AMERICAN NATIONAL STANDARD ANSI/AGMA2001-D04

5.0
NOTE: The choice of ZN in the shaded zone is in-
fluenced by:
4.0
Lubrication regime
Failure críterla
Smoothness of operation required
3.0 Pitchline velocity
Gear material cleanliness
. Material ductility and fracture toughriess
Residual stress
z
to..;¡ 2.0
..:
_g ZN = 2.466 N-0.056
....cu
(.)

(
---. .
-r-,,
"'"'•
Q)
o ZN = 1.4488 N-0.023
. {>' """ .....
- ---- --- .
IA11111 1 11111111
en 1.1 -

llltl
lll
-
11
en
... • 11 111
2
Q)
1.0 �
C/'J 0.9
o.a Nitrided
0.7 Z = 1 .249 N-0.0138
IIINl r i u uu ·1 11I
0.6 1

11
11111
0.5 1010
102 103 104 105 106 107 108 109
Number of load cycles, N

Figure 17 - Pitting resistance stress cycle factor; ZN

_/

5.0 l lll 11 11 NOTE: The choice of YN in the shaded area is influenced

4.0
YN = 9.4518 N-0-148 by:

400 H 3
- ....
¿,/ 111
111
1 1 111111
1 1 111111
Pitchline velocity
Gear material cleanliness

-26b1'.i�"l"I m,". . ... ..

1 YN = 6.1514 N-0.1192 - Residual stress
3.0 Case carb ,,., 111111 1 111
Material ductility and fracture toughness
1 1 111111 .
....... ...., � 1, YN = 4.9404 N-o. roas
Ni!rided1
.� � 1111111

1Jº L1 --
1 1 1 111111 1
� 11,,,

...:-
o
2.0 1 .. 1- ..... � ""� _ YN = 3.517 N-o.oa17

. . . .....".
o11:1 � !lo,. �
.... 'llliii; � .
-
1 1 1
N
"""_, .
Q)
13 111 � :..:
...;; ...,,
YN = 1.3558N-0.0178

-
�
. 1/)
1/)
....Q) 1.0
YN = 2.3194N-0.0538 -
1 --- -- - - ��
1.0
(f)
0.9 0.9
o.a o.a
�
0] YN = 1.6831 N-0.0323 0.7
I 1 111111 1 1111
0.6 0.6
11 1 111
0.5
0.5 1Q9 1010
102 103 104 105 106 107 108
Number of load cycles, N

Figure 18 - Bending strength stress cycle factor, YN

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 ANSI/AGMA 2001-D04
18 Reliability factor, KR
The reliability factors account for the effect of the
normal statistical distribution of failures found in
materials testing. The allowable stress numbers
given in tables 3 through 6 are based upon a
statístlcal probability of one failure in 100 at 107
cycles. Table 11 contains reliability factors which
may be used to modify these allowable stresses to
chanqe that probability. These numbers are based
upon data developéd for bendínq and pitting failure
by the U.S. Navy. Other values may be used if
specific data is available,
When strength ra!ing is based on yield strength, s�,
.· the values of Ky from 16.4 should be used instead of
KR,
. Table 11 - ReliabHity factors, KR
Requirements of application KR1)
Fewer man one failure in 1 O 000 1.50
Fewer than one failure in .1000 1.25
Fewer than one failure in 100 1.00
Fewer than one failure in 1 O o.a52l
Fewer than one failure in 2 0.702) 3)
NOTES
1l Tooth breakage is sometimes considered a greater
hatard than pitting. In such cases a greater value of KR
is selected for bending.
2l At this value plastic flow might occur rather than pit-
ting.
3l From test data extrapolation.
19 Temperature factor, KT
19.1 Moderate and low temperature operation
The temperature factor is generally taken as unity
when gears operate with temperatures of oil or gear
38
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blank notexceeding 250ºF. When operating temper-
atures result in gear blank temperatures below 32º F,
special care must be given, see 3.6.1.
19.2 High temperature operation
When óperatínq at oil or gear blank temperature
above 250ºF, KT is given a value greater than 1.0 to
allow for the effect of temperature on oil film and
material propertlés.
Consideration must be given to the loss of hardness
and strength of sorne materials dueto the tempering
effect of temperatures over 300ºF.
. 20 Size factor, K5
20.1 Size factor
The size factor reflects non-uniformity of material
properties. lt depends primarily on:
- Tooth size
- Diameter of parts
Ratio of tooth size to diameter of part
- Face width
- Area of stress pattern
- Ratio of case depth to tooth size
- Hardenability and heat treattnent of materials
Standard size factors for gear teeth have not yet
been established for cases where there is a detri-
mental size effect. In such cases, sorne size factor
greater than unity should be used.
20.2 Values for size factor
. The size factor may be taken as unity for most gears,
· provided a proper choice of steel is made for the size
of the part and its heat treatment and hardening
process.
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 AMERICAN NATIONAL STANDARD ANSI/AGMA 2001-D04

AnnexA
(informativa)
Method for determination ol dynamic factor with AGMA 2000-A88
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 2001-004, Fundamental Rating Factors and Calculation Methods tor lnvolute
Spur and Helical Gear Teeth.]

A.1 Purpose Due to the approximate nature _ of the empirical

The standard method far the determination of
dynamic factor is given in clause 8, with the use of
ANSI/AGMA2015-1-A01. This· annex provides an
alternative method using the older standard AGMA
2000-A88. A specific geometry, procedure and
operatinq conditions should result in a comparable
dynamic factor using this annex or clause �- .
. .
A.2 Approximate dynamic factor, Kv
Figure A.1 shows dynamic factors which can be
used in the absencé of specific knowledge of the
dynamic loads. The curves of figure A.1 and the
equations given are based on empiricaí data, and do
not account far resonance.
curves and the lack ot rneasured tolerance values at
the design stage of the job, the dynamic factor curve
should be selected based on experience with the
manufacíurlnq metnods and operating consider-
ations of the design.
Choice of curves Qv = 5 through Qv = 11 and."very
accurate gearing" should be based on transmission
error.. When transmission error is not avallable, it is
.
reasonable to refer to - the pitch · accuracy, and to
sorne extent profile accuracy, as a representative
val u e to determine - the dynamic factor. "Qv'' is
related to the transrnlsslon accuracy grade number.
Due to the approxírnañon mentioned above, slight
variation from the selected "Qv'' value is not
considered significant to the gearset rating.

1.8

1.7

1.6

� 1.5
..:
o
oal
'f- 1.4
(.)
.E
al
e
1.3
o>- . Qv = 10

1.2
Qv= 11
1.1

1.0 O
2000 4000 6000 8000 10 000
Pitch line velocity, Vt, ft/min
Figure A.1 - Dynamic factor, Kv

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) reoroduction nr natwrirkinn nPrm11tP.rl wllhn11t lir1>nc:,:, frnm IH� '>ni?/?/1'::i 10•A'-•'l? ��AT
 ANSI/AGMA 2001-004 AMERICAN NATIONAL STANDARD

A.2.1 Very accurate gearing
Where gearing is manufactured using process
controls which provide · tooth accuracies which
correspond to "very accurate gearing", or where the
design and manufacturing techniques ensure a low
transmission error which is equivaléntto this accura-
cy, values of Kv between 1 .02 and 1.11 may be used,
depenoínq on the specifier's experience with similar
appllcations and the degree of accuracy actually
achleved,
The profile accuracy for the gearing must be
consistent with the pitch accuracy.
Curves rnay be extrapolated beyond the end points
shown in figure A.1 basedon experience and careful
consideration of the factors influencing dynamic
load. For purposes of calculation, equation A.4 de-
fines the end points of the curves in figure A.1 .
Kv -
·_ (A+ fv';)B
A
(A.1)

To use these val u es, the gearing must be maintained

where
in accurate al1gnment and adequately lubricatedso
that íts accuracy is maintained under the operating A= 50 + 56(1.0 - B) for 5 s; Ov s; 11 (A.2)
conditions. 0 667
B = 0.25(12 - Ov) · (A.3)
A.2.2 Curves labeled Qv = 5 through Qv = 11 The maximum recommended pitch line velocity fer a
The empirical curves of figure A.1 are genérated by given grade Ov is determined:
the following equations for integer val u es ot Ov, such 2
that 5 < Ov < 11. Ov is related to the transmission Vt max = [A + (Qv - 3)] (A.4)
accuracy grade number. where
Ov can be estimated as the appropriate quality Vt max is maximum pitch line velocity at operating
number for the expected pitch and profile variations pitch diameter (end point of Kv curves on
in accordance with AGMA 2000-A88. figure A.1 ), ft/min.

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 AMERICAN NATIONAL STANDARD ANSI/AGMA 2001-D04

Annex B
(infOrmative)
/-,,,,
Rim thickness factor, Ka
t ) [The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 2001-D04, Fundamental Rating Factors and Calculation Methods for lnvolute
Spur and Helica/ Gear Teeth.]

B.1 Purpose
This annex provides a method for considering the ef-
fects of gear blank rim thickness on the load carrying
capacity of the gear tooth. lt is based on Drago's1
analysis of gear tooth bending fatigue strength.
This analysis shows that bending stresses in gear
teeth are adversely affected when the rim thickness
below the tooth root, tR, is relatively thin as comparad
to the tooth height, ht. Draqo's analysis consisted of
photo elastic models where the resulting curves
were extrapolated from a limited number of test sam-
ples at backup ratios of 0.5 and 2.0 or greater. The
study also included finite element analysis and data
points from other research. A backup ratio of 2.0 in-
dicated no effect on bending stress, but, an effect be-
gan to occur somewhere between 1.0 and 2.0. The
curve in this annex is based on this a:nalysis. But in
view ofthe limited data, it is presented as two straight
lines with a knee at 1.2. The knee was established
based on experience of manufacturers who have
successfully operated gears at rated loads with this
backup ratio.
The rim thickness factor, K8, is not sufficiently con-
servative far components with notches, hoop
stresses or keyways. This is based on data far exter-
na! gears with smooth bares and no notches or key-
ways.
The concern with notches (such as splines) or key-
ways in the bore of a gear is an increase in stress
concentraüon which may lead to a fracture through
the gear rim. Using large radii in the corners of the
keyway (or spline) will help reduce the stress con-
centration and using a ductile (not brittle) material
with good fracture toughness will also help. Another
concern is press fitting the gear onto a shaft as this
will induce stresses in the gear rim. The amount of
effect of ali of these items is beyond the scope of this
standard.
B.2 Rim thickness factor, K8
Where the rim thickness is not sufficient to provide
full support far the tooth root, the location of bending
fatigue failure may be through the gear rim, rather
than at the tooth fillet. In such cases, the use of a
stress modifying factor, K8, is recommended.
This factor, entitled rim thickness factor, K8, adjusts
the calculated bending stress number far thin
rimmed gears. lt is a function of the backup ratio, m8,
or the ratio of the rim thickness below the tooth root,
IR, as compared to the tooth whole depth.
(B.1)
where
IR is rim thickness below the tooth root, in;
ht is whole depth, in.
Figure B.1 provides recommended values of K8 far
backup ratios above 0.5. The effects ofwebs or stiff-
eners can be an improvement but are not accounted
far. The effect of tapered rims has not been investi-
gated. Ratios less than 0.5 require special analysis
and is beyond the scope ofthis standard. When pre-
vious experience justifies, lower val u es of K8 may be
used.
The rim thickness factor, K8, is applied in addition to
the O. 70 reverse loading factor where it is applicable
(see 16.2).

1) Drago, R.J., An lmprovement in the Conventional Analysis of Gear Tooth Bending Fatigue Strength. AGMA
P229.24, October 1982.

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 ANSI/AGMA 2001-D04 AMERICAN NATIONAL STANDARD

2.4 For m8 < 1.2

2.2 (2·242)
KB = 1 .6 In
. m8
2.0
co
t:< 1 .8
..:
.$l 1 .6
·� 1.4 For ms � 1.2
.rn
� 1.2 Ks = 1.0
r:::
t5
-
1.0
:e
E
a:
ºt--+--11--+-+-t---+----i----+---+--+-+--+--+-+-+-
0.5 0.6 0.8 1.0 1.2 2 3 4 5 6 7 8 9 10
Backup ratio, m8

Figure B.1 - Rim thlckness factor, Ke

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 AMERICAN NATIONAL STANDARD
AnnexC
(informative)
Application analysis
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 2001-D04, Fundamental Rating Factors and Ca/culation Methods for lrivolute
Spur and Helical Gear ieeth.]
C�1 Purpose
This annex discusses the use of factors of safety,
overload factors, servíce . factors and other
considerations for geared systems.
C.2 Background
Many influence factora are used to determine the
calculated load capacity of gears to account for
various designs, manufacturing methods and uses
ot gears. Many of these factors have been
empirically devetoped from accumutated experi-
ence, Therefore, itis critica! that they be used in the
manner 0riginally intended. The influence factors ·
are normallyused as modifiers to either a calculated
stress from part configuration and applied load orto
an allowable stress number based on material
properties. The gear designer can then compare the
modified catculated stress to the modified allowable
stress number for a specific design. In any design it
is critica! to make allowances for unknown variables
in materials, machining tolerances, · loading. etc.
Various terms (factor of safety, service factor, and
overtoad factor) are used in the gear industry to
describe this important concept.
The designer, manufacturer, buyer, and u ser must ali
have a ctear understanding of the meaning and
implications of these terms when comparing gear
capacity using different standards. The following
deflnñlons are given to explain the differences
between these terms as applied to gearing:
C.3 Factor of safety
The term "factor of safety" has historically been used
in mechanical design to describe a general derating
factor to limit the design stress in proportion to the
material strength. A factor of safety accounts for
uncertainties in:
- Design analysis
- Material characteristics
- Manufacturing quality
Factor of safety also must consider human safety
risk and the economic consequences of failure. The
© AGMA 2004 -- AII rights reserved
;opyright American Gear Manufacturers Assocleucn
'rovlded by lHS under license with AGMA
ANSI/AGMA 2001-D04
·
greater the uncertainties or consequences of these
considerations, the higher the factor of safety shoutd
be. As the extent of thesefactors become known
with more certaínty, the vatue of the factor of safety
can be more accurately deterrnlned. For exarnple, a
product such asan automobile transmission which is .
subjected to full size, full load prototype testing and
· rigorous quality control of dimensions, materials and
processes during manufacture, could have a more
precíse safety factor than a hoist made in small
quantities to normal commercial practices ..
As design practices become more comprehensive,
sorne inftuence factors have been removed frorn the
unknown area of "safety factor" and íntroduced as
predictable portions of the design method. The
reliability factor, Kn, is an example.
NOTE: Factor of safety has also been used historically
to account for uncertainties in "applied loading" or un-
known overloads. In geardesign, however, servicefac-
tors or overload factors have been used for this
uncertaínty.
C.4 Overload factor
An overload factor makes allowance for any exter-
nally applied loads in excess of the nominal trans-
mitted load. Overload factors are established only
after considerable field experience is gained. In
determining the overload factor, consideration
should be given to the fact that systems develop
momentary peak torques appreciably greater than
those determined by the nominal rannqs of the prime
mover or driven equipment. Also, there are many
possible sources of other overloads that shoutd be
considered, such as system vibrations, acceleration
torques, overspeeds, varlations in system operation,
split-path load sharing among multiple prime mov-
ers, and changes in process applied load conditions.
C.5 Service factor
A service factor is traditionally apptied as a multiplier
of the nominal application load to determine catalog
selections of pra-deslqned gear units. In AGMA
gear rating the service factor has beeri used to
include the combined effects of required life cycles,
material reliability, and overload factors in an empiri-
43
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 ANSI/AGMA 2001 �D04
cally determined single influence factor. The speciflc
mathematical contribution of each ofthese items has
not been satlstactorlly established. In addition, the
term "service factor" has been used when including
human safety ar economic risk, which has devel-
oped confusion between the terms factor of safety,
overload factor, and service factor.
To avoid confusion, it is recommended that the
overload factor be used as defined - far externa!
variability in applied loading. A factor of safety
should be applied where there is human risk,
economic risk, ar remaining uncertainües due to
design, material, or manufacturing quality variation.
When an overload factor is used, consideration must
be given to the effect of long service life on allowable
stress levels,
A service factor should be applied only to a gear
assembíy and then only in the absence of more
specíñc application load data. In addition, a service
factor is only valid with the calculation method used
at the time it was developed, lt should not be used
with other gear calculation methods, unless there is
sufficient knowledge and experience to make a
satisfactory converslon between methods.
C.6 Other considerations
Other important considerations in the design analy-
sis of gear drive systems which are related to factor
of safety, overload factor, and service factor selec-
tion are:
C,6.1 Test and experience
The proper selection of overload factors and factors
of safety far any power transmission systern often
are not given enough attention. Without complete
testing and field experience on each specific design,
the application of gears has many unknowns.
Therefore, conservative selection of all gear capac-
ity calculation influence factors is recommended
unless operating experience of an identical design is
known.
C.6.2 Thermal rating
The thermal power rating of a gear system is defined
as the power that the unit will transmit continuously
without exceeding established temperature limits.
This important consideration is necessary to main-
tain proper lubrication. Excessive temperatures are
detrimental to the lubrication of gear teeth, such that
44
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AMERICAN NATIONAL STANDARD
the system may not be able to transmit the rated
power without excessive wear and failure.
C.6.3 Non-gear components
Every component ot a gear unit must allow far the
proper transmission of power, considering both
interna! and externa! loading. These components,
such as housing supports, shafting, bearings, and
fasteners (bolts, nuts, etc.) must be designed and
manufactured to maintain the gears in proper
position as well as transmit the required power.
C.6:4 Gear quality
The term "quality" can have a number of meanings.
. In reference to gear manufacture, lt is generally used
to classify the tolerances applied to the gear tooth
geometry. Unless the appropriate gear quality level
is used to calculate the power rating of a gear system
and that quality level is, in fact, duplicated ar
exceeded in manufacturing, the unit produced may
not have the desired life.
C.6.5 Variation in manufacture
1 n addition to gear geometry, the metallurgical quality
of all stressed parts and the geometrical accuracy of
all other components of the drive must exceed the
values assumed in the design calculations and test
units.
These items in particular, and others in general, are
addressed in sorne standards. Other standards do
not mentían these tapies or, if mentioned, do not
cover them thoroughly. lt is important to know that
factors contained within sorne AGMA standards,
such as a service factors, should not be abstracted
and applied to other standard methods of calculating
gear capacity. Mixing factors from different stan-
dards can result in an inadequate design.
C.7 Summary
In gear design and rating there is a need far the use
of factor of safety, service factor, and overload factor.
These terms must be clearly defined when they are
used. As the uncertainties in deslgn, materials,
manufacturing, and loading become known:
- the factor of safety can be reduced toward
unity;
- overload factors will represent actual loading
orbe replaced by a load spectrum analysis, such
as Miner's Rule;
- service factors may be replaced with factor of
safety, overload factor, stress cycle factor and reli-
ability factor properly used.
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. lt must be clearly stated that the gear design or

analysis must properly account for these uncertain-
ties, based on experience. This is the primary
responsibility of the gear engineer.

© AGMA 2004 -- Ali rights reserved 45

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 ANSI/AGMA 2001-D04 AMERICAN NATIONAL STANDARD

AnnexD
(informative)
Discussion of the analytical face or longitudinal load distribution factor
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 2001-D04, Fundamental Rating Factors and Calculation Methods for tnvolute
Spur and Helical Gear Teeth.] ·

0.1 Purpose groups, ali of which are normal to the rnanufacturing

process but still cause face misaliqnments of the
This annex provides the background information for
mating gear teeth. The groups are listed in clause 15
the development of an accurate assessment of the
of ANSI/AGMA 2001-D04.
load distribution across the tace width of spur or heli-
cal gears. 0.5 Guide to the analysis

0.2 Definition 1 na complete analysis the expected values for ali ba-
sic rnanufacturing. variations of the gearing, hous-
The face load distribution factor is defined as the ra-
ings, and bearings can be estirnated and used asan
tio of the peak load to the average load applied
initial gap across the face width of the gears, see fig-
across the face width of a gear. The calculation of an
ure D.1. In rnany instances anadjustrnent feature is
accurate analytical load distribution across the face
provided in the gear assembly such that these varia-
width of a spur or helical gear is a very complex and tions causínq misalignrnent can be neqated, Sorne-
tedlous process with rnany influencing factors. The
times the gearing is reground after initial pattern
calculation lends itself to computer prograrns that
checks to correct for the assern bly variations. Sorne-
are dedicated to the task. A correct analytical deter-.
times the bores of bearings or housing are scraped
mination of load distribution across the face width
and sornetirnes an eccentric cartridge can provide
would yield variations in stress across the width of
an effective rneans of obtaining initial alignrnent of
the gear that could be measured with properlyap-
the rnating gears. At this stage the gears are as-
plied strain gauges. This stress distribution although surned to be initially parallel with no gap if adjust-
analytically and physically correct would not be iden- rnents are planned to be rnade or the expected gap is
tical to that predicted by the empirical rating tech-
cornbined with the other factors to be deterrnined.
niques currently utilized in ANSI/AGMA 2001-D04.

D.3 Empirical versus analytical method

The current rating practica of ANSI/AGMA L GAP

2001-004 is as much ernpirical as it is analytical.

Rating parameters were developed based on exten-
sive testing of gears in service and in test applica-
tions. The techniques utilized in the empirical
approach for load distribution of ANSI/AGMA
2001-004 are consistent with this ernpirical ap-
proach to rating gears. A rigorous analytical ap-
proach, as will be described later in this annex, can in
extreme cases yield results that drarnatically derate
the capacity of gears as currently rated by ANSI/
AGMA 2001-D04. As the basic rating standard
�volves to a more correct analytical and physical as-
sessrnent, the analytical technique to be described
will be compatible with this type of overall analysis.
b.4 lnfluencing parameters
There are many parameters that influence the actual
load distribution across the face width of a gear. The
influencing parameters can be categorized into four
T
Figure D.1 - Gap due to manufacturing or
installation errors
Now the elastic deflections, dueto loading, rnust be
dealt with. Two irnportant notes on deflections are
that they will be different for each load condition ap-
plied to the gears and that the gears can have leads
that are intentionally modified to correct for elastic
deflections. ldeally this rnodification would create a
lead that is the rnirror irnage of the deflected gear,
see figure D.2. Normally the worst loading case is
analyzed which will give the greatest rnisrnatch be-
tween rnating gear elernents. The torsional and
bending deflections can be calculated by normal
strength of material techniques for each rotor. These
deflections or gaps can be combined by superposi-

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 AMERICAN NATIONAL STANDARD
tion techniques with the initial misalignment qaps if
they haven't been corrected by final adjustment.
il··
\ J
Centrifuga! and thermal distortion should be deter-
mined similarly and also cornbined to give the final
total distortion or gap between the mating gear
flanks. lf the gear teeth were infinitely stiff contact
would occur at the intersection ot the high point of the
mating members causing an exceedingly high local-
ized load. However, as load is applied, cantilever
bending deflection of the gear tooth as well as Hert-
zian deflection occurs and this localized contact is
spread across sorne. percentage of the active face ·
width: The amount that the contact spreads arid the
load variation across the face depends on the ap-
plied load, the tooth stiffness and the initial mis-
match. Severely mlsaüqned gears would show .an
extremely localízed contact in a no load soft blue
1 Dudley Darle W. - Practica! Gear Design
2 MAAG Gear Handbook, January 1990.
· © AGMA 2004 -- AII rights reserved
:>pyrighl American Gear Manulacturers Associalion
-ovided by tHS under license with AGMA
") rAnrnrlrir.tinn nr nP.twnrkinn nPrmilfl)rf wilhn1,1 ¡¡,,..,,nc:,A lrnm l�ct
ANSI/AGMA 2001-D04
type of contact check.
A majar problem occurs in the calculation of the
deflections. The load distribution curve is needed to
calculate the actual deflections but this curve cannot
be calculated accurately until the deflection is
known, The best soíution to this problem is to make
an estimate of the load distribution and use this to
calculate the actual deflection and iterate on this
technique until the assumed load distribution curve
and the actual agree within sorne reasonable toler-
ance. The final vafues are plotted and Km is calcu-
lated. This technique is presented in references [1]
and [2]. Tooth stiffness values in the range of
1.5 x 106 to 3.0 x 1 o6 lbs/in2 are typically used far de-
termining the actual load distribution by this tech-
nique. This iterative type of solution is well suited to
computer analysis.
47
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on10/'J/1'l 1O-At:•.,., r..uT
 AN5I/AGMA2001-D04 AMERICAN NATIONAL STANDARD

Disposition

Bending deflection

Torsional deflection

Bending and torsion

Total deformation

Longitudinal modification

Figure D.2 - Elastic deformation of the pinion [31

3 MAAG Gear Handbook, January 1990, reproduction of figure 3.07

48 © AGMA 2004 -- AII rights reserved

>pyright American Gear Manufaclurers Associatlon
ovided by IHS under license wilh AGMA Sold lo:BARDEX, 01897791
- ------' -··-- -- --• - '.
 AMERICAN NATIONAL STANDARD ANSI/AGMA 2001-D04

Annex E
(informative)
Gear material fatigue life
This annex is for information only and should not be construed to be a part ot ANSI/AGMA 2001-D04, Fundamental rating
factors and calculation methods for involute spur and helical gear teeth.

E.1 Purpose andAIS/9310SpurGears, ASME, J. Mech Design,

Paper 80-C2/DET -58, San Francisco, August
This annex provides additional and abstracted
1980 (figure 11).
information concerning the assessment of fatigue
life for spur or helical gears using various materials,
material quality, heat treatments and criteria for "O
�
defining life. $
CI)
CAUTION: This intormation is tor reterence only - do E
not extract any data from the figures without first con-
sulting the appropriate reterence literature from which
it was taken.
*>,
CI)

«i :.«>
.

Q)
O)

E.2 Variation of fatigue life o 20 . .

In addition to ernplrícal data, gear literature contains 55 A�[��

test data on the effects on the fatigue life of gears �e .. t�e
and gear steels dueto a various number of items .. A �u J•;
m .
collected sample of this data indicates the variability � i. . �-�CtúRE
in values that can be used for capacity calculation of i .2

,s 1 · . 2 . ·4 ¡¡,:a 1(1 . 21) :· «r :.611·,

.· ..·
100 zoo.. •to6
.··
life factors.
Gear system lite revolutions
E.3 Variation with materials Figure 11 - Surface pitting fatigue lives of
CVM modified VASCO X-2 spur gears heat
This clause gives three references and selected fig- treated to different specifications. (note AISI
ures from each, which illustrate variations in fatigue 9310)
life due to different steel alloys. E.3.3 Faure, L., Vasseur, J. L., and LeFleche, C.
E.3.1 Vukovich, D., Pierman, R., and Matovina, M. Comparison of the Pitting Resistance of Severa/
Laboratory Eva/uation ot. New Low Alloy Gear Steels Used in Case Carburized Gears, Trans.
Stee/s. Reprinted with permission from SAE Paper MPT'91 JSME lnter. Conf., pp 849-854, Hiroshima,
No. 770416 ©1977, SAE, lnc. (figure 9). November 1991 (figures 5, 6 and 7).

l.O
"¡;j
c.
CE;¡ .
,... .l_lO
X
CI)
CI)
� 100
üí
o
e ea
�
e:
-� �
z
1 111"- fl)' 101
Fatigue Lite, Cycles
Figure 9 - Median S-N curves for carburized
10
low alloy steel gears Cycles
E.3.2 Townsend, D. P., Endurance and Fai/ure Figure 5 - Endurance curve to superficial
Characteristics of Modified Vasco X-2, CBS 600 pressure obtained with 20MC5 steel

© AGMA 2004 -- AII rights reserved 49

:opyright American Gear Manufacturers Association
'rovlded by IHS under license wilh AGMA So!d to:BARDEX, 01897791
1- •---,,a,._,. __ -•--••••-••••----•-'"--', .. ,1...- •. • 1•----- <--- ILJC"
 ANSI/AGMA 2001-D04 AMERICAN NATIONAL STANDARD

E;3.4 Table 1 gives a list of alternate international

--- MtCJ!Ol'11t1HG Ar,t,iPIAlll<:f gear steels from: Duszak, D. Alternate Overseas
Gear Steels, ASME Gear Research lnstitute Trans-
missions Vol. VI. No 1 May 1989.
--- TOlAI,. $-PAL-1,JHO O"i CIHl

i'
01'( Sl�D'AL tUTH
2100i----¡-_;...�++-�,&--+-.......,-t--,---r-----l E.4 Material quality variations

-E.
�
¡90,,.,..__--;----+:'"'i:-�:-""t-::"r-lP,....,-+--+------l This clause gives two references and a figure from
each, which illustrates microstructure variations in
� 1100,---r---�--i----.--"tl�-+:-"t--,::----l
fatigue life.
w� lS001-+--+-+---�_;;:-=�=l===¡;¡¡,.¡
E.4.1 Parrish G. The lnfluence of Microstructure on
the Properties of Case-Carburized Components,
Heat Treatment of Metals 1976.3 pp 73- 79 (figure
¡n1 7).
Cycles

Figure 6 - Endurance curve to superficial

pressure obtained with XC18 steel
2_4p0
24()·..,•··----

•�ºr-"-"i'"---t---+------t'------'----I
fOl.,-L .- .. �U1lf•
U.to ........_-ic,--......--1.
1:-
ª ---
,·, �,.,.... r-...., .... 0(
Otri Otll

uoo.i-,--,---¡-�--"t-1--,r'r'--;.-+-'-,.,.--...:¡.....+�--'---I

� r ;-.: ·. - 2000
. ui
rn
/:< . . '_. <�
Q)

. .
1800

1600

flllt. CYCUI

101 10• 10• · 10•. 10

Cycles E.4.2 _Kern, R. F. Controlling Carburizing for Top
Figure 7 - Endurance curve to superficial Quality Gears, Gear Technology, pp 16-21 March/
pressure obtained with 16NC6 steel April 19_93 (figure 6).
Table 1 - Alternate Overseas Gear Steels
NORTH AMERICA FRANCE GERMANY JAPAN UNITED KINGDOM
9310H - - - 832H133l
4118H, PS54H, PS64 - - 5Cr415H3l 527H173l
5CM415H2) 805H174l
4620H -. - - 665H201l
4820H 18CD45l, 8CD45l 5CrNi6 5l - 708H205l 815H175l
20MC55l, 20MC65l, 20MnCr5 5)
8620H,PS15H,PS64 16MC53l 16MnCr53l SCM415H4l 637H173l
SCM418H4l 805H201)
20MoCr4 4l SNCM220HJ1)
4140H 40NCD37l 41CrMo46l SCM440H6l 708H376l
41CrMo46l
(refer to ongrnal paper far notes on matenals m this table)

50 © AGMA 2004 -- AII rights reserved

lpyright American Gear Manlilacturers Associatton
ovided by IHS under license with AGMA Sold to:BARDEX, 01897791
 AMERICAN NATIONAL STANDARD. ANSI/AGMA 2001-D04

t)
How Balnite Affects Pitting Life permission from SAE Paper No. 780773 ©1978,
\ .
JO() SAE, lnc. (figure 2).

230 .
O 3 . 4
1 :s. 6- 7
, 2. , 8
Percent upper transformation products
�-::r�--,...,...;-,;,._,,...;;...;...,.....__,.,....,..,,.....,...---"-'
(pearlite/bainite)
Figure 6 - Bainlte, also called quenching
,
�IM
..
,

pearlite, is sort, and deleterious to pitting llfe.

E.5 Variation with materlal heat treatment Cycles
This clause gives four references and selected fig- Figure 2 - Weibull probability paper
ures from each, which illustrate variatioils in fatigue E.5.3 Kern, R. F. and Suess, M. E., Stee/Selection,
life due to heat treatments. a. guide for improving performance and profits,
chapter 1 O, Selection of Steel for Carburized Gears,
E.5.1 Sheehan, J. P., and Howes, M.A H., TheEf-
pp 181-205, John Wiley & Sons, New York 1979
fect of Case Carbon Content and Heat Treatment
(figure 10.13).
on the Pitting Fatigue of 8620 stee: Reprinted with
· perrriission from SAE Paper No. 720268 ©1972,
SAE, lnc. (figure 6). ] 110

C/l

·' .
C/l.
Q) IIO

�
� .·. ·
l :.
-¡¡j IID
E '
O- . \J1
------11u 100
e 100.
E' • '
::J·
E .
-�',o
�-�¡��-_·_
.-. 11', �
:E �o ':",-,-.,__-'-"-J;J..--'--+.J.;:_,L-,,;L-.;..L...1.LL;-L.;._,/.....LLJ
. _.�--�-�� ·_ .. · .. ·-: .- �: .. _·- H�O · 10· 10· ·· · · io•< · ·. · ro· ío' •
.
·· .... ·.
.
.: .
.
Cycles to failure
· Figure 10.13 - Bending fatigue properties of
4820 steel. Sample A recelved standard heat
Number of Cycles treatment, while B was refrigerated at -100°F
Figure 6 - Log S-log N plot of fatigue data for E.5.4 Cohen, R. E., Haagensen, J. P., Matlock, D.
SAE 8620H steel carburlaed to 0.72 and 0.95% K., and Krauss, G., Assessment of Bending Fatigue
carbon Limits for Carburized Steel. · Reprinted with permis-
E.5.2 Rice, S. L., Pitting Resistance of Sorne High sion from SAE PaperNo. 910140©1991, SAE, lnc.
Temperature Carburized Cases. Reprinted with (figure 6).

© AGMA 2004 -- AII rights reserved 51

opyright American Gear Manufacturers Associalion
rovided by IHS under license with AGMA Sold lo:BARDEX, 01097791
".__...,.,...,,..¡•,.,. "• .. ,.. •••• ,.. .. ,._,. ,.._, ,, 1·,..,..,..,..,.. ••-- ILJC"
 ANSI/AGMA 2001-D04 AMERICAN NATIONAL STANDARD

J:X EXP.EfllMENJ"�t..UVES ANQ 90 PERCENT

.II CONFfOÉf/Ct llANOS .
(/J
...- t.EAST SQÍJ�ts Lt•M REÓRESSION
e
• IAS CAAII. OIAEéT OUENOf o •. ;/'7��wt5.1
• 5411 CAR&. SIHIR.EAEHiAT so :, ... 1.
• PUSM4•·éAFíá. DláECTllíEMQi >

-...
(1)
2004.0 • PI.ASMA CAR!i. SiHU MH�l
o
(/J
e
20
�
taoo.o .E
et! .!:
a.
:a: �
...J
�- 1.IOO.O ·· a3
(1)
E (!)
(/)
ui
� -�ºº·º, '
(/J

1n 2!1 · .. ·. ,.· . -� ; : \.: ::f;<

E Tanqentíal load, Wtff (N/M) .
::,
E . ·.
� 1200.0. Figure 5 - Load life relationship for (VAR} AISI
:a: .. >· 931 O steel spur gears speed 10,000 rpm,
lubricant naphtenic mineral oil

E.6.2 Nagamura, K., Terauchi, Y., and Martowibo-

wo, S. Y., Reliability Estimation of Bending FatiguEJ
lliQ;�·.':;¡""1.:--'�.-".
· """'-.....,.�..,,_,.._i..i, 1,wu,1__.....,1.1, y,.J
tO .· S04 ·. .- ;'10• . .
Strength of Super Carburizing Steel Spur Gears,
10• tO'
Trans. MPT'91 JSME lnter. Conf., pp 795-799,
Fatigue Lite, N, cycles
Hiroshima, November1991 (figure 6).

Figure 6 - Bending fatigue curves for SAE et!

8719 steel. The higher pair of curves �1300
corresponds to transgranular crack initiation
and the lower pair corresponds to i1100
intergranular crack initiation �
e
.e
o
.9
900
¡¡¡

E.6 Failure definition variation

Number of cycles N
This clause gives three references, where selected
Figure 6 - S-N curve of MAC14
figures illustrate variations in fatigue life due to
different definitions or analysis of failure.

E.6.3. Faure, L., Vasseur, J. L., and LeFleche, C.

E.6.1 Townsend, D. P., Coy, J. J., and Zaretsky, E.
V., Experimental and Analytical Load-Lite Relation
for A/SI 931 O Steel Spur Gears, Transactions of the
ASME, Vol. 100, pp 54-59, January 1978 (figure 5).
Comparison of the Pitting Resistance of Severa/
Steels used in Case Carburized Gears, American
Gear Manufacturers Association, AGMA, Technical
Paper 92 FTM6, October 1992 (figures 6, 7, 8 and
9).

52 © AGMA 2004 -- AII rights reserved

lpyright American Gear ManufaclUrers Association
ovided by IHS under license with AGMA Sold !o:BARDEX, 01897791
 AMERICAN NATIONAL STANDARD ANSI/AGMA 2001-D04

/', The following four figures presents up-dated analy-

t j sis of data presented in clause E3.3. This, also, il- llfD f • 1Gl$ IW,1$

lustrates variations in calculations which could

result from the different presentation of data.

(/)
(/) 1,3 20.
�
en

1.

to' ti' · · 107' . 1o'. 10•

'".fr.n 1
x,, .. Cycles
.. ➔
1.lllot'"" �
.'7: �m'� t:1�1 rtf�I-"�...., H�tlli";· ,;,,\�.,11:'H
MH ·/f'iio
,;fttlilóoc
, ,..._' . :f',
r"v !Htttf
i;:,f, Figure 9 - 18NCD6 Test results
, 1111·ci+,--1-,� �·�--+-- ��
·�, ��
,z. s � � �
· L+
'HI-HW-444-+ff
· .''+ ' ' ,*'
f •H
·.Tffi
·, • 1 • , : E.7 Other considerations and summary

Cycles The illustrated variations in fatigue life are only a

Figure 6 - 16NC6 m=10 Test results sample of the data available. Those presented are
used to showmany of the considerations which may
vary on each application. Other items such shot
peening can also affect fatigue life.

'1A t ..
E.7.1 Hatano, A,, and Namiki, K., Applicatión of
Hard Shot Peening to Automotive Transmission
.H.
Gears. Reprinted with permission from SAE Paper
f t'P I U No. 920760 ©1992, SAE, lnc. (figure 14).

1400r--r-rrr--r---r--r-,n--,--,r-T..,....-,--,
lm
1300
«i'l200
a..
5ll00 ...

(/)
A.. .
� 1000
Cycles tí . A . .
.: ··•·.. o
Figure 7 - 16NC6 m=12 Test results g> 900 .. · t,. . • .�.
◊
'u
e
2 800
83.
o o:A.$ cuburized ..
e 700 A:�nven{ i itnalcast íHd eliot �
1,8
'E o:�N ·¡¡radt cait t.hel. 1hot ·
22
� <>:,..k grade pre�1>t11iH ióned cÍ.ri id re
60010• 101 10 • 10'
rrtl Ti'! •••· Number of cycles
Figure 14 - Comparison of fatigue properties
for gears shot peened by conventional and
newly developed media
E.7.2 Summary

This annex illustrates that variations in fatigue life

are influenced by a great many factors. Therefore,
Cycles only · an experienced engineer should apply knowl-
Figure 8 - 17CrNiMo6 Test results edge of S-N curves to gear calculations.

© AGMA 2004 -- Ali rights reserved 53

opyright American Gear Manufacfurers Association
rovided by IHS under license with AGMA Sold lo:BAADEX, 01897791
- •---..1••-••-- -- --••••--'•'-- - ---•u-.J. ',L •. • 1'----- <--- ti 1,-,
 ANSI/AGMA2001-D04 AMERICAN NATIONAL .STANDARD

Annex F
(informative)
Controlling section size considerations for through hardened gearing
[The foreword, footnotes and annexes, if any, are provided for informational purposes only and should not be
construed as a part of ANSI/AGMA 2001-D04, Fundamental Rating Factors and Calculation Methods for lnvolute
Spur and Helica/ Gear Teeth.] ·

F.1 Purpose from the quenching property ofthe equivalent round

bar having a diameter equal to the controlling section
This annex presenta approximate maximum control-
size. The rnaximum controlling section size for a
Hng section size considerations for through hard-
steel is based principally on hardenability, specified
ened (quench and tempered) gearing. Also
hardness, depth of desired hardness, quench rate
presented are factors which affect maximum control-
and tempering temperature.
ling size, illustrations as to how máximum controlling
section size is determined for gearing, and recom- F.3 lllustrations
mended maximum controlling section sizes for sorne
Figure F.1 illustrates controlling sections for
low alloy steels.
quenched gear configurations whose teeth are ma-
F.2 Definition chined after heat treatment.

The controlling section of a part is defined as that
section which has the greatest effect on the rate of
cooling during quenching at the location (section)
where the specified · mechanical properties (hard-
ness) are required. The alloy for the part is chosen
Teeth
NOTE: Evaluation ofthe controlling sectiÓn sizeforthe
selection of an appropriate type of steel and specified
hardness need not include consideration of standard
rough stock machining allowances. Other special
stock allowances such as those used to minimiza dis-
tortion during heat treatment must be considerad.
Teeth

8.0 inch

l .. 6.0 inch "I

Controlling section: B.O inch diameter Controlling section: 2.0 inch face width

Teeth

♦
f
8.0 35.50

l
4.0 inch inch

.__-_-_-_-_-__- _, ;*"
..,.,.--
1 -
1 .-
2-0 n-
i h__
c ., I l 2.0 inch
Controlling section: 2.0 inch wall thickness (if the
bore diameter is less than 20% of the length of the Controlling section: 2.0 inch rim thickness
bore, then the outside diameter)
Figure F.1 - lllustrations of controlling section size

54 © AGMA 2004 -- AII rights reserved

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 AMERICAN NATIONAL STANDARD ANSI/AGMA 2001-D04

F.4 Recommendations
Figure F.2 provides approximate recommended
inaximum controlling section sizes for oil quenched
and tempered gearing (Grossman quench severity
valué H = 0.5) of low alloy steels based on specified
hardness range, normal stock allowance before
hardening, minimum tempering témperature of
900ºF, and obtaining minimum.hardness atthé roots
of teeth.
F.5 General comments
Maximum controlling section sizes versus specified
hardness for sectíon sizes to 8.0 inch diameter
rounds can also be approximated by use of the
''Chart Predicting Approximate Cross Section Hard-
ness of Quenched Round Bars from Jominy Test Re-
sults" published in Practica/Data for Metallurgists by
Timken Steel Co., and published tempering re-
sponse/hardenabüity data.
Maximum controlling section sizes for rounds great-
erthan a.o inch 0,0. generally require in-house heat
treat experiments of larger sections followed by sec-
tioning and transverse hardness testirig.
Normalized and tempered gearing may require a
higher hardenability if the design does not permit liq-
uid quenching. Hardnesses obtainable by normalize
and temperare lower than those obtaíned by querich
and temper. Normalized and tempered/hartíness
testing experiments are required.

363t:J: 3.2
"-..
341t

321 3.4
"' �
"- --.........
44HRC at J32
(E4340H}

ce
E "-- r----......
--- ---
::I:
g 302 E
Q)
e
'C
...
Jg 285
e-
.Q
CI)
3.6
\ i----..
......
�a.
C/)

=Q)
\
.§ E
.e 2sg·-
E � 40HRC at J12
::J e
E ·;;:: (4140H) Jominy, J d istance, inch
::;Es255m 3.8
\

\
241

229 4.0
\""-
o 4 8 12 16 20 24

Maximum recommended controlling section size, inch .

Figure F.2 - Controlling section size for two 0.40% carbon alloy steels*

NOTES:
*Maximum controlling section sizes higher than those above can be recommended when substantiated by test data (heat
treat practice).
t900ºF minimum temper may be required to meet these hardness specifications.
:f:Higher specified hardnesses (e.g., 375-415 HB, 388-421 HB arid 401-444 HB) are used for special gearing, but costs
should be evaluated due to reduced rnachlnabillty.

© AGMA 2004 -- AII rights reserved 55

opyright American Gear Manufacturers Association
'OVided ..by !.Hs under .lic�nse Wllh �G�A , .... - • •·- Sold to:BARDEX, 01897791
 ANSI/AGMA 2001-D04
Bibliography
The following documenta are either referenced in the text of ANSI/AGMA 2001-D04, Fundamental Rating
Factors and Ca/culation Methods tor lnvolute Spur and Helica/ Gear Teeth, or indicated for additional
information.
1. ISO/TR 10495, Celculetion ot Service Lite
under Variable Load.
2. American National Standards lnstitute - ANSI
Y12.3-1968, Letter Symbols tor Quantities Used in
Mechanics ot Solids.
3. American Gear Manufacturers Association -
ANSI/AGMA 101 0-E95,Appearance ot Gear Teeth
- Terminology ot Wear and Failure.
4. American Gear Manufacturers Association -
AGMA 933-803, Basic Gear Geometry
5. Drago, R. J., AGMA P229.24, An lmprovement
in the Conventional Analysis ot Gear Tooth Bending
Fatigue Strength, October 1982.
6. Kron, H. O., Gear Teeth Sub-Surface Stress
Analysis, lnternational Symposium on Gearing,
Paris, France, June 23, 1977.
7. Winter, · H., and Weiss, T., Sorne Factors
lntluencing the Pitting, Micro-Pitting (Frosted
Areas) and Slow Speed Wear ot Surface Hardened
Gears, ASME Paper No. 80-C2/Det-89.
8. Dudley, Darle. W., Handbook ot Practica/ Gear
Design, McGraw-Hill, New York, 1984.
9. Dudley, Darle. W., Characteristics ot Regimes
ot Gear Lubrication, lnternational Symposium on
Gearing and Power Transmissions, Tokyo, 1981.
1 O. Dudley, Darle. W., Elastohydrodynamic Behav-
ior Observed in Gear Tooth Action, lnstitution of
Mechanical Engineers, Leeds, England, Séptem-
ber 1965.
11. Bowen, C. W., The Practica/ Signiticance ot
Designing to Gear Pitting Fatigue Lite Gritería,
ASME Paper 77-DET-122, September 1977.
12. Peterson, M. 8.andWiner, W. O., WearControl
Handbook, ASME, New York, 1980.
13. lshibashi, A. and Tanaka, S., Effects ot Hunting
Gear Ratio Upon Surface Durability ot Gear Teeth,
ASME Paper 80-C2/DET -35, August, 1980.
56
pyright American Gear Manufacturers Associalion
cvded by IHS under license wlth AGMA
AMERICAN NATIONAL STANDARD
14. lcnimaru, K., Nakajimi, A. and Hirano, F., Effect ·
ot Asperity lnteraction on Pitting in Rollers and
Gears, ASME Papér 80-C2/DET-36, August,
1980.
15. ASTM A 148-83, Specitications tor Steel Cast-
ings tor High Strength Stuctural Purposes.
16. ASTM A291-82, Specitication tor Carbon and
Alloy Steel Forgings for Pinions and Geers tor .
Reduction Gears.
17. ASTM A356-83, Specitications tor Steel Cast-
ings, Garban and Low Alloy, Heavy-:-Walled, for
Steam Turbines.
1.8. Massey, C., Reeves C. and Shipley, E.E., The
lntluence ot Lubrication on the Onset of Surface
Pitting in Machinab/e Hardness Gear Teeth, AGMA
Paper 91 FTM 17.
19. Dolan T.J. and Broghamer E.L., A Photoe/astic
Study otthe Stresses in Gear Tooth Fillets, Univer-
sity of lllinois, Engineering Experiment Station,
Bulletin No. 335, 1942.
20. Kern, R.F., and Suess, M.E., Stee/ Selection a
Guíde for ímprovíng Performance and Protits, John
Wiley and Sons, New York, 1979.
AGMA 2000-A88, GeerCtesslticetion and lnspec-
tion Handbook - Tolerances and Measuring Meth-
ods tor Unassembled Spur ánd He/íca/ Gears
(lncluding Metric Equivalents).
AGMA 427.01, lntormation Sheet - Systems Con-
síderations tor Crítica/ Service Gear Orives.
AGMA 925-A03, Effect ot Lubrication on Gear
Surface Distress
AGMA 927-A01, Load Dístributíon Factors - Ana-
lytical Methods tor Cylindrical Gears
ANSI/AGMA 6011-103, Specitication tor High
Speed Helical Gear Units
© AGMA 2004 -- Ali rights reserved
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ovlded ..by I_HS under _lic:�se with �Gt:1A Sold to:BARDEX. 01697791
 PUBLISHED BY
AMERICAN GEAR MANUFACTURERS ASSOCIATION
500 MONTGOMERY STREET, SUITE 350, ALEXANDRIA, VIRGINIA 22314

pyright American Gear Manulaclurers Assodation

1vided by IHS under license with AGMA Sold tocBARDEX. 01897791