THE DESIGN AND MESHING EFFICIENCY ANALYSIS OF HELICAL SPUR GEAR

REDUCER WITH SINGLE GEAR PAIR FOR ELECTRIC SCOOTERS

Long-Chang Hsieh1 , Tzu-Hsia Chen2 and Hsiu-Chen Tang3

1 Department of Power Mechanical Engineering, National Formosa University, Taiwan, R.O.C.
2 Department of Mechanical Design Engineering, National Formosa University, Taiwan, R.O.C.
3 Institute of Mechanical & Electro-Mechanical Engineering, National Formosa University, Taiwan, R.O.C.

E-mail: jerry4421.hsieh@gmail.com, son.summer@msa.hinet.net, john91487@hotmail.com

ICETI-2014 J1054_SCI
No. 15-CSME-24, E.I.C. Accession 3799

ABSTRACT
To achieve reduced costs and energy conservation, this paper proposes non-standard helical spur gear re-
ducer with one gear pair (having reduction ratio 19.25) to be the gear reducer for electric scooter. This
paper also focuses on the meshing efficiency analysis of non-standard helical spur gear pair. According to
Buckingham’s research, the theoretical meshing efficiency formula of non-standard helical spur gear pair is
derived. Three design cases of non-standard helical spur gear pair (4, 77) are proposed as examples for ana-
lyzing their meshing efficiencies at widely rotation speed range. The theoretical meshing efficiencies for the
helical spur gear pair (4, 77) are between 96.47–99.26%. Its best meshing efficiency occurs at 800–1000 rpm
of pinion. The meshing efficiencies of these three design cases are almost same, and their differences are
less than 0.5%. Considering the root strength of pinion, Cases II and III are better than Case I.

Keywords: friction coefficient, helical spur gear pair, meshing efficiency, sliding velocity.

ANALYSE ET EFFICACITÉ DE LA CONCEPTION D’UN RÉDUCTEUR PLANÉTAIRE À

ENGRENAGE HÉLICOÏDAL COMPORTANT UNE PAIRE D’ENGRENAGE UNIQUE POUR
MOBYLETTES ÉLECTRIQUES

RÉSUMÉ
Dans un but de diminution des coûts et de conservation d’énergie, cet article présente un réducteur plané-
taire hélicoïdal non-standard comportant une paire d’engrenage unique (ayant une moyenne de réduction de
19,25) comme étant le réducteur planétaire pour une mobylette électrique. En outre, cet article met aussi
l’accent sur l’analyse de l’efficacité de la réduction de la paire d’engrenage hélicoïdal non-standard. En uti-
lisant la formule théorique de Buckingam, nous avons établi la formule relative à l’efficacité du réducteur
planétaire hélicoïdal non-standard. Trois cas de paires d’engrenage hélicoïdal non-standard (4, 77) sont pro-
posés comme exemple pour l’analyse de l’efficacité de réduction à une plage étendue de vitesse de rotation.
Les gains d’engrènement théorique pour l’engrenage hélicoïdal sont entre 96,47 et 99,26%. Le meilleur en-
grènement se situe à 800 et 1000 rpm du pignon. Les gains d’efficacité de ces trois cas sont presque pareils,
et leur différence est de moins de 0,5%. Pour de raisons de puissance du pignon, les cas II et cas III sont
meilleur que le cas I.

Mots-clés : coefficient de frottement; paire d’engrenage hélicoïdal; efficacité d’engrènement; vitesse glis-
sante.

Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015 455
 Fig. 1. Spur gear pair.

1. INTRODUCTION
Gear reducers are widely used in various power systems, one of their applications is in the power system of
the electric scooter. The purpose of gear reducer is to get large output torque than electric motor (or engine).
In general, the reduction ratio of an ordinary spur gear pair is limited to 4–7. For the gear transmission
for electric scooter, the reduction ratio is required to be 19.3, it is necessary to have two ordinary spur gear
pairs. To achieve reduced costs and energy conservation, this paper proposes non-standard helical spur gear
reducer with one gear pair (having reduction ratio 19.25) to substitute the gear reducer with two ordinary
gear pairs.
The analysis of gear meshing efficiency involves involute theorem, sliding velocity of gears, calculation
of friction coefficient, and other related issues. In the past, many researchers focused on involute theorem
[1–3], sliding velocity of gears [4], frictional loss of gear meshing [5, 15], calculation of friction coefficient
[6–10, 14, 15], and gear meshing efficiency [10–13].
Based on the equation of friction loss proposed by Chen [15], we derive the theoretical meshing efficiency
formula of non-standard helical spur gear pair. Then, based on the involute theorem, we derive the relative
sliding velocity equations of non-standard helical spur gear pair for approach and recess. In this paper, we
also use same modified equation proposed by Chen [15] to calculate the average friction coefficients for
approach and recess. Three design cases of non-standard helical spur gear pair (4, 77) are proposed for
calculating their meshing efficiencies.

2. POWER SYSTEM
The electric scooter has the following specifications: (1) Max. speed: 12.5 km/hr, (2) Load: 150 Kg,
(3) Wheel diameter: 320 mm (0.32 m), and (4) Motor: 1280 W, 4000 rpm. For such an electric scooter, we
obtain the following relationship:
4000 rpm 60
VWheel = π × 0.32m × × = 12.5 km/hr (1)
Rr 1000
According to this equation, the reduction ratio of gear transmission for electric scooter is required to be
Rr = 19.3.

3. GEAR REDUCER
For the gear transmission for scooter, its reduction ratio is required to be 19.3. Considering the cost of
production, this paper proposes a helical spur gear reducer with one gear pair having reduction ratio 19.25.
Figure 1 shows its corresponding kinematic skeleton, the teeth number of gear 2 is 4 (Z2 = 4) and the teeth
number of gear 3 is 77 (Z3 = 77) and its reduction ratio is 19.25 which is almost near 19.3.

456 Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015
 Table 1. Gear data of the helical spur gear reducer.
Case I Case II Case III
Pinion 2 Gear 3 Pinion 2 Gear 3 Pinion 2 Gear 3
Teeth Number of Gear 4 77 4 77 4 77
Normal Module (mm) 1.25 1.25 1.25 1.25 1.25 1.25
Helical Angle 32.5◦ (RH) 32.5◦ 32.5◦ (RH) 32.5◦ 32.5◦ (RH) 32.5◦
(LH) (LH) (LH)
Shift coefficient (mm) 0.72 0.06 0.92 –0.57 0.92 0.03
Operate Pitch Diameter 6.0346 116.1654 5.9852 115.21481 5.9852 114.1226
(mm)
Base Diameter (mm) 5.4432 104.7817 5.4432 104.7817 5.4432 104.7817
Out Diameter (mm) 10.0126 116.7726 10.2475 115.1976 10.2475 116.6976
Root Diameter (mm) 4.6035 111.1476 5.1035 109.5726 5.1035 111.0726
Gear machining Precision Precision Precision Precision Precision Precision
Hobbing Shaping Hobbing Shaping Hobbing Shaping
Surface roughness (µm) 0.8 0.8 0.8 0.8 0.8 0.8
Center Distance (mm) 61.1 60.6 61.3
Normal Pressure Angle 20 deg. 20 deg. 20 deg.
φn
Normal Backlash (mm) 0.10174 0.10355 0.10650
Contact ratio (Approach/ 0.84083(0.16265 / 0.67818) 0.71953(–0.00485 / 0.72438) 0.74591(0.04046 / 0.70544)
Recess)

For standard straight spur gear, the minimum number of teeth is 18, i.e. Z ≥ 18. So, the spur gear reducer
with few teeth must be the helical spur gear train and gear 2 must have large shift coefficient. Table 1 shows
gear data of the three design examples.

4. THE MESHING EFFICIENCY EQUATION OF HELICAL SPUR GEAR PAIR

4.1. Meshing Efficiency of Standard Helical Spur Gear Pair
According to Chen’s paper [15], for the driving gear rotating at ω1 , the friction loss per minute can be
expressed as:
 
(1 + 1/Rr ) fa 2 fr 2
W f = Wn Rb1 ω1 β + β (2)
βA1 + βR1 2 A1 2 R1
where Wn is the normal force, Rb1 is the base radius of driving gear, Rr is the reduction ratio (Rr = Rb2 /Rb1 =
Z2 /Z1 ), βA1 and βR1 are the angles of approach and recess of driving gear, fa is the average friction coefficient
for approach, and fr is the average friction coefficient for recess.
Figure 2 shows the force diagram of standard helical spur gear, where β is the helical angle at XY plane, φn
is the normal pressure angle, φt is the pressure angle at YZ plane, Fn is the normal force of helical spur gear,
Ft is the tangent force of helical spur gear at XY plane, and Wn is the normal force at XY plane. According
to Fig. 3, we can obtain the following equations:

Ft = Fn cos φn cos β (3)

Ft = Wn cos φt (4)

tan φn = tan φt cos β (5)

Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015 457
 Fig. 2. The force diagram of standard helical spur gear.

For standard helical spur gear pair, the friction loss per minute of Eq. (2) shall be rewritten as
 
(1 + 1/Rr ) fa 2 fr 2
W f H = Fn Rb1 ω1 β + β (6)
βA1 + βR1 2 A 1 2 R1

Substituting Eqs. (3–5) into Eq. (6), the friction loss per minute of standard helical spur gear pair can be
expressed as  
cos φt (1 + 1/Rr ) fa 2 fr 2
Wf H = Wn Rb1 ω1 β + β (7)
cos φn cos β βA1 + βR1 2 A 1 2 R1
According to the definition of mechanical efficiency, the meshing efficiency for standard helical spur gear
pair can be expressed as
WIn −W f H
ηm = (8)
WIn
For standard helical spur gear pair, the input power (WIn ) is equal to Wn Rb1 ω1 , i.e. WIn = Wn Rb1 ω1 . Substi-
tuting Eq. (7) into Eq. (8), the meshing efficiency of standard helical spur gear pair (ηmH(s) ) can be expressed
as  
cos φt (1 + 1/Rr ) fa 2 fr 2
ηm H(s) = 1 − ( ) β + β (9)
cos φn cos β βA1 + βR1 2 A1 2 R1

4.2. Meshing Efficiency of Non-standard Helical Spur Gear Pair

For non-standard helical spur gear pair, the operation meshing pressure angle at YZ plane will be defined as
φt(n) , which can be expressed as
 
−1 mn (N1 + N2 ) cos φt
φt(n) = cos (10)
2C × cos β

where C is the center distance of non-standard helical spur gear pair; N1 (N2 ) is the teeth number of gear 1
(gear 2); mn is the normal module of gears. Therefore, the meshing efficiency for non-standard helical spur
gear pair (ηmH(ns) ) can be modified as

cos φt(n)
   
(1 + 1/Rr ) fa 2 fr 2
ηmH(ns) = 1 − β + β (11)
cos φn cos β βA1 + βR1 2 A1 2 R1

458 Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015
5. THE SLIDING VELOCITY
In this section, we will derive the equations of angles of approach and recess, sliding velocities between two
gears, friction coefficients, and meshing efficiency for helical spur gear pairs.

5.1. Angles of a Approach and Recess

Based on Buckingham [10], the angles of approach and recess for non-standard helical spur pinion (driving
gear) can be expressed as p
(Ra2 )2 − (Rb2 )2 − R2 sin φt(n)
βA1 = (12)
Rb1
p
(Ra1 )2 − (Rb1 )2 − R1 sin φt(n)
βR1 = (13)
Rb1
where Ra1 , R1 and Rb1 are addendum, pitch, and base radius of driving gear. And, Ra2 , R2 and Rb2 are
addendum, pitch, and base radius of driven gear. φt(n) is operation meshing pressure angle in the Y Z plane.

5.2. Sliding Velocity of Approach and Recess

According to Buckingham [10], for non-standard helical spur gear pair, the average sliding velocity for
approach (VS(a) ) and sliding velocity for recess (VS(r) ) can be expressed as
  q 
Vt 1 1 2 2
VS(a) = + × (Ra2 ) − (Rb2 ) − R2 sin φt(n) (14)
2 R1 R2
  q 
Vt 1 1 2 2
VS(r) = + × (Ra1 ) − (Rb1 ) − R1 sin φt(n) (15)
2 R1 R2
where Vt is the velocity of pitch point and can be expressed as

Vt = ω1 × R1 (16)

6. FRICTION COEFFICIENTS
Ffriction coefficient is not only a function of sliding velocity between meshing gears but also a function of
contact pressure (P) of gear, dynamic viscosity (ţ) of oil, and surface roughness (S) of gear. Stribeck curve
[14], shown in Fig. 3, was proposed to indicate the relationship among friction coefficient, load of gear,
dynamic viscosity of oil, and sliding velocity between meshing gears. However, the relationship also lacks
the parameter of surface roughness (S) of gear.
By several experiments and verification, Buckingham [10] proposed the semi-empirical formula of fric-
tion coefficients for gears in mesh. In this paper, the average friction coefficient for approach (fa ) and average
friction coefficient for recess (fr ) are modified and expressed as
 
4Ka 0.05 q
fa = + 0.002 VS(a) (17)
3 e0.125VSa
 
2Ka 0.05 q
fr = + 0.002 VS(r) (18)
3 e0.125VSr
where Ka is the modified coefficient for average friction coefficient, which can be expressed as
10 Wn(max)
      
1 1 + µ/90
Ka = KS × Kµ × KL = × × log (19)
1 − S/45 2 Wn

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 Fig. 3. Stribeck curve [14].

Table 2. Surface roughness and modified factor of surface roughness [14].

1
Gear machining Surface roughness (S), µm KS = 1−S/45
Rough hobbing 3.2–1.6 1.0766–1.0369
Precision hobbing 1.6–0.8 1.0369–1.0181
Shaping 3.2–0.8 1.0766–1.0181
Grinding 0.4–0.1 1.0090–1.0022

In Eq. (19), the first term is the modified factor of surface roughness (KS ), the second term is the modified
factor of dynamic viscosity (Kµ ), and the third term is the modified factor of normal force (KL ). Table 2
shows the value of modified factor of surface roughness (KS ) and Table 3 shows the value of modified factor
of dynamic viscosity (Kµ ).

7. THE MESHING EFFICIENCY ANALYSIS

7.1. Design case I (C = 61.1)
7.1.1. Sliding velocity
For Case I shown in Table 1 (C = 61.1 mm), according Eq. (5), the pressure angle at the YZ plane (φt ) can
be obtained as follows:
tan 20◦
   
−1 tan φn −1
φt = tan = tan = 23.3429◦
cos β cos 32.5◦
According to Eq. (10), the operation meshing pressure angle at the YZ plane (φt(n) ) can be obtained as
follows:
1.25 × (4 + 77) × cos 23.3429◦
 
mn (N1 + N2 ) cos φt
φt(n) = cos−1 = = 25.5773◦
2C × cos β 2 × 61.1 × cos 32.5◦
According to Eqs. (12–13), the angles of approach and recess for non-standard helical spur pinion (driving
gear) can be obtained as follows:
p √
(Ra2 )2 − (Rb2 )2 − R2 sin φt(n) 58.38632 − 52.39082 − 58.0827 × sin 25.5773◦
βA1 = = = 0.2555 rad
Rb1 2.7216
p √
(Ra1 )2 − (Rb1 )2 − R1 sin φt(n) 5.00632 − 2.72162 − 3.0173 × sin 25.5773◦
βR1 = = = 1.0653 rad
Rb1 2.7216

460 Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015
 Table 3. Dynamic viscosities and modified factor of dynamic viscosity [14].
Oil product Dynamic viscosity (cst 40◦ C) Kµ = 1+µ/90
2
Motor Oil 5W40 82.16 0.9564
Motor Oil 10W40 91.5 1.0083
Motor Oil 5W50 106.5 1.0917
Motor Oil 10W50 128.5 1.2139
Grease No.1 164.5 1.4139

Fig. 4. The average sliding velocities of Case I.

When pinion rotates at speed 100 rpm, according to Eqs. (14–16), the average sliding velocity for ap-
proach (VS(a) ) and sliding velocity for recess (VS(r) ) can be obtained as
 
(3.0173) × 100 × 2π 1 1
VS(a) = × +
2 3.0173 58.0827
q 
2 2 ◦
× (58.3863) − (52.3908) − 58.0827 × sin 25.5772 = 229.86 mm/min = 0.75 ft/min

 
(3.0173) × 100 × 2π 1 1
VS(r) = × +
2 3.0173 58.0827
p 
× 5.00632 − 2.72162 − 3.0173 × sin 25.5722◦ = 958.17 mm/min = 3.14 ft/min

Based on the above process, the average sliding velocities for approach (VS(a) ) are between 0.75–
27.14 ft/min for rotation speed between 100–3600 rpm. Also, the average sliding velocities for recess
(VS(r) ) are between 3.14–113.17 ft/min for rotation speed between 100–3600 rpm. The results are shown in
Fig. 4.

7.1.2. Friction coefficients

For the gear reducer shown in Fig. 2, the pinion (Z = 4) is machined by precision hobbing and has surface
roughness S = 0.8 µm, and the gear (Z = 77) is machined by precision shaping and has surface roughness
S = 0.8 µm, then, according to Table 2, the modified factor of surface roughness is equal to 1.0181 (KS =
1.0181). If the lubricant used in the gear reducer is “Grease No. 1” with dynamic viscosity µ = 164.5,
then, according to Table 3, the modified factor of dynamic viscosity is equal to 1.4319 (Kµ = 1.4139). The

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 Fig. 5. The 3D representation of the average friction coefficient of Case I.

Fig. 6. The average modified friction coefficients.

maximum input torque is 40 Nm, for the input torque between 10–40 Nm, the load modified coefficient
KL = 1.6021–1.0. Then, the total modified coefficients (Ka ) are between 1.4395–2.3355.
When pinion rotates at speed 100 rpm and input torque is 40 Nm, according to Eqs. (17–19), the average
friction coefficients for approach (fa ) and recess (fr ) are obtained as
√
   
4Ka 0.05 q 4 × 1.4395 0.05
fa = + 0.002 VS(a) = + 0.002 0.75 = 0.0907
3 e0.125VSa 3 e0.125×0.75

√
   
2Ka 0.05 q 2 × 1.4395 0.05
fr = + 0.002 VS(r) = + 0.002 3.14 = 0.0358
3 e0.125VSr 3 e0.125×3.14
Then, based on the above reasoning, the average friction coefficients for approach (fa ) and recess (fr ) are
obtained and shown in Figs. 5(a) and 5(b), respectively. For the input torque at 40 Nm, average modified
friction coefficients for approach (fa ) are between 0.0907–0.0232 and average modified friction coefficients
for recess (fr ) are between 0.0358–0.0204 for rotation speed between 100–3600 rpm. The results are shown
in Fig. 6.

7.1.3. Meshing efficiencies

For Case I shown in Table 1, the angle of approach βA1 = 0.2555 rad and the angle of recess βR1 =
1.0653 rad. When the pinion rotates at speed 100 rpm and the input torque is 40 Nm, according to Eq. (11),

462 Transactions of the Canadian Society for Mechanical Engineering, Vol. 39, No. 3, 2015
 Fig. 7. The meshing efficiency diagram of Case I.

Table 4. Meshing efficiencies of Case I of the non-standard helical spur gear pair (4, 77).
Nm
rpm 10 15 20 25 30 35 40
100 0.966208 0.969922 0.972557 0.974601 0.976272 0.977684 0.978907
300 0.979278 0.981555 0.983171 0.984425 0.985449 0.986315 0.987065
900 0.988015 0.989332 0.990267 0.990992 0.991584 0.992085 0.992519
1000 0.988084 0.989393 0.990323 0.991044 0.991633 0.992131 0.992562
1100 0.988038 0.989353 0.990286 0.99101 0.991601 0.992101 0.992534
1200 0.987917 0.989245 0.990188 0.990918 0.991516 0.992021 0.992458
1800 0.986566 0.988042 0.98909 0.989903 0.990567 0.991128 0.991614
2400 0.985012 0.98666 0.987828 0.988735 0.989476 0.990102 0.990645
3000 0.983507 0.98532 0.986606 0.987604 0.988419 0.989108 0.989705
3600 0.982075 0.984045 0.985443 0.986527 0.987413 0.988162 0.988811

its meshing efficiency is obtained as

cos φt(n)
   
(1 + 1/Rr ) fa 2 fr 2
ηmH(ns) = 1 − β + β
cos φn cos β βA1 + βR1 2 A1 2 R1
cos 25.5773◦
   
1 + 1/19.25 0.0907 2 0.0358 2
= 1− × × × 0.2555 + × 1.0653
cos 20◦ × cos 32.5◦ 0.2555 + 1.0653 2 2
= 97.89%

Then, based on the above results, the meshing efficiencies of Case I are between 96.62–99.26, shown in Ta-
ble 4. The best meshing efficiency occurs at pinion speed 1000 rpm. Figure 7 shows the meshing efficiency
diagram of Case I.

7.2. Case II (C = 60.6)

For Case II shown in Table 1, based on the above process, the meshing efficiencies are between 96.13–
99.20%. The best meshing efficiency occurs at pinion speed 800 rpm. Figure 8(a) shows the meshing
efficiency diagram of Case II.

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 Fig. 8. The meshing efficiency diagram of (a) Case II and (b) Case III.

7.3. Case III (C = 61.3)

For Case III shown in Table 1, based on the above process, the meshing efficiencies are between 96.43–
99.26%. The best meshing efficiency also occurs at pinion speed 900 rpm. Figure 8(b) shows the meshing
efficiency diagram of Case III.

7.4. Comparison of the Three Cases

Observing Figs. 7 and 8, Case I has the best meshing efficiencies, however, they are almost same. Their
differences of meshing efficiencies are less than 0.5%, which can be neglected. The root diameter of pinion
(Z = 4) of Case I is 4.6035 mm and the root diameters of pinion (Z = 4) of Cases II and III both are
5.1035 mm. Due to the root strength, Cases II and III are better than Case I. These two cases can be used
for engineering design.

8. CONCLUSION
Due to shortage of energy, the meshing efficiency of gear train becomes an important factor for power
system. This paper focuses on the meshing efficiency of non-standard helical spur gear pair. In this paper,
non-standard helical spur gear reducer with one gear pair (having reduction ratio 19.25) has been proposed as
the gear reducer of electric scooter. According to Buckingham’s research, the theoretical meshing efficiency
formula of non-standard helical spur gear pair is derived. Three design cases of non-standard helical spur
gear pair (4, 77) are proposed as examples for analyzing their meshing efficiencies at widely rotation speed
ranged. The theoretical meshing efficiencies for the gear pair (4, 77) are between 96.47–99.26%. Its best
meshing efficiency occurs at 800–1000 rpm of pinion. The meshing efficiencies of these three design cases
are almost same, and the differences are less than 0.5%. Due to the reason of root strength of pinion, Cases
II and III are better than Case I. The results of this paper can be used as a reference for engineering to design
the non-standard helical spur gear reducers and will enhance the competitiveness of gear industry.

ACKNOWLEDGEMENTS
The authors are grateful to the National Science Council of the Republic of China for the support of this
research under NSC 102-2221-E-150-045. The authors are also grateful to Li Yuan Machinery Co., Ltd. for
the support of this research under 103AF13.

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