3.5.

STRENGTH CALCULUS OF THE HELICAL GEARS

The strength calculus of the helical gears is done in the similar way as the helical
gears, taking into account the geometrical particularities caused by the teeth’s inclination.
The calculus relations for the helical gears strength calculus are obtained by considering the
particularities of the helical gears in order to modify the calculus relations for spur gear.

3.5.1. Particularities of the helical gear geometry

In comparison with the spur gear profile – which is generated by a line from the
generation plane, parallel to the base cylinder’s generator – the helical gear profile is
generated by a line from the generation plane, which is inclined towards the base cylinder’s
generator with the angle βb. By this generation mode results the geometrical particularities,
presented as follows.
• The inclination angle
of the tooth depends on the
cylinder on which is defined (fig.
5.1); in the strength calculations
it is used: β – the helix angle; βb
– the helix angle on the base
circle; βa – the helix angle on the
addendum circle.
• There are two
important characteristic planes
for the helical gear (fig. 5.2, a):
the frontal plane t–t –
perpendicular on the wheel’s
axis; the normal plane n–n – a b
perpendicular on the tooth’s Fig. 5.1
direction, corresponding to the
pitch cylinder. Between the pitches from the normal plane pn and the frontal plane pt the
relation pt = pn cos β can be drawn, resulting the relation between the modules from the
normal and frontal plane
m
mt = n . (5.1)
cos β
The geometrical elements of the wheels and of the gearing are established in the
frontal plane. The strength calculus is made in the normal plane, where the dimension of the
tooth is minimum and where the normal force Fn between teeth is acting. In the normal
plane, the module mn is standardized, in order to use the same tools as in the case of spur gears
construction.

a Fig. 5.2 b
 • The inclined teeth are entering gearing, respectively they exit from gearing
progressively (fig. 5.2, b), which is driving to the simultaneous existence of more pairs of
teeth in gearing; this fact explains the usage of cylindrical gearings with inclined teeth at
high speed.
• The inclination of the teeth determines the increasing of its length (see fig. 5.2 b),
comparing to the spur gear construction, where the tooth’s length is equal with the wheel’s
width b. This length of the tooth is used in the calculus at bending stress and it is established
with the relation
b
bnF = l = . (5.2)
cos β

At contact stress, the length of the contact Fig. 5.3 line between the pair of
teeth is involved (fig. 5.3), computed with the relation
b
bnH = . (5.3)
cos βb
• The loads are not uniformly
distributed [21, 36, 48] on the contact
line’s length (see fig. 5.3); this
repartition is unfavorable for the
contact strength – the load has a
maximum in the rolling cylinder zone
– but it is favorable for the bending
strength – at the addendum of the
tooth, the load is minimum. The
favorable influence of the loads
repartition at bending strength is taken
into account by the factor Yβ.
• In the case of helical gears,
more than one contact degree are Fig. 5.4
found: εα – the frontal contact degree;
εβ – the helical contact degree (caused by the tooth’s inclination); εγ = εα+ εβ –the total
contact degree.
 • By the generation way of the tooth’s profile, it results that any point of its profile
is defined by two camber radiuses (fig.5.4): ρn – in normal plane; ρt – in frontal plane; the
linking relation between these radiuses is
ρn = ρt cos βb . (5.4)

3.5.2. The equivalent wheel. The equivalent gear

The strength calculus of the helical gear is performed in a normal plane, where the
tooth’s dimensions are minimal and where the normal force Fn is acting between the teeth.
In order to use the established calculus relations for spur gears, the helical gear is
replaced with a fictive spur gear called equivalent gear. The equivalent gear is consisted of
two fictive spur wheels, equivalent wheels. The equivalence between the real helical wheel
and the fictive spur wheel consists in the fact that the shape and the dimensions of the
equivalent wheel’s tooth is the same with the real helical wheel’s tooth, in the normal plane
[19, 21].
In conclusion, between the geometrical elements of the real wheel, in the normal
plane, and the equivalents wheel’s geometrical elements, the following statements can be
drawn (fig. 5.5, a – the real wheel; b –the equivalent wheel, always with index n):
• the camber radius of the equivalent wheel’s profile is equal with the camber
radius of the real wheel’s tooth profile in normal plane ρ n equivalent wheel = ρn real wheel;
• the equivalent wheel’s module is equal with the normal module of the real wheel,
m n equivalent wheel = mn real wheel;
• the addendum correction coefficients from the equivalent wheel are equal with the
addendum correction coefficients from the real wheel in the normal plane, x n equivalent
wheel = xn real wheel ;
• the normal force between the teeth from the equivalent gear is equal with the
normal force between the teeth from the real gear, Fn equivalent wheel = Fn real wheel..

a b
Fig. 5.5
The pitch diameter dn of the equivalent wheel is established starting from the
equality ρ n equivalent wheel = ρn real wheel. The camber radius of the real wheel tooth’s profile in
the normal plane (see relation (5.4) and fig. 5.5,a) results
ρt d sin α t
ρn = = . (5.5)
cos βb 2 cos βb
From fig. 5.5,b, the camber radius of the equivalent wheel tooth’s profile results
d
ρ n = n sin α n . (5.6)
2
From the relations (5.5) and (5.6) and taking into account the link between the
sin α t 1
pressure angles in the normal plane αn and in the frontal plane αt, = , results
sin α n cos β b
 sin α t 1 d
dn = d = . (5.7)
sin α n cos βb cos 2 βb
The number of teeth of the equivalent wheel zn results from the relation (5.7) and
from the equality mn the real wheel = mn the equivalent wheel
mt z m z
mn z n = = n ;
cos βb cos β cos 2 βb
2

z
zn = . (5.8)
cos β cos2 βb
The equivalent gear (fig. 5.6) is an involute gear, consisted of two spur wheels
having the number of teeth zn1 and zn2, the tooth modulus mn and the addendum correction
coefficients xn1 and xn2. If the real gear is a non –
addendum correction gear results that the
equivalent gear is a non – addendum correction
gear. If the real gear has addendum corrections
than the same addendum corrections will be
found on the equivalent gear xsn, xn1 and xn2.
For the geometrical elements of the
equivalent wheels and of the equivalent gear,
there will be the same correlations between the
elements like at the spur gear.
The center distance awn of the
equivalent gear is determined (see fig. 5.6)
considering the link between the diameters at the
real wheel db = d cosα t = d w cosα wt = ... , at the
equivalent wheel d bn = d n cos α n = d wn cos α wn
and the relation (5.7), resulting
cos α n 1 cos α wt
a wn = a w . (5.9)
cos α wn cos β b cos α t
2 Fig. 5.6
The other geometrical elements of the equivalent wheels and of the equivalent
gearing as well as the contact degree of the equivalent gearing is determined with the same
relations as for the spur gears, mentioning that the geometrical elements have the index n.
The gear ratio un of the equivalent gear is
z2
z cos β cos 2 β b z 2
un = n2 = = =u. (5.10)
z n1 z1 z1
cos β cos 2 β b
The torque Tn1 at the equivalent gearing’s pinion is determined considering the
relation Fn real wheel = Fn equivalent wheel. The torque Tn1 is determined as a product between the
tangential component Ftn1 of the normal force Fn (fig. 5.7, b) and the pitch circle’s radius dn1/2
of the equivalent gear pinion, and the torque T1 is determined as a product between the
tangential component Ft1 from the frontal plane of the real gear (see fig. 5.7, a) and the real
pitch circle’s radius d1/2 of the gear pinion.
Taking into account the relationship between the diameters d1 and dn1 (see relation
(5.7)), the ratio between the two torques is
d Ft1 d1
Ftn1 n1 cos β
Tn1 2 cos 2 β b 1
= = =
T1 d
Ft1 1
Ft1d1 cos β cos 2 β b
2
and then the torque at the pinion of the equivalent gear
T1
Tn1 = . (5.11)
cos β cos 2 βb

Fig. 5.7

3.5.3. The calculus at contact strength

The calculus for helical gear at contact strength is performed for the equivalent gear
on the same assumptions as in the case of spur gear and taking into account the geometrical
particularities of the helical gear.
For the equivalent gear, with the contact point of the teeth in the gearing pole C, the of
the at contact stress is

σ HC = σ H 0 =
Z E Zε Z H Zβ T1
K A K v K Hβ K Hα
(u ± 1) cos 2 α t
3
≤ σ HP , (5.12)
aw 2b u cos 2 α wt
where:
1 2 cos βb
ZH = represents the contact zone factor;
cos α t tg α wt
Z β = cos β – the helix angle factor for contact stress.
For the teeth contact in the interior one-pair gearing point – point B for the pinion,
respectively point D for the driven wheel– the gearing factors ZB and ZD have to be
B

established.
Normally, firstly it is determined the contact stress in the gearing pole and then it is
determined the stress in the interior one-pair gearing point, resulting the stresses
σ HB = Z B σ H 0 , respectively σ HD = Z D σ H 0 . The dimensioning is accomplished considering
the teeth in contact in the gearing pole.
Proceeding in the same way as in the case of gearings with straight tooth
construction and replacing in relation (5.12) the width b=ψaaw, results the expression of the
center distance, firstly for the calculus at contact stress in the gearing pole,
2
2 cos α t
a w0 = (u ± 1) 3
T1 K A K v K Hβ K Hα
(Z E Z ε Z H Zβ ) 2 (5.13)
2ψ a uσ 2HP cos α wt
and then the final relation
awB = aw0 3 Z B2 and a wD = a w0 3 Z D2 and aw = max(awB , awD ) . (5.14)
 3.5.4. The calculus at bending strength
The calculus of helical gears at bending strength is performed for the equivalent gear
on the same assumptions as in the case of spur gear and taking into account the geometrical
particularities of the helical gear.
As well as in the case of spur gears, there are considered both possible situations,
both recommended by ISO for the calculus for bending strength:
• the normal force applied at the addendum of the equivalent wheel’s tooth;
• the normal force applied at the interior one-pair gearing point of the equivalent
wheel (point D for the pinion and point B for the driven wheel).
The normal force Fn applied at the addendum of the tooth. Applying, for the
equivalent gear, the verification relation (4.12) of the spur gears at bending stress, the
verification relation for bending stress at helical gear is obtained
T z (u ± 1)
2
cos 2 α t
σ F 1, 2 = 1 1 2 K A K v K Fβ K FαYβYεYFa1, 2YSa1, 2 ≤ σ FP1, 2 , (5.15)
2b1, 2 a w cos β cos 2 α wt
where Yβ is the helix angle factor at bending stress. Because the calculus relation was
established for the equivalent wheel, the factors YFa and YSa are dependent on the reference
rack parameters, on the number of teeth zn of the equivalent wheel and on the addendum
correction coefficient in the normal plane xn.
For dimensioning, it is replaced, in relation (5.15), b = ψ a aw , resulting the
expression of the center distance
T1 z1 (u ± 1)2 YFaYSa cos 2 α t
aw = 3 K A K v K Fβ K FαYεYβ , (5.16)
2ψ a cos β σ FP cos 2 α wt
YFaYSa ⎛Y Y Y Y ⎞
where = max⎜⎜ Fa1 Sa1 , Fa 2 Sa 2 ⎟⎟ .
σ FP ⎝ σ FP1 σ FP 2 ⎠
The normal force Fn applied in the exterior one-pair gearing point. This case is
met at the passing to the one pair gearing and it is characterized by the fact that the whole
normal force is applied on one tooth, between point D – for the driving wheel’s tooth – and
in the point B – for the driven wheel’s tooth (see also fig. 5.7).
The relation (5.15), applied for the equivalent wheel’s tooth, leads to the relation for
the calculus at bending stress for the real gear
T z (u ± 1)
2
cos 2 α t
σ F 1, 2 = 1 1 2 K A K v K Fβ K FαYβYF 1, 2YS1, 2 ≤ σ FP1, 2 . (5.17)
2b1, 2 a w cos β cos 2 α wt
The factors YF and YS depends on the reference rack’s parameters, on the number of
teeth zn of the equivalent wheel and on the addendum correction coefficient from the normal
plane xn.
The dimensioning relation of the center distance, considering the bending stress, becomes
T1 z1 (u ± 1)2 YF YS cos 2 α t
aw = 3 K A K v K Fβ K FαYβ , (5.18)
2ψ a cos β σ FP cos 2 α wt
YF YS ⎛Y Y Y Y ⎞
where = max⎜⎜ F 1 S1 , F 2 S 2 ⎟⎟ .
σ FP ⎝ σ FP1 σ FP 2 ⎠
For the ordinary calculations, also in the case of speed reducers, the relation (5.16),
considering that the normal force is acting at the addendum of tooth is recommended, and
for the very precise calculations, for dimensioning or verification calculations, the relation
(5.17) or (5.18), considering that the normal force in acting in the exterior one-pair gearing
point is recommended.
 3.5.5. Herringbone Gears (angrenaje cu dantură în V)
Comparing to the spur gears, the helical gears have a higher capacity of loading, for
the same gear dimensions, because the tooth’s length is increased. The helical gears also
have a disadvantage: with the increasing of the helix angle of the tooth it is increasing also
the axial force which has to be taken over by the bearings. Because the bearings are very
sensitive at axial loads, the tooth’s inclination angle has a superior limit (βmax < 20o...30o).
To avoid this disadvantage, in the high loaded speed reducers, herringbone gears are used.
A herringbone wheel is, actually, obtained by the annexation of two helical wheels,
having the same dimensions, but with different teeth directions (fig. 5.8). In the case of this
kind of wheel, theoretically, the axial forces are equal but with opposite directions, and their
resultant is zero, so, the bearings are not supplementary charged with axial forces and the
values of the helix angle can be increased till β = 25o...45o.
Constructively, the herringbone wheels are manufactured in two ways: without
clearance between the two rims of wheels– in this case the gear is machined by cutting with
profiled shank milling or it is obtained by two wheel rims, assembled by pressing on a
common hub (fig. 5.8, a) – and with clearance between the two rims – in this case the gear
is machined by mortising each rim (fig. 5.8, b).
The bifurcate steps of the speed reducers can be considered as herringbone gears,
where the distance between the wheels is much bigger.
Theoretically, the two gears of the herringbone gear will be equally loaded. Because
of the inaccuracies from manufacturing and mounting, this fact is not happening. So, it
should be done something for the equal loading of the two gears (branches) of the
herringbone gear.
b b b b
0,5 TI 1 1'
I
Ftn Ftn

Ft Ft
Fa Fa
II
β β β β

B B 2 2'
c
a b
Fig. 5.8

The solution for the load equalization of the two branches of a herringbone gear and
of a bifurcate step is to use the herringbone gear for axial fixing of one of the shafts the
other shaft being fixed through bearings (the shaft II, fig.5.8, c). In this way, the axial
unfixed shaft has the possibility to make some small axial displacements, which drives to an
equal loading of the two branches [28]. This kind of gears is calculated considering only one
bifurcation branch, with the width b, loaded with 0,5TI.
The speed reducers with two steps can be built with one or both bifurcate steps, in
the case of high loads.
In the case of one bifurcate step, the other being with helical gear, the two branches
of the step can be equally or non-equally loaded, depending on what shaft is axial fixed
through the bifurcated (herringbone) gear.
 Let’s consider a second step bifurcate speed reducer, with a first helical gear step,
presented in fig. 5.9.
In the case of intermediary shaft II axial fixed through the herringbone gear, and the
output shaft III axial fixed through the bearings (fig. 5.9, a), the axial force which appear at
wheel 2 of the first step, oriented to the left, is supplementary loading the left branch of the
bifurcated step. To reduce the supplementary loading, it is recommended that helical gear
step have reduced values of the helix angle (β = 8o...10o). The strength calculations of the
bifurcated step is performed for the more loaded arm, with the width b, adopting as a
calculus torque a bigger value than half of the bifurcated step pinion torque,
T3=(0,55...0,6)TII [28]. The axial force of the first step driven wheel is overtaken by the left
side bearing of the output shaft, this bearing being calculated taking into account this force.

I 1 I 1 I 1 1'

2 2'
(0,55..0,6)TII 2 3' 0,5 TII 2 3' 3 3'
II 3 II 3 II

III III III

4 4' 4 4' 4 4'

a b c
Fig. 5.9

In the case of the output shaft III axial fixed through the herringbone gear, and the
intermediary shaft II axial fixed through the bearings (fig. 5.9, b), the axial force which
appears at the wheel 2 of the first step is overtaken by a bearing of this shaft. The output
shaft III, axial fixed through the herringbone gear can make some small axial displacements,
so that the two branches of the bifurcated step to be equally loaded. The strength calculation
of the bifurcated step is performed for one gear, with the width b, adopting as a calculus
torque half of the bifurcated step pinion torque value, T3=0,5TII. The axial force of the
driven wheel of the first step is overtaken by the left side bearing of the intermediary shaft,
this bearing being calculated considering this force.
In the case of first step bifurcated reducing gears and with herringbone second step
(same as reducing gears with both steps bifurcated), for the equal loading of both steps it is
necessary that the intermediary shaft is axial fixed through the bearings (fig. 5.9, c). In this
way, the input and output shafts can make small independent axial displacements which
drives to equal loading of the both branches of each step; in these cases, the couplings from
the input and output shafts should allow axial displacement.