Designing

COMPO.UNDE'PICYCLI
for ... ~ximuD.leHi~i.ncy. at lIi~;'. v.'ocity

N IMPORTANT basic feature of epicyclic

gear systems is the high velocity' ratio
that can be achieved with only a small
number of gears. With certain types' of "compound" arrangements, for example, ratios of 2000:1
or greater are easily possible. Of particular interest in design is the simple four-gear co'mpound
epicyclic train, Fig. 1, which can be utilized to
provide high velocity ratios with reasonably small
numbers of teeth. However, as velocity ratio in the
train increases, efficiency may be substantially
reduced.
_
.
In this article, attention will be devoted to some
-of the practical possibilities and limitations of the
four-gear epicyclic train in drive applications. A

Nomenelature

= Gear tooth load, or normal force reaction

at point of contact of two gears, Ib
hIe = Working depth of gear teeth, in.
ma = Velocity ratio of gear train
N = Number of teeth in gear
F

P = Power, hp
= Input and output power, respectively, hp
Circular pitch of gear teeth, in.
rb = Base radius of gear, in.
s
Displacement, in.
Sp
Displacement of point P, in.
T = Torque applied to gear, Ib-in.
W
Work, in-lb
WI'
Work lost in friction, in.-lb
ti.t
Elapsed time, sec
f
Efficiency
8 Angular displacement of gear relative to
plane of gear axis, radians
p.
Coefficient of friction
</J
Pressure angle, deg
W
Angular velocity, rpm

Pi> Po
p

=
=
=
=
=

=
=
=
=

method is presented for selecting numbers of teeth

of the different gears so that maximum efficiency
is achieved at high velocity ratios.
Although developed for a specific system ll!'.
rangement, design and analysis techniques presenl.
ed here are generally applicable to all types of
simple or compound epicyclic gear trains where
efficiency is a critical factor.
Basic Concepts: In the compound four-gear train.
Fig. 1, planet gears A and C rotate as a single
unit on a spindle projecting from a planet carrier
on input shaft E. Gear A meshes with fixed internal gear B, while gear C meshes with internal
gear D mounted to output shaft F. If gear A. is
the same size as gear C and gear B is the same
size as gear D, rotation of the input shaft will impart equal velocities to gears D and B, and t1Ie
output shaft will remain at rest. However, if ~e
ratio of the numbers of teeth in gears A and B 18
slightly different from that for gears C and D, tb~
velocity of gear D will be nearly the same as tbal
of gear B and the output shaft will be driven 8
much lower speed than the input shaft.
that
velocity of gear D will be nearly the same a~ as'
termined by established methods of analySIS .
WE

m(J=--=
WI'

NA Nn

Nd ND

NnNo

ture and
where symbols are defined in Nomencla
ever,
subscripts identify individual elements. HO~ ]/,1
the converse problem of selecting values lonilY
N B No and N D so as to produce a speci'f'Ie d ve ...
ratio, is not so straightforward.
As a basis for approach, let
Nn

= nNA

NB=nNA+b
Na=NA-c

100

(1)

Fig. I-Four-gear compound epicyclic' train which can be used to

obtain high velocity ratios.

Internal gear

,....------:"...-:::::...-.,.

Internal gear 0
Planet gear C

Planet gear A

. _ - - - - _ . -1--1--l-

AR TRAINS
Balance weight
in carrier

bere n is any factor that makes product nNA

whole number, and band e are whole numbers.
Then, from Equation 1,

(2)

bc
NAb
NJ1c+------

"'0

rna ~

200(100)
200(100) -202(99)

= 10,000

41 ~re, the internal gears are about twice as large

110 /~eter as the planetary gears and there is

'l'blfflCulty in using a standard tooth form.

Of t e Usual blank diameters, d, for these numbers
tOOt~e~h Would be, since addendum of a full-depth
1$

P/To,

dA

dB

do

+ 2)p

(100

(202 - 2)p

(99

'iT

'iT

+ 2)p
'iT

102 P

---'iT

200 P

---'iT

101 P

---'TT

2)p

198 P
---11"

198 - 101

2 ) _p_ = 50.5 P

'if

rrr

and for gears B and A)

lAB

If () == 1 and b
n (n must be a whole number
greater than 1), then from Equation 2, ma
NA2
orNJ1
y(m a ).
fore generally, if b = en (the denominator of
/I expressed as a fraction must be a factor of N A)'
from Equation 2, ma = N A 2/e 2 or N A = cy(ma)'
Suppose, for example, that a velocity ratio of
== 10,000 is desired in such a train. If e
1,
It::::: 2 and b
2, N A
y(10,000)
100. Solv~g for the other gears of the train gives: N D =
00, N B == 202 and N C = 99. From Equation 1,
as a check on solution accuracy,

= '(200 7T'-

Center distance lCD for gears C and D) Fig. 1,

with ,,:orking depth equal to 2p/-rr would be
lOD

NA 2
=-------n

dD

=(

200 - 102
2

+2

) _P_
'iT

= 51.0 P
'iT

To equalize these center distances, the blank

diameter of gear A could be increased to d A =
103 p/-rr, making the common center distance lAB =
lCD = 50.5 p/7r. Alternatively, the blank diameter
of gear C might be decreased to de = 100 p/7r'
giving a common center distance of lCD = lAB =
51 p/7r.
The teeth would be generated by standard cutters sunk into the blanks to slightly more than
full standard depth to provide some backlash when
these gears are meshed at the designed center distance.
Power loss by tooth friction in a pair of conventionally mounted spur gears is usually less
than one per cent of the transmitted power. Corresponding loss in a pinion and internal gear combination is even less. Thus, it is not immediately
obvious that the efficiency of a train of the type
shown in Fig. 1 can be extremely low. The basic
reason for this condition is that tooth load is high
corresponding to the output torque delivered at
the low speed of the output shaft, while meshing
speed of the teeth is high due to the high speed
of the input shaft.
Where a high velocity ratio is developed by
simple trains of gears in series, the heavy tooth
loads are confined to the low-speed gears, while
the high-speed gears have small tooth loads.
101

'.rooth Friction LoSses: Consider a pair of in"'olute spur gears having angular velocities "'1 and
"'2 relative to the plane of their axes, Fig. 2. The
instantaneous center of relative rotation is point
M) which is the point of intersection of the line of
pressure and the line of centers, The relative
angular velocity is "'1 + "'2' Thus, the relative
velocity (sliding velocity) at point of contact P
of two teeth is X("'l + "'2) where x is the length
of line MP.
In time At, displacement 8p of point P along line
B 1 B 2 is
(3)

where T 01 and T o2 are the base radii of the two

gears.
The work lost in friction, W., at point P during
time At is:

Based on the foregoing conditions for a 3:1

addenda ratio, Equation 10 becomes:
fi/lo

= 16

(1

1)

~ + --;,;

hk
sin

(11)

By definition,
Np cos

(12)

From Equation 11 then, for conventional values

of <p = 20 deg, h k = 0.64p and p. = 0.05, it can
be shown that

Z_1 (_1_+_1_)
fi

N1

(13)

N2

where N, and N 2 are the numbers of teeth in mat-

(4)

where F is the normal force at point P. Now, let

Work lost in friction
(5)

Work done 'on driven gear

Combining, Equations 3, 4 and 5 gives:

+ c,,2)

Il X (c"l

Z=-----

(6)

c"l Thl

Since "'2/"']
as

= r b t/T o2'

Equation 6 may be expressed

(7 )

Since Z is proportional to x) its mean value during the motion of point P through distance MAl is
half the maximum value for that distance and
the corresponding work lost in friction is, therefore,

w. = -/lo2

(1
- - + -1)
- F[MAd
Tbl

(8)

T o2

Thus, for the motion of point P through distance

A 2 A 1J the total loss by friction, W. T , is:

/l
Z=2

(1
- - + -1)
1'bl

T o2

[MA]]2

[AI A

[MA 2 F

(10)

2]

For a given distance A 1 A 2, Z is a minimum when

distance MAl = [A]A 2 ] /2, corresponding approximately to the condition of equal addenda for the
two gears. Many pairs of gears approximate this
condition. At the same time, however, it is not
uncommon for the addenda to have a ratio as high
as 3:1 in which case (approximately), distance
MA' l = 3[A 1 A 2 ]/4 and distance MA 2 = [A 1A 2 ]/4.
Also, as a further approximation, distance A 1 A 2
hdsin <p.
102

Fig. 2-Aoalysis of tooth action in mating gear

pairs for de(ermination of friction losses in
compound epicyclic arrangements.

MACHINE DESIGN

ing gears.
If one of the gears is an internal gear, the corresponding value of N becomes a negative number.
This result indicates that where an internal gear
with a large number of teeth meshes with a pinion
nearly as big, tooth-friction loss is very small.
Thus, it can be seen that a compound epicyclic
gear train which is to be designed for a high velocity ratio with the highest practical efficiency
must embody internal gears with large numbers
of teeth, and large planets.
In the analysis of epicyclic gear trains it is necessary to give careful attention to the definition
of Z} Equation 5. Displacement sp is the displacement of the gear tooth along the line of pressure
relative to the line of centers of the mating gears
or, precisely, to the common plane of the axes of
the. gears.
Thus, displacement sp = rb(} while tooth load
F = T Ir b From Equation 5 then,

Wp

Z=--

(14)

To

where T represents the torque on either gear in

the mating pair and () is the angular displacement
of the same gear relative to the common plane of
the axes.
Consider now the pair of meshing gears, a and
D) in Fig. 1. If the angular velocity of the output
shaft is lJ)F = 1, angular velocity of the input
shaft, and planetary spindle, is "'B = mG and angular velocity of gear D relative to the common
plane of the axes of gears a and D is "'D = mG - 1.
Thus, the product of torque on gear D and its
angular velocity relative to the axes of gears a
and D is equal to the output power multiplied by
the factor, mG = 1. From Equations 13 and 14
then, the work lost in tooth friction between gears
OandDis:
W

OD
P.

= 2-5

(_1_
- _1_)
No
N

(rna -

I)W~

(15)

where W'. OD is the work lost in tooth friction and

W F is the output work delivered by shaft F.
If frictional loss in the spindle bearings of gears
A and a is neglected, tooth loads at these gears
will be nearly equal since their diameters are nearly equal. Thus, the loss in tooth friction between
gears A and B is:

W., = 2-5 (_1_

- _1_)
N
N

(rna - l)W,..

AB

(16)

Total work lost in tooth friction is, from Equations 15 and 16,
W. T

= 51(

Nil

No -

1)

(rna -1)W,..

.(17)

and overall efficiency of the train becomes, therefore,

1

=--------------------

April 4, 1957

COMPOUND EPICYCLIC GEAR TRAINS

Design Example: To illustrate use of the equations, it will be assumed that a compound epicyclic
train of the type shown in Fig. 1 is to be designed
to provide a velocity ratio of 256 :1. As in the
previous discussion, factors 0) n} and b will be assigned values of c = 1, n = 2 and b = 2. From
Equation 2, N A = y(256) = 16. Solving for the
other gears of the train, based on the assigned
factor values, gives: N D = 2(16) = 32; N B =
2(16) + 2 = 34; and No = 16 - 1 = 15. From
Equation 1, as a cheek on these calculations,
m a = 256. Total tooth friction loss is, from
Equation 17: W /-'T = 3.5 WE or, in terms of power,
P/-,T = 3.5 Po. Efficiency of the gear train, considering only tooth friction losses, would be, from
Equation 18, e = 0.24 or 24 per cent.
This efficiency yalue may not be acceptable, in
which case it will be necessary to find a means of
reducing the value of the quantity, liNA + liN0
- 11NB -liND' An easy way is to multiply the
numbers of teeth already determined for the different gears by any whole number, say 3. Thus,
N A = 48, N B
102, No = 45 and N D = 96. From
Equation 17,ltooth friction loss P/-'T = 1.17 Po and
from Equation 18, e = 46 per cent.
A further possibility is to make N D and N 11
more nearly equal by using a value of n between
1 and 2, - say 1.25, with numbers of teeth in the
range of 100. Under normal design circumstances, load capacity of the gears tends to be
limited by tooth breakage if the numbers of teeth
in pinions are much in excess of 80.
Using the relationship, b = on) gives: N 11 =
cV(mG)' The value of c to make N A about 100
is then c = 100/y(256) = 6.25 or, for convenience, c = 6. Thus, N A = 6y (256) = 96.
To make b as nearly equal to c as possible, let
n = 7/6, which gives b = 7. Solving for the other
gears then, based on the new factor values, provides: N D = 112, N B = 119 and No = 90. From
Equation 1, ma = 256. Tooth friction loss (Equation 17) becomes P/-'T = 0.214 PO) and efficiency
(Equation 18) is: e = 82 per cent.
This value of efficiency may be regarded as
satisfactory, although a higher value can be obtained by using stilI greater numbers of teeth
and a somewhat lower ratio of NDIN A
For a gear design of given material, diameter
and width, increasing the number of teeth reduces the circular pitch. Thus, this approach is
restrained by considerations of gear load capacity,
as limited by tooth-breakage. Moreover, the numbers of- teeth in a pinion and mating internal gear
are limited by tooth interference problems to
a certain minimum difference and a minimum ratio,
depending on the ratios of the addenda of the
mating teeth to their pitch.

:.=

High Velocity Ratio': The facility with which

the four-gear compound epicyclic train can be designed to give very high velocity ratios is tempting. But, as demonstrated in the preceding example, it may give a low efficiency. For example,
103

COMPOUND EPICYCLIC GEAR TRAINS

a velocity ratio of about 2000:1 can be obtained

by making N A = 45, N B = 92, No = 44 and N D =
90. Operating efficiency of the train is only 10 per
cent.
At the cost of an extra pair of gears to give an
initial reduction of about 8 :1, this ratio can be
obtained (approximately) with an epicyclic train,
such as the one in the example, having a velocity
ratio of 256 :1. The overall efficiency, neglecting
losses other than those due to tooth friction would
then be the product of about 0.97 for the extra
reduction pair and 0.82 for the epicyclic gear train,
giving a combined efficiency of about 79 per cent.
Importancl' of Efficiency: When the power
transmitted is small, as may be the case in driving
even a large machine if the speed is low, the cost
of providing a larger motor and extra. power to
make up for the low efficiency of the gears may
not be important. On the other hand, dissipation
of the power lost in friction may be difficult. If
natural cooling of the epicyclic gear unit by conduction, convection and radiation is relied upon,
the temperature rise in the gear train may be too
high for satisfactory lubrication by an oil that
also is satisfactory for starting at low temperature. Artificial cooling by fan, cooling coil or
circulation of oil to a separate cooling tank may
then be necessary.
Problems in Mechanical Design: Based on the
previous discussion, it can be seen that to minimize frictional losses in a compound epicyclic
train, three important points must be kept in
mind in design:
1. Use internal gears as fixed and driven members.
2. Make diameters of planet gears more than half
as large as those of the internal gears.
3. Keep numbers of teeth in the 80 to 150 range.
Of these practices, item 3 tends to limit load
capacity for given gear materials and diameters,
while item 2 precludes the use of multiple planets,
leading to a heavy resultant load on the driven internal gear which is overhung from the bearings
of output shaft. Substantial mountings are therefore necessary for the bearings and for the planetary spindle since any deformation causes departure from uniformity of distribution of load
across the width of the gears. Part of this difficulty is overcome by allowing the driven internal
gear to act as the inner race of a large roller
bearing in which the outer race is carried in the
gear case.
For reasons of this kind, the compound epicyclic
train tends to be expensive in relation to its load
capacity as well as less compact than might at
first seem possible.
Internal gears are not the easiest type of gears
to manufacture and so the possibility of replacing
them by external gears is naturally suggested.
This substitution is kinematically possible but the
change may mean a serious drop in efficiency
104

since the basic relationship developed for internal

gears, liNA + No - liNB - liNDJ must then
be replaced by liNA. + liN0 + liN B + liND'
In the previous design example, this substitution
would act to reduce the efficiency from 82 to 33
per cent.
.
Even if this reduction in efficiency can be toler.
ated, the four-gear train of external epicyclic
gears has much lower load capacity within the same
overall dimensions than the corresponding train
with two internal gears. The inferior load capacity may, however, be offset by using multiple
planetary pinions, but special arrangements are
necessary in design, manufacture and assembly to
assure a reasonably close approach to uniformity
of load sharing between the planets.
Estimating E:fficiency: The simplest method of
estimating the efficiency of an epicyclic gear train
is, first, to determine the angular velocity of every
gear and carrier in the normal running condition.
An output shaft torque is then assumed and the
corresponding torque on each gear is calculated,
assuming that the torques exerted on each other
by a pair of meshing gears are proportional to
the numbers of teeth.
The work lost by tooth friction between a pair
of gears is equal to the product of a "loss factor,"
the torque on either gear and the angular displacement of that gear relative to the plane of the axes
of the gears (Equation 14). The work input by
a single shaft to an assembly of gears is equal to
the work output plus the sum of the losses at the
various mesh points.
By this method, it is not necessary to distinguish
between positive or negative torques, between
driving or driven gears, or between directions of
so-called "flow of power."
If the total loss is found to be greater than
the output work (that is, if the efficiency is less
than 50 per cent), then the gears could not be
rotated by a torque applied to what is normally
the "output" shaft because otherwise the work
lost in friction would exceed the input work. Such
an assembly of gears in a train is said to be "irreversible."

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Chrysler Corp.
MACHINE DESIGN