Design and optimization of worm gears

in non-steady operating conditions

Dr. J. Hermes, Siemens Geared Motors GmbH, Tuebingen, Germany

Prof. W. Predki, Ruhr-University Bochum, Bochum, Germany

Abstract
Striving to achieve cost effectiveness and high material utilization for worm gears, leads to
the demand to dimension the units, according to a load collective. Previous research work
investigated the power limits of worm gears under pure steady-state operating conditions.
Typically, worm gears do not operate under steady-state conditions - but with load and speed
collectives. In pure starting operation, worm gears only perform short starting motion – in
some cases with high starting torques.

Introduction
Worm gears belong to the category of helical rolling type gears. In today's industrial
application, a worm gear pair comprises a cylindrical worm and a globoidal worm wheel.
Generally, the worm and the worm wheel have an axis crossing angle of 90°. Worm gears
are used in a wide range of drive systems as a result of their inherent properties.
The efficiencies and the power ratings of worm gears that have been able to be established
have been significantly increased in recent years. This is the result of intensive research and
development work. As a consequence, worm gears, just as before, play an important role in
the gear unit market. As a result of continually increasing costs and competitive pressure,
there is a demand that they are able to operate both mechanically as well as thermally at
their power limits. This is especially true for the smaller units.
Research work carried out up until now investigated worm gears under pure steady-state
operating conditions. In the field, worm gear units are operated under non-steady state
conditions. Worm gears are operated with a collective of loads and speeds. In starting
operation, worm gears only perform short starting motion with in some cases, high output
torques.
Up until now, these operating states were not taken into account regarding safe load
verification. Frequently, worm gears were designed for a maximum load with a corresponding
negative impact on the cost-effectiveness. This means that the mechanical design engineer
is on the "safe side". Safe load verification for pure starting operation did not exist and forced
mechanical design engineers to fall back on their own experience values – or to select an
excessively large gear unit size.
The objective of the research work is to develop a calculation technique that allows the wear
behavior of worm gears – which start frequently and whose output torques and/or speeds are
subject to significant fluctuations – to be calculated in advance. Further, the temperature
profiles should be determined for these worm gears so that in the future, it is also possible to
make qualitative statements regarding the thermal behavior of worm gears when subject to
variable loads.
The possibility of being able to take into account high short-term loads regarding the
operating wear and the thermal balance for worm gears will increase the power limits of
smaller gear unit sizes. As a consequence, worm gears could be more cost-effectively used
than before.
Investigations that were carried out
Based on the investigations of the project FVA-No. 205/II [1] – performed under constant
operating conditions – Hermes [2] investigated the following operating types:
• Starting operations
• Load collectives
• Speed collectives
Worm gear sets of the reference test gearing with a center distance a = 100 mm and a ratio
of i = 20.5 are used. CuSn12Ni2-C-GZ is predominantly used as the material for the worm
wheel. The worms are case-hardened and manufactured out of 16MnCr5. The worm gear
sets have a flank form I. The FVA reference oil PG 4 is used as lubricant with 4 % of LP1655
as additive. Wear measurements are performed continuously using an incremental rotary
pulse encoder. In addition, the oil sump, wheel mass and temperature as well as the gear
efficiency are recorded. As the wear is continuously acquired, load adaptation effects and the
transition into steady-state operation can be determined.
Starting operations
[2] systematically investigated the dependency of the operational wear for pure starting duty.
In addition to varying the drive speeds, output torques as well as oil sump temperatures,
different material pairs are also used. The ramp-up time – the time it takes from standstill to
reach a target speed – is kept constant in the tests at 1.5 seconds. The ramp-up time was
varied in random tests.
Load collectives
In the load collective test block, tests performed on the test stand are carried out with
different output torques with a constant drive speed. Operational wear is investigated using
two-level collectives. A two-level collective comprises a maximum and a minimum output
torque. The magnitude of these torques, is defined so that they correspond to the torques
from the reference tests under steady-state operating conditions. The test program uses the
same torque levels with different time components for the maximum and the minimum torque
– as well as a variation of the torque level with the same time components. Further, multi-
level collectives were investigated in random tests, which is relevant for practical use.
Speed collectives
In the speed collective test block, tests are performed on the test stand with varying drive
speeds at a constant output torque. In order to systematically investigate the wear in
operation, two-level collectives are used. A two-level collective comprises one maximum and
one minimum drive speed. These speed levels are defined so that they correspond to the
speeds from the reference tests under steady-state operating conditions. Here, the test
program uses the same two-level collective with different time components for the maximum
and the minimum speed – as well as a variation of the speed levels with the same time
components.
Results of the test – Starting operations
The measurement of operational wear during starting operations supplies the tooth
reduction δWnA of the worm wheel. The tooth reduction δWnA is the basis for the calculation
technique developed here that in turn is based on the calculation methods according to
DIN 3996 [3] for pure steady-state operating conditions. The technique that has been
developed assumes that the worm gear regularly starts in operation – and the worm wheel is
uniformly loaded around its circumference as a result of the many starting operations. The
significance of operational wear as a result of starting operations decreases for a low number
of starting operations referred to the complete operating time.

The calculation technique is based on the concept of a representative tooth that is subject to
wear due to starting operations. All of the remaining teeth of the worm wheel behave – on the
average – just the same as the representative tooth.
Fig. 1: Representative tooth of the worm wheel for starting operations
In Fig. 1, the representative tooth runs through the meshing area of the gearing while starting
– and passes through angular range φ1 between points A and B and angular range φ2
between points B and C. In the angular range φ1 the worm accelerates from standstill up to
the critical drive speed n1critical. Here, wear-critical friction coefficients are present. Above the
critical drive speed n1critical, the friction coefficients decrease significantly. Within the scope of
this project, the critical drive speed is experimentally determined. It is obtained as follows:

60 ⋅ cos γ m ⋅ 1000
n1critical = ⋅ 0.2 (1)
d m1 ⋅ π

As a consequence, the method to calculate the operational wear makes a distinction

between two wear components for a starting operation. Therefore, the tooth thickness
reduction δWnA is made up as follows:

δWnA = δWnA1 + δWnA2 (2)

The tooth thickness reduction δWnA1,2 is calculated, based on [3], as a product of the wear
intensity JWA1,2 and the wear distance sWmA1,2:

δWnA1,2 = JWA1,2 ⋅ sWmA1,2 (3)

Contrary to pure steady-state operating conditions, for starting operation, the number of load
cycles NL at the worm wheel cannot be immediately determined. It is a function of the rated
drive speed n1rated and the ramp angle φramp. As an approximation, the number of load cycles
for the two wear components is calculated as follows:
 2
n 
NLA1 = N A ⋅ NFA ⋅  1critical  (4)
 n1rated 

 n 
2
N LA2 = N A ⋅ N FA ⋅ 1 −  1critical 

 (5)
  n1rated  
 

NA is the number of starting operations, NFA is the starting factor:

Φ ramp
N FA = (6)
2 ⋅π

Fig. 2: Speed and torque characteristics for typical starting operations

The average Hertzian pressure σHmA1,2 and the average, minimum lubricant film thickness
height hminmA1,2, quantities that are required to determine the wear intensity JWA1,2 and the
wear distance sWA1,2 are determined as integral quantities over the particular time range of
the starting operation. For typical starting operations, Fig. 2 shows the speed and torque
characteristics over time for which the integral quantities are to be determined. Examples of
a calculation are shown in [2]. The other influencing quantities of the wear calculation
according to [3] will be kept according to the existing technique.
A comparison of the measured operational wear for starting operations with the calculated
wear according to the technique that has been developed is shown in Fig. 3. There is a very
good match between the measured values and the calculated values.

Fig. 3: Operational wear for each starting operation as a function of the drive speed
n1rated and the oil sump temperature ϑS (left), operational wear for each starting
operation as a function of the output torque T2A and the ramp time tramp (right)
Results of the test – Load collectives

Fig. 4: Deformation analysis of the complete system using finite element method
When assembled, the worm and worm wheel, gear unit housing, bearings and lubricant form
one system.
Fig. 4 shows the result of a deformation analysis of the complete system of the worm gear
when subject to an output torque load of T2adaption. As a result of the compliance in the total
system, the worm gear set shifts in the gear unit housing. In steady-state operation with a
constant output torque, the best possible contact pattern forms between the worm and worm
wheel flank as a result of worm wheel wear. In operation, the worm operates as a forming
tool and therefore creates an ideal worm wheel flank for the actual operating point.
A combination of different output torques – a load collective – results in a continuous
adaptation process, whose influence on the wear depend on how high the differences are
between the output torques.

Fig. 5: Total efficiency and operational wear for a three-level load collective

Fig. 6: Load contact patterns for a three-level load collective

The overall efficiency and the tooth thickness reduction (wear) over time for a three-level
collective, which is relative for practical purposes, is shown in Fig. 5. The contact patterns
that are obtained in the individual load levels are shown in Fig. 6. The worm wheel adapts
itself to the maximum output torque as a result of the wear. Wear growth is linear after the
load adaptation. Within their time components of a collective cycle, the two lower output
torques cannot noticeably adapt the wheel flank geometry to their particular operation point
situation. For worm gears, this behavior can be considered as standard for the load
collective.
The research project developed a total of three methods to calculate the operational wear for
load collectives. Method A and method B represent the most precise techniques and take
into account the individual load contact pattern quantities as well as the changing output
torques and the oil sump temperatures that are obtained. Both methods can be used in the
form of a simulation program and are described in detail in [2].
Method C allows the mechanical design engineer to calculate the operational wear for
different output torques without precisely knowing the load contact pattern quantities. The
existing calculation technique according to [3] will be extended so that the load collective can
be acquired with an rms output torque T2rms.

Fig. 7: Output torque levels T2i and the time components qi of a load collective
For the rms value of the load collective according to Fig. 7 with the individual torque levels T2i
and the relevant time components qi, the following applies:

T21 q1 T qi
T2 rms = 3 T231 ⋅ ⋅ + L + T23i ⋅ 2i ⋅ (7)
T2m 100 % T2m 100 %

The average output torque T2m is calculated as follows:

q1 qi
T2m = T21 ⋅ + L + T2 i ⋅ (8)
100 % 100 %

For T2i ≥ 2 ∙ T2m and qi ≥ 50 %, the following applies:

q1 qi
T2 rms = 3 T231 ⋅ + L + T23i ⋅ (9)
100 % 100 %
A comparison between the measured and the calculated values for two multi-level load
collectives is shown in Fig. 8.

Fig. 8: Operational wear for multi-level load collectives

Results of the test – Speed collectives
For a speed collective with constant output torque, the operational wear is essentially defined
as a result of the different lubricant film thicknesses and the prevailing wheel mass
temperatures. Other than for a load collective, for a speed collective, there are no significant
load contact pattern differences at the different operating points.
Measured values of the total efficiency and the tooth thickness reduction over time for a two-
level speed selection are shown in Fig. 9. For both speeds, the overall efficiency increases
over the time during the load adaptation phase.

Fig. 9: Overall efficiency and operational wear for a two-level speed collective

The wear characteristic then transitions into a linear one.

This research project developed a total of three methods to calculate the operational wear for
speed collectives. Method A and method B represent the most accurate techniques – and
take into account the varying drive speeds and the oil sump temperatures that are obtained.
Both methods can be used in the form of a simulation program and are described in detail in
[2].
Method C allows the mechanical design engineer to calculate the operational wear for one
speed collective with an rms value of n1rms and applying the technique according to [3].

Fig. 10: Drive speed levels n1i and time components qi of a speed collective
For the rms value of the speed collective with the individual speed levels n1i and the relevant
time components qi, the following applies:
0,7 0,7
n  q1 n  qi
n11 ⋅  1m  ⋅ + L + n1i ⋅  1m  ⋅
 n11  100 %  n 1  100 % (10)
n1 rms = 0,7 0,7
i

 n1m  q1  n1m  qi
   
 n  ⋅ 100 % + L +  n  ⋅ 100 %
 11   1i 

The average drive speed n1m is calculated as follows:

q1 qi
n1m = n11 ⋅ + L + n1i ⋅ (11)
100 % 100 %

Non-steady state oil sump temperature

Within the scope of this work, a calculation method was developed that allows mechanical
design engineers to calculate the oil sump temperature characteristic – also when the gear
unit is in a non-steady state condition. This technique is described in detail in [2]. The
approach that has been developed is based on the calorific state equation.
Taking into account the oil level, the cooling power and the power loss that occurs, the
complete worm gear system is reduced to an equivalent system by making the appropriate
simplifications. This makes this method suitable for use in practice. As part of the project, the
calculation technique is verified using four typical worm gear units used in practice with
different center distances. The infrared heat images of the four test gear units are shown in
Fig. 11. Approximate equations for the cooling powers of the four gear units will be drawn-up.

Fig. 11: Infrared heat images of the housings of worm gear units that were tested

The calculation technique developed allows the oil sump temperature ϑS to be simulated
over time t for any load and speed collectives. A comparison of the measured and simulated
the oil sump temperature ϑS for various load collectives that were investigated is shown in
Fig. 12 (left side).

Fig. 12: Measurement and simulation of the oil sump temperature ϑS for various load
collectives (left), result of parameter studies – heating-up operations of a
worm gear unit (right)

Fig. 12 shows on the right side the result of parameter studies performed, which allow the
mechanical design engineer to read oil sump temperature changes ∆ϑS from the diagrams
depending on the power loss change ∆PV and time t.
Summary
Previous research work investigated the power limits of worm gear units under pure steady-
state operating conditions. In practice, worm gear units typically operate under non-steady
state conditions. Worm gear units are operated with load and speed collectives. In pure
starting operation, worm gear units only perform short starting motion – in some cases with
high starting torques. Striving to achieve cost effectiveness and high material utilization for
worm gears leads to the demand to dimension the units according to load collectives.
The research project plays an important and essential role when designing and optimizing
worm gear units in non-steady state conditions. The calculation recommendations that have
been developed based on experimental investigations, allow mechanical design engineers to
directly take into account load and speed collectives as well as starting operations – but still
maintaining the basic procedure specified in DIN 3996. In order to calculate the oil sump
temperature in the non-steady state condition, a technique is presented which is based on
the calorific state equation and takes into account gear unit housing data.
Using the calculation techniques presented here, it is possible to reliably operate worm gear
units at their power limits regarding operational wear and the heat balance. As a
consequence, worm gear units can be operated at higher ratings than before.

References
[1] Jacek, A.: FVA-Forschungsvorhaben Nr. 205/II, Tragfähigkeitssteigerung von
Schneckengetrieben durch Optimierung der Schneckenradbronze, Forschungs-
vereinigung Antriebstechnik e.V., Heft 631, 2000
[2] Hermes, J.: Tragfähigkeit von Schneckengetrieben bei Anfahrvorgängen sowie Last-
und Drehzahlkollektiven, Dissertation, Ruhr-Universität Bochum, 2008
[3] DIN 3996: Tragfähigkeit von Zylinder-Schneckengetrieben mit Achsenwinkel 90°,
Beuth Verlag, 1998