9 8 4 2,5 8
07534-106X16 stainless steel 6 M5 10 9,5 4,5 3 16
07534-108X16 stainless steel 8 M6 13 11 5,5 4 16
336
D.5. Precision construction screws
Overview of items

material
337
D.6 Jaw coupling GN 2240-20-B6-8-AL-RS
338
D.6. Jaw coupling GN 2240-20-B6-8-AL-RS
GN 2240
GN 2240
GN 2240 RoHS
2 Elastomer jaw couplings

with clamping hub
3
SPECIFICATION
4 Bore codes
-- Type B: without keyway
5 -- Type K: with keyway (from d1 = 30)
Hub
Aluminum AL
6
anodized, natural color
Coupling spider
7 Polyurethane (TPU)
temperature resistant up to 60 °C
8 Hardness
80 Shore A, blue BS
9 92 Shore A, white WS
98 Shore A, red RS
Socket cap screws DIN 912
10
Steel, blackened
Temperature range: -20 °C up to +60 °C
11
INFORMATION
12 Elastomer jaw couplings GN 2240 can transmit very high torques
while compensating for shaft misalignments and runout tolerances.
They are preferred in applications where the focus lies on pure torque
13
and power transmission.
The choice of three coupling spiders with different hardness values
14 allows the properties of the coupling to be optimally matched to
the specific requirements. The clamping hubs and simple plug-in
installation make jaw couplings very easy to assemble.
15 With the bore code K, the keyway is always integrated into both bores
d2 and d3.
16
ACCESSORY
-- Coupling spiders GN 2240.1 (see page )
17
TECHNICAL INFORMATION
18 -- Keyway P9 DIN 6885 (see page A16)
-- ISO-Fundamental Tolerances (see page A21)
19 -- Elastomer characteristics (see page A32)
20
21
Joints, Couplings 10
12/2021 ELESA and GANTER models all rights reserved in accordance with the law.
2 Always mention the source when reproducing our drawings.
339
GN 2240
2/4
GN 2240 Elastomer jaw couplings
1
10
11
12
13
14
15
16
17
18
19
TECHNICAL VALUES 20
d1 Coupling Shore Rated Max. Max. Moment Static Max. shaft misalignment 21
spider hardness torque torque speed of inertia torsional
coupling in Nm in Nm (min-1) in kgm2 stiffness lateral axial angular
spider in Nm/rad in mm in mm in ˚
14 BS 80A 0.7 1.4 45.000 2.0 x 10-7 8 0.15 0.6 1

14 WS 92A 1.2 2.4 45.000 2.0 x 10-7 14 0.1 0.6 1

14 RS 98A 2 4 45.000 2.0 x 10-7 22 0.1 0.6 1
20 BS 80A 1.8 3.6 31.000 1.1 x 10-6 16 0.2 0.8 1
20 WS 92A 3 6 31.000 1.1 x 10-6 29 0.15 0.8 1
20 RS 98A 5 10 31.000 1.1 x 10-6 55 0.1 0.8 1
30 BS 80A 4 8 21.000 6.2 x 10-6 46 0.2 1 1
30 WS 92A 7.5 15 21.000 6.2 x 10-6 73 0.15 1 1
30 RS 98A 12.5 25 21.000 6.2 x 10-6 130 0.1 1 1
40 BS 80A 4.9 9.8 15.000 3.7 x 10-5 380 0.15 1.2 1
40 WS 92A 10 20 15.000 3.7 x 10-5 570 0.1 1.2 1
40 RS 98A 17 34 15.000 3.7 x 10-5 1200 0.1 1.2 1
55 BS 80A 17 34 11.000 1.6 x 10-4 1400 0.2 1.4 1
55 WS 92A 35 70 11.000 1.6 x 10-4 1600 0.15 1.4 1
55 RS 98A 60 120 11.000 1.6 x 10-4 2600 0.1 1.4 1
ELESA and GANTER models all rights reserved in accordance with the law. 12/2021
Always mention the source when reproducing our drawings. 3
340
D.6. Jaw coupling GN 2240-20-B6-8-AL-RS
GN 2240
3/4
1
w
* Complete with shore hardness of the couplings (BS, RS, WS)

5
BS RS WS
6
GN 2240-B
d2 - d3 H8 l2
s
7 recommended recommended
recommended
Description d1 shaft d4 l1 shaft l3 l4
installation
tolerance insertion
spacing
8 h7 depth
GN 2240-14-B3-3-AL-* 14 3-3 M2 22 7 3.5 4 1 9
9 GN 2240-14-B3-4-AL-* 14 3-4 M2 22 7 3.5 4 1 9
GN 2240-14-B3-5-AL-* 14 3-5 M2 22 7 3.5 4 1 9
10 GN 2240-14-B3-6-AL-* 14 3-6 M 2 / M 1.6 22 7 3.5 4/5 1 9
GN 2240-14-B4-4-AL-* 14 4-4 M2 22 7 3.5 4 1 9
GN 2240-14-B4-5-AL-* 14 4-5 M2 22 7 3.5 4 1 9
11
GN 2240-14-B4-6-AL-* 14 4-6 M 2 / M 1.6 22 7 3.5 4/5 1 9
GN 2240-14-B5-5-AL-* 14 5-5 M2 22 7 3.5 4 1 9
12
GN 2240-14-B5-6-AL-* 14 5-6 M 2 / M 1.6 22 7 3.5 4/5 1 9
GN 2240-14-B6-6-AL-* 14 6-6 M 1.6 22 7 3.5 5 1 9
13 GN 2240-20-B5-5-AL-* 20 5-5 M 2.5 30 10 5 6.5 1 22
GN 2240-20-B5-6-AL-* 20 5-6 M 2.5 30 10 5 6.5 1 22
14 GN 2240-20-B5-8-AL-* 20 5-8 M 2.5 30 10 5 6.5 1 22
GN 2240-20-B6-6-AL-* 20 6-6 M 2.5 30 10 5 6.5 1 22
15 GN 2240-20-B6-8-AL-* 20 6-8 M 2.5 30 10 5 6.5 1 22
GN 2240-20-B8-8-AL-* 20 8-8 M 2.5 30 10 5 6.5 1 22
16
GN 2240-30-B8-8-AL-* 30 8-8 M4 35 11 5.5 10 1.5 51
GN 2240-30-B8-10-AL-* 30 8-10 M4 35 11 5.5 10 1.5 51
GN 2240-30-B8-12-AL-* 30 8-12 M4 35 11 5.5 10 1.5 51
17
GN 2240-30-B8-14-AL-* 30 8-14 M4/M3 35 11 5.5 10 / 11 1.5 51
GN 2240-30-B10-10-AL-* 30 10-10 M4 35 11 5.5 10 1.5 51
18 GN 2240-30-B10-12-AL-* 30 10-12 M4 35 11 5.5 10 1.5 51
GN 2240-30-B10-14-AL-* 30 10-14 M4/M3 35 11 5.5 10 / 11 1.5 51
19 GN 2240-30-B12-12-AL-* 30 12-12 M4 35 11 5.5 10 1.5 51
GN 2240-30-B12-14-AL-* 30 12-14 M4/M3 35 11 5.5 10 / 11 1.5 51
20 GN 2240-30-B14-14-AL-* 30 14-14 M3 35 11 5.5 11 1.5 51
GN 2240-40-B12-12-AL-* 40 12-12 M5 66 25 8.5 14 2 181
21 GN 2240-40-B12-14-AL-* 40 12-14 M5 66 25 8.5 14 2 181
GN 2240-40-B12-15-AL-* 40 12-15 M5 66 25 8.5 14 2 181
GN 2240-40-B12-16-AL-* 40 12-16 M5 66 25 8.5 14 2 181
GN 2240-40-B14-14-AL-* 40 14-14 M5 66 25 8.5 14 2 181
GN 2240-40-B14-15-AL-* 40 14-15 M5 66 25 8.5 14 2 181
GN 2240-40-B14-16-AL-* 40 14-16 M5 66 25 8.5 14 2 181

GN 2240-40-B15-15-AL-* 40 15-15 M5 66 25 8.5 14 2 181
GN 2240-40-B15-16-AL-* 40 15-16 M5 66 25 8.5 14 2 181
GN 2240-40-B16-16-AL-* 40 16-16 M5 66 25 8.5 14 2 181
GN 2240-55-B18-18-AL-* 55 18-18 M6 78 30 10.5 20 2 414
GN 2240-55-B18-19-AL-* 55 18-19 M6 78 30 10.5 20 2 414
GN 2240-55-B18-20-AL-* 55 18-20 M6 78 30 10.5 20 2 414
GN 2240-55-B18-25-AL-* 55 18-25 M6 78 30 10.5 20 2 414
GN 2240-55-B19-19-AL-* 55 19-19 M6 78 30 10.5 20 2 414
GN 2240-55-B19-20-AL-* 55 19-20 M6 78 30 10.5 20 2 414
GN 2240-55-B19-25-AL-* 55 19-25 M6 78 30 10.5 20 2 414
GN 2240-55-B20-20-AL-* 55 20-20 M6 78 30 10.5 20 2 414
GN 2240-55-B20-25-AL-* 55 20-25 M6 78 30 10.5 20 2 414
GN 2240-55-B25-25-AL-* 55 25-25 M6 78 30 10.5 20 2 414
Weight type BS
12/2021 ELESA and GANTER models all rights reserved in accordance with the law.
4 Always mention the source when reproducing our drawings.
341
GN 2240
4/4
1
10
11
12
* Complete with shore hardness of the couplings (BS, RS, WS)
BS RS WS
13
GN 2240-K
d2 - d3 H8 l2 14
s
recommended recommended
recommended
Description d1 shaft d4 l1 shaft l3 l4
installation
tolerance insertion 15
spacing
h7 depth
GN 2240-30-K8-8-AL-* 30 8-8 M4 35 11 5.5 10 1.5 51 16
GN 2240-30-K8-10-AL-* 30 8-10 M4 35 11 5.5 10 1.5 51
GN 2240-30-K8-12-AL-* 30 8-12 M4 35 11 5.5 10 1.5 51
17
GN 2240-30-K8-14-AL-* 30 8-14 M4/M3 35 11 5.5 10 / 11 1.5 51
GN 2240-30-K10-10-AL-* 30 10-10 M4 35 11 5.5 10 1.5 51
18
GN 2240-30-K10-12-AL-* 30 10-12 M4 35 11 5.5 10 1.5 51
GN 2240-30-K10-14-AL-* 30 10-14 M4/M3 35 11 5.5 10 / 11 1.5 51
GN 2240-30-K12-12-AL-* 30 12-12 M4 35 11 5.5 10 1.5 51 19
GN 2240-30-K12-14-AL-* 30 12-14 M4/M3 35 11 5.5 10 / 11 1.5 51

GN 2240-30-K14-14-AL-* 30 14-14 M3 35 11 5.5 11 1.5 51 20
GN 2240-40-K12-12-AL-* 40 12-12 M5 66 25 8.5 14 2 181
GN 2240-40-K12-14-AL-* 40 12-14 M5 66 25 8.5 14 2 181 21
GN 2240-40-K12-15-AL-* 40 12-15 M5 66 25 8.5 14 2 181
GN 2240-40-K12-16-AL-* 40 12-16 M5 66 25 8.5 14 2 181
GN 2240-40-K14-14-AL-* 40 14-14 M5 66 25 8.5 14 2 181
GN 2240-40-K14-15-AL-* 40 14-15 M5 66 25 8.5 14 2 181
GN 2240-40-K14-16-AL-* 40 14-16 M5 66 25 8.5 14 2 181

GN 2240-40-K15-15-AL-* 40 15-15 M5 66 25 8.5 14 2 181
GN 2240-40-K15-16-AL-* 40 15-16 M5 66 25 8.5 14 2 181
GN 2240-40-K16-16-AL-* 40 16-16 M5 66 25 8.5 14 2 181
GN 2240-55-K18-18-AL-* 55 18-18 M6 78 30 10.5 20 2 414
GN 2240-55-K18-19-AL-* 55 18-19 M6 78 30 10.5 20 2 414
GN 2240-55-K18-20-AL-* 55 18-20 M6 78 30 10.5 20 2 414
GN 2240-55-K18-25-AL-* 55 18-25 M6 78 30 10.5 20 2 414
GN 2240-55-K19-19-AL-* 55 19-19 M6 78 30 10.5 20 2 414
GN 2240-55-K19-20-AL-* 55 19-20 M6 78 30 10.5 20 2 414
GN 2240-55-K19-25-AL-* 55 19-25 M6 78 30 10.5 20 2 414
GN 2240-55-K20-20-AL-* 55 20-20 M6 78 30 10.5 20 2 414
GN 2240-55-K20-25-AL-* 55 20-25 M6 78 30 10.5 20 2 414
GN 2240-55-K25-25-AL-* 55 25-25 M6 78 30 10.5 20 2 414
Weight type BS
ELESA and GANTER models all rights reserved in accordance with the law. 12/2021
Always mention the source when reproducing our drawings. 5
342
D.7. Lock nuts SKF KMFE 4 and SKF KMFE 11
D.7 Lock nuts SKF KMFE 4 and SKF KMFE 11
343
KMFE 4
KMFE metric lock nuts with an integral locking screw
KMFE lock nuts with integral locking screw are designed to locate CARB toroidal
roller bearings, sealed spherical roller bearings and sealed self-aligning ball
bearings axially on a shaft. They reduce the cost of the shaft as no keyway is
required. Installation with an integral set screw is quick and easy and no separate
locking device is necessary. Maximum axial run-out locating face and thread 0.02
to 0.03 mm.
• No keyway required
• Simple and robust locking for intended applications
• Reusable
• Cost-effective
• Available for thread M 20x1 to M 200x3 (sizes 4 to 40)
Overview
Dimensions Properties
Bore diameter 20 mm Associated mounting tool HN 4
Outside diameter 32 mm Locking device Incorporated in the lock nut
Width 9.5 mm Nut for hydraulic mounting No
Thread designation M20x1
344
Dimensions
G M20x1 Thread
d3 32 mm Outside diameter
B 9.5 mm Width
d1 26 mm Diameter locating side face
B3 1 mm Stand-out of locating face
b 4 mm Width locating slot
h 2 mm Depth locating slot
Calculation data
Axial static load carrying capacity 24 kN
Mass
Mass lock nut 0.034 kg
Mounting information
Associated spanner HN 4
Set screw size M5
Recommended grub screw tightening torque 4.5 Nm
345
KMFE 11 H
Porcas de fixação com fixação integral
Especificações técnicas
DIMENSÕES
G M55x2 Rosca
d3 75 mm Diâmetro externo
B 14 mm Largura
d1 67 mm Diâmetro da face lateral de fixação
B3 3 mm Folga da face de fixação
b 7 mm Largura da ranhura de fixação
h 3 mm Profundidade da ranhura de fixação
DADOS DE CÁLCULO
Capacidade de carga estática básica axial 91.5 kN
MASSA
Massa da porca de fixação 0.21 kg
INFORMAÇÕES DE MONTAGEM
Chave associada HN 10-11
Página 1 de 3
346
Tamanho do parafuso de fixação M6
Torque de aperto recomendado para pino roscado 8 Nm
Mais informações
Detalhes do produto Ferramentas
Designs e variantes Ferramenta de engenharia
Dados do produto
Instalação e remoção
Sistema de designação
Página 2 de 3
347
348
Appendix E
Appendix - Technical Drawing
In this appendix, the technical 2D drawing of the transmission is provided.
349
A-A
B-B
C A B
A B
08-07-2022 Igor Mazin
FEUP
CETRIB
2021 - 2022
Two speed
Ravigneaux Planetary
Transmission

High-Speed Ravigneaux Planetary Gearbox For An Electric Vehicle

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High-Speed Ravigneaux Planetary Gearbox For An Electric Vehicle

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High-speed Ravigneaux Planetary Gearbox

for an Electric Vehicle:

Mestre em Engenharia Mecânica

Unidade de Tribologia, Vibrações e Manutenção Industrial

Faculdade de Engenharia da Universidade do Porto

Nowadays, environmental concerns and strong governmental regulations have pushed

Keywords: Electric Vehicles, Multispeed, Planetary transmissions, Ravigneaux

Atualmente, preocupações ambientais e fortes incentivos governamentais têm permi-

Palavras-chave: Veı́culos elétricos, Múltiplas velocidades, Transmissões planetárias, Ravi-

В настоящее время забота об окружающей среде и сильные правительственные

I want to express my gratitude to my supervisor, Professor José Almacinha, and my

2 Background Information and Literature Review 3

3 Performance Requirements of the Powertrain 23

4 Transmission layout and Kinematic Analysis 39

5.2.1 Teeth Number Specification . . . . . . . . . . . . . . . . . . . . . . . 53

6 Shaft and Bearing Sizing 59

8 Band Brake Design 73

9 Full Transmission Model & Assembly 83

A Appendix - Gear sizing KISSsoft report 107

B Appendix - Splines & Key Calculations KISSsoft report 251

C Appendix - Bearings & Seal 295

D Appendix - Other Components 321

E Appendix - Technical Drawing 349

3.1 Efficiency map of electric motors [55]. . . . . . . . . . . . . . . . . . . . . . 25

3.7 Reduction in acceleration time of an EV using a two speed transmission,

4.1 Layout of the proposed two speed transmission. . . . . . . . . . . . . . . . . 40

5.1 Six-pinion Ravigneaux gear set configuration. 1- Carrier (not shown); 2-

7.1 Three basic types of one-way clutches [68]. . . . . . . . . . . . . . . . . . . . 67

9.1 Example of a Ravigneaux planet carrier [75]. . . . . . . . . . . . . . . . . . 86

3.1 EVs’ performance characteristics. Highlighted in green are urban/city EVs;

4.1 Gear shifting principles of the proposed two-speed transmission. . . . . . . . 40

5.1 Goal transmission ratios, based on the performance requirements, consid-

6.3 Characteristics of the two planet pin bearings analysed. . . . . . . . . . . . 61

7.1 Requirements for the selection of the OWC. . . . . . . . . . . . . . . . . . . 69

8.1 Necessary braking torque values for both band brakes. . . . . . . . . . . . . 75

9.1 List of parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

1. Understand the role of planetary type transmissions in the growing technology of

2. Make a dynamic performance analysis on a powertrain that incorporates a two speed

1.3 Dissertation Layout

Background Information and Literature Review

2.1 Background information

2.1.2 Global EV Growth

Figure 2.4: Electrification targets of various countries [3].

2.1.3 Challenges from EV’s Popularity

The transmission is the final significant component of an electric vehicle’s powertrain,

2.2 Literature Review

Another way of allowing flexible power flow is utilizing a multi-motor configuration.

2.2.2 The Benefits of Multispeed Transmissions for BEVs

Figure 2.7: Porsche Taycan’s two-speed transmission [22].

2.2.3 Multi speed transmission architectures

1) Automated manual transmission (AMT)

2) Inverse-Automated Manual Transmission (I-AMT)

An I-AMT is quite similar to an AMT, except instead of a synchronizer, it has a clutch

Figure 2.9: Two-speed inverse-automated manual transmission (I-AMT) [39].

3) Dual-Clutch Transmission (DCT)

Figure 2.10: Two-speed dual clutch transmission (DCT) [39].

4) Continuously Variable Transmissions (CVT)

Figure 2.11: Continuously variable transmission (CVT) [39].

5) Planetary Type Transmissions