SKF4560 - E Rolling Bearings in Industrial Gearboxes

Rolling bearings in
industrial gearboxes
Copyright SKF 1997

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copyright of the publisher and may not
be reproduced (even extracts) unless
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been taken to ensure the accuracy of
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herein.
Publication 4560 E
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Silk) by Scanprint as
Rolling bearings in industrial gearboxes
1 Industrial gearboxes overview
2 Bearing types for industrial gearboxes
3 Design of bearing arrangements
4 Dimensioning the bearing arrangement
5 Lubrication and maintenance
6 Recommended fits
7 Mounting and dismounting bearings
8 Application examples
Rolling bearings in
Handbook for the gearbox designer
Foreword
This Handbook is intended to provide the gearbox designer
with the knowledge required to select bearings for gearboxes
and to correctly design gearbox bearing arrangements. Recommendations are given based on experience gained by SKF
during decades of cooperation with gearbox manufacturers the
world over.
General information regarding the selection, calculation,
mounting and maintenance of ball and roller bearings is given
in the SKF General Catalogue. The questions arising from the
use of rolling bearings in industrial gearboxes are dealt with
here. Data from the General Catalogue are only repeated here
when it has been thought necessary for the sake of clarity.
The application examples described comprise proven
gearbox designs from major manufacturers which are worthy
of note.
Grateful thanks are extended to the companies concerned
for the provision of the detailed information about their products and the permission to publish.
Contents
Made by SKF stands for excellence. It symbolises
our consistent endeavour to achieve total quality in
everything we do. For those who use our products,
Made by SKF implies three main benefits.
Reliability thanks to modern, efficient products, based
on our worldwide application know-how, optimised
materials, forward-looking designs and the most
advanced production techniques.
1 Industrial gearboxes overview ............................... 9

Types of gearbox ............................................................ 9
Geared transmissions.................................................... 10
Demands made on gearboxes ...................................... 14
Selecting the gears ........................................................ 14
Designing the casing ..................................................... 15
Cost effectiveness resulting from the favourable ratio

between our product quality plus service facilities, and
the purchase price of the product.
2 Bearing types for industrial gearboxes .................. 17

Deep groove ball bearings ............................................ 18
Market lead which you can achieve by taking

advantage of our products and services. Increased
operating time and reduced down-time, as well as
improved output and product quality are the key to
a successful partnership.
Angular contact ball bearings ....................................... 20

Cylindrical roller bearings ............................................. 22
CARB roller bearings ................................................. 24
Spherical roller bearings ............................................... 26
Taper roller bearings ...................................................... 28
Spherical roller thrust bearings .................................... 30
3 Design of bearing arrangements............................. 33

Shafts and gear wheels in spur gearboxes ................. 33
Shafts in bevel gearboxes ............................................. 44
Shafts in worm gearboxes............................................. 50
Shafts and gear wheels for planetary gearboxes........ 56
4 Calculation of bearing arrangement ....................... 65

Bearing loads ................................................................. 65
Determination of external forces .................................. 66
Calculation of bearing loads ......................................... 74
Dimensioning the bearing arrangement ...................... 76
5 Lubrication and maintenance.................................. 91

Grease lubrication.......................................................... 92
Oil lubrication ................................................................. 95
Maintenance ................................................................... 98
6 Recommended fits..................................................103
7 Mounting and dismounting bearings .................... 109
Adjustment of angular contact bearings.................... 109
8 Application examples ............................................. 115
The SKF Group

a worldwide corporation
SKF is an international industrial Group
operating in some 130 countries and is
world leader in bearings.
The company was founded in 1907
following the invention of the self-aligning ball bearing by Sven Wingquist and,
after only a few years, SKF began to
expand all over the world.
Today, SKF has some 43 000 employees and more than 80 manufacturing facilities spread throughout the
world. An international sales network
includes a large number of sales companies and some 20 000 distributors
and retailers. Worldwide availability of
SKF products is supported by a comprehensive technical advisory service.
The key to success has been a consistent emphasis on maintaining the
SKF manufactures
ball bearings, roller
bearings and plain
bearings. The smallest are just a few
millimetres (a fraction of an inch) in
diameter, the largest
several metres. In
order to protect the
bearings effectively
against the ingress
of contamination
and the escape of
lubricant, SKF also
manufactures oil
and bearing seals.
SKF's subsidiaries
CR and RFT S.p.A.
are among the
world's largest producers of seals.
highest quality of its products and

services. Continuous investment in
research and development has also
played a vital role, resulting in many
examples of epoch-making innovations.
The business of the Group consists
of bearings, seals, special steel and a
comprehensive range of other hightech industrial components. The experience gained in these various fields
provides SKF with the essential knowledge and expertise required in order
to provide the customers with the most
advanced engineering products and
efficient service.
The SKF house colours are blue and red,

but the thinking is green. The latest example
is the new factory in Malaysia, where the
bearing component cleaning process conforms to the strictest ecological standards.
Instead of trichloroethylene, a water-based
cleaning fluid is used in a closed system.
The cleaning fluid is recycled in the factory's
own treatment plant.
SKF has developed the Channel concept in

factories all over the world. This drastically
reduces the lead time from raw material to
end product as well as work in progress
and finished goods in stock. The concept
enables faster and smoother information
flow, eliminates bottlenecks and bypasses
unnecessary steps in production. The
Channel team members have the knowledge and commitment needed to share the
responsibility for fulfilling objectives in areas
such as quality, delivery time, production
flow etc.
The SKF Engineering & Research Centre

is situated just outside Utrecht in The
Netherlands. In an area of 17 000 square
metres (185 000 sq.ft) some 150 scientists,
engineers and support staff are engaged in
the further improvement of bearing performance. They are developing technologies
aimed at achieving better materials, better
designs, better lubricants and better seals
together leading to an even better understanding of the operation of a bearing in its
application. This is also where the SKF
New Life Theory was evolved, enabling the
design of bearings which are even more
compact and offer even longer operational
life.
1 Industrial gearboxes
overview
Types of gearbox . . . . . . . . . . 9
Geared transmission . . . . . . 10
Demands on gearboxes . . . 14
Selecting the gears . . . . . . . 14
Designing the casing . . . . . . 15

Types of gearbox
Industrial gearboxes
overview
Gearboxes are devices for the transmission or
translation of movement. In industry gearboxes
are used to transform the speeds and torques
produced by the prime mover in order that
they are appropriate to the machine which is to
be driven. The speeds and torques required by
the machine are dictated by its use. Prime
movers can generally only meet these requirements when combined with gears.
Types of gearbox
Gearboxes are characterised by having
at least three members: the power input, power take-off and the casing. The
casing transmits the support moment
to the base.
In contrast, a coupling has only two
members: the power input and power
Gear
Torque
< M2
M1 >
Power
P1 = P2 + Pv
take-off. The coupling housing has no

part in the flow of force.
The symbols used for power
transmission by gearboxes and couplings are shown in figs 1 and 2 .
Fig 1
Fig 2
PV
Rotational speed
n2
n1 >
M1 n1
Pv (with slip)
M1 n1
P1
P2
Power
P1 = P2 + Pv
n2
M2
Coupling
Torque
M1 = M2
Rotational speed
n1 n 2
P1
M2
P2
n2

Geared transmissions
The main types of
power transmission equipment
are shown in the
following.
In addition, there
are many combinations, for example bevel/spur
gears, spur gears
with belt drive input,
or variable traction
drives combined
with a planetary
gear.
Types of gearbox
Fixed ratio transmissions,
shift transmission
Infinitely variable
transmissions
Spur gears
Planetary gears
Bevel gears
Worm gears
Hypoid gears
Helical gears
Mechanical transmissions
Belt drives
Roller drives
Ratchet gears
Hydraulic transmissions
Hydrostatic transmissions
Hydrodyanmic transmissions
Eccentric drives
Cyclo drives
Harmonic drives
Traction drives
Belt drives
Chain drives
Geared transmissions are the most
commonly used. They transmit power
without slip, have high operational reliability and long life, require little maintenance and are characterised by the
ability to accept overloading, small size
and high efficiency.
Gear wheels with straight cut teeth

( fig 3 a) are simple in design
and can be accurately produced.
The axial forces generated by inaccuracies and deformations
(twisting) are negligible.
Gear wheels with helical teeth

( fig 3 b) run more smoothly and
can carry heavier loads than those
with straight cut teeth. A more elaborate bearing arrangement is required because of the axial forces.
The double helix or herringbone

( fig 3 c) allows for large tooth
widths and can carry particularly
heavy loads. The axial forces cancel
each other out. Deviations in the
helix angle cause axial vibrations.
Spur gears
The spur gear is the most well-known
and commonly used design of geared
transmission. The dimensioning and
manufacture of the gear wheels are
the easiest to control. Their kinematic
behaviour also forms the basis of planetary gears. Spur gears are in rolling
contact and, irrespective of tooth type,
have parallel axes.
10

Fig 3
1
a
Internal gearing ( fig 3 d) has

greater load carrying capacity than
external because of the favourable
osculation, but is more difficult to
produce. The bearing arrangement
is more complicated. The most frequent use is in planetary gears.
Bevel gears
d
Spur gear unit
a) straight cut teeth
b) helical teeth
c) double helix
d) internal gearing
Bevel gears having spirally cut teeth

( fig 4 c) with curved flanks have
clear advantages in respect of load
carrying capacity. Particularly those
with ground teeth are quieter than
the types described above. For
bevel gears which have to transmit
high power, the spiral bevel gears
are the most frequently used.
The common characteristic of this

type of rolling contact gearing is that
the axes of the wheels intersect each
other. There are three basic designs
categorised by the form of the flank.
With straight cut teeth ( fig 4 a),

the mesh begins and ends across
the total tooth width. The noise produced considerably limits the usefulness of straight cut bevel gears.
Bevel gears with helical teeth

( fig 4 b) have straight flanks.
The teeth are usually ground and
the mesh is gradual. The total overlap is bigger and the noise behaviour better than with straight cut
teeth.
Bevel gear unit

a) straight cut teeth
b) helical teeth
c) spirally cut teeth
Fig 4
11

Hypoid gear unit
Fig 5
Worm gears
The worm and wheel axes cross each
other at a considerable distance and
usually at an angle < 90 ( fig 6 ).
Worm gears are suitable for large
single stage speed reduction. Their
operation is quiet and vibration damping. The efficiency is lower than that of
competing bevel/spur and planetary
gears, because of the higher proportion of sliding motion. To reduce the
friction, the use of synthetic lubricants
is favoured.
The most commonly used design is
the cylindrical worm paired with a globoid wheel ( fig 6 a). The cylindrical
worm can be hardened and ground
which improves load carrying capacity;
it is also freely adjustable in the axial
direction so that bearing arrangement
and mounting can be simplified. Two
other designs globoid worm with spur
wheel ( fig 6 b) and globoid worm
with globoid wheel ( fig 6 c) are
also used.
Depending on the flank form, the
worm types are classified as follows:
Hypoid gears
The pinion axis is displaced so that the
axes of this type of bevel gear do not
intersect but are crossed ( fig 5 ).
The wheels of hypoid gears are usually spirally cut. The advantages of this
type of gear derive from the larger pinion and thus the smaller circumferential
force for the same torque, as well as
from the axis displacement which often
allows the pinion to be supported at
both sides so that the bearing arrangement is stiffer. The noise behaviour is
also improved by the sliding motion in
the longitudinal direction of the teeth.
However, the additional sliding motion
increases the friction, wear and risk
of smearing and requires the use of
hypoid oils with high additive content.
Worm gear unit

a) cylindrical worm
with globoid
wheel
b) globoid worm
with spur wheel
c) globoid worm
with globoid
wheel
ZA worm: trapezoidal worm thread

in the axial cross section;
ZN worm: trapezoidal worm thread
in the normal cross section;
ZK worm; trapezoidal tool (in normal
cross section);
ZI worm; evolvent thread in end face
cross section;
ZC worm: concave worm flanks
Fig 6
12

The ZI and ZC designs are the most
popular. The ZI worm can be very accurately ground whilst the favourable
osculation conditions of the ZC worm
(concave worm, convex wheel) bring
load carrying advantages.
Planetary gears
From the point of view of the tooth
flanks, planetary gears are mostly spur
gears. In contrast to the spur gear units
so far described, the shafts of which
are supported in stationary casings,
the planetary gear unit has gear wheels
which circulate. They are also referred
to as epicyclic gears.
In the simplest design ( fig 7 ),
which is that most commonly used in
industry, the sun wheel drives the planetary wheels (when acting as a speed
reducer). These are supported in the
hollow wheel and drive the planetary
carrier from which the power is taken
off.
Planetary gears have the following
important advantages compared with
conventional spur gear units:
Fig 7
H
Simple planetary
gear unit (principle)
Z sun wheel
P planetary wheel
H hollow wheel
S planetary carrier
the volume, weight and centrifugal

mass are smaller;
the rolling and sliding velocities in
the mesh are lower, so that noise is
reduced;
some of the power is transmitted as
coupling power, so that efficiency is
higher.
These advantages have led to a

continuous increase in the economic
importance of planetary gear units in
spite of their disadvantages which
include more difficult inspection, maintenance and repairs.
13

Demands made on gearboxes/Selecting the gears
Demands made on
gearboxes
The most important demands which
must be fulfilled are:
there must be a sufficient safety

margin in respect of fatigue and/or
requisite life for all components so
that the torques and speeds can be
reliably transmitted;
there must be sufficient cooling even
under maximum power transmission
conditions;
noise emission should not exceed
the permitted limits.
In addition to these demands, special

requirements in respect of operation
and design are dictated by the various
applications. Some examples:
14
radial and/or axial forces on the input and output shafts, e.g. for extruders;
external forces on the casing, e.g. in
mining;
heavy impacts, torque peaks, e.g.
when driven by single cylinder combustion engines or when driving
bucket excavators;
vibrations, e.g. in wire drawing;
extreme environmental influences
in respect of temperature, dirt, dust,
water, e.g. in arctic or tropical open
cast mining and in continuous casting plant;
seals subjected to pressure, e.g. in
submerged gearboxes of dredgers
or in mixing equipment in the chemical industry;
reversing operation, e.g. for rolling
mills;
return stop, e.g. for conveyors;
operation with little or no clearance
and torsional stiffness, e.g. for positioning antennae and for robots;
precision, e.g. for printing presses;
lubrication with non-flammable lubricants, e.g. in mining;
minimum maintenance, e.g. in wind
power plant;
arrangement, e.g. slip-on gears for
converters;
accessibility of measuring points to
monitor lubrication, temperature,
vibrations or torque, e.g. for large
plastic extruders.
Selecting the gears

To avoid either under or over-dimensioning a gear unit the load and the
load carrying capacity of the gear must
be able to be determined as accurately
and reliably as possible. The size is
correctly chosen when a comparison
of the load spectrum and the load
carrying capacity gives the desired
service life. The determination of the
load spectrum is a time-consuming
and costly exercise calling for considerable measurements. Therefore,
dimensioning is usually based on the
rated torque of the driven machine,
i.e. the operating torque for the most
arduous work conditions. For a rolling
mill, for example, this is the maximum
continuous rolling torque (not the initial
entry). The actual loads are higher
because of additional external forces,
produced by accelerations and vibrations, for example. When calculating
the load carrying capacity of the gear
wheels, these additional loads are
considered by an application factor
KA according to DIN 3990.
One standard work on the subject
lists the following criteria for evaluating
the load carrying capacity of gear wheels:
resistance to pitting (tooth flank

fatigue),
root strength (tooth fracture from
fatigue),
resistance to scuffing (hot tooth
flank welding),
wear strength (slow wear of tooth
flanks),
grey spot resistance (fatigue from
micro pores on the tooth flanks, and
lubricant film formation.
The load carrying capacity which is

used as the basis for dimensioning
gear wheels is determined in rig tests
under standard conditions (partly standardised: FZG test to DIN 51 354).

Designing tha casing
Designing the casing

The following functions have a decisive influence on the design of the
casing:
forces and supporting moments

must be taken up and transmiitted at
the same time as the position of the
gear wheels and the form of the
bearing seatings must be accurately
maintained;
there must be adequate heat
removal;
noise radiation must be at a minimum;
gear wheels and bearings must be
protected against contamination by
foreign matter;
lubricant loss must be prevented.
The increase in load carrying capacity

of gear wheels and rolling bearings
resulting from design improvements,
improved materials and enhanced
quality has enabled gearboxes to be
downsized or uprated. The higher
specific loads, frictional losses and increased noise resulting from this trend
mean that the casings must be more
stable so as to keep deformations to a
minimum, but also that they should
have a sufficiently large surface to prevent inadmissible heating and premature lubricant ageing, and should be
properly designed with respect to minimising noise so as not to exceed the
noise emission limits.
15
2 Bearing types for industrial

gearboxes
Deep groove ball bearings . 18
Angular contact ball
bearings . . . . . . . . . . . . . . . . 20
Cylindrical roller bearings . . 22
CARB roller bearings . . . . 24
Spherical roller bearings . . . 26
Taper roller bearings . . . . . . 28
Spherical roller thrust
bearings . . . . . . . . . . . . . . . . 30
Bearing types for

For the support of the shafts and gear wheels of
industrial gearboxes, rolling bearings are used
almost exclusively. The exceptions are in some
specialised areas, such as turbo drives, where
hydrodynamic plain bearings are used.
There are many good reasons for this

dominance of rolling bearings:
good location with minimum radial

and axial play enables optimum
meshing to be achieved;
high specific load carrying capacity
with low friction;
wide range of internationally standardised products produced in high
volumes at reasonable prices and
having good availability;
can be calculated using reliable load
carrying capacity values;
little design work for the user;
simple arrangement;
axially compact so that short and
stiff shafts can be used;
normal tolerances and surface finishes for shaft and housing seatings;
less sensitive to misalignment than
plain bearings;
ability of radial bearings to accept
axial loads;
not influenced by direction of load or
rotation;
low starting torque;
no starting problems in intermittent
operation;
relatively easy to lubricate;
favourable behaviour under emergency conditions;
economic maintenance.
Almost all bearing types are used in

industrial gearboxes and almost all the
available sizes. In the majority of applications, standard catalogue bearings
can be used; any variants with respect
to clearance or cage design are also
generally common, so that the comprehensive range of SKF catalogue
bearings for general engineering applications covers the needs of gearboxes
very well and enables the designer to
make an optimum selection. The most
important bearing types for gearboxes
are described in more detail in the
following.
17

Deep groove ball bearings
18

Deep groove ball

bearings
Deep groove ball bearings are the
most popular of all bearing types and
this also applies for gearboxes. The
most important characteristics which
make them so popular are
they are able to carry radial loads

as well as axial loads acting in both
directions;
they are suitable for high and very
high speed operation as their friction
is low;
they have practically no tendency to
smear, i.e. cold welding when the
balls are accelerated;
they run quietly, particularly if they
are lightly preloaded by axial force;
they are robust in operation and
require little maintenance;
they are favourably priced.
These improvements also bring advantages when the bearings are used
in gearboxes. In particular the reduced
sensitivity to misalignment means that
there is no reduction in bearing life
under the slight misalignments of up to
approximately 3 minutes of arc which
are normally encountered. The improved surfaces reduce friction leading to lower running temperatures so
that lubrication conditions are improved and bearing life extended.
The dominant role for deep groove ball

bearings is where shafts have to be
located axially and loads are relatively
light. This is the case in
Benefits offered
by SKF
spur gear units (drive shaft and hollow take-off shaft),

multi-ratio gear units (switching spur
gear wheels),
geared motors
worm gear units (worm wheels),
planetary gears (drive shaft, planetary carrier) and
coupling shafts.
In recent years SKF has made a
number of improvements to deep
groove ball bearings which have
resulted in further performance
enhancements. The more important include
optimised raceway geometry

and finish, reducing friction, running noise and sensitivity to
misalignment;
improved cages which are more
stable, thus increasing reliability
at high speeds;
improved seals, thus enhancing
the sealing efficiency of sealed
bearings.
19

Angular contact ball bearings
20

Angular contact ball bearings
Angular contact ball

bearings
The raceways of these bearings are
arranged at an angle to the bearing
axis (contact angle), so that they are
able to carry heavier axial loads than
deep groove ball bearings. Sliding
movements of the balls are superimposed on their rolling motion, so that
the single row bearings require accurate adjustment or a minimum
axial load to function properly.
Angular contact ball bearings are
available in the following designs:
single row, single direction angular

contact ball bearings,
double row, double direction and
paired single row angular contact
ball bearings and
four-point contact ball bearings, i.e.
single row, double direction ball
bearings.
The improvements made by SKF

to single and double row angular
contact ball bearings, e.g. reinforcement of the ball set (single row
BE design, double row A and E
designs) to give higher load carrying capacity means that worm gear
units can transmit more power
and, at the same time, the reduction in friction means that bearing
temperature can be lowered. The
reduced tolerances for axial clearance and for dimensional and running accuracy which are standard
for SKF single row angular contact
ball bearings for paired mounting
of the CB design, because of the
improved location and reduced
running noise, are advantageous
in low-noise worm gear units such
as those required for lifts and
escalators.
Benefits offered
by SKF
Single direction implies that axial

loads acting in one direction only can
be accommodated, whereas double
direction bearings (and paired single
direction bearings, depending on the
arrangement) can take axial loads
acting in both directions.
The single and double row angular
contact ball bearings are preferred
as locating bearings for worm shafts.
Four-point contact ball bearings are
used primarily as thrust bearings in
high speed spur gear units, where the
outer ring is radially free.
21

Cylindrical roller bearings
22

Cylindrical roller
bearings
The special properties of cylindrical
roller bearings make them a popular
choice for gearboxes and include:
high radial load carrying capacity;

low friction the lowest of any roller
bearing under purely radial load;
suitable for a wide range of operating
speeds, including very high speeds,
as the cage has the correct combination of roller guidance, strength and
sliding friction properties;
ability to accommodate moderate
axial loads, when they are simultaneously under radial load, via the
slid-ing surfaces of the roller
end/flange contact, although the increased
friction means that lubrication and
cooling must be adapted to the
conditions;
the ease with which lateral displacement can take place within the bearing makes them ideal as non-locating bearings;
proven good performance under
external radial accelerations;
most designs are separable so that
mounting and dismounting are
simple.
These characteristics make cylindrical

roller bearings ideal for the following
applications:
as the non-locating bearings of all

high-performance units; the NU
design with its flangeless inner ring
is perhaps the most used, but also
the NJ, NJG and NCF find application; the rings of these bearings
need only be axially located at one
side, and by mounting the rings with
relative axial displacement the bearings can accommodate lateral
displacement in both directions.
in spur gear units, even where combined radial and axial loads are produced by the helical teeth; the most
popular positions are those on the
intermediate shaft, as the axial forces
from the driven and driving wheels
generally act in opposite directions
so that the resultant axial load is
light.
Practically all improvements made

to cylindrical roller bearings by SKF
could be considered as tailored to
gearbox needs, so that they make
an appreciable contribution to increased performance. The main
characteristics are
Benefits offered
by SKF
the reinforced roller complements

and opened flanges of the EC
design give increased radial and
axial load carrying capacity;
the logarithmic roller profile ensures an optimum stress distribution over the whole roller length
so that edge stresses are avoided even under heavy loads and
the permissible misalignments;
the refined raceway micro-geometry reduces friction and improves lubricant film formation;
newly developed cages ensure
proper bearing function over the
increased performance range;
the standard polyamide cages
(designation suffix P) of small
bearings have low friction, are
elastic and have good sliding
properties;
the steel window-type cages
(designation suffix J) which are
standard for medium-sized bearings and can also be fitted to the
smaller sizes (to special order)
withstand high temperatures
and also medium to strong vibrations;
the machined brass cages (for
gearbox bearings preferably outer ring centred and in two parts,
designation suffix MA, or in one
piece, suffix MP or ML) are standard for large bearings and can
be fitted to other sizes to special
order; they can tolerate high
speeds and are resistant to vibrations and accelerations.
The range of cylindrical roller bearings

is large compared with other bearing
types. The various flange configurations
(NU, NJ, NUP, N and NCF designs)
make the bearings suitable for a multitude of applications and the different
cage designs extend the usefulness of
these bearings.
23

CARB roller bearings
24


CARB is a completely new type of
bearing: a Compact Aligning Roller
Bearing. This single row roller bearing,
developed by SKF, is characterised by
a combination of properties which
make it interesting for a multitude of
applications:
the ability to compensate for angular

misalignments or initial errors of
alignment typical of spherical roller
bearings;
the ability to take up axial displacements in the bearing itself typical of
cylindrical roller bearings;
the low cross section typical of
needle roller bearings;
the high radial load carrying capacity
imparted by long sphered rollers;
the low friction obtained from optimally matched raceway profiles;
the quietness of operation.
Because of its many advantages, the

CARB makes an ideal non-locating
bearing. The points in favour of its use
in industrial gearboxes include, in addition its compact design and high radial
load carrying capacity even when
misaligned, the potential for downsizing or increasing operational reliability
or the power rating. The CARB is particularly suitable for the bearing
arrange-ments of
SKF has introduced a completely

new roller bearing, the CARB. It is
the only bearing available which
combines the advantages of three
different bearing types without, at
the same time, incorporating their
disadvantages. For gearbox applications, these advantages translate into the following opportunities for enhanced performance.
Benefits offered
by SKF
Up to 30 % higher load carrying

capacity at the bearing position
combined with small radial
space requirements
The low cross section allows
downsizing or increased performance
Compensation for errors of position and also form of bearing
seatings in housings thus allowing machining costs to be
reduced
Both bearing rings can be
mounted with an interference fit
so that there will be no wear in
the bore and no additional axial
loads under conditions of axial
displacement
Quiet running and little vibration
heavily loaded shafts in spur

gearboxes,
pinion shafts in bevel gearboxes,
and
planetary gears.
Two versions of CARB are available:

a bearing with cage and a full complement bearing.
25

Spherical roller bearings
26


The self-aligning capability (also in
operation) of spherical roller bearings
makes their use advantageous where
shaft bending occurs or where there
are errors of alignment between shaft
and housing (casing). They are therefore used in all cases where misalignment of the bearing rings would produce inadmissible edge stresses if rigid
bearings were used. Additional important characteristics make the spherical
roller bearing a reliable all-rounder for
gearbox applications. These include
the high radial load carrying capacity

and the ability to accommodate axial
loads acting in both directions;
the wide range of dimension series
and very wide range of sizes
even very large sizes.
The many successful development

refinements and the improved characteristics resulting from them explain
the popularity of spherical roller bearings for gearboxes (particularly in spur,
bevel and planetary gear units).
The design and functional characteristics substantiate the leading

position of SKF spherical roller
bearings:
Benefits offered
by SKF
long, symmetrical rollers give

very high load carrying capacity;
the floating guide ring between
the rows of rollers ensures that
the rollers are properly guided
(without wobble) into the loaded zone and, in cases where
axial loads predominate, that the
load is correctly carried by the
rollers and symmetrically distributed over the roller length;
the special form and optimum
surface finish of the raceways
minimise friction and operating
temperature enabling high
speed operation;
the latest development the E
design has even higher load
carrying capacity as the bearing
section is more efficiently exploited;
the position of the guide ring
above the pitch diameter in the
E design favours lubricant film
formation between the rollers
and guide ring;
all SKF spherical roller bearings
are fitted with robust metallic
cages which perform well even
under arduous conditions.
27

Taper roller bearings
28


The tapered form of the raceways
makes these bearings eminently suitable for combined radial and axial
loads. There is a choice of contact
angles so that the appropriate bearing
for the particular combination of radial
and axial loads can be found. The
necessity for functional reasons to use
two bearings adjusted against each
other enables the force distribution on
the rollers to be controlled so that maximum life can be obtained at the same
time as the stiffness and guidance of
gear shafts can be optimised. The
main gearbox applications are
spur gear units with helical teeth,

bevel and bevel/spur units and
worm gear units.
As taper roller bearings can support

very heavy loads, they are always
used when the load carrying capacity
of other bearings for combined load
conditions (deep groove and angular
contact ball bearings) is inadequate.
Because the raceways are at an
angle to the bearing axis, an internal
axial force is produced when the bearing is radially loaded, which acts on
the housing via the outer ring and
can deform it. With larger units (from
approximately 90 mm shaft diameter)
and specifically high performance
requirements, the casing walls are
often not sufficiently stiff, so that the
use of double row or paired single row
taper roller bearings (or spherical roller
bearings) is recommended, because
the internal axial forces cancel out
each other and the casing walls will
not be deformed.
Paired single row taper roller bearings in a face-to-face arrangement
(designation suffix DF) are always used
when the preset axial play can be exploited and when adjustment during
mounting is to be avoided.
SKF taper roller bearings have a

number of advantages which make
them suitable for industrial gearboxes. These include
Benefits offered
by SKF
the ideal form and optimum

finish of the roller end/guide
flange contact enable hydrodynamic lubrication to be achieved
and mixed lubrication conditions
avoided, so that the critical running-in process normally required when commissioning a
gearbox is not needed;
the logarithmic raceway profiles
guarantee optimum stress distribution over the whole roller
length and prevent edge
stresses;
the improved surface topography
of the raceways enhances lubricant film formation and reduces
bearing noise.
29

Spherical roller thrust bearings
Spherical roller thrust

bearings
The special feature of these bearings
is their self-aligning capability. This
means that their full load carrying
capacity can be utilised, in contrast to
the very stiff cylindrical roller thrust
bearings, even when the bearing
washers are slightly out of alignment
with each other. The even distribution
of load is still maintained when there
are small angular misalignments of the
seating surfaces. Such misalignments
would considerably shorten the life of
cylindrical roller thrust bearings.
Spherical roller thrust bearings are
used in gearboxes, particularly where
axial forces are produced by the driven
30
SKF spherical roller thrust bearings

have particularly low friction thanks
to the special roller end/flange
contact geometry.
machine, e.g. in extruder gearing and
water turbine gearboxes. The bearings
are used successfully as thrust bearings for the pinion and worm shafts of
large and very heavily loaded bevel
and worm gear units.
Benefits offered
by SKF
Marine gearbox
with spherical
roller bearings,
cylindrical roller
bearings, fourpoint contact ball
bearings and
spherical roller
thrust bearings
31
3 Design of bearing
arrangements
Shafts and gear wheels
in spur gearboxes . . . . . . . . 33
Shafts in bevel gearboxes . . 44
Shafts in worm gearboxes . 50
Shafts and gear wheels for
planetary gearboxes . . . . . . 56

Shafts and gear wheels in spur gearboxes
Design of bearing
arrangements
It is quite possible that several different bearing

types are used in one gearbox, and where combined gear units are concerned, there are several types of gearing. A stepwise approach is
therefore appropriate when selecting bearings,
taking each shaft in turn so that the different
conditions for the individual shafts and gear
wheels can be fully considered. The bearing
arrangements described in the following are
well proven and the conditions specific to a
certain shaft are covered. A presentation of the
most commonly used bearing series facilitates
the initial selection.

in spur gearboxes
Spur gearboxes are generally used to
reduce speed. There are three main
types which differ in the way they are
mounted: stationary units (mounted on
the machine base), cartridge units
(mounted on the drive shaft of the
driven machine) and flanged units
(flanged to the casing of the prime
mover and/or driven machine).
The drive from the prime mover is

via a coupling or a belt. The drive is
transmitted to the driven machine via a
coupling, a quill shaft connection or via
a pinion.
Input shafts
The input (drive) shafts have the highest speeds and lightest loads provided
no additional external loads have to be
considered, e.g. belt tension forces.
Vibrations and imbalance forces may
be produced by the prime mover. It is
also necessary to consider the prob33

Bearing arrangement for an input

shaft with two
cross-located
deep groove ball
bearings

shaft with two
taper roller bearings arranged
face-to-face
34
lems of high angular accelerations

when starting without load as well as
operation without load at maximum
speed in order to prevent bearing damage caused by the rolling elements
sliding on the raceways. There is a
danger of this occurring when loads
are suddenly applied. The temperature
differences and the associated thermal
expansions in the radial and axial
directions are high for input shafts, as
the speed related large power loss and
relatively small masses as well as the
relatively small surface of the pinion
shaft mean that there is insufficient
heat removal. The distance between
bearings is dictated by the casing and
the low torque often means that slim
shafts are used. This means that shaft
bending and bearing misalignment must

be taken into account, particularly if a
belt drive is used.
Two deep groove ball bearings
arranged for cross location ( fig 1 )
provide a cost-favourable bearing arrangement for moderate power requirements. Deep groove ball bearings are
suitable for high-speed operation. Because of the low friction, small quantities of oil are adequate for lubrication
and cooling so that the collected oil
splashed by the gear wheels dipping
into the oil bath is generally sufficient.
In order to prevent axial clamping of
the bearings being caused by thermal
expansion of the shaft there should be
sufficient axial clearance between the
outer ring and the cover.
For shaft diameters of up to approximately 90 mm, two taper roller bearings arranged face-to-face ( fig 2 )
are advantageous both from technical
and cost considerations. The taper
roller bearings are adjusted against
each other via the cover so that they
will have zero clearance when at the
operating temperature or, for reasons
of stiffness, they may have a slight preload. When determining the initial axial
clearance it is necessary not only to
consider the temperature differential
between shaft and casing but also the
deformation of the shaft and, above all,
the casing. The casings of larger units
are often not stiff enough with respect
to the axial forces (tooth force + internal axial forces in the bearings). In
such cases bearing adjustment is dif-

shaft with two
cylindrical roller
bearings

Classic
locating/nonlocating bearing
arrangement with
a spherical roller
bearing and a
cylindrical roller
bearing
ficult and shaft guidance is not sufficient-ly accurate. The taper roller bearing arrangement shown is, therefore,
not always suitable.
Cylindrical roller bearings ( fig 3 )
have a high radial stiffness and guide
the shaft very accurately without having
to be adjusted as taper roller bearings.
Axial forces are transmitted via the
flanges and roller ends. Because this
causes more frictional heat, lubrication
and cooling must be particularly good.
In order to prevent axial clamping of
the bearings when thermal expansion
of the shaft takes place, there should
be adequate axial play between the
flanges.
The classical locating/non-locating
arrangement ( fig 4 ) is more complicated from a design point of view
than the cross-located arrangements
described above, as the inner and
outer rings must be axially located at
both sides. However, it has advantages with regard to dimensioning as
the axial force is always taken up by a
given bearing in this case the spherical roller bearing irrespective of the
direction of the load. Additionally,
displacement of the non-locating bearing is always assured so that there is
no risk of axial clamping occurring
when the shaft expands.
Two NU-design cylindrical roller bearings as radial bearings together with a
four-point contact ball bearing as the
thrust bearing ( fig 5 ) have proved
suitable for very high-speed operation
(up to n dm 1 000 000). For such
high-speed operation the bearings

must have
machined brass cages, centred in

the outer ring,
increased internal clearance: C3 for
the cylindrical roller bearings and
C4 for the four-point contact ball
bearing, and
seatings having increased accuracy
of form and position (IT4/2).
At high circumferential speeds the

bearings will reject normal oil supplies.
Therefore, it is necessary to inject oil
at high speed (v 15 m/s) into the
gap between cage and inner ring. Oil
drainage facilities should be provided
at the injection side of the bearings.

shaft with two
cylindrical roller
bearings as the
radial bearings
and a four-point
contact ball bearing as the thrust
bearing
35

Intermediate shafts
Bearing arrangement for an intermediate shaft with

two taper roller
bearings arranged
face-to-face
36
Intermediate shafts are the most heavily loaded as they are subjected to the
forces from two gear meshes. The
speeds are moderate. The axial forces
on pinion and wheel oppose each
other when the direction of the teeth is
the same so that they partially balance
each other. There are no additional
external forces but vibrations may be
transmitted from the input or output
shafts. As there is no torque acting at
the shaft ends, reasonably small diameters can be used enabling a relatively large bearing section to be utilised for the accommodation of the
high radial forces. Design limits for the
bearing outside diameter are set by
the distance between input and output
shafts.
When using taper roller bearings
( fig 6 ) it should be remembered
that axial forces are produced even
though the load is purely radial. This
may lead to axial deformation of the
casing. These deformations occur
in the central, less stiff region of the
casing because of the position of the
intermediate shaft, and are larger
than for the input shaft. They lead to a
change in position of the shaft and can
therefore cause inadmissibly high misalignment of the bearings and the
mesh.
Experience shows that the casing
deformations occurring in smaller units
with shaft diameters up to 90 mm are
generally within acceptable limits. For
larger units it is necessary to resort to
other bearing types or arrangements

which are less unfavourable in respect
of casing deformation.
In comparison with input shafts,
the axial loading of cylindrical roller
bearings used to support intermediate
shafts ( fig 7 ) is less critical. The
axial forces at the gears act in opposite directions and cancel each other
out, at least partially, so that the axial
load on the bearings is light. Also the
speeds are lower so that frictional
losses deriving from the axial load
remain small.
The high radial load carrying capacity of the cylindrical roller bearings is
an advantage as the intermediate shaft
bearings are heavily loaded. The choice
between caged or full complement
cylindrical roller bearings is determined
primarily by the factors load, speed,
lubrication conditions, friction and
cost.
Compared with the input shaft, there
is only a small temperature gradient
between the intermediate shaft and the
casing. This makes it possible to use
spherical roller bearings in a crosslocated arrangement as shown in
fig 8 which is simple in design and
therefore cost-favourable.
There is a wide range of spherical
roller bearings available, particularly
for medium and large shaft diameters,
and there is also a choice of several
cross sections for each diameter. It is
thus possible to easily find bearings
which can support the heavy loads
acting on the intermediate shaft but

two cylindrical
roller bearings

which have outside diameters within
the limits set by the distance between
the shafts.
A locating/non-locating bearing
arrangement as per fig 9 with a
spherical roller bearing at the locating
side and a CARB as the non-locating
bearing offers the possibility of reducing the cross section of the non-locating bearing arrangement, because of
the high load carrying capacity of the
CARB, so that the available space can
be better exploited. In many applications there is a risk that the bearing
seating in the housing will be hammered out so that an intermediate
sleeve must be incorporated. By using
a CARB bearing this is no longer a
problem as the outer ring is mounted
with an interference fit in the housing,
so that a sleeve is not needed.

two spherical
roller bearings
Bearing arrangement for an intermediate shaft

with one spherical
roller bearing
(locating) and
one CARB (nonlocating bearing)
Fig 9
37

The locating/non-locating arrangement shown in fig 10 can carry very
heavy radial as well as axial loads.
Two matched single row taper roller
bearings (DF execution) are used for
the locating arrangement. In contrast
to the cross-located bearing arrangements shown in figs 2 and 6, the internal axial forces of the taper roller bearings compensate each other within the
bearing pair and do not deform the
casing. The intermediate ring supplied
with the bearing pair ensures that there
is a minimum axial clearance within the
bearings. This is adequate for temperature differentials between shaft and
casing of up to 20 C. To avoid deformation of the thin-walled inner ring as
the cover screws are tightened, the
length of the centring surface (spigot)
of the cover should be chosen to give
a preload of approximately 0,01 mm.
Drive (output) shafts

Locating/nonlocating bearing
arrangement for
an intermediate
shaft with two
matched single
row taper roller
bearings and one
cylindrical roller
bearing
38
The conditions for the drive shafts

are characterised by high torques
and low speeds. The torque calls for
a large shaft diameter so that the
requisite load carrying capacity can be
obtained even when using bearings
with low cross sections. There are
potential problems with lubrication of
the rolling contacts if, because of the
low speeds, elastohydrodynamic
(EHD) lubrication, i.e. the formation

of a separating lubricant film between
rolling elements and raceways, cannot
be achieved. Operating bearings
under conditions of mixed friction or
boundary lubrication will result in wear
and shorter bearing life. Besides rotational speed, operating temperature
and lubricant viscosity are the most
important factors determining EHD
lubrication.
There is a limit to how high the
viscosity of the oil can be because
consideration must be paid to the
high-speed gears and bearings in the
unit. Therefore, a cooling of the gearbox in the region where the low-speed
bearings of the drive shaft are situated
is often the most effective means of
increasing bearing life. Suitable additives in the oil can also contribute
to a reduction in wear.
Other factors influencing drive shaft
bearings depend on the gearbox design:
In stationary, base-mounted gearboxes, depending on the type of

power take-off, it is necessary to
consider the forces of the coupling,
the propeller shaft, a pinion or of the
directly coupled driven machine
(e.g. extruders).
Bearing arrangement for an output

shaft with two
spherical roller
bearings

Bearing arrangement for an output

shaft of a cartridge-type unit
with full complement cylindrical
roller bearings of
series NCF 29 V
The bearings in cartridge-type gearboxes are subjected to the reactionary forces of the torque support.
Additional forces may also be produced as a result of casing deformation.
The casings of flanged gearboxes
are bolted to the driven machine.
The shafts are generally rigidly
coupled so that the double support
of the output shaft becomes a multiple support in practice. Centring
errors of the coupled components
produce additional forces in the
bearings so that narrower tolerances
for the centring should ensure the
accuracy of alignment of the bearing
arrangement.
The arrangement with spherical roller

bearings ( fig 11 ) is especially suitable for applications where rough
operation, external additional forces,
misalignments and shock loads place
heightened demands on the bearings.
Axial shock loads are taken up by the
less sensitive raceways in the absence
of flanges on the rings.
For cartidge-type gearboxes, the
relatively large diameters of the hollow
shaft mean that bearings having low
cross section are suitable. Fig 12
shows a well-proven bearing arrangement incorporating full complement
cylindrical roller bearings of series

NCF 29 V. For lighter loads but with
similar diameters, deep groove ball
bearings of series 619 can be used
in the same arrangement. For heavier
loads as well as larger deformations,
but still with the same diameters and
arrangement, spherical roller bearings
of series 239 are appropriate. Deep
groove ball and spherical roller bearings have cages and are thus less
susceptible to wear when inadequately lubricated than full complement bearings.
Intermediate gear wheels

An internal bearing arrangement is
most suitable for intermediate gears
as it takes up the least space. Internal
bearing arrangements are characterised by rotating outer rings. Therefore,
there is rotating outer ring load and
stationary inner ring load. This means
that the outer rings should have interference fits and the seatings should be
very accurately machined in order to
keep the rotating inaccuracies which
cause increased friction and additional
forces on the bearing cage to a minimum.
With opposing meshes the circumferential forces are added, so that high
radial load carrying capacity is required. The axial forces from the
Bearing arrangement for an intermediate gear

wheel with two
cylindrical roller
bearings of the
NJ design
39


wheel with two
back-to-back
40
helical teeth oppose each other and

partially cancel each other producing a
tilting moment on the bearing which
can cause misalignment.
Two cylindrical roller bearings of the
NJ design provide the requisite high
radial load carrying capacity in a restricted space as shown in fig 13 . The
design of the associated components of
the arrangement is simple. The bearing
arrangement of helical intermediate
gear wheels must be checked for angular misalignment. An unfavourable combination of wheel diameter, pitch and
distance between bearings can produce
inadmissible values of misalignment.
An extended support width (distance
between bearing pressure centres)
can be achieved using, for example,
angular contact ball bearings.
Taper roller bearings in a back-toback arrangement ( fig 14 ) also increase the support width as well as
reducing the influence of the tilitng
moment on the misalignment if they
are adjusted to zero clearance, or a
light preload.
Straight cut gear wheels may be
supported by a single spherical roller
bearing ( fig 15 ). The intermediate
gear wheels are thus free to align so
that a good mesh is achieved.
In order to be able to use standard
bearings (without lubrication holes in
the inner ring) oil should be supplied at

the side. To prevent the supplied oil
from being rejected by the bearing, the
seal gap at the supply side should not
exceed 1 mm.
Shifting gear wheels

For reasons of space these gear wheels are supported internally in a similar
manner to the intermediate gears. The
torque is transmitted in the engaged
condition so that the bearings are subjected to the tooth forces. The inner
and outer rings rotate but the relative
speed is zero. Both rings have rotating
load but the rolling elements do not
roll. The continuous changes in load
under these stationary conditions
cause micro-sliding to take place at the
rolling element/raceway contacts. As
there is no relative rotation of the rings,
a washboarding type of wear will be
produced in the raceways. This wear
can be reduced by using highly viscous
lubricating oil containing anti-wear
additives.
Where the wheels have helical
teeth, the axial force produces a tilting
moment and consequently a rotating
tilting motion which leads to axial movement in the rolling element/raceway
contacts. This increases wear. Ball
bearings, adjusted to zero clearance,
behave favourably as the balls can

wheel with a
single spherical
roller bearing

also roll in the axial direction and because the movement is reduced by the
clearance-free adjustment. Wear is
always load-dependent so that bearings under low specific loads wear
less. The washboarding effect is also
less prominent as engagement always
takes place at new positions so that
the wear is evenly spread over the
raceway.
For the support of shifting wheels,
deep groove ball bearings have proved
to give good performance ( fig 16 ).
Bearings with increased radial internal
clearance (C3) are used. The clearance-free adjustment via the inner rings
produces a contact angle in the bearings of approximately 15, so that the
support width of the bearings is extended. This reduces movement in the
relatively stationary bearings under
rotating load and thus reduces wear. In
addition, the clearance-free back-toback arrangement improves guidance
of the wheel.
Lubrication of the bearings from the
outside is difficult as all components of
the arrangement shaft, bearings and
wheel rotate and because the bearings are partly covered e.g. by the
coupling. The most reliable method is
to supply oil internally through the
shaft.
Bearing arrangement for shifting

gear wheel with
two deep groove
ball bearings
41

Demands on the bearings

Modern spur gears generally have
hardened gear wheels with ground
teeth. It is then possible to obtain high
performance with relatively little friction
and low noise. A prerequisite for this is
the use of high-performance bearings,
which should have the properties listed
in Table 1 .
In addition to these general requirements with respect to ball and roller
bearings for high-performance gearboxes, other demands deriving from
the specific operating conditions at
Demands on
rolling bearings
for spur gears
each particular bearing position must

be considered. To make the situation
clearer in Tables 2 to 4 , the text has
been kept as short as possible.
Table 1
Demand
Required bearing design feature
High load carrying capacity
Optimised rolling element size and number.

Logarithmic roller/raceway contact.
Good lubricant film formation through low friction and
low raceway surface roughness.
High stiffness

High dimensional and running accuracy
Particularly the inner ring running accuracy should

preferably be to tolerance class P6 or better.
Low friction
Low friction in roller end/flange contact for taper and

cylindrical roller bearings.
Low friction in roller/raceway contact.
Lightweight precision cage.
Low raceway surface roughness.
Low running noise
High precision of all bearing components.
Demands on input
shaft bearings
42
Table 2
Specific operating conditions
Requirements of bearings/steps to
guarantee performance
High speed and thus high friction

and high operating temperature
Use low-friction bearings.

Avoid over-dimensioning.
Ensure lubricant supply when
starting up cold.
Provide good cooling.
Large temperature differential when

starting up (slim input shaft heats up
more quickly than the better cooled
solid casing)
Check required bearing internal clearance; if necessary

select bearings with C3 clearance.
Ensure axial displacement at non-locating bearing position.
Vibration from drive; imbalance

forces
Use bearings with stable cages, e.g. cylindrical roller bearings

with steel window-type cages or outer ring centred machined
cages, or spherical roller bearings with steel window-type cages.
Idling under light load
Check minimum load. Avoid over-dimensioning.

Use bearings with small roller masses where possible.
Do not use full complement cylindrical roller bearings.
Choose bearing types less susceptible to smearing,
e.g. spherical and taper roller bearings.

Bearing selection
The following check list will be found

useful when selecting bearings in order
not to forget any important factors.
Adjusted basic rating life

Axial load carrying capacity when
the flanges of cylindrical roller bearings are under load
Friction
Stiffness
Misalignment
Sufficient play to prevent inadmissible clamping when temperature

differentials are large
Minimum load
Static safety under peak loads
A preliminary choice can be made from

the bearing series shown in Table 5 .
Table 3
Specific
operating conditions
Requirements of bearings/steps
to guarantee performance
Heavy radial loads
Use bearings with high load carrying capacity.
Low to
moderate speeds
Check lubricant film formation. If necessary increase viscosity or

improve cooling. Use lubricants with wear-reducing additives.
Table 4
Specific
operating conditions
Very low speeds
When lubricant film formation inadequate, i.e. a viscosity ratio (actual to

required viscosity) < 1, use lubricants with suitable EP additives.
When < 0,5 bearings with cages (not full complement bearings) must be used.
When < 0,1 reduce the specific bearing load;
aim for s0 > 10.
Shock loads from power

take-off;deformations
Use robust, self-aligning, spherical roller bearings.
Table 5
Operating conditions
Bearing series normally used

Input shaft
Intermediate
shaft
Demands on intermediate shaft

bearings
Output
shaft
Intermediate
gears
Shifting
gears
Light loads
62
63
63
NJ 2 EC
619
160
60
60
62
618/C3
619/C3
Moderate loads
NJ 2 EC
320 X
222 E(CC)
NJ 22 EC
322
222 E(CC)
NCF 29 V
239 CC
NJ 2 EC
320 X
160/C3
60/C3
Heavy loads
322
232 CC
223 E(CC)
NJ 23 EC
NJG 23 VH
223 E(CC)
322/DF
230 CC
NJ 3 EC
303
232 CC
223 E(CC)
62/C3
High speeds
NU 2 ECMA/C3
QJ 2 N2MA/C4
Demands on
output shaft
bearings
Bearing selection
In addition to the bearing series listed above, a CARB can be used as the non-locating bearing for
locating/non-locating bearing arrangements
43

Shafts in bevel gearboxes
Shafts in bevel
gearboxes
Bevel gears are generally speed
reduction gears. The high-speed drive
shaft is termed the pinion shaft and the
slow-speed driven shaft carries the
larger bevel gear wheel.
The pinion shaft is driven by the
motor via a coupling, a spur gear or a
belt drive. The power take-off is either
via a coupling or with bevel/spur gears
via a pinion.
Pinion shafts
The pinion is generally supported in an
overhung arrangement. In a few cases
the pinion is supported between the
bearings but it is difficult to design in a
bearing with sufficiently high load carrying capacity at the head. The overhung arrangement offers more space.
Two taper roller bearings in a backto-back arrangement as shown in
fig 17 offer a cost-favourable and axially as well as radially stiff arrangement
for small to medium diameter shafts
(d < 90 mm). The bearings are adjusted
using a shim between the shaft shoulder and the inner ring of the bearing at
the input side. The adjustment is determined to give zero clearance when the
bearings are in operation and warm
or, if required for stiffness reasons, a
slight axial prelod. When determining
the initial axial clearance the temperature differential between shaft and
casing must be considered as well as
the deformations of shaft and casing.
Bearing arrangement for a bevel
pinion shaft with
two taper roller
bearings arranged
back-to-back
44
Oil should be supplied between the

two bearings. A baffle plate ensures
that both bearings are reliably supplied
with lubricant. The oil drain at the cover
side reduces the amount of lubricant
reaching the seal.


pinion shaft with
two matched
single row taper
roller bearings
arranged face-toface (locating
position) and
one spherical
roller bearing
(non-locating
position)
For larger shafts, the requisite load

carrying capacity can be achieved using
a locating/non-locating bearing arrangement as shown in fig 18 . The locating
arrangement is at the drive side and
consists of two matched single row
taper roller bearings (DF execution).
The intermediate ring which is supplied
with the bearing pair ensures that a
minimum axial clearance remains when
the bearings are mounted which can
cope with temperature differentials between shaft and casing of up to 20 C.
For greater temperature differentials
such as may occur, for example, in
operation when ambient temperatures
are very low, paired bearings with
larger axial clearance are required
(special execution). In order not to
deform the thin-walled intermediate
ring when tightening the cover screws,
the length of the centring flange (spigot)
on the cover should be such that a preload corresponding to approximately
0,01 mm is obtained.
The matched taper roller bearings
operate as a double row bearing. As
the axial load from the pinion dominates, one of the two bearings depending on the direction of the load
is completely unloaded. Experience
shows that this is not a disadvantage
when there is little vibration.
The non-locating bearing adjacent to
the bevel pinion may be either a spherical roller bearing, a cylindrical roller
bearing or a CARB.
For one-piece casings, spherical roller bearings offer mounting advantages

and they are also relatively insensitive
to smearing when loads vary considerably and there are long periods of
idling. If cylindrical roller bearings are
used, the requisite axial displacement
can always take place in the bearing
itself so that the outer ring can have
an interference fit in the housing, and
radial guidance is enhanced. The same
is true of CARB ( fig 19 ). At this
position the bearing will not only enable
the axial displacements to be easily
accommodated, it will also accept the
angular misalignments caused by the
off-centre point of action of the tooth
forces with no reduction in life.
Oil should be supplied to the two
taper roller bearings between the outer
rings. Experience shows that for small
and medium-sized gears (up to approximately d = 150 mm) the non-locating
bearing can be adequately lubricated
by the oil returning from the locating
bearings. For larger gears, however, it
is necessary to arrange for a separate
oil supply to the non-locating bearing.
For spherical roller bearings, the oil
should be supplied via the lubrication
groove and holes in the outer ring for
the best results.

pinion shaft with
two single row
back-to-back
(locating) and
one CARB (nonlocating bearing)
Fig 19
45


pinion shaft with
one taper roller
bearing as a thrust
bearing and one
taper roller bearing as a radial
bearing (locating
position) and one
cylindrical roller
bearing (nonlocating position)
46
Although the bearing arrangement

shown in fig 20 is similar to that in fig
18 , there are considerable functional
differences. All roller rows are always
under load irrespective of the direction
of the axial load. If the direction of axial
load is from the pinion tip to the drive
input, the taper roller bearing at the
cover side with its radially free outer
ring will be axially loaded, and the opposing bearing will be radially loaded.
If the load direction is reversed then
the smaller axial load will act on the
inboard bearing which is also under
radial load. The taper roller bearing at
the cover side will then only be subjected to a minimum axial load by the
springs. Because all roller rows are
always under load, this arrangement is
less sensitive to vibrations than that
shown in fig 18 .
Mounting is more complex because
there is no intermediate ring between
the taper roller bearings which have to
be adjusted on mounting. The radially
free outer ring of the taper roller bearing at the cover side is prevented from
turning by an O-ring.
A variant of this bearing arrangement incorporates a spherical roller
thrust bearing which has a higher load
carrying capacity. It replaces the taper
roller bearing which only carries axial
loads.
With respect to lubrication, the same
recommendations apply as for the
arrangement shown in fig 18 .
Output shafts
The gear wheels are generally arranged between the bearings for
design reasons. This is also true for
the bevel/spur gearboxes.
For shaft diameters up to approximately 90 mm, two taper roller bearings mounted back-to-back ( fig 21 )
provide a technically advantageous
and cost-favourable arrangement. With
larger dimensions, the casings are
often inadequately stiff with regard to
the axial forces (tooth force + internal
axial force of the bearings). This makes
adjustment of the bearings difficult and
shaft guidance is generally not sufficiently accurate. The bearing arrangement with cross location is then not
altogether suitable.
The axial force from the gear wheel
always acts in one direction. As the
axial force from the pinion dominates,
it is possible that the direction of the
resultant axial force will change. This
must be taken into consideration when
adjusting the mesh.
When adjusting the taper roller bearings, the shim at the gear wheel side
determines the position of the wheel in
the gearbox. The shim at the pinion
side is used to set the axial clearance
of the taper roller bearings.
Oil from the collecting pockets above
the bearings runs down at the cover
side of each bearing. From there the
oil must pass through the bearing and
thus lubricate it. Oil retaining plates ensure that there is an adequate supply
of oil available even when starting up.

wheel shaft with
two taper roller
bearings arranged
face-to-face


wheel shaft with
a double row
angular contact
ball bearing
(locating position)
and a cylindrical
roller bearing
(non-locating
position)
The locating/non-locating bearing

arrangement shown in fig 22 has the
advantage, compared with that shown
in fig 21 , that no bearing adjustment
is required. The bearings are also insensitive to axial deformation of the
casing. This will only be subjected to
the tooth forces and not to the internal
bearing forces, so that there will be
less deformation.
A double row angular contact ball
bearing is used as the locating bearing.
Alternatively, single row angular contact ball bearings in matched sets
having the same diameters as the
double row bearing and being marginally wider can be used for higher load
carrying capacity.
To determine the position of the
gear wheel in the gearbox and to adjust
the mesh, a split washer is inserted
between the bearing outer ring and
the retaining ring. When doing this the
bearing can remain on the shaft. A
cylindrical roller bearing of the NU
design is used as the non-locating
bearing at the other side where the
radial load is heavier.
arrangement shown in fig 23 is similar
in design and function to that shown in
fig 22 . At the locating side, two single
row taper roller bearings are arranged
face-to-face. Compared with the double
row angular contact ball bearing, the
taper roller bearings provide higher
load carrying capacity and greater
stiffness.
Adjustment of the bevel gear wheel

is simplified using a special (hookshaped) sleeve. In order to prevent the
thin-walled intermediate ring of the
paired taper roller bearings from being
deformed as the cover screws are
tightened, the length of the spigot in
the cover should be chosen to give a
preload corresponding to approximately 0,01 mm.
Oil should be supplied to the taper
roller bearings via the lubrication
groove and holes in the intermediate
ring. To allow an even distribution over
the two bearings, an oil drain should
be provided at the cover side.

wheel shaft with
two matched
single row taper
roller bearings
(locating position)
and one cylindrical
roller bearing
(non-locating
position)
47

Demands on the bearings

Modern bevel gearboxes usually have
hardened gear wheels with ground
helical teeth. This enables high power
transmission to be achieved with little
friction and little noise generation. A
prerequisite for this good performance
is the use of high-performance ball and
roller bearings which should have the
properties listed in Table 6 .
In addition to these general requirements for bearings for high-performance gearboxes, there are additional
requirements which are specific to
the actual bearing position.
Demands on
rolling bearings
for bevel gears
Demands on bevel
pinion shaft
bearings
48
Bearings for the pinion shaft

High radial and axial forces act simultaneously on the pinion shaft. Therefore high radial load carrying capacity
is required of the non-locating bearing
and high axial load carrying capacity
of the locating bearing. Because of the
high speed, bearings having low friction
should be used. These two requirements are in part contradictory.
Experience shows that pinion bearings do not fail from fatigue but are endangered by other influences. From
this it is possible to derive the requirements and actions listed in Table 7 .
Table 6
Demand
Required bearing design feature
High load carrying capacity

Good lubricant film formation through low friction and
low raceway surface roughness.
High stiffness

High dimensional and running accuracy
Particularly the inner ring running accuracy should

preferably be to tolerance class P6 or better.
Low friction
Low friction in roller end/flange contact for taper roller bearings.

Low friction in roller/raceway contact.
Low raceway surface roughness.
Low running noise
High precision of all bearing components.
Table 7
Most frequent reason for
pinion bearing damage
How to alleviate problem/demands

on bearings
Lubrication breakdown
Guarantee lubrication when starting up

in the cold state.
Overloading because of too

heavy a preload
When selecting bearing size, check the temperature differential

between shaft and casing. C3 internal clearance often required.
Inadequate lubricant film generation because of too high operating temperatures
Use low friction bearings.

Improve cooling.
Smearing on rollers and

raceways caused by roller
slip or sliding
Spherical roller bearings are more favourable than cylindrical
roller bearings in larger size range (d > 150 mm).
When using cylindrical roller bearings aim for small roller
diameters; use a full complement bearing.
Wear caused by contaminants
Avoid contaminating the gearbox during production,

assembly and in operation.

To obtain good meshing it is necessary among other things to have a
bearing arrangement with high radial
and axial stiffness. The locating bearing should therefore have a large
contact angle and as small an axial
clearance as possible.
Bearing selection
When selecting the bearings it is useful to refer to the cheklist given below.
Bearings for the output shaft

These bearings are predominantly
radially loaded so that high radial load
carrying capacity is also required of
the locating bearing. Because of the
slow speeds the risks in respect of
thermal behaviour and over-dimensioning compared with the pinion shaft are
negligible. The requirements for axial
and radial stiffness, for minimum axial
clearance and for bearing accuracy
correspond to those for the pinion
shaft bearings.

Permissible speed
Axial and radial stiffness
Sufficient bearing clearance in the
mounted but cold state to avoid inadmissible preload under conditions of
maximum temperature differentials
Minimum load
A preliminary selection can be made

using the overview of the bearing
series commonly used; see Table 8 .
Table 8
Bearing
arrangement
Bearing selection

Bevel pinion shaft
Input side
Pinion side
Bevel gear wheel/Bevel/spur gear wheel

Gear wheel side
Opposite side or
spur pinion side
Cross location
72 BE
73 BE
313
323 B
72 BE
73 BE
322
332
303
323
Locating bearing(s)
(2) 72 BECB
(2) 73 BECB
313/DF
322 + 293 E
72 BE
73 BE
323 B
323 B
72 BE
73 BE
322
332
303
323
33
(2) 72 BECB
(2) 73 BECB
320 X/DF
322/DF
303 + 294
Non-locating
bearing
NU 22 EC(/C3)
NU 23 EC(/C3)
232 CC(/C3)
223 CC(/C3)
NU 2 EC
NU 22 EC
NU 3 EC
NU 23 EC
223 EC
locating/non-locating bearing arrangements
49

Shafts in worm gearboxes
Shafts in worm
gearboxes
Generally worm gearboxes are used
to reduce speed. There are two main
types: one for mounting on the machine
base and a cartridge type for mounting on the input (drive) shaft of the
machine.
The drive from the prime mover is
either via a coupling or a belt drive.
The power take-off is via a coupling or
a quill (hollow) shaft connection.
Bearing arrangement for a worm
shaft with two
angular contact
ball bearings in
a cross-located
arrangement
Worm shafts
The heaviest axial loads act on the
worm shaft at the same time as speeds
are high. Where there is a belt drive,
the radial loads will also be heavy.
The temperature differences and the

associated thermal expansion in the
radial and axial directions are also large
in worm gearboxes. Only small masses
and surfaces of the worm shafts are
available to remove heat. Therefore,
there are large temperature gradients
from the shaft to the casing and these
must be considered when adjusting
the bearings.
The distance between bearings is
dictated by the casing and together
with the small torques this often leads
to the use of slim shafts. If there is a
belt drive, then shaft bending should
be calculated so that inadmissible
bearing misalignment can be avoided.
Two single row angular contact ball
bearings in a cross-located arrange50
ment ( fig 24 ) offer a cost-favourable, low friction bearing arrangement

with low noise for moderate performance and where diameters are small
(bearing bore diameter d 50 mm).
The angular contact ball bearings are
suitable for high speeds and because
of the large contact angle they are also
appropriate for predominantly axial
loads. The two bearings are adjusted
against each other via the cover so that
they will have a slight preload when
running at the operating temperature.
When determining the degree of adjustment it is necessary to consider the
temperature differential between shaft
and casing, but also casing deformation.
The same type of arrangement but

using two steep-angled taper roller
bearings ( fig 25 ) can carry heavier
loads than that with the angular contact ball bearings for the same shaft
diameter. Therefore, taper roller bearings are preferred for higher performance gearboxes and for medium to
large diameters. When determining
the degree of adjustment, it must be
remembered that taper roller bearings
are axially stiffer than angular contact
ball bearings and are therefore more
sensitive to excessive preload. It is
thus advisable to aim at zero clearance when the bearings are running at
the operating temperature. When starting up (worm already warm, casing
still cold) a slight preload will be pre-

shaft with two
face-to-face

shaft with two
matched angular
contact ball bearings (locating
position) and one
cylindrical roller
sent which experience shows can be

tolerated when lubrication is good.
arrangement ( fig 26 ) is more costly
from a design point of view and because a third bearing is involved but it
has the following advantages:
higher load carrying capacity (e.g.

for belt tension forces);
if paired angular contact ball bearings are used, no individual adjustment is required;
axial displacement at the non-locating bearing position is guaranteed.
ed single row taper roller bearings

(DF execution) as shown in fig 27 .
The intermediate ring which is supplied with the bearing pair ensures that
there is a minimum axial clearance in
the mounted condition, which is sufficient for temperature differentials between shaft and casing of up to 20 C.
In order not to deform the thin-walled
intermediate ring when the cover screws are tightened, the spigot (centring
shoulder) in the cover should have a
length such that a preload corresponding to approximately 0,01 mm can be
obtained.
A further performance increase can be

obtained by replacing the pair of angular contact ball bearings by two matchBearing arrangement for a worm
shaft with two
matched taper
roller bearings
(locating position)
and one cylindrical
roller bearing
(non-locating
position)
51

shaft with a taper
roller bearing as
the radial bearing
and a spherical
roller thrust bearing as the thrust
bearing (locating
position) and a
cylindrical roller
The bearing arrangement shown in

fig 28 is particularly suitable when the
axial load in one direction predominates, as for example in lifting gear. The
spherical roller thrust bearing takes the
dominant axial load as well as the axial
force produced in the taper roller bearing, which in this case is only subjected
to radial load. If the axial load changes
direction, then the taper roller bearing
takes the radial as well as the axial
load, while the spherical roller bearing
is spring loaded to give the minimum
axial load required for the correct motion of the rollers. Both bearings are
adjusted via the cover. When determining the axial clearance it is necessary
to consider the temperature differential
between shaft and casing.
shaft for maximum
loads with two
radial spherical
roller bearings
and two spherical
roller thrust
bearings
52
The advantages of this bearing

arrangement are the very high load
carrying capacity in the one direction
and also that all three bearings are
always under load. Bearing noise is
then particularly low and the bearings
are less sensitive to vibration.
Fig 29 shows a bearing arrangement for maximum loads and shocktype operation as encountered, for
example, in rolling mills when the rolls
are set. The radial forces are taken up
by two radial spherical roller bearings
mounted as non-locating bearings,
whilst the axial forces act on the spherical roller thrust bearings which have
radial freedom in the casing. The axial
clearance of the spherical roller thrust
bearings is obtained by adjusting the

width of the spacer sleeve. The springs
ensure that the requisite minimum load
is applied to the bearing which is relieved of axial load.
Worm wheel shafts
Fig 30: Bearing

arrangement for a
worm wheel shaft
with two deep
groove ball bearings in a crosslocated arrangement
The high torques on the worm wheel

shafts require large shaft diameters.
As speeds are slow, the load carrying
capacity of low cross section bearings
(light series) is adequate.
Because of the low speeds, lubrication of the worm wheel bearings by oil
spray is usually not sufficient and special arrangements must be made for
lubricant supply. An oil wiper on the
worm wheel or separate grease lubrication of the bearings have been found
to give good results.
vide adequate lubrication for the bearings they are greased and a gap-type
seal is provided on the inboard side.
The arrangement shown in fig 31
with two taper roller bearings is intended for heavier loads than that
shown in fig 30 but is otherwise
similar. It should be remembered when
using taper roller bearings that in
contrast to deep groove ball bearings
the axial adjustment of the bearings
will influence the radial guidance of
the worm wheel. Therefore, the casing
must be sufficiently stiff so that it will
not be deformed (beaten out) under
load. This would otherwise lead to
too large a bearing clearance and
inadmissible alterations to the
mesh.
Fig 32: Bearing

arrangement for
a worm wheel
shaft with two
cylindrical roller
bearings
Fig 31: Bearing

arrangement for a
worm wheel shaft
with two taper
roller bearings
arranged faceto-face
In most cases the worm wheel has a

globoid form and requires accurate
axial guidance, but it must also be possible for the axial position of the mesh
to be changed.
Two deep groove ball bearings in
the cross-located arrangement shown
in fig 30 generally have adequate
load carrying capacity and are very
cost-favourable. The adjustment of the
mesh and the bearings is made via
the covers. The mesh should preferably be adjusted via the one cover first
and then the bearing clearance via
the other cover. The temperature of
the slowly rotating worm wheel shaft
is usually low, so the bearings can be
adjusted to almost zero clearance. To
keep the oil level down and still pro-
When two cylindrical roller bearings

( fig 32 ) of the NJ or NCF (full complement) design are used, the radial
guidance of the worm wheel is not
influenced by any axial adjustment, so
that setting the mesh is simplified.
However, axially loaded cylindrical roller bearings are particularly susceptible
to wear, so that it is important that they
are adequately supplied with lubricant
of sufficient viscosity ( > 0,5) and that
the specific bearing load is not too
high (s0 > 10).
53

wheel shaft with
a double row
angular contact
ball bearing (locating position) and
a cylindrical roller
The design of the locating/non-locating bearing arrangement shown in fig

33 is more complex since all bearings
rings have to be axially located at both
sides. The double row angular contact
ball bearing (alternatively two matched
single row angular contact ball bearings)
guides the worm wheel axially with practically no clearance, so that adjustment
is not required. The inner ring without
flanges of the cylindrical roller bearing
(NU design) allows free axial displacement at the non-locating side.
Bearing selection
Demands on the rolling

bearings
The commonly used bearing series are

listed in Table 11 to facilitate a preliminary choice.
The demands on the rolling bearings

are derived from the specific operating
conditions at each bearing position.
They are briefly summarised in
Tables 9 and 10 .
54
The following checklist may be helpful

when selecting the bearings.

Permissible speed
Maximum preload when starting
up for the maximum temperature
differential
Zero clearance or slight preload at
the operating temperature
Misalignment
Static safety under shock loads

Table 9
Specifically heavy axial loads
Use bearings with large contact angle to take up

the axial load.
Need for clearance-free operation and

quiet running
Aim for slight preload when running at the operating

temperature. When adjusting or selecting initial bearing
clearance remember the expected temperature differential.
Large temperature differentials during

start-up (slim worm shaft heats
up faster than cooled casing)
When adjusting remember the expected temperature

differential to avoid inadmissible preloads.
High operating temperatures; the use

of lubricants with large proportion
of additives which are chemically
aggressive to plasticwhen aged
For gearboxes which operate constantly, or mainly

(high frequency of use) at high operating temperatures
(> 80 C) and which must also have a long service life
(> 20 000 hours) bearings fitted with metal cages should
be used.
Table 10
Accurate axial guidance of

worm wheel
Adjust bearings to zero axial clearance.
Very slow speeds
With inadequate lubricant film formation corresponding to a

viscosity ratio (actual to required viscosity) of < 1 use
lubricants with suitable EP additives.
When < 0,5 only use bearings with cages (not full
complement bearings).
When < 0,1 reduce the specific bearing load; aim
for s0 > 10.
Table 11
Operating conditions

Worm shaft
Demands on worm
shaft bearings
Demands on
worm wheel shaft
bearings
Bearing selection
Worm wheel shaft
Light loads
72 BEP
73 BEP
618
619
160
Moderate loads
313
(2) 73 BECBM + NJ 2 ECJ
313/DF + NJ 3 ECJ
60
62
32 + NU 10
(2) 72 BECBM + NU 2 ECJ
Heavy loads
293 E + 303 + NU 3 ECJ

294 E + 313 + NU 3 ECJ
(2) 293 E + (2) 230 CC
320 X
NCF 29 V
NJ 2 ECJ
locating/non-locating bearings arrangements
55

Shafts and gear wheels for planetary gearboxes

for planetary gearboxes
Planetary gearboxes usually come as
cartridge-type or flanged units and
more seldom for mounting on the base.
Power input and also output from the
sun wheel is almost exclusively via
couplings so that the sun wheel can
centre itself in the planetary wheels.
Power take-off via the planetary carriers is either via a coupling or, for the
cartridge-type units via a hollow shaft
connection.
Sun wheels
The sun wheel meshes with several
planetary wheels, so splitting the power.
The arrangement is always symmetrical so that with straight-cut teeth, the
reaction forces on the sun wheel bearings should cancel each other out theoretically. In practice, however, this is
not the case. The even distribution of
load over all the planetary wheels is
influenced by many factors. The most
important are the design (radial alignment of the sun wheel), the accuracy
of manufacture, and the specific load.
When the load is heavy the relative
deviation in the load distribution will be
smaller because of deformation. Because of the ability of the sun wheel to
align radially and/or the high manufacturing precision common today, the
bearing forces resulting from the uneven load distribution are so small that
they can be neglected when selecting
the sun wheel bearings. At high
shaft with two
deep groove ball
bearings
56
speeds, it is even sensible to subject

deep groove ball bearings to a minimum axial load by springs, in order to
prevent them from rotating without
load, and to achieve smooth running.
Fig 34 shows the bearing arrangement of the input shaft which incorporates two deep groove ball bearings in
a cross-located bearing arrangement.
Transmission of the torque from the
input shaft to the sun wheel is via a
toothed coupling. This allows the sun
wheel to adjust easily and the load distribution will be good as a result.
The sun wheel shaft shown in
fig 35 is also supported by two deep
groove ball bearings, but these are in a
locating/non-locating bearing arrangement. The springs acting on the outer
ring of the non-locating bearing subject
both bearings to axial load. This increases the smooth running of the
bearings, particularly at high speeds
and under vibrating conditions.

Bearing arrangement for a sun

wheel with two
deep groove ball
bearings
Bearing arrangement for a planetary wheel with a

needle roller and
cage assembly
Planetary wheels
The conditions for the planetary wheels
are characterised by heavy radial load
from the forces of two meshes as well
as by the infuence of radial accelerations and the mass inertia forces resulting from these. Bearings having high
radial load carrying capacity are needed, and their cages should be able to
endure the mass forces.
An internal bearing arrangement is
suitable for the planetary wheels as it
takes up the least space. This means
rotating load for the outer ring and
point load on the inner ring. Thus, the
outer rings must have interference fits
and the seatings must be accurately
machined in order to keep the rotating
inaccuracy which leads to increased
friction in the bearings and additional

forces on the cages to be kept as
small as possible.
The specifically heavy radial loads,
the rotating outer rings, and not least,
the mass inertia forces cause high friction. Therefore special demands are
placed on the lubrication and cooling
of the planetary wheel bearings.
The least space is taken up by a
needle roller and cage assembly as
shown in fig 36 . This very cost-favourable bearing arrangement is very
suitable for small units (up to approximately 50 mm between shafts) as well
as for light loads or short periods of
operation as, for example, with small
lifting gear.
The pins and bores of the planetary
wheels serve as bearing raceways.
Recommendations regarding raceway
hardness and design are given in the
section Recommended fits ( page
106). The planetary wheel is axially
guided by thrust washers. These are
secured on the planetary carrier so
that they cannot turn.
The bearing arrangement shown in
fig 37 with two cylindrical roller bearings of the NJ design offers the advantages of very high radial load carrying
capacity and very high accuracy as
well as high rupture strength in respect
of the cage forces if window-type
cages are used.
The planetary wheel is guided axially by the flanges of the cylindrical roller bearings. To prevent the bearings
from being axially clamped, the intermediate ring on the pin should be at
least 1 mm wider than the retaining
ring in the bore of the wheel.
Even though the two cylindrical roller
bearings are virtually immediately adjacent to each other, it is not necessary
to resort to special bearings for paired
mounting (DR execution). Modern
manufacturing methods mean that
standard bearings differ only slightly in
their cross section (bore and outside
diameters + internal clearance) from
each other. When using two bearings
per wheel the deviation will, at the
most, cause a slight angular misalignment which is largely compensated for
by deformation, so that any effect on
the mesh or the load carrying capacity
of the bearings is negligible.
57

Bearing arrangement for a planetary wheel with
two cylindrical
roller bearings

two cylindrical
roller bearings
without outer
ring
To achieve the maximum load carrying capacity in the limited space, the
bearing outer rings can be dispensed
with, as shown in fig 38 . Cylindrical
roller bearings of the RN design are
used. The wheel is guided axially by
the flange rings and the inner ring
flanges. The dimensions of the rings
are not standardised and should be
agreed with the bearing manufacturer.
Recommendations regarding design of
the raceways in the wheel bore will be
found in the section Recommended
fits ( page 106).
Another way to increase load carrying capacity is to use full complement
cylindrical roller bearings as shown in
fig 39 . In this case, a special double
row bearing without outer ring is used.
Bearing arrangement for a planetary wheel with a
double row full
complement
cylindrical roller
bearing without
outer ring
58
The design provides very high load

carrying capacity in a small space.
However, full complement cylindrical
roller bearings cause more friction and
are susceptible to wear. They are not
suitable for high normal accelerations.
Therefore, this bearing arrangement is
more appropriate for short-term operation, also with heavy load shocks,
rather than for constant operation.
A typical application area is that of
mobile gear units.
The use of a spherical roller bearing
to support a planetary wheel, as shown
in fig 40 , allows the wheel to adjust to
the mesh. When the planetary carriers
deform, so that the overhung pins
become misaligned, the mesh is improved by the use of a self-aligning
one spherical
roller bearing

bearing arrangement, when compared
to a rigid bearing arrangement incorporating more than one bearing. The
advantage of this self-alignment can
also be exploited at high speeds and
correspondingly small tooth forces,
as there is not much deformation in
the tooth contact and the mesh will be
good. The easy adjustment of the mesh
is also an advantage when the wheels
are wide. The smaller theoretical load
carrying capacity of the single spherical roller bearing as compared with
rigid arrangements where two or more
bearings are used is partly compensated for by the even distribution of
load over the two rows of rollers.
Because of its exceptionally high
load carrying capacity compared with
other roller bearings and its low cross
section, the CARB is eminently suitable for planetary gear bearing arrangements ( fig 41 ). Its insensitivity
to angular misalignment is particularly
important for correct meshing in this
case. The planetary wheel can align
itself so that even meshing is obtained
across the whole tooth width. The
favourable distributon of the tooth
forces thus obtained has a positive
influence on the life of the gearbox.
Fig 41
Planetary wheel
bearing arrangement with one
CARB
59

Planetary carriers
To achieve equal power splitting in
planetary gear units, it is possible to
avoid the need for an additional bearing
support for the planetary carrier if the
following conditions apply:
Planetary gearbox
of cartridge type
with two deep
groove ball bearings supporting
the planetary
carrier
60
the planetary carrier is not subjected

to load from the output shaft or the
torque support;
the weight of the planetary carrier is
negligible.
The planetary carrier centres itself

under load via the planetary wheel
meshes.
Fig 42 shows a gearbox where the
planetary carrier of the high-speed
stage is not supported by bearings. It
centres itself via the planetary wheels

in the hollow shaft (housing) and on
the supported sun wheel. This multiple
centring is only possible if manufacturing precision is adequate.

The casing is supported by the planetary carrier of the slow-speed stage.
The two deep groove ball bearings in a
cross-located arrangement are under
load from the restoring force of the
torque support and from the weight of
the gearbox. The resultant bearing
forces are generally small and the
rotational speed low so that the load
carrying capacity of deep groove ball
bearings is usually sufficient.
The planetary carrier with take-off
shaft shown in fig 43 is supported by
two full complement cylindrical roller
bearings. This arrangement enables
additional forces from the power takeoff to be accommodated.
Bearing arrangement for planetary

carrier with two
full complement
cylindrical roller
bearings
61

Demands on the rolling

bearings
The special requirements placed on
the bearings for planetary gearboxes
are derived from the particular conditions pertaining at the various bearing
positions. A brief summary is given in
Tables 12 to 14 .
Bearing selection
The following list may be found useful
to check that the chosen bearings
satisfy the demands.
Adjusted rating life

Permissible radial acceleration
Permissible speed
Friction and cooling
Adequate bearing play to prevent
inadmissible preload at the maximum operating temperature (sun
wheel) or under interference fits
(planetary wheel)
Demands on sun
wheel bearings
Demands on
planetary wheel
bearings
62
Table 12
Light loads; idling
Use of deep groove ball bearings preferred

to avoid over-dimensioning.
Requirements for clearance-free

operation and quiet running
Adjust deep groove ball bearings axially by springs.
Large temperature differentials

when starting up (slim sun wheel shaft
heats up more quickly than the casing
which is better cooled)
Particularly where casings are solid and/or well cooled use

deep groove ball bearings with internal clearance to C3.
Table 13
Heavy radial loads
Use roller bearings with high load carrying capacity. If lubricant

film formation is also inadequate, corresponding to a viscosity
ratio (actual to required) of < 1 use lubricants with suitable
EP additives.
When < 0,5 only use bearings with cages (not full complement
bearings).
When < 0,1 reduce the specific bearing load; aim for s0 > 10.
Radial accelerations resulting from movement of the planetary wheels around the
axis of rotation of the sun wheel
Check cage stresses by calculating mass inertia forces.

Pay consideration to mass inertia forces of planetary wheel
when calculating bearing life.
Increased friction caused by mass

intertia forces and rotating outer
rings (rotating inaccuracy)
Ensure adequate lubricant supply and cooling.

Use heat-stable lubricants.
For gearboxes which continuously, or frequently (high
frequency of use) operate at high tempeatures (> 80 C) and
which should also have long service life (> 20 000 hours)
bearings with metallic cages should be used.
Deformation of planetary wheel by

two meshes on opposite sides
For thin-walled planetary wheels (wall thickness < 3 modulus)

take into account the influence of the tension band load distribution
on the loaded zone of the bearing (FEM calculation).

Deformation of planetary wheel

when wall thickness small; influence
on the load distribution in the bearing
Static load safety in respect of load
shocks
A preliminary bearing selection can be

made by referring to the most frequently used bearing series listed
in Table 15 .
Table 14
Very slow speeds with additional

loads from the drive
Use preferably bearings with small cross section.

When < 1 use lubricants with suitable EP additives.
When < 0,5 only use bearings with cages (not full
complement bearings).
When < 0,1 reduce the specific bearing load; aim for
s0 > 10.
Table 15
Operating

Planetary wheels
Sun wheels
Demands on
planetary carrier
bearings
Bearing selection
Planetary carriers
Low radial accelerations or

short operation periods
NJ 23 ECP
NCF 30 V
NJG 23 VH
230 CC
232 CC
223 E(CC)
60, 62, 63
618, 619
NCF 18 V, NCF 29 V
239 CC
Moderate radial accelerations

and continuous operation
NJ 3 ECMA
NJ 23 ECMA
230 CC
232 CC
223 E(CC)
60, 62, 63
618, 619
NCF 18 V, NCF 29 V
239 CC
High radial accelerations
NJ 2 ECML
NJ 3 ECML
NJ 23 ECML
223 CCJA/VA405
60, 62, 63
618, 619
NCF 18 V, NCF 29 V
239 CC
In addition to the bearing series listed above, a CARB can be used for planetary wheels
63
4 Calculation of bearing
arrangements
Bearing loads . . . . . . . . . . . . 65
Determination of external
forces . . . . . . . . . . . . . . . . . . 66
Calculation of bearing
loads . . . . . . . . . . . . . . . . . . . 74
Dimensioning the bearing
arrangement . . . . . . . . . . . . . 76
Life calculation . . . . . . . . . 76
Static safety factor . . . . . . . 79
Axial load carrying
capacity . . . . . . . . . . . . . . . 79
Minimum load . . . . . . . . . . 80
Normal acceleration and
cage load carrying capacity 80
Friction and cooling . . . . . . 81
Permissible speeds . . . . . . 82
Internal clearance
and preload . . . . . . . . . . . . 83
Adjustment values for
single row angular
contact bearings . . . . . . . . 85
4 Calculation of bearing arrangements

Bearing loads
arrangements
Following the preliminary selection of bearing
type, it is necessary to determine all the external forces acting on a gear unit and from them
to calculate the bearing loads. For the final
selection of bearing size (and execution) several
criteria must be observed, the most important
of which is bearing life.
4
Bearing loads
To calculate the bearing loads it is first

necessary to determine all the external
forces acting on the shaft/bearing
system. The following are external forces:
tooth forces,
mass inertia forces from radial accelerations in planetary gears,
coupling and propeller shaft forces,
belt forces, and
weights of shafts and gear wheels.
An analysis of the force distribution

over the bearings must then be made.
There is a choice of method:
fying assumptions and models;

advanced methods where bearings,
shafts and in part also housings
(casing) are considered as a nonrigid system; these methods involve
extensive calculations and require
the use of sophisticated computer
programs available in house at SKF.
Where experience is available from

the same or similar designs it is still
the custom to use the conventional
methods for comparative calculations.
Because of the greater information
obtained using the sophisticated
methods it is recommended that they
be applied for new designs and also
when conducting damage analysis.
Please contact SKF for assistance.
conventional methods based on the

beam model, suitable for manual
calculations and the corresponding
computer programs (included in the
SKF CADalogue and ADAM software); these methods rely on simpli-
65

Determination of external forces
Determination of
external forces
Tooth forces
The magnitude of the tooth forces is
dependent upon the torque which is to
be transmitted. As the torque is the
fundamental criterium on which all calculations are based, and consequently
also the evaluation of the bearing
arrangement, it should be determined
as accurately as possible, e.g. by
measuring or based on experience.
Additional forces caused by inaccuracies in the mesh which come from
the manufacturing process, or by
shocks originating from the input or
output drives, are taken into account
by selecting an application-related
minimum life.
When calculating the forces for spur,
bevel and planetary gears ( fig 1 ),
tooth friction is ignored. Friction is only
taken into account for hypoid and worm
gears where there is a larger proportion of sliding friction.
In the following equations the index
1 is used for the driving wheel and the
index 2 for the driven wheel.
The peripheral force Kp depends
on the torque or power and can be obtained from
Kp =
Symbols
K
tooth force acting at right angles
to the tooth flank, N
Kp
tangential component of K
(= peripheral force), N
Ka
component of K acting parallel to
the shaft axis (= axial force), N
Kn
component of K acting at right
angles to the shaft axis
(= normal force), N
M
torque to be transmitted by gear
wheel, Nmm
W
power to be transmitted by gear
wheel, kW
r
pitch radius (mean radius for
bevel gear wheels), mm
n
rotational speed of gear wheel,
r/min
angle of engagement, degrees
angle of inclination, degrees
half cone angle of bevel gear

wheels, degrees
pitch of worm, degrees

Z
number of teeth
coefficient of friction of tooth

flanks of hypoid and worm gears
degree of efficiency for hypoid

and worm gears
M
W
= 9,5517 106
r
nr
For spur and bevel gears, the gear

ratio is
Tooth forces
Fig 1
Kp
n1
r
Z
= 2 = 2
n2
r1
Z1
r
K
Ka
Kn
66

Spur gear
For straight cut spur gear units
( fig 2 )
For spiral cut or curved bevel gear

units ( fig 5 ) the equations shown
in Table 1 should be used.
As the equations
Ka = 0
Ka2 = Kn1
Kn = Kp tan
Kn2 = Ka1
and for spiral cut spur gear units
( fig 3 )
also apply to bevel gear units where

the shafts are at right angles to each
other, it is sufficient in this case to calculate the forces acting on the driving
wheel, as this will also determine the
forces on the driven wheel.
Where the teeth are straight cut, the
forces Kn and Ka always act in the
directions shown in fig 4. For spiral cut
or curved teeth, the forces may act in
the opposite direction, depending on
the angles , and . In this case, the
calculated values for Kn and Ka are
negative.
Ka = Kp tan
Kn = Kp
tan
cos
Bevel gear units

For straight cut bevel gear units
( fig 4 )
Ka1 = Kp tan sin 1
Kn1 = Kp tan cos 1
Ka2 = Kp tan sin 2
Kn2 = Kp tan cos 2

Tooth forces of
straight cut
Fig 2
Fig 3
Kp
Kp
Tooth forces of
helical cut spur
gears
Ka
Kn
Kn
Tooth forces of
straight cut
Fig 4
Fig 5
Kp
Kp
Tooth forces of
helical cut bevel
gears
Ka
Ka
Kn
Kn
r
67

Tooth forces for
helical and curve
toothed bevel
gears
Table 1
Driving wheel
Ka1 =
Kp
( sin cos 1 + tan sin 1)
cos
Kn1 =
Kp
(sin sin 1 + tan cos 1)
cos
Ka1 =
Kp
(sin cos 1 + tan sin 1)
cos
Kn1 =
Kp
( sin sin 1 + tan cos 1)
cos
Driven wheel
Ka2 =
Kp
(sin cos 2 + tan sin 2)
cos
Kn2 =
Kp
( sin sin 2 + tan cos 2)
cos
Ka2 =
Kp
( sin cos 2 + tan sin 2)
cos
Kn2 =
Kp
(sin sin 2 + tan cos 2)
cos
Tooth forces for

hypoid gears
Table 2
Driving wheel
Ka1 = K ( cos sin 1 cos 1 + sin sin 1 + cos 1 cos 1)

Kn1 = K (cos sin 1 sin 1 + sin cos 1 cos 1 sin 1)
Ka1 = K (cos sin 1 cos 1 + sin sin 1 cos 1 cos 1)

Kn1 = K ( cos sin 1 sin 1 + sin cos 1 + cos 1 sin 1)
Driven wheel
Ka2 = K (cos sin 2 cos 2 + sin sin 2 cos 2 cos 2)

Kn2 = K ( cos sin 2 sin 2 + sin cos 2 + cos 2 sin 2)
Ka2 = K ( cos sin 2 cos 2 + sin sin 2 + cos 2 cos 2)

Kn2 = K (cos sin 2 sin 2 + sin cos 2 cos 2 sin 2)
68

Hypoid gear units
As can be seen from fig 6 , the two
shafts of a hypoid gear unit do not lie
in the same plane. Therefore, the
angle of inclination 1 of the driving
wheel is not the same as 2 of the
driven wheel. The wheels are so
chosen that 1 is larger than 2. The
directions of the peripheral forces Kp1
and Kp2 do not coincide, in contrast to
spur and bevel gear units.
For hypoid gears, the ratio is
As (cos 2/cos 1) > 1, the pitch radius

of the pinion is greater for a given ratio
and a given size of the wheel which
the pinion engages than is the case for
a bevel gear unit.
The peripheral force Kp1 which acts
on the pinion is obtained from
M1
r1
The tooth force which acts vertically on

the tooth flank is obtained from
K =
Kp1
cos cos 1 + sin 1
tan =
h
2 r1
where h in mm is the pass height of

the worm on the partial cylinder and r1
in mm the pitch radius of the worm.
Generally, the worm drives the worm
wheel and the following calculation is
for this case. Index 1 refers to the
worm and index 2 to the worm wheel
( fig 7 ).
The tooth forces are obtained from
Kp1 =
M1
r1
Ka1 = Kp1
and the peripheral force for the large

wheel from
Hypoid gears
Worm gear units

When calculating worm gears it is
common practice to take the angle of
pitch instead of the angle of inclination . The following equations can be
used
= 90
n1
Z
r
cos 2
= 2 = 2
n2
Z1
r1 cos 1
Kp1 =
The forces Ka and Kn are obtained

using the equations shown in Table 2 ,
taking into account the requirements
for the direction of the spiral cut and of
rotation.
cos cos sin

cos sin + cos
= Kp1 cot
Tooth forces of
worm gears
Kp2 = K (cos cos 2 + sin 2)

Fig 6
Fig 7
Kn1
Kp1
r1
Kp2
Ka1
Ka2
Kn2
r2
69

Kn1 = Kp1
= Kp1
sin
cos sin + cos
tan
[sin2 (1 ) + ]
sin
As can be seen from fig 7 the forces

acting on the worm wheel are determined by calculating the forces on
the worm as follows
Kp2 = Ka1; Ka2 = Kp1; Kn2 = Kn1
The reduction ratio for worm gear
units is
n1
Z
= 2
n2
Z1
where Z1 is the number of passes of
the worm and Z2 the number of teeth
of the worm wheel.
Planetary gear units
The determination of the forces is
shown for the most common type of
planetary gear, i.e. with parallel shafts
and toothed pinion. Using the following
equations it is of no importance for the
determintion of the speeds and torques
which of the three parts is connected
to the drive, the power take-off, or the
stationary part (casing), or whether all
three parts are in motion and transmit
power.
The calculation starts with the basic
ratio u, which is the ratio of the rolling
Construction of
planetary gearbox
(schematic)
pitch radius of the hollow wheel R and

its planetary wheel to that of the sun
wheel and its planetary wheel. The
magnitude of the radius s, which for
corrected toothing must not be
(R + r) /2, does not matter here.
The advantage of this method is that
the various types with double planetary
wheels can be calculated in a simple
manner. The same equations can be
used for all planetary gear units of types I to III ( fig 8 a), which are equivalent to the simple unit ( fig 8 b).
It should be remembered that the
values of R, s and r to be inserted in
the equation for u correspond to the
lever of the three parts which act on
the assumed double lever in the planetary wheel (thus, R is not always the
radius of the hollow wheel, s not
always the radius of the planetary
wheel and r not always the radius of
the sun wheel).
The basic ratio is obtained from
u =
R (s r)
(R s) r
For normal toothing

(s r) = (R s)
is valid so that
u =
R
r
Fig 8
type I
type II
R
S
type III
R
S
simple unit
S
r
r
70

If the symbols R, s and r are inserted
for the different equivalent planetary
units according to fig 8 a, the the
upper equation for u is again valid.
Torques:
Ms = Mr + MR = (u + 1) Mr
= (
Speeds:
1
+ 1) MR
u
nr = (u + 1) ns u nR
nR =
Mr =
(u + 1) ns nr
u
MR = u Mr =
n + u nR
ns = r
u+1
Speeds of the planetary wheels about
their own axes
a) for simple planetary gear units
= (ns nr)
= (nR nr)
R
Rs
u
M
u+1 s
Tooth forces:
The peripheral force is obtained from
Kp =
npl = (nr ns)
1
1
M =
M
u R
u+1 s
Mr
Mr
or Kp =
R Zpl
r Zpl
where Zpl = number of planetary wheels.
r
sr
For straight cut teeth

1
sr
Rs
+
r
R
b) for double planetary units

type I:
Ka = 0
Kn = Kp tan
and for spiral cut teeth
Ka = Kp tan
npl = (nR nr)

= (ns nr)
R
Rr
s
sr
Kn = Kp
tan
cos
type II:
npl = (nR ns)

= (ns nr)
R
Rs
r
sr
type III:
npl = (nR nr)
r
Rr
= (nR ns)
s
Rs
71

Fig 9
Fig 10
FG
M
S1
Kr
a
S2
FG
Cardan shaft
forces
Inertia forces from the radial

acceleration
The rotation of the planetary carrier
about its own axis causes inertia forces
on the planetary wheels which must be
considered when calculating the bearing load if speeds are high.
For the inertia (gyratory) force on a
planetary wheel
F = m rs 2
where
F = inertia force, N
m = mass of planetary wheel, kg
rs = radius of centre of gravity of
rotating planetary wheel, m
= angular velocity of the planetary
carrier
(= 30n ), s
s
ns = rotational speed of the planetary

carrier, r/min
Coupling and propeller

shaft forces
When selecting and designing torquetransmitting couplings, it is desirable
that no reactionary forces act on the
shaft/bearing system. Even though this
is not completely possible, because of
inaccuracies governed by manufacture
or deviations when aligning the
coupled shafts, and not least because
of deformations, it may still be assumed that the coupling forces are negligible in comparison to the tooth forces.
With propeller shafts, forces are produced when the torque is transmitted.
These forces rotate with the rotation
of the shaft and change periodically
( fig 9 ). For two bearings, the fol-
72
lowing radially acting pair of maximum

forces should be used for calculations
FG max =
M
tan
a
where
FG max = maximum, periodically
changing force, N
M
= torque to be transmitted, Nmm
a
= distance between bearings,
mm
= bending angle of joint, degrees

As FG max is the maximum of the periodically changing force, an approximate average force can be obtained from
Fm = 0,75 FG max
assuming that the bearings are only
subjected to load caused by the joint
forces. If the bearings are also subjected to other forces then the following approximation applies
Fm =
1
2
Fmin +
F
3
3 max
Fmin = forces other than the joint force

which act on the bearings, N
Fmax = all forces acting on the bearing,
including the joint force
FG max, N
As the bending angle changes there
will be a compensation in length of the
propeller shaft which, because of friction, will produce an axial force
Belt forces

Table 3
Type of
belt drive
Preload factor f
at peripheral speed (m/s)
<5
5 to 20
> 20
Kr = f Kp = f
Flat belts
3 to 4
2,5 to 3,5
2 to 3
V belts
1,5 to 2,5
1,5 to 2,5
1,5 to 2,5
Toothed belts
1,1 to 1,3
1,1 to 1,3
1,1 to 1,3
Preload factor
where
Kr = resultant belt force, N
Kp = peripheral force, N
M = torque, Nmm
f = tensioning factor
r = radius of belt pulley, mm
Forces from the torque support
where
M = torque, Nmm
rm = mean radius of the sliding
profile, mm
= coefficient of friction
= angle of bending, degrees
As this axial force only acts during certain periods namely when the bending angle changes it should be
taken into account for the time it acts
when calculating the life, or if the
change in angle occurs when the shaft
is not rotating, it should be included in
the calculation of the static safety factor s0.
Belt forces
Torque support
forces
M
r
Appropriate values of tensioning factor,

depending on the peripheral speed,
can be obtained from Table 3 .
M
cos
rm
Fa =
Kr produced by the belt ( fig 10 ) can

be calculated using
The gear unit may be driven by a belt

and power take-off may also be via a
belt. The radial force acting on the shaft
Fig 11
K1
In cartridge-type gear units, the bearings on the output shaft are subjected
not only to the tooth forces, but also to
forces from the reaction to the torque
and from the weight ( fig 11 ).
The force K1 acting on the output
shaft bearings can be obtained from
4
K1 =
M
a
+G
l
l
where
K1 = force acting on the bearings, N
M = reaction torque (for simplicity it
can be taken as being equal to
the torque of the output shaft),
Nmm
G = weight of gear unit including
motor and base plate, N
l = distance between torque support
and output shaft, mm
a = distance between torque support
and centre of gravity, mm
When calculating bearing load it
should be remembered that the force
K1 is introduced via the bearing outer
rings from the casing.
Weights of shafts and gears

G
K2
a
l
The weights of shafts and gears are

generally negligible compared with
the tooth forces. They should not be
ignored, however, when dealing with
vertical units as they act axially and
may constitute a considerable part of
the total bearing load particularly in
large units.
73

Calculation of bearing loads
loads
Once the external forces have been
determined it is possible to calculate
the bearing loads. It is sensible to
divide the forces, as shown in fig 12 ,
into three vertically acting components.
The forces act at the pressure centres
of the bearings. For deep groove ball
bearings, cylindrical roller bearings
and spherical roller bearings, the pressure centre is at the geometric centre
of the bearing. For single row angular
contact ball bearings and taper roller
bearings, the distance between the
pressure and geometric centres of the
bearing will be found for each bearing
in the SKF General Catalogue.
If a shaft is supported in a double
row angular contact bearing, or in two
single row angular contact bearings
arranged back-to-back, plus an additional bearing, and if the distance between the bearings is relatively small,
under a load consisting of a radial
force component Kn and an axial component Ka, the position of the line of
action of the radial force Fr acting on
the bearing pair or bearings will influence the distribution of the external
load over the three rows of rolling elements. The distance ax of the line of
action can be determined approximately from the diagram in fig 13 in
relation to the contact angle of the
bearing and the load ratio Fa/Fr.
A more realistic determination of the
load distribution over the three rows
Forces acting at
the bearing positions when an
external force is
applied at a point
between the pressure centres
can be made by taking into account

the resilience of the shaft and bearings. This can be done with the inhouse computer programs developed
by SKF.
The external force acts on the

shaft between the pressure
centres of the bearings
The bearings with pressure centres I
and II at a distance l corresponding to
fig 12 are loaded by a force K acting
in any direction. The force is divided
into the components Kp, Kn and Ka.
For the forces acting vertically at the
bearing positions
F1 I =
la
r
Kn
K
l
l a
F1 II =
a
r
K +
K
l n
l a
and for the forces acting horizontally
F2 I =
la
Kp
l
F2 II =
a
K
l p
Position of the
force produced by
double row and
paired single row
angular contact
bearings
Fig 12
Fig 13
Kp
Ka = Fa
F1I
FrI
Kn
Kn
FrII
F2I
F2II
Fr
0,5
F1II
II
ax
Ka
Fa
0,4
Ball bearings
0,3
Roller bearings
0,2
0,1
74
0,2 0,4 0,6 0,8
1,2 1,4 1,6 1,8 2

Fa cot
Fr

Calculation of bearing loads
The resultant radial load s for the bearings can then be determined using
and for the horizontally acting forces
Fr I = F1 I2 + F2 I2
F2 I =
al
Kp
l
F2 II =
a
K
l p
Fr II = F1 II2 + F2 II2
The axial force Fa acts on one of the
two bearings the locating bearing
in addition to the radial forces. When
the bearing is not a single row angular
contact bearing, Fa = Ka. In single row
angular contact bearings under radial
load, an axial force will be induced
which must be taken into account
when calculating the equivalent dynamic bearing load. Details will be
found in the SKF General Catalogue.
The external force acts on the

shaft away from the pressure
centres of the bearings
The force K is also divided into three
components: Kp, Kn and Ka. According
to fig 14 , for the bearing forces acting
vertically
F1 I =
al
r
Kn
K
l
l a
F1 II =
a
r
Kn
K
l
l a
Forces acting at
the bearing positions when an
external force is
applied at a point
outside the pressure centres
Fig 14
Kp
F2I
I
Ka
FrI
F1II
F1I
Kn
FrII
II
The resultant radial loads acting on the

bearing can then be obtained, as before, from
Fr I = F1 I2 + F2 I2
Fr II = F1 II2 + F2 II2
Once the radial load Fr and the axial
load Fa have been determined, the
equivalent dynamic bearing load P and
then the bearing rating life L10h can be
determined following the instructions
given in the SKF General Catalogue.
The conventional determination of
the bearing load described here is
based on many simplifying assumptions in order to permit manual calculation. More realistic results are obtained
if the deformation of bearings, shafts
and possibly also of the casing can be
taken into account. This can be done
using the sophisticated SKF computer
programs available in house.
For shaft systems supported at
three or more positions it is imperative
that deformations are considered, as
the conventional methods often lead to
rather unrealistic results. Even for statically determinate doubly supported
shafts, it is advisable to calculate using
the more sophisticated methods when
the application limits for a new design
are being evaluated, or when additional information is required on bearing
and gear displacements and misalignments, or on rolling element loads and
stresses in the rolling contact, rather
than the approximate life.
F2II
Fa
l
a
75

Dimensioning the bearing arrangement
Dimensioning the
bearing arrangement
The bearing size and execution required for a given bearing arrangement are determined based on the
following criteria:
life
static load carrying capacity
axial load carrying capacity
minimum load
normal acceleration and cage load
carrying capacity
friction and cooling
speed capability
internal clearance and preload
adjustment values for single row
angular contact bearings.
A more reliable selection can be

made by calculating the adjusted
rating life L10ah which also takes into
account lubrication. The calculation
requires information regarding the viscosity of the lubricant to be used and
the bearing operating temperature in
addition to the load and speed. By calculating the adjusted rating life it is
also possible to determine whether the
lubricant is suitable and whether cooling would give better results. A determination of the adjusted rating life is
also helpful for the following reasons.
In many cases bearing size is simply

selected on the basis of the calculated
life. The list above and the following
comments serve to show that for reliable performance of the bearing, a
number of other criteria should be considered in addition to the calculated
bearing life.
Life calculation
The Lundberg and Palmgren theory of
bearing fatigue life forms the basis for
bearing life calculations. The life equations derived from the theory are to be
found in the SKF General Catalogue.
Their use for gearbox bearing calculation will be discussed here.
Bearing life can be calculated with
greater accuracy and reliability, the
more accurately the operating conditions are known or can be determined.
To calculate the basic rating life L10h
according to ISO it is only necessary
to know the basic dynamic load rating
of the bearing, the equivalent bearing
load and the rotational speed. Important influences such as lubricant film
formation in the bearing and lubricant
cleanliness are not considered in the
L10h calculation. In spite of this, if experience of similar bearing arrangements is available and the other parameters which affect bearing life, but
which are not considered in the calculation are reasonably constant, a basic
rating life calculation may be sufficient
to determine the appropriate bearing
size.
76
Bearings operating at high speeds

but which are lightly loaded are
negatively influenced by high temperatures and large inertia forces.
Lubricant film formation is promoted at high speeds and an adjusted
rating life calculation can show that
a smaller bearing can be used than
would be suggested by a basic
rating life calculation, so that friction
as well as inertia forces will be reduced. The reliability of the bearing
arrangement will be enhanced.
Slowly rotating bearings operating
under heavy loads are subject to
deformations with correspondingly
high proportions of sliding in the rolling contact and are susceptible to
wear. The slow speeds mean that
lubricant film formation will be poorer, and the adjusted rating life calculation will lead to the choice of
bearings having higher load carrying
capacity. This will mean that the
specific bearing loads will be lighter,
deformations and wear will be reduced, and reliability enhanced.
Contamination has a considerable

effect on the life of gearbox bearings.
The influence of contamination can be
calculated using the SKF New Life
Theory. The fatigue load limit is also
considered when calculating the adjusted rating life L10aah according to the
New Life Theory so that it is possible
to design an arrangement for infinite
life.

The following parameters are considered when calculating L10aah:
dynamic load rating of the bearing,

fatigue load limit of the bearing,
equivalent dynamic bearing load,
rotational speed,
lubricant viscosity,
operating temperature and cooling,
and
contamination and sealing.
Calculations according to the New Life

Theory are particularly suitable for
making parametric studies to determine the influence of the different factors. It should be noted that the various
factors have a strong influence on
each other, and such calculations are
only meaningful when the operating
conditions are exactly known. When
bearing life calculations for the selection
of bearing size are made, only those
results obtained using one and the
same method should be compared.
When determining a suitable life it is
necessary to consider how the gearbox is to be used. The requisite basic
rating life is dependent on the type
and size of the driven machine, on

the length of service and on demands
regarding operational reliability. If no
experience is available then the guideline values for the requisite basic rating
life L10h given in Table 4 can be
used.
In similar applications, the drives of
large machines are generally subjected to more arduous conditions than
the drives of smaller machines because of stronger shock loads and
larger defomations. This should be
taken into consideration when choosing
the guide-line value from Table 4.
When bearing arrangements are intended for very slow rotational speeds
and/or are to have a very short life,
the requisite basic dynamic load rating
of the bearing is very small. This can
lead to an unsuitable bearing being
chosen which will give inadequate
static safety, or the formation of only
an inadequate lubricant film, or to the
overloading and consequent deformation of the associated components. If,
in addition to the requisite life, a minimum requisite value of the static safety
factor s0 is also to be considered, this
Table 4
Gearbox application
L10h
(operating hours)
Machines and equipment infrequently used:

Household appliances
Agricultural machinery
Medical equipment
300 to 3 000
Machines used for brief periods or intermittently:

Cranes
Lifts and elevators
Construction machinery
3 000 to 10 000
Machines for daily (8 hour) use:

Machine tools
Woodworking machines
Fans
Conveyor drives
Centrifuges
10 000 to 30 000
Machines for 24-hour use:

Rolling mills
Compressors
Pumps
Barges
30 000 to 50 000
Machines for 24-hour operation where high reliability is required:

Cement mills
Rotary furnaces
Power generating plant
Large-size open cast mining equipment
Wind and water turbines
Ocean-going ships
50 000 to 100 000
Guideline values
for the requisite
basic rating life
L10h for gearboxes
for various applications
77

should be based on the value (ratio
of actual to required viscosity). The
decision not only depends on the operating speed therefore, but also on the
viscosity at the operating temperature
and on the mean bearing diameter.
Table 5 contains recommendations
as whether the bearing selection should
be based on the requisite life or on the
static safety, taking the value of into
account. Thus
when < 0,1 no life should be given;

the material will fatigue under conditions of small , but the operational
reliability and service life will not
depend on fatigue but on other factors which are indirectly accounted
for by the static safety factor s0.
when > 0,5, the static safety factor

s0 should be checked in addition to
the requisite life;
when 0,5 then the static safety
factor s0 must be considered;
Selection criteria
Table 5
Viscosity
ratio
over incl.
Bearing selection based on

fatigue life
static safety factor
L10h
L10ah
L10aah
s0
0,1
0,1
0,5
0,5
1
Symbols
+ recommended
not appropriate
o can also be used
Guideline values
for the static
safety factor s0
78
Table 6
Bearing type
Type of operation
Rotating,
Rotating,
statically
brief shock
loaded
loads
nrel = 0
nrel > 0
< 0,1
= 0,1 to 0,5
Ball bearings
10
0,5
Roller bearings
3,5
10
Full complement
cylindrical roller bearings
20
10
Rotating at very slow

speeds under load
Stationary

Static safety factor
The basic static load rating C0 is used

to select bearing size in the following
cases:
when the bearing rotates at a relative speed of 0 (bearing arrangements of shifting gears) under load
(rotating static load);
when the bearing rotates and must,
in addition to the normal loads, take
up heavy shock loads for a fraction
of a revolution (e.g. rolling mill
drives);
when the bearing rotates very slowly
under constant load;
when the bearing is stationary and is
under constant load or is subjected
to shock (short duration) loads, e.g.
in mobile gearboxes.
light axial load,

when 0,1 < 0,5: Fa max = 0,05 Fap,
when 0,5 < 1: Fa max = 0,1 Fap,
when 1 < 2:
Fa max = 0,2 Fap,
where Fap is the maximum permissible axial load at 2
there is an adequate supply of a CLP
oil which offers good protection
against wear
the arrangements for oil supply and
drainage are designed so that wear
particles will not collect in the
bearing
The guideline values of the static

safety factor s0 for different bearing
types given in Table 6 are valid when
there is adequate lubrication using a
CLP oil to DIN 51 517 which offers
good protection against wear.
Bearing selection based on the
static safety factor s0 is described in
the SKF General Catalogue.
Axial load carrying capacity

The axial loads acting on rolling bearings are considered when calculating
the equivalent dynamic and static bearing loads, see SKF General Catalogue.
However, the axial load carrying capacity of cylindrical roller bearings is
primarily determined by the load carrying ability of the sliding surfaces of the
roller ends and flanges and is very
strongly dependent on the lubrication
and cooling. When calculating the
permissible axial load according to the
SKF General Catalogue, a viscosity
ratio 2 is presupposed. When is
smaller friction and wear will increase.
Based on experience these effects can
be kept at an acceptable level for
slowly rotating gearbox bearings if the
fol-lowing favourable conditions pertain
79

Minimum load
In order for bearings to perform correctly they must always be subjected
to a given minimum load. This will prevent the rolling elements from sliding
on the raceways which would lead to
smearing and premature bearing failure. This minimum bearing load can be
calculated using the information given
in the SKF General Catalogue. When
this minimum load is constantly applied,
there will be practically no sliding in the
bearings. This load can be applied
rather easily to thrust bearings, e.g. by
springs, even when they are idling, but
may be more difficult to arrange for
radial bearings.
In cases where the weights of shaft
and gears are insufficient for the minimum load requirements, the risk of
sliding can at least be reduced if the
following recommendations are
respected.
Use ball bearings, taper roller bearings or spherical roller bearings

where possible (full complement
cylindrical roller bearings are most
at risk).
Use bearings with small rolling
elements in critical cases at the
expense of basic rating life.
Keep bearing internal clearance
small and if at all possible apply
a preload.
Avoid metallic contact in the rolling
element/raceway contacts (ensure
adequate supply of lubricant having
sufficient viscosity; if necessary use
bearings with black oxidised rolling
elements).
Ensure high accuracy of position
and form of the associated components and use bearings of correspondingly high precision.
Avoid vibrations wherever possible.
Limit periods of idling under insufficient load as far as possible.
Experience shows that idling under insufficient load in gearboxes cannot always be avoided. The bearings which
are most susceptible to damage under
such conditions are large cylindrical
roller bearings (d > 150 mm) as well as
full complement cylindrical roller bearings. Often the bearings are damaged
during test running without load.
80
The development of smearing the

typical damage caused during idling
and its prevention are being studied.
SKF application engineers will gladly
provide information on the latest research results.
Normal acceleration and cage

load carrying capacity
The movement of a planetary gear
bearing is made up of a guidance or
locating movement, resulting from the
rotation of the planetary carrier, and a
relative movement resulting from the
bearing turning in the planetary carrier.
In comparison with bearings mounted
in stationary housings, the guidance
and coriolis accelerations cause additional inertia forces to act on the planetary gear bearings. The mass of the
planetary gear and the associated
bearing rings produces a force as a
result of the normal guidance acceleration which the bearing arrangement
must also accommodate. These accelerations also mean that the masses of
the rolling elements and cage will exert
additional forces as well as the bearing
itself.
These additional inertia forces act
on the rolling elements, bearing rings
and, to a high degree, also the bearing
cage. It is thus possible that a bearing
will fail not from fatigue but because of
cage fracture.
The additional forces increase the
sliding friction in the contacts which
guide the rolling elements and cage.
In full complement cylindrical roller
bearings, because of the normal acceleration, the rollers are in contact with
each other, so that friction increases
and lubricant film formation is hindered. As a result the risk of scuffing
or seizure is increased.
SKF has specially developed computer programs for the calculation of
the cage carrying capacity and also for
how much the friction will be increased
by the additional forces as well as the
risk of seizure for full complement
cylindrical roller bearings.

An estimate of the permissible normal acceleration for the bearing and
cage designs most frequently used for
planetary gears can be made using
the following equation and catalogue
data
Friction and cooling

Bearing friction depends on the following factors:
an ka
dm0,8
g 103
C0
where
an = permissible normal acceleration
ka = a factor (Table 7 )
dm = mean bearing diameter
= 0,5 (d + D), mm
C0 = basic static load rating, N
load,
speed,
bearing type,
bearing size,
lubricant properties (viscosity in
operation), and
lubricant quantity.
The total frictional resistance in a

bearing is made up of
rolling and sliding friction in the

rolling element/raceway contacts,
sliding friction in the rolling element/
cage contacts (rolling element
guidance),
sliding friction in the cage/bearing
ring contact (cage guidance),
friction in the lubricant, and
sliding friction of the rubbing seals
in sealed bearings.
Friction influences heat generation

and consequently bearing operating
temperature. In gearboxes, the gears
produce more friction than the bearings. When making arrangements for
cooling, therefore, it is necessary to
consider the total friction in the gearbox.
Factor ka
Table 7
Bearing type
Bearing design
Factor ka
for circulating
oil lubrication
with good cooling
for oil bath lubrication without

special cooling
Cylindrical roller
bearings
ECP
ECJ
ECM
ECMR
ECMA
ECMP
ECML
120
170
150
400
700
1 400
1 800
40
50
50
150
250
500
600
Spherical roller
bearings
E
CC
CC/VA405
250
600
1 400
100
200
500
81

Operating temperatures in the gearbox (and thus the bearings) should
preferably not exceed 100 C and definitely not be higher than 150 C for
the following reasons:
High lubricant viscosity enhances

lubricant film formation.
The lubricant ages more slowly, the
lower the temperature.
The dimensional changes in the
bearing rings and rolling elements
resulting from micro-structural
changes in the material are smaller,
the lower the temperature.
The temperature differential across
a bearing is smaller, the lower the
temperature, so that preset bearing
clearance or preload will not change
as much.
The power loss resulting from the bearing friction can be calculated using information given in the SKF General Catalogue. Heat is removed from a bearing
by conduction, convection, radiation
and by the lubricant. If circulating oil
lubrication is to be used, the requisite
quantity of oil can be calculated from
Q = 0,039
NR
Ta Te
where
Q = requisite quantity of oil (oil flow
rate), l/min
NR = power loss, W
Ta = oil temperature at exit, C
Te = oil temperature at inlet, C
By experience, approximately 1/3 of
the power loss is dissipated by the oil
and 2/3 through heat conduction, convection and radiation. A value of 10 C
can be assumed for the temperature
difference (Ta Te).
The guideline values obtained using
the equation below have been found to
be good estimates of the oil flow rates.
where
Q = oil quantity (oil flow rate), l/min
f = factor depending on bearing type
and duty
= 0,00003 for radial ball bearings,
and radial roller bearings for
moderate duty
= 0,00005 for radial roller bearings
in general
= 0,00001 for thrust bearings,
radial roller bearings with rotating outer ring and planetary
gear bearings
D = bearing outside diameter, mm
B = bearing total width (radial bearings)
or height (thrust bearings), mm
The guideline values for the oil flow
rate are generally on the safe side. For
small bearings only very small quantities are required and it is difficult to arrange for a correct supply, particularly
when the temperature varies. Often,
the oil from pockets which capture oil
will be sufficient. As there is a risk with
forced oil circulation that the leads and
nozzles become blocked it is recommended that either at least 0,25 l/min
is supplied to each bearing, or supply
pumps should be used which allow
larger supply cross sections even
where oil quantities are small and
pressures high.
Permissible speeds
When considering the operating
speed, the speed ratings quoted in the
SKF General Catalogue should be
used as a reference. Bearing speeds
which are higher than 70 to 80 % of
the catalogue speed ratings are considered high. In such cases the following influences must be specially taken
into consideration.
Q = fDB
82
The heat produced as a result of the

friction increases bearing temperature; lubrication (viscosity, type of
lubricant, lubricant supply) and
cooling must be checked.
As the heat loss via the casing is
usually good, the temperature differential from inner to outer ring is
larger, and a bearing having increased internal clearance
(e.g. to C3) is required.

To ensure proper performance of the

bearing (no slip and proper rolling
motion of the rolling elements) a
correspondingly higher minimum
load is required.
The maximum permissible speeds are

much higher than the speed ratings
(see SKF General Catalogue, factor fn).
This also applies to gearbox bearings,
so that the maximum permissible
speeds for deep groove ball bearings,
cylindrical roller bearings (with cage),
angular contact ball bearings and fourpoint contact ball bearings are twice
the speed ratings. If operating speeds
are to exceed the speed ratings by
more than 50 %, however, it is not only
necessary to consider the points outlined above but also the following
points.
Use oil jet lubrication with a jet

speed of approximately 15 m/s. The
oil should be directed at the inner
ring raceway or the gap between
cage and inner ring.
Particularly stable cage designs
should be chosen, e.g. one-piece
outer ring centred machined brass
cages (window-type), designation
suffix ML, for cylindrical roller
bearings.
Minimise the vibrations produced in
the complete drive system. This
means using bearings with increased accuracy of dimensions and form
and associated components with
correspondingly high accuracy.
Take into account the critical bending and torsional vibrations when
designing the gearbox shafts.
In cases where bearings fitted with

special cages or with increased accuracy are required, it is advisable to
contact the SKF application engin-eering service.
4
When calculating the clearance in operation it must be rememberd that the
clearance range quoted in the General
Catalogue will be reduced when the
bearing is mounted with interference
fits and by the temperature differential
from inner to outer ring. The Normal
bearing clearance is sufficiently large
so that if the fits are as normally
recommended and operating conditions are normal, a sensible operational clearance will be obtained. In gearboxes, unusual operating conditions
(e.g. in the cases below) often require
the use of bearings with greater than
Normal internal clearance to C3 or C4.
In such cases it is advisable to check
the operational clearance.
Internal clearance and preload

The clearance in a bearing in operation is important with regard to proper
performance of the bearing and to
proper load distribution on the rolling
elements. The following conditions
should be aimed for when the bearings
have reached their operating temperature.
For radial roller bearings in gearboxes (e.g. cylindrical, spherical and

double row taper roller bearings) a
slight radial internal clearance is
favourable as the bearings and
associated components (shaft,
casing) usually have high radial stiffness. Radial preload combined with
the deviations from form normally
tolerated in gearboxes, or combined
with unexpected differences in temperature would increase the risk of
inadmissibly high additional stresses
occurring which would overload the
bearing.
For single row taper roller bearings,
although they have high radial stiffness, an axial preload can always
be allowed if it can be expected that
bearing overloading can be avoided
by the casing walls giving in the
axial direction.
For ball bearings zero clearance is
best; a slight preload is less critical
for ball bearings than for the much
stiffer radial roller bearings.
Bearings mounted inside gears for

which an interference fit for the outer
ring is required. This will further
reduce internal clearance.
Bearings on high-speed slim shafts
which will heat up much more rapidly than the casing. The temperature
differential across the bearing will
then be particularly large.
83

Gearboxes where the casing is well

cooled. Again there will be a large
temperature differential across the
bearings. Examples include gearboxes operating out of doors where
ambient temperatures are low and
gearboxes having thick-walled or
fan-cooled casings.
The operational clearance (mounted

bearings which have reached the operating temperature) can be calculated
by following the scheme shown in
Table 8 .
Calculation of
operational
clearance
Bearing (designation): ..........................

Tolerances (shaft/housing bore): ..........................
low
high
Radial clearance (m)

1 Bearing bore (deviation dmp)
2 Shaft (deviation)
3 Theoretical interference (+) or clearance (): Zth = Point 2 Point 1
4 Expected interference Z = Zth smoothing1)
5 Expansion of inner ring:
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
15 Radial clearance in operation (Point 13 Point 14)
..........
..........
Axial clearance (m) for double row angular contact bearings

11a Total axial clearance reduction (Point 11 cot )
12a Axial internal clearance before mounting (min/max)
13a Axial internal clearance after mounting (Point 12a Point 11a)
14a Thermal expansion:
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
el =
6
7
8
9
10
(solid shaft)
el =
d/F [1 (di/d)2]
1 (d/F)2 (di/d)2
E/D [1 (D/Da)2]
1 (D/Da)2 (E/D)2
Total radial clearance reduction (Point 5 + Point 10)

Radial internal clearance before mounting (min/max)
Radial internal clearance after mounting (Point 12 Point 11)
Thermal expansion:
et = 1,1 dm
eta = 1,1 dm
t
100
(m, with dm in mm)
t
cot
100
(m, with dm in mm)
15a Axial clearance in operation (Point 13a Point 14a)

1)
84
(hollow shaft)
Bearing outside diameter (deviation Dmp)

Housing bore (deviation)
Theoretical interference (+) or clearance (): Zth = Point 6 Point 7
Expected interference: Z = Zth smoothing1)
Compression of outer ring:
eA =
11
12
13
14
d
Z
F
For guideline values for smoothing see Table 9.

Guideline values
for smoothing of
mating surfaces
Table 9
Nominal
diameter
over
incl
Smoothing
mm
50
50
100
100
Adjustment values for single

row angular contact bearings
Single row angular contact bearings
(angular contact ball bearings, taper
roller bearings) are adjusted axially on
mounting. The adjustment values
(axial clearance or preload) are based
on the operating conditions when the
bearing is under load and has reached
its operating temperature. Light preload is recommended for gearbox
bearings and provides the following
advantages compared with clearance:
accurate shaft guidance,

increased stiffness,
extended calculated and service
lives,
quiet running, and
compensation for settling movements in operation.
As the bearings have to be adjusted

on mounting, i.e. in an unloaded condition at ambient temperature, the
changes produced when the bearings
are in operation must be considered
when determining the adjustment
values. The main influences are those
of temperature and deformations.
Influence of temperature on the

adjustment of angular contact
bearings
The inner rings of bearings mounted
on gearbox shafts are generally hotter
than the outer rings. This will reduce
the set clearance or increase the set
preload. The influence of temperature
on the adjustment can be calculated
using the following equation provided
both shaft and casing are of steel or
a material with the same thermal
behaviour
a = 11 106 [0,5 (dmA TA cot A
+ dmB TB cot B) Tm L]
where
Da
dm
L
TA, TB
Tm
= reduction in axial internal

clearance caused by temperature differential, mm
= mean bearing diameter
= 0,5 (d + D), mm
= mean distance between
bearings ( fig 15 ), mm
= contact angle of bearing,
degrees (cot = 1,5/e;
for values of bearingdependent factor e see
SKF General Catalogue)
= temperature differential from
inner to outer ring across
bearings A and B, C
= temperature differential
from shaft to casing, C
The plus sign is used for bearings

arranged face-to-face, the minus sign
for bearings arranged back-to-back.
Definition of
distance between
bearings
Fig 15
L
Face-to-face arrangement
Back-to-back arrangement
85

If the value of the temperature differential T is not known from experience or measurements, the following
guideline values can be used:
Influence of deformations on the

adjustment of angular contact
bearings
When considering deformations it
should be remembered that the total
resilience is influenced not only by the
resilience of the bearings but also by
the elasticity of the associated components, the fits and the elastic deformations of all other components through
which the forces pass, including the
gearbox support. The effects of the
different stiffnesses of the associated
components can be represented in
preload force/preload path diagrams.
The three preload force/preload path
diagrams shown in Diagrams 1 to 3
show the influence of casing stiffness
T = 5 to 10 C for slowly rotating gearbox shafts

T = 10 to 20 C for intermediate
shafts and moderate speeds
T = 20 to 30 C for slim high-speed
shafts
T = 30 to 40 C for high-speed input
shafts and well-cooled gearboxes
Preload force/preload path diagrams for a bearing arrangement

(Design 1)
Diagram 1
Preload force F0
Bearing B
Bearing A
Bearing position A
total
Bearing
position B
total
Ka
F01
a1
Axial displacement a

(Design 2)
Diagram 2
Preload force F0
Bearing B
Bearing A
Bearing position A
total
Bearing
position B
total
Ka
F02
a2
2= 1
86

Diagram 3
Preload force F0
Bearing B
Bearing A

(Design 3)
Bearing position A
total
Bearing position B
total
Ka
F01 =
F03
a3
3
on the axial displacement a for the

pinion shaft shown in fig 16 as a result of the external force Ka.
In all three cases, the bearing stiffness and the external force Ka are the
same. The casing in case 1 is very stiff
whereas the casings in cases 2 and 3
are less stiff. Cases 2 and 3 differ only
in the preload. Whereas in case 2 the
preload path d is kept constant with
respect to case 1, for case 3, the preload force F0 is the same as for case 1.
Irrespectively of whether the preload
path or the preload force is kept constant, the axial displacement a will
change depending on the casing stiffness. Thus it is imperative that the
total resilience at the bearing positions
is taken into account when determining
the preload in order to limit the axial

displacement.
Using the application example
shown in fig 17 (a bevel/spur gear)
the choice of adjustment (axial clearance, zero clearance or preload) will
be discussed.
The locating bearings for the bevel
pinion shaft have axial clearance
because the temperature differential
from shaft to casing is relatively large
as the speed is high and the pinion
shaft has a small mass. Also the bearings are arranged in the (hook-shaped)
sleeve and this arrangement is relatvely stiff in the axial direction.
The intermediate shaft bearings and
those on the output (power take-off)
shaft can be either clearance-free or
Fig 16
Pinion shaft
bearing arrangement
Ka
a
87

Bevel/spur gearbox bearing

arrangements
depending on casing stiffness even

be adjusted to preload. The reason for
this is that the speeds are low (less
frictional heat), the masses of the shafts
are relatively large, and the axial stiffness of the casing is lower. In fact,
because of the axial forces generated
in the bearings, the casing tends to
deform (bulge).
Influence of adjustment on
bearing life
The adjustment has different effects on
the life of the two bearings shown in
Influence on bearing life of preload

and clearance
Diagram 4
Life
Bearing A
Bearing B
Preload
88
Clearance
fig 16 . Whereas the life of bearing A

which is subjected to the external force
Ka immediately drops with increasing
preload, bearing B will achieve its
maximum life when it has a slight
preload.
Diagram 4 shows qualitatively the
dependence of bearing life on preload
and clearance. From this it will be seen
that the stiffness does not increase
very much with increasing preload
whereas there is a risk that bearing life
will be shortened and there will be increased friction and heat. Thus it is
advisable to choose the adjustment so
that when under load and at the operating temperature the bearing arrangement will have virtually zero clearance.
An adjustment to give a distinct preload should only be chosen if the operating conditions (loads, temperatures,
deformations) are accurately known,
so that the preload force can be determined using sophisticated computer
programs.

When selecting the bearings therefore, not only must the complete bearing designation (cage design, bearing
clearance) be established, but information regarding adjustment values, oil
flow rates and minimum load must also
be given to production and assembly
as well as to the end user, so that
proper bearing performance can be
guaranteed.
89

Grease lubrication . . . . . . . . 92
Oil lubrication . . . . . . . . . . . 95
Maintenance . . . . . . . . . . . . . 98
Lubrication and
maintenance
Rolling bearings will only perform reliably
when they are adequately lubricated. The lubricant prevents intermetallic contact between
rolling elements, raceways and cage and also
protects the bearing surfaces against corrosion.
The importance of lubrication can be seen from
the fact that of all premature bearing failures,
some 80 to 90 % are caused by faulty lubrication and/or contamination. Long experience
indicates that the same estimate holds true for
gearbox bearings.
The task of the gearbox designer to

choose the most suitable method of
lubrication as well as the most suitable
lubricant is made more difficult because of the different and varying demands on lubrication which exist for
one and the same gearbox. Generally,
the lubrication must not only be appropriate for the bearings but also for the
gears. Additionally, the operating conditions for the individual bearings in a
gearbox are often very different. One
type of lubrication can be the optimum
for high-speed, lightly loaded bearings,
but unsuitable for heavily loaded bearings which rotate slowly. The operating
temperature, which has a significant
influence on the quality of the lubrication, is often not only dependent on the
load and speed but is also affected

by changes in ambient temperature.
Since, generally, only one method of
lubrication and one lubricant are to
be used for a gearbox, the optimum
will never be achieved. To find the best
compromise all the demands regarding
lubrication and lubricant properties
must be weighed against each other.
The explanations and recommendations given in the following may be
helpful.
91

Grease lubrication
Grease lubrication
Greases
The most important advantages of

grease lubrication are:
The following properties must be considered when selecting an appropriate

grease.
good protection against corrosion as

the grease adheres well to the bearing surfaces;
the efficiency of seals against external contaminants is reinforced;
there is little risk of leakage;
reliable lubricant supply particularly
when operation is intermittent as
the grease is retained at the bearing
position;
freedom from maintenance for
lubricated-for-life bearings.
From this it is possible to define the

main areas where grease lubrication
can be employed in gearboxes. It is
used mostly for small units and particularly for geared motors, and the gears
are also grease lubricated. Small gearboxes may often be used in varying
positions (horizontal, vertical or inclined at an angle). In such cases lubricant supply is more reliable if grease
is used rather than oil bath lubrication.
Sealing arrangements can also be
simpler if grease is used. The life
requirements are often very moderate
for small units and if they are only
used for short periods at a time, they
will require no maintenance, being
literally lubricated for life.
For oil bath lubricated vertical gearboxes it is sensible to grease the upper
bearings as the amount of oil splashed
up is generally inadequate. The grease
can be retained in position by baffle
plates.
Base oil viscosity

Generally speaking, the base oil viscosity of a grease can be used to calculate the adjusted rating life Lna, see
SKF General Catalogue. This viscosity,
, should preferably be greater than
the required viscosity 1, both viscosities being at the bearing operating
temperature.
Consistency
Greases of consistency 2 and 3 are
generally used for rolling bearing lubrication. Greases with lower consistency are easier to pump; those with
higher consistency are easier to retain
at the bearing position. At low temperatures soft greases of consistency 0 or 1
may be used, but special grease supply
arrangements must then be made
(e.g. 100 % grease fill, or a central
lubrication unit and short relubrication
intervals). For gearboxes subjected to
vibrations or which are arranged vertically, a consistency 3 grease with high
mechanical stability is preferable.
When gearbox greases are used
for small gearboxes, lubrication is a
type of dip lubrication. The greases
have a consistency of 0 or 00.
Temperature range
The expected operating temperature
should lie within the temperature range
permitted for the grease. When the
temperature is too low, the grease will
not have sufficient lubricating properties
and when it is too high, ageing will be
accelerated. An increase of 15 C
halves the original relubrication interval.
Load carrying ability and wear
protection
For heavily loaded bearings (C/P < 10,
e.g. bearings on the intermediate and
output shafts) or in cases where a fully
separating lubricant film is not present
( < 1), EP greases are used. As the
effect of some EP additives may be
detrimental to bearing life, it is advisable to contact the lubricant supplier
for recommendations.
92

Grease lubrication
Protection against corrosion
Usually gearboxes are well protected
against the penetration of water. Nevertheless the presence of water or
moisture cannot be completely prevented as differences in temperature allow
condensation to form. Since any water
in the rolling contacts of a bearing will
quickly destroy the bearing surfaces,
only greases having good rust inhibiting properties should be used.
thickener of the old and new greases

are compatible. When a combination
of oil and grease lubrication is used
(e.g. grease lubricated bearings and oil
lubricated gears) the lubricants should
also be compatible with each other if
negative results are to be avoided.
This is particularly important when synthetic gear oils and mineral oil based
bearing greases are used.
Oil bleed
A grease must bleed oil to allow the
formation of a lubricant film in the rolling contact. At low temperatures considerable bleeding is advantageous to
ensure lubricant supply. At very slow
speeds grease will be pushed away
from the raceways and will no longer
participate in bearing lubrication. Oil
will not bleed to the raceways so that
starvation will occur in the rolling contact. Consequently, oil lubrication is to
be preferred for very slow speed operation. A much more moderate oil
bleed is preferred at higher temperatures (> 80 C) in order to give long
relubrication intervals.
Miscibility
If, for some reason, it is necessary to
change to another grease it should be
checked whether the base oil and
5
SKF greases
93

Grease lubrication
SKF greases
The SKF range of lubricating greases
covers nearly all the requirements for
gearbox bearing lubrication. These
quality greases were specially developed for bearing lubrication. The most
important technical data will be found
in the SKF General Catalogue. Table
1 gives recommendations regarding
the particular suitability of the various
greases for different gearbox applications.
Methods of grease lubrication
The selection of the lubrication method
is basically governed by the relubrication interval which can be determined
using the information given in the SKF
General Catalogue.
Suitable SKF lubricating greases for

gearbox bearings
94
In cases where the relubrication

interval is longer than the expected
service life of the bearings a single
grease fill will suffice. This presupposes that the grease can be retained in the bearings and that any oil
bled from the grease cannot escape
through openings below the bearings. Lubrication for life has only
been found suitable for small and
medium-sized bearings (bearing
outside diameter up to 240 mm).
Manual relubrication using a
grease gun is suitable when relubri-
cation intervals are in the range one

week to six months and the quantities required are up to 500 g. This
means that manual relubrication
can be used for bearings with outside diameters up to 420 mm.
For larger bearings (D > 420 mm),
larger quantities of grease (G >
500 g), or shorter relubrication
intervals than one week, a continuous supply of grease is more reliable
and also more economic. This is also
true where the number of bearings
to be grease lubricated is large.
When designing the grease supply,

care should be taken to ensure that
grease cannot escape at the supply
side of the bearing, i.e. that it is compelled to pass through the bearing. At
the opposite side of the bearing, the
emerging used grease will prevent
contaminants from entering the bearing. For double row bearings, the most
efficient method is to supply the grease
via the lubrication holes in the outer
ring or, for paired taper roller bearings,
through the lubrication holes in the
intermediate ring.
Table 1
SKF grease
Designation
Use, properties
LGMT 2
Small bearings (outside diameter D up to approx. 62 mm)

Light to moderate loads
Moderate temperatures up to 80 C (max 120 C)
Low friction, quiet, good protection against corrosion
LGMT 3
Medium-sized bearings (outside diameter > 62 mm up to approx. 240 mm)

Moderate loads
Multi-purpose grease, good protection against corrosion
LGEP 2
Heavily loaded roller bearings

Good protection against corrosion
LGEM 2
Heavily loaded roller bearings at low speeds

Water repellant
LGLT 2
Small, lightly loaded bearings at high speeds

Low temperatures down to 20 C
Low friction, water repellant
LGHQ 3
High temperatures above 80 up to 150 C

Moderate loads
Moderate speeds
Water repellant

Oil lubrication
Oil lubrication
Gearbox bearings are generally oil
lubricated when the gears are to be
oil lubricated and it is simpler to use a
single lubricant. The use of oil lubrication for bearings has the following
advantages:
oil can remove heat when bearings

operate at high speeds and high
temperatures;
at very slow speeds and under
heavy loads, oil penetrates to the
bearing surfaces more easily than
grease;
less maintenance is required in
respect of supplying oil to the bearing position than for grease lubrication, so that operational reliability is
enhanced;
the intervals between oil changes
are longer than the grease relubrication intervals, particularly for
medium and large-sized bearings;
changing oil is simpler than changing grease.
Lubricating oils
The following lubricant properties
should be considered when selecting
the oil.
Viscosity
Preferably the viscosity of the oil
should be greater than the required oil
viscosity 1, both viscosities being at
the bearing operating temperature
(see under adjusted rating life in the
SKF General Catalogue). When determining the appropriate viscosity for the
different bearing requirements (speeds,
temperatures etc.) in a gearbox, as
well as for gear lubrication, it is advisable, if values < 1 are found for some
of the positions, to err on the side of
higher viscosity for the compromise
solution.
The intention is to improve the lubrication conditions for the heavily loaded bearings rotating at slow speed at
the expense of generating more friction,
because of the higher viscosity, in the
high speed bearings. The operating
viscosity and lubricant film formation
can be influenced by selecting an oil
of the appropriate viscosity class, but
also by cooling.
Load carrying ability, wear protection

EP oils (lubricating oils CLP to DIN
51 517) are preferred for the lubrication
of spur, bevel and planetary gearboxes.
As some EP additives have a detrimental effect on bearing life and EP
oils also have varying load carrying
ability and wear protection properties,
it is advisable to contact the lubricant
supplier for recommendations regarding the particular application.
Protection against corrosion,
behaviour in presence of water
The rust inhibiting lubricating oils CLP
to DIN 51 517 provide enhanced protection against corrosion as they have
good surface wetting properties. Free
water in the rolling contact is extremely
damaging even when the actual
amounts are very small. This is particularly true of bearings where the
proportion of sliding is high (e.g. heavily loaded spherical roller bearings
and
all bearings subjected to centrifugal
force). It is thus desirable that the oil
will emulsify the small quantities of
water which cannot be avoided.
Behaviour in presence of air
At moderate to high speeds there is a
danger of air becoming mixed into
the oil (foaming). Gear oils should be
capable of expelling dispersed air and
should not be able to form a stable
foam.
Ageing
Lubricating oils oxidise as a result of
external influences, mainly high temperatures and exposure to air. This
oxidation is catalysed (accelerated) in
the presence of some metals such as
copper or iron (wear particles). Antioxidant additives will slow down the
process. Synthetic lubricating oils are
more resistant to oxidation than mineral oils, but are not always as good
in respect of lubricant film formation.
Synthetic oils are used for worm gears
because of lower friction, and for gears
which are to be used in a wide range
of temperatures, e.g. wind turbine
gears.
95

Oil lubrication
Oil lubrication methods

When selecting the method of lubrication the first aim should be to ensure a
reliable supply of lubricant to the bearings. The oil mist inside a gearbox is
not sufficient as bearings in modern
gearboxes are heavily loaded and
under conditions of lubricant starvation
will wear and fatigue prematurely. The
most used methods are described in
the following.
Oil supply and

return ducts for oil
bath lubrication
96
Oil bath lubrication

This method is commonly used for
gears operating at peripheral speeds
of up to 15 m/s. The oil level should
reach the centre of the lowest rolling
element. Greater depths mean losses
because of churning and higher friction.
This is often accepted for small and
medium-sized vertical gears (for oscillation and agitation, and submerged
units) where the bearings may be fully
submerged.
Bearings which are arranged above
the surface of the oil must be supplied
with oil which is captured by oil pockets
or grooves where the oil running down
the casing walls is collected. The feed

to the bearings should be designed
to lead the oil through the bearings
before it flows back to the sump. If the
feed is on the seal or cover side, then
the drainage should be laterally
displaced and should be positioned
sufficiently high so that the oil must
pass through the bearings but at the
same time, any surplus oil can run off
without impinging on the seals. This
also supports oil circulation and
exchange at the bearing position on
the cover side, thus improving cooling
( fig 1 ).
If there is a risk that insufficient oil
will be caught by the oil pockets, the oil
supply can be improved by providing
baffle plates or wipers.
Bearings with asymmetrical cross
section which dip into oil have a pumping action by virtue of their design,
and this can contribute to cooling.
Appropriate feed and return ducts
should be provided.

Oil lubrication
Circulating oil
Circulating oil lubrication should be
considered above all when
circulating oil is to be used for the

gears,
the oil is to be used for heat removal,
speeds are high to prevent rapid
ageing of the oil,
oil bath lubrication will not provide
enough oil for the bearings, e.g. on
vertical or inclined shafts,
very large quantities of oil are required for oil bath lubrication because of the size of the gearbox, or
the oil is to be continuously freshened by filtration or centrifuging.
When designing for oil circulation the

following points should be remembered.
Oil jet lubrication
To guarantee that the bearings are

lubricated right at the start, the oil
supply leads must be dimensioned
to provide oil even when the gearbox is first started up. There is otherwise a risk that oil will only arrive at
positions where the feed cross section is larger (e.g. for the gears).
To prevent the oil nozzles from becoming blocked they should have an
opening diameter of at least 1,5 mm.
Where oil pressures are high a suitable throttle length can be used to
limit the oil flow. The throttle should
be positioned immediately in front of
each bearing, so that larger and
thus more reliable oil lead diameters
can be used with high oil pressures.
Bearings operating at high speeds
produce turbulence which rejects
the oil. Care must be taken to see
that the oil can actually enter the
bearing at the feed side. Double row
bearings are usually best lubricated
via the lubrication holes in the outer
ring (or paired single row taper roller
bearings through the holes in the
intermediate ring). For single row
bearings the oil should preferably
be supplied at the cover side.
5
Oil jet lubrication
At very high speeds (n dm > 106) oil
jet lubrication must be used. As shown
in fig 2 , the oil should be injected in
the gap between inner ring and cage
at high speed (v 15 m/s). Rejected
oil must be able to run off between the
bearings so that heat can be removed
without excessive losses.
97

Maintenance
Maintenance
Monitoring lubrication
Gearbox bearing maintenance consists

basically of monitoring the operating
conditions in the gearbox and of monitoring the condition of the bearings
themselves. This preventive maintenance should enable early identification
of any malfunction so that remedial
action can be taken. Such action should
either prevent premature ending of the
bearing service life or, at least, enable
bearing replacement to be planned so
that downtime costs can be minimised.
Lubricant supply and lubricant quality

should be checked. To check the lubricant supply, simple means are available, e.g. a dip stick for oil bath lubrication. For circulating oil lubrication, on
the other hand, complex systems are
required to check the oil pressure, flow
rate and temperature at each lubrication position, and include an alarm
system. When choosing the monitoring
arrangements lubricant supply relibility
should be weighed against the costs
which would occur in the event of a
For for analysis of

used oil
Table 2
Machine: .............................................................
Type: ...................................................................
No.: ......................................................................
Location: ............................................................
Oil:........................................................................
Oil quantity in system: .......................................
Sample taken, date:............................................
Sample taken by: ................................................
Property or
guideline value
Test method
(Standard)
Unit
Analysis
result for
used oil
Data for
new oil
Colour, appearance
Visual inspection
..................
..................
Smell
..................
..................
Density at 15 C
DIN 51 757
kg/m3
..................
..................
Kinematic viscosity
at 40 C
at 80 C
at 100 C
DIN 51 562
mm2/s
..................
..................
..................
..................
..................
..................
Acid number
DIN 51 588, Part 1
mg KOH/g
..................
..................
Water content
ISO 3733
% wt/wt
..................
..................
Solid contaminants
> 3 m
(quantity + type)
e.g. IR
analysis
DIN 51 451
% wt/wt
..................
..................
Four ball test
DIN 51 350, Part 4
..................
..................
Special test(s):
...............................................................................................................................................
Remarks:
...............................................................................................................................................
Characteristic
Deviation from new oil

As new
slight
moderate
large
very large
Ageing
Contamination
Recommended action:
............................................
Test date
98
.........................................................................................................................
................................................
Test carried out at
..............................................................
Tested by (Signature)

Maintenance
blockage. Oil quality can be monitored
by measuring the temperature in the
oil bath, in the return duct and in the
bearings either continuously or at
regular intervals. This allows the operating viscosity to be evaluated. Additionally, regular analysis of the used
oil is recommended (according to the
scheme shown in Table 2 , for
example). The results should always
be compared to a similar analysis of
the fresh oil.
Monitoring load
The power consumption of the drive is
sometimes used as a measure of the
load, but this is not suitable for monitoring bearing loads, as the peak loads
are very much smoothed in the recording. Better information is obtained by
measuring torque and measuring
stress at the root of the gear teeth.
A reliable bearing load measurement
can only be obtained by using special
force measuring bearings equipped
with strain gauges. As this method is
very expensive, it is generally only
used for new developments or during
damage analysis.
Monitoring temperature
An indication of incipient bearing
damage will be given quite late by the
temperature, and at low speeds there
may be no indication at all. Therefore,
measuring bearing temperature is only
appropriate for condition monitoring of
bearings at high speeds, and then only
as an indication of trends. To be of any
use, the temperature should preferably
be measured directly on the bearing
rings.
Temperature measurements of bearings, gearbox and oil are very suitable
for monitoring the operating viscosity
of the oil. This allows important deductions to be made with respect to the
operating conditions.
Monitoring wear
Under favourable operating conditions
(adequate lubricant film thickness and
clean lubricant) bearings will operate
practically without wear. Where there
is a clear indication that particles of
bearing steel are among the wear particles the conclusion is that a bearing
has already become damaged. It is
then recommended that the gearbox

be inspected to determine the source
of the wear and to take remedial action
to prevent further damage.
Wear particle analysis also enables
gear wear and seal efficiency to be
monitored.
Monitoring vibrations
Bearings in operation generate slight
noise even when in perfect condition.
This running noise could be listened to
by holding a wooden stick to the housing and to the ear. In the past this was
one of the most reliable monitoring
methods in spite of human failings
such as limited frequency spectrum,
subjective judgements and inability to
relate frequencies heard to causes.
With the methods and equipment available today diagnoses can be made
and condition monitoring is effective.
Suitable proven procedures are:
comparative measurements on
similar gearboxes under the same
operating conditions, allowing differences to be observed, and/or
trend measurements on one gearbox at given intervals, again allowing differences to be noticed.
5
SKF has developed special measuring
techniques as well as the requisite
equipment allowing a broad spectrum
of vibrations to be monitored and
making it possible to analyse the type
and magnitude of incipient damage in
a bearing. The more important items
of equipment and associated software
are described in the following.
SKF VIB Pen
This very handy vibration measuring
probe (dimensions 150 20 18 mm;
mass 80 g) can measure vibration
velocities of 0,1 to 99,9 mm/s in the
fre-quency range 10 to1 000 Hz. It is
poss-ible to determine whether the
machine vibrations are in the range
allowed according to ISO 3945.
Bearing dam-age can only be identified when it is in an advanced stage
using this method. However, as inadmissible vibrations will considerably
shorten bearing life, the VIB Pen is a
simple and reliable instrument for
maintenance personnel to monitor
operating conditions.
99

Maintenance
SKF SEE Pen

The SEE Pen measures differences in
vibration acceleration with time in the
frequency range 250 to 350 Hz. The
signals in the high frequency band
which are measured, evaluated and
recorded using the SEE (Spectral
Emitted Energy) method are only produced by damaged bearings. The
indications may be for lubricant starvation, contamination or actual bearing
damage. Thus the SEE Pen is an ideal
complement to the VIB Pen (both have
the same dimensions) to give simple
and reliable bearing condition monitoring. Here too, trend measurements
give the optimum evaluation.
SKF Picolog
This compact, breast-pocket size
apparatus combines the measuring
capabilities of the VIB and SEE Pens
and can also be used for enveloping.
The peaks of the enveloped bearing
noise are evaluated. The distance between peaks enables the bearing component which is damaged to be identified. Up to 500 recorded measurements and alarm levels can be stored
and downloaded on to a PC. Evaluations can be made using PRISM2 Jr.
software. The Picolog is an excellent
tool for bearing condition monitoring.
SKF Microlog
This portable equipment (mass 2 kg)
can be used for frequency analysis
and gives optimum evaluation in the
low and high-frequency range (SEE).
The Microlog is a powerful data log
with a display panel. The PRISM2
software permits a variety of evaluation methods to be used, e.g.waterfall
diagrams, storage of critical frequencies, determination of alarm levels etc.
The Microlog can be used with handheld sensors or with permanently
installed sensors. As it records electrical signals, it can be used to measure
not only vibration velocities and accelerations but also distances, pressures
and temperatures.
100
SKF Multilog
This is a system for plant monitoring
with permanently installed sensors and
is more powerful than the SKF Microlog.
It can be used for the continuous
monitoring of rolling bearings and
machines.
In practice, the SEE method indicates incipient bearing damage earlier
and more clearly than other methods.
This is particularly true when the
damage consists of micro cracks
and/or cold welding (lubricant starvation) in the rolling contact. Because of
the early warning, the user has time to
plan bearing replacement.
Photograph (from
left to right)
SKF Thermo Pen,
SKF Picolog, SKF
SEE Pen, SKF VIB
Pen (upper), SKF
Tachometer
(lower), SKF Oil
Check, SKF
Stethoskop, SKF
Microlog

Maintenance
101
6 Recommended fits
Recommended fits
The rings of rolling bearings deform elastically
under load and adapt themselves to their seatings. To be able to fully exploit the load carrying capacity and accuracy of the bearings, the
bearing rings must be supported with sufficient
firmness and accuracy by the associated components. Where the load rotates with respect to
the ring, the ring should have an interference fit
on or in its seating (shaft, housing or gear). This
prevents a loosening of the bearing fit and the
ring will not wander under load. Fretting corrosion will also be prevented. It is not possible
to provide a sufficiently tight fit for the ring
simply by clamping it axially.
The selection of fits is dealt with in

detail in the SKF General Catalogue.
The following recommendations
complement the catalogue information,
giving the usual, proven tolerances for
high-performance gearboxes for the
most common case, i.e. rotating inner
ring load and stationary outer ring load
( Table 1 ).
The recommendations given in

Tables 2 and 3 are for special
cases which differ from the above, but
which are typical of certain types of
gear.
103
6 Recommended fits
Recommended
fits, form and
position
tolerances for
gearbox bearings
Table 1
Bearing type
Shaft tolerances
(for solid steel shafts and rotating inner ring load)
Shaft diameter (mm)
18
(18) (40)
(100) (140) (200) (280)
to
to
to
to
to
to
40
100
140
200
280
500

(for light loads P 0,06 C)
Housing tolerances
(for steel, spheroidal graphite or
grey cast iron and stationary outer ring load)
>500
Housing bore diameter (mm) Bearing

300
(300)
>500
arrangement
to
500
j5
k5
k5
k6
k6
m6
m6
m6
J6
G6
J6
G7
H7
F7
Locating
Non-locating
j6
k6
k6
m6
m6
n6
p6
p6
J6
J6
H7
Cross located
j5
k5
k5
m5
m5
m5
J6
J6
H7
Locating
double row (series 33 D) k5
k5
m5
m5
J6
J6
H7
Locating
k5
k5
m5
m5
n6
approx. 1 mm radial
clearance (locate to
prevent turning)
Thrust
bearing

(N, NU, NJ designs)
k5
k5
m5
m5
n6
p6
p6
r6
J6
J6
H7
k5
k5
m5
m5
n6
p6
p6
r6
J6
G6
J6
G7
H7
F7
Locating
Non-locating

single row (adjusted
via the outer ring)
k6
k6
m6
m6
n6
p6
p6
J6
J6
H7
Cross located
double row,
paired single row
k5
k5
m5
m5
n6
p6
p6
r6
J6
J6
H7
Locating
Thrust ball bearings
h6
h6
h6
h6
h6
g6
g6
g6
G7
G7
F7
Thrust
bearing
Spherical roller
thrust bearings
j6 (for all diameters)
Angular contact
ball bearings
single row (adjusted
via the outer ring)
double row,
paired single row
(series 32, 33, 70 BG,
72 BG, 73 BG)
Four-point contact
ball bearings
approx. 1 mm radial
clearance
Form and position

tolerances, surface
roughness
Cylindricity
IT5/2 (for all diameters)
Rectangularity
IT5 (for all diameters)
Permissible surface
roughness Rz (m)
6,3
6,3
6,3
6,3
10
When shaft tolerances p6 and r6 are used, use of the oil injection method will ease dismounting
104
10
16
Thrust
bearing
6 Recommended fits
Housing
tolerances
for special cases
Table 2
Case
Housing tolerance
Housing bore diameter (mm)
< 300
(300)
> 500
to
500
Deep groove ball bearings and spherical roller bearings as non-locating bearings
with rotating inner ring load and stationary outer ring load and a temperature
differential > 10 C from outer ring to housing (e.g. when heating via the shaft,
high speed operation, very solid housings, low environmental temperatures)
G7
F7
E8
a) axial displacement of outer ring in housing required, e.g. with thermal

expansion of shaft and axially stiff housing
G6
G7
F7
b) axial displacement of outer ring not required, e.g. when thermal expansion
of shaft is compensated by elastic deformation of housing without
overloading bearings
J6
J6
H7
a) locating bearing
G6
G7
F7
b) non-locating bearing
J6
J6
H7
Locating bearings and cylindrical roller bearings under oscillating outer ring
load, e.g. when weight and tooth force act in different directions. Special
steps have to be taken when mounting in one-piece (non-split) housings
(e.g. heating the housing)
JS6
JS6
JS7
Deep groove ball bearings and spherical roller bearings, cross located, with
rotating inner ring load and stationary outer ring load
Cylindrical roller bearings of NUP design with rotating inner ring load and
stationary outer ring load
Shaft tolerances Table 1
105
6 Recommended fits
Tolerances for
bearings mounted
in gear hubs
Table 3
Bearing type
Bearing arrangement
Shaft tolerance
Shaft diameter (mm)
< 120 (120)
(250)
to
to
250
315
Housing tolerance
Housing bore diameter (mm)
< 120
(120)
> 250
to
250
Deep groove ball

bearings
Shifting gear
(inner and outer rings rotate at
same speed)
j5
js6
k6
M61)
M61)
N61)
Planetary gear, intermediate gear

(outer ring rotates, inner ring stationary)
h5
h6
h6
M61)
M61)
M61)

Cylindrical roller
bearings

(outer ring rotates, inner ring stationary)
h5
h6
h6
N6
P61)
R61)
Cylindrical roller
bearings

(rotating inner and outer ring load)
see Table 1
N61)
P61)
R61)
Cylindrical roller bearings Planetary gear, intermediate gear

without outer ring
(planetary gear rotates, inner ring
stationary)
h5
h6
h6
G62)
F62)
F62)
Cylindrical roller bearings Planetary gear, intermediate gear

without inner ring
(outer ring rotates)
f62)
e62)
e62)
N6
P6
R6
Needle roller and

cage assemblies
g52)
g52)
G62)
G62)
1)
C3 internal clearance required
2)
For raceways on the planetary pins and in gear hubs,

the deviation from circularity should be < 25 % of actual diameter tolerance;
the deviation from cylindricity should be < 50 % of actual diameter tolerance;
the surface roughness should be Ra 0,2 m and Rz 1 m;
hardness should be 58 to 64 HRC
and the case depth when finish machined should be Eht = 0,5 Dw 0,5 0,3 mm, with Dw = rolling element diameter in mm
Measuring a
distance for
adjustment of
taper
roller bearings
106
6 Recommended fits
107
7 Mounting and dismounting

bearings
Adjustment of angular
contact bearings . . . . . . . . .109

Adjustment of angular contact bearings
Mounting and dismounting

bearings
Rolling bearings are precision products which
must be carefully handled when they are being
mounted if they are to perform properly. Equal
care must be taken when dismounting if the
bearings are going to be re-used.
Basically, there are three things to

remember when mounting:
cleanliness, to prevent damage to

the raceways by contamination and
corrosion;
accuracy of all associated components, to avoid additional forces
arising from deformations and to
avoid imprecise running;
the force used to mount and dismount should not be applied via the
rolling elements and cage; direct
blows should be avoided so that
indentations and initial damage to
the raceways are prevented.
The SKF General Catalogue contains

more detailed instructions regarding
mounting and dismounting based on
the above requirements. A comprehensive selection of SKF tools, equipment and maintenance products are
presented in publication 4100 SKF
Bearing Maintenance Handbook. SKF
also offers various training courses
and seminars for personnel involved in
mounting and dismounting.
Adjustment of angular
contact bearings
When mounting angular contact bearings (angular contact ball bearings,
taper roller bearings) in gearboxes,
particular attention should be paid to
the adjustment of the bearings as this
determines not only the performance
of the bearings themselves but also
the guidance of the shafts and consequently the load carrying ability of the
gears. The calculation of the adjustment value is described in the section
Dimensioning rolling bearings (
Section 4). The choice of adjustment
method depends on whether the bearings are to be adjusted to axial clearance or to preload.
109

Adjustment of taper roller

bearings arranged face-to-face
to axial clearance
First it is necessary to determine the
zero clearance condition as accurately
as possible. This is rather difficult for
taper roller bearings on horizontal
shafts, as the weight of the shaft and
gears displaces the outer rings axially
because of the taper angle, so that the
clearance-free roller end/flange contact, which is decisive for the adjustment, is difficult to achieve. The procedure described in the following is
well proven and is very much simpler
and more reliable. A device is used to
swing the gear shaft into the vertical
position for the adjustment ( fig 1 ).
Adjustment of
taper roller
bearings arranged
face-to-face with
axial clearance
Mount the inner rings on the shaft

(take care that the rings abut the
shoulders correctly).
Push the outer rings over the roller
and cage assemblies.
Place the shaft with bearings in the
gearbox which should be horizontally positioned
Mount the top of the casing.
Screw down the cover at one side of
the casing.
Tilt the casing so that the shaft is
supported via the bearing by the
cover.
The weight of the shaft and gears acts

as a measuring load on the lower
bearing. The upper bearing is free of
clearance as soon as all the rollers
rotate about their own axes when the
shaft is rotated.
A limited range of matched single
row taper roller bearings (DF execution) is available. The bearing pairs are
supplied with an appropriate intermediate ring, so that adjustment is not
required. The user can also match
single row taper roller bearings himself; the requisite width of the intermediate ring, taking into consideration the
fit, is determined as follows.
Fig 1
Rotate the shaft by hand (if necessary by turning the input or output
shaft) and press the outer ring of the
upper bearing downwards in its seating until all the rollers in the bearing
turn about their own axes. The bearing arrangement is now free of clearance.
The requisite length of the spigot in
the cover is determined from a =
x s where s is the required axial
clearance.
Mount the finish machined cover
with shims (if necessary).
Mark the bearing components as

shown in fig 2 using an electric pen.
Place bearing A on three gauge
blocks ( fig 3 ).
Apply the measuring load:
300 N for bearings with outside diameter up to and including 240 mm
500 N for bearings with outside diameter over 240 mm.
Turn outer ring 1A by hand so that
the rollers abut the flange of the
inner ring 1A.
Fig 2
a=xs
s = requisite
axial
clearance
1B
1B
1A
110
Marking of bearing
components
1A

Fig 3
FB =
Measuring
load
Gauge
block
Measuring the
standout F
Measure the standout FA at three

points using the gauge blocks.
Calculate the average value of FA
from
FA =
FA1 + FA2 + FA3

(mm)
3
Repeat the above procedure for

bearing B.
Calculate the average value of FB
from
FB1 + FB2 + FB3

(mm)
3
Determine the width of the intermediate ring from

C = FA + FB + a (mm)
where a = maximum axial clearance
according to Table 1 or for special
bearings, the maximum value of the
special clearance.
The following tolerances apply to
the width C of the intermediate ring:
0/0,04 mm for bearings with outside
diameter D 140 mm and 0/0,06
mm for berings with outside diameter
D > 140 mm
The axial clearance values given take

into account the clearance reduction
caused by the interference fit when the
shaft tolerances (also given in Table
1 ) are applied. These tolerances are
required for rotating inner ring loads
which are moderate to heavy. The
outer ring with its point load should
have a seating to tolerance J6 or H7.
Maximum standard axial clearance

of matched taper
roller bearings
Table 1
Maximum standard axial clearance a before mounting
Bearing bore
diameter
d
over
incl.
Shaft
tolerance
mm
mm
Bearings of series
329
320 X
330
331
302,322
332
303,323
313 (X)
30
40
30
40
50
k5
k5
m5
0,200
0,220
0,120
0,140
0,160
0,220
0,160
0,180
0,140
0,160
0,180
0,150
0,170
0,170
0,170
0,180
0,200
0,100
0,110
0,120
50
65
80
65
80
100
m5
m5
m5
0,250
0,270
0,310
0,180
0,200
0,230
0,240
0,290
0,390
0,200
0,240
0,270
0,200
0,220
0,270
0,190
0,220
0,260
0,220
0,260
0,300
0,140
0,170
0,170
100
120
140
120
140
160
m5
m5
n6
0,330
0,370
0,430
0,280
0,300
0,330
0,400
0,400
0,400
0,300
0,280
0,300
0,330
0,300
0,340
0,390
0,430
0,190
0,220
0,240
160
180
190
180
190
200
n6
n6
n6
0,430
0,430
0,450
0,370
0,400
0,400
0,370
0,400
0,400
0,450
0,500
0,500
200
225
250
225
250
280
p6
p6
p6
0,500
0,500
0,600
0,450
0,500
0,550
0,450
0,500
0,550
0,550
0,600
280
300
340
300
340
360
p6
p6
p6
0,700
0,700
0,750
0,600
0,650
0,750
0,600
0,650
111

Principle of
force/path
measurement
There will be virtually no reduction in

clearance from any deformation of the
outer ring. If looser fits are chosen,
then the axial clearance value will be
slightly larger when the bearing is
mounted. If a tighter fit is used then it
is advisable to check that the bearing
will not be axially preloaded.
basis or a collective method based on

tolerances has not found acceptance
in gearbox applications as there is
excessive scatter of the preload force
when these methods are used.
However, the friction torque can be
used indirectly for adjustment as will
be seen from the following.

bearings arranged face-to-face
to preload
When adjusting bearings which are

to have a preload it is necessary to
achieve a certain preload force. If the
preload distance (path) method is to
be used, it is first necessary to measure the force and displacement in the
mounted condition. This is the only
way to be able to take housing resilience into account when determining the
appropriate distance. Fig 4 shows the
principle of a force/distance measurement. Diagram 1 shows the result of
such measurements. The characteristic curve has been extrapolated (broken line) for small loads because the
measurements are not sufficiently
accurate under such light loads. Using
the characteristic curve the desired
preload can be set by fitting a shim or
spacer ring.
The adjustment of taper roller bearings using the friction torque as a
The friction torque of the two bearings which are to be adjusted

against each other is measured in
a rig for a given preload force and at
a defined measuring speed and
recorded.
After mounting the bearings in the
gearbox, the preload force is applied
by inserting shims until the recorded
friction torque is obtained. The
speed and lubrication conditions
when the torque is measured must
be the same as when the original
recorded measurements were made.
This method is advantageous particularly when large numbers of bearings

are to be adjusted if it is easier to
measure torque than force at the
assembly position.

bearings arranged back-to-back
To ensure sufficient accuracy, the
bearing rings should always be mount-
Fig 4
Recorded force/
path diagram for
shaft/bearing/
housing system
Diagram 1
Axial force
Axial load
Axial preload path s
112

Fig 5
Bearing V
X
B
Spacer ring
(shim)
X =
Bearing H
Adjustment of
taper roller
bearings arranged
back-to-back on
pinion shaft
ed against a fixed abutment face which

is at right angles to the shaft axis. For
taper roller bearings arranged back-toback, therefore, a shim (spacer ring) is
inserted between one of the two bearings and a shaft shoulder. The following procedure allows the shim to be
fitted without having to mount and dismount bearing V; this would be rather
difficult because of the requisite interference fit of the bearing on the shaft.
Measurement of
standout Z
Rest the shaft with bearing H and

casing in a vertical position on
the face of the pinion ( fig 5 ).
Turn the casing by hand so that the
rollers of bearing H abut the inner
ring flange.
Measure the standout X at three
points (dial gauge).
Calculate average standout X.
Determine reduction in axial clearance p taking into account the

shaft fit from
= r 0,4
1,5
(mm)
e
where
p = reduction in axial clearance, mm
r = radial interference, mm
e = bearing-related calculation factor, see bearing tables in SKF
General Catalogue
Fig 6
Z1 + Z2 + Z3
(mm)
3
p = r 0,4 cot
Mount outer ring of bearing H in the

casing.
Mount the inner ring with roller and
cage assembly of bearing H on the
pinion shaft and introduce the shaft
into the casing.
Measuring load
Lay bearing V on measuring plate

( fig 6 ).
Apply measuring load:
300 N for bearings with outside diameter D up to and including 240 mm
500 N for bearings with outside diameter D > 240 mm.
Rotate the outer ring of bearing V by
hand so that the rollers abut the
inner ring flange.
Measure the standout Z at three
points (dial gauge).
Calculate average standout Z.
Z =
X1 + X2 + X3
(mm)
3
Determine width B of shim for a

given adjustment of the pinion bearing arrangement using
B = X + Z + p a (mm)
Bearing V
Measuring
plate
where
+ a is the desired axial clearance
and a is the desired preload.
113
Application examples
In this section various interesting and wellproven gearbox designs from important manufacturers are presented. In order to give a clear
presentation, the most important technical data
are presented in table form. This has made it
possible to avoid long descriptions. The gearbox drawings will certainly inspire designers.
Numerous discussions with manufacturers, which preceded the selection of

the gearboxes shown here, confirmed
that there is a trend towards specialist
gearboxes in order to better satisfy,
both technically and economically, the
demands of individual applications.
However, as often as possible the
designs use components from standard series an advantage not least
from a logistics point of view.
In the following examples the bearings used are listed starting with those
for the input shaft and following the
order in which they occur in the power
train. The examples show that bearings of standard series are preferred
and only a few special bearings are
used. The examples also confirm an
earlier observation in the section dealing with bearing arrangements for gear
shafts, namely that virtually all catalogue bearing types are used in gearboxes. SKF, with its comprehensive
range of technically advanced standard

bearings, assists the designer in producing technically and economically
competitive gearboxes.
115
Bevel/spur
116
Application
Universal (e.g. conveyor drive)
Manufacturer
A. Friedr. Flender AG, Bocholt, Germany
Input drive
Depending on application
Drive rating
P = 53 kW
Drive speed
n = 1 500 r/min
Total ratio
i = 1 : 63
Power take-off
Depending on application: solid, flanged or hollow

shaft
Output torque
M2 = 23 800 Nm
Dimensions
960 580 300 mm
Mass
G = 635 kg
Gears
Case hardened
Lubrication type
Oil bath
Lubricant
Oil with viscosity to ISO VG 460
Operating temperature
Tmax = 90 C
Sealing
Radial shaft seals, or largely wear-free labyrinth

seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
2 32309 BJ2
2 32310 J2
2 32314 J2
2 30224 J2
Minimum bearing life
Depending on application
117
Bevel/spur, two-stage
Application
General industrial
Manufacturer
Rossi Motoriduttori, Modena, Italy
Input drive
Electric motor
Drive rating
P = 134 kW
Drive speed
n = 1 400 r/min
Total reduction
i = 10,3 : 1
Output torque
M2 = 9 470 Nm
Dimensions
817 450 334 mm
Mass
G = 282 kg
Gears
Hardened
Lubrication type
Oil bath
Lubricant
EP oil with viscosity to ISO VG 220
T = 65 to 80 C
Sealing
Radial shaft seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
2 32310 B
2 32312
2 32026
Remarks
118
Universal attachment possible; stiff, one-piece

casing; standard hollow shaft at output side; choice
of drive shaft arrangement (position)
119
Worm, single stage
120
Application
Tilting arrangement
Manufacturer
A. Friedr. Flender, Bocholt, Germany
Input drive
Electric displaceable anchor motor, V-belts
Drive rating
P = 2,3 kW
Drive speed
n = 636 r/min
Total ratio
i = 40 : 1
Output drive
Hollow shaft, cartridge type
Output torque
M2 max = 2 350 Nm
Dimensions
364 394 221 mm
Mass
G = 65 kg
Gears
Concave flank teeth, worm case hardened and

ground, worm wheel of bronze
Lubrication type
Oil bath; worm wheel bearing greased
Lubricants
Polyglycol oil with viscosity to ISO VG 680; worm

wheel: rolling bearing grease
Tmax = 100 C (oil bath)
Sealing
Radial shaft seals at input and output sides
Bearings
Worm shaft
Wheel
2 31308 J2
2 6017 or 2 32017 X
Remarks
Cooling by fan wheel on worm shaft
121
Eccentric drive with cycloid cams
122
Application
General industrial
Manufacturer
SUMITOMO CYCLO EUROPE, Markt Indersdorf,

Germany
Input drive
Via coupling
Drive rating
P = 1 kW
Drive speed
n = 1 500 r/min
Total reduction
i = 357 : 1
Output drive
Output shaft with key
Output torque
M2 = 1 810 Nm
Dimensions
300 439 mm
Mass
G = 69 kg
Lubrication type
Grease
T = 60 C
Sealing
Radial shaft seals on input and output shafts
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
1 6302-Z; 1 6302
1 6207; 1 6307
1 6215-Z; 1 6213-ZNR
123
Bevel gear, single stage

Application
Kaplan turbine/generator
Input drive
Kaplan turbine
Rating
P = 2 005 kW
Speed
n = 232 r/min
Torque
M1 = 82 500 Nm (turbine)
Total ratio
i = 1 : 3,23
Power take-off
Lamellar coupling (rotationally

stiff, can bend elastically, with slipping elements),
generator
Dimensions
1 730 1 600 3 056 mm
Mass
G = 9 000 kg
Gears
Cyclopalloid/HPG, case hardened
Lubrication type
Circulating oil
Lubricant
T = 65 C
Seals

(on the input shaft with chamber for oil seepage)
Bearings
No. 1 shaft
124
No. 2 shaft
1 NU 1064 MA; 1 23060 CC/W33;

1 29360 E; 1 29248
1 22348 CC/C3W33; 1 32040 X; 1 29340 E
L10h = 100 000 operating hours
Remarks
Turbine shaft = gearbox input shaft. Turbine blade

adjustment via input shaft. Each bearing has temperature monitoring. Connections for shock pulse
measurements. Very smooth running for environmental reasons.
125
Spur gear, two-stage
126
Application
Wind power plant
Manufacturer
Renk AG, Rheine, Germany
Input drive
Wind turbine, claw coupling
Rating
P = 168 kW
Speed
n = 63 r/min
Input torque
M1 = 25 480 Nm
Total ratio
i = 1 : 28,97
Power take-off
Elastic coupling, generator
Dimensions
1 215 900 1 000 mm
Mass
G = 1 350 kg
Gears
Helical cut, case hardened, ground
Lubrication type
Oil bath
Lubricant
Polyglycol oil with viscosity to ISO VG 220
T 80 C
Seals
Felt ring + 2 V-rings (input)

Labyrinth + 2 V-rings (output)
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
1 22315 E; 1 NU 313 ECJ

2 22319 E
1 NJ 228 ECJ/C3; 1 24034 CC/W33
Remarks
Monitored by temperature recorder
127
Planetary spur gear, two-stage
128
Application
Wind power plant
Manufacturer
David Brown, Huddersfield, Great Britain
Input drive
Wind turbine, socket connection with clamping

rings
Rating
P = 1 150 kW
Speed
n = 24,5 r/min
Input torque
M1 = 448 000 Nm
Total ratio
i = 1 : 41,63
Power take-off
Elastic coupling, generator
Dimensions
1 730 2 748 2 100 mm
Mass
G = 9 500 kg
Gears
Planetary wheels straight cut

Spur wheels helical cut, case hardened and
ground
Lubrication type
Circulating oil
Lubricant
Synthetic oil with viscosity to ISO VG 320 EP
Seals
Flingers with labyrinth seals
Bearings
Planetary carrier
3 planetary wheels
Spur gear shaft
Spur gear pinion
Auxiliary drive shaft
Hollow shaft
1 NCF 18/560 V; 1 NCF 2972 V

3 22338 CC/W33
2 NCF 2952 V
2 32328
2 32320 J2
1 NU 213 ECJ
129
Planetary/spur, three-stage
Application
Wind power station
Manufacturer
Renk AG, Augsburg, Germany
Input drive
Wind turbine, toothed coupling
Drive rating
P = 1 327 kW
Drive speed
n = 23 r/min
Total ratio
i = 57,7 : 1
Output torque
M2 = 570 000 Nm
Dimensions
1 700 2 800 3 180 mm
Mass
G = 11 600 kg
Gears
Planetary and spur gears case hardened; spur

gears have double helix
Lubrication type
Circulating oil
Lubricant
Synthetic oil with viscosity to ISO VG 220
T = 46 C (oil inlet temperature)
Sealing
Special shaft seal at input side, zinc seal at output

side
Bearings
Planetary carrier
6 planetary gears
Planetary carrier
Spur gear shaft
130
Pinion (auxiliary drive)

Pinion (power take- off)
1 608/800 MA; 1 NJ 18/760 MA6/343016

6 24136 CC/C3W33/VE096
1 61888 N1MA
2 313451 B (cylindrical roller bearing 320 440
72 mm)
1 6222 N1/C3; 1 NU 2222 ECJ/C3
1 32228 J2/DF; 1 NU 2228 ECMA/C3
Remarks
Elastic gearbox suspension; permissible noise

level 85 dBA
131
Planetary/spur, superimposed
132
Application
Ships generator drive
Manufacturer
Input drive
Combustion engine, claw coupling
Drive rating
P = 900 kW
Drive speed
n = 297 to 425 r/min
Total ratio
i = 1 : 4,2 to 1 : 6,1 (variable)
Power take-off
Claw coupling
Output torque
M2 = 4 775 Nm
Dimensions
1 800 1 300 2 100 mm
Mass
G = 6 300 kg
Gears
Spur, sun and planetary gears case hardened and

ground, internally geared ring heat treated
Lubrication type
Circulating oil
Lubricant
Oil with viscosity to ISO VG 100 or SAE 30
T = 70 C (oil sump)
Sealing
Zinc rings at input and output sides
Bearings
Coupling
Planetary carrier
Sun wheel
Geared ring
3 planetary gears
2 spur gear intermediate
shafts
2 spur pinion shafts
4 NJ 2219 ECMA/C3
4 NJ 2218 ECMA/C3
Remarks
A constant output speed and thus a constant frequency for the generator are aimed at although the
input speed varies. The power is split after the
lamellar coupling (one part in the planetary gear
set, one part in the hydraulic pump and motor);
power rejoined via internally geared ring.
2 6032 M/C3
1 6234 M/C3; 1 61938 MA/C3
1 6224 MA/C3
2 6044 M/C3
6 NJ 2313 ECMA/C3
133
Spur gear, two-stage
134
Application
Geared motor for industry
Manufacturer
SEW-Eurodrive, Bruchsal, Germany
Input drive
Electric motor (asynchronous, DC), pulley, turbo

coupling
Rating
P = 0,75 to 37 kW
Speed
n = 3 000 to 750 r/min
Total ratio
i = 20,78 : 1 to 201,78 : 1
Power take-off
Coupling, sprocket wheel, gear
Output torque
M2 max = 4 000 Nm
Dimensions
782 437 400 mm
Mass
G = 173 kg
Gears
Lubrication type
Oil bath
Lubricant
Oil with viscosity to ISO VG 46 to ISO VG 200
Tmax = 90 C
Seals
Radial shaft seals
Bearings
No. 1 shaft
No. 2 shaft
1 30307 J2; 1 NUP 2308 ECJ; 1 30308 J2

1 NUP 213 ECJ; 1 6315-Z
L10h = 5 000 operating hours (for M2 max)
135
Spur gear, three-stage
136
Application
Manufacturer
Flender-Himmelwerk, Tbingen, Germany
Input drive
Electric motor (asynchronous), may be DC; elastic

coupling, slip clutch or Anlaufkupplung
Rating
P = 3 to 90 kW
Speed
n = 750 to 1 500 r/min
Total ratio
i = 1:18,27 to 1:113,61
Power take-off
e.g. elastic coupling
Output torque
M2 = 9 000 Nm
Dimensions
612 702 530 mm
Mass
G = approx. 450 kg
Gears
Lubrication type
Oil bath
Lubricant
Tmax = 90 C
Seals
Radial shaft seals with dust lip
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
1 NU 212 ECJ; 1 6212; 1 NU 312 ECJ

1 22208 E; 1 22309 CC
1 22312 E; 1 21312 E
1 NJ 2217 ECJ; 1 22220 E
137
Bevel/spur gear, three-stage
138
Application
Manufacturer
SEW-Eurodrive, Bruchsal, Germany
Input drive
Electric motor (asynchronous, DC), coupling,

sprocket wheel belt pulley
Rating
P = 1,5 to 45 kW
Speed
n = 3 000 to 750 r/min
Total ratio
i = 11,71 : 1 to 130,16 : 1
Power take-off
Hollow shaft, coupling, sprocket wheel, gear
Output torque
M2 = 6 000 Nm
Dimensions
781 557 517 mm
Mass
G = 285 kg
Gears
Spur: helical cut, case hardened and ground

Bevel: curved teeth and case hardened
Lubrication type
Oil bath
Lubricant
Oil with viscosity to ISO VG 46 to ISO VG 220
Tmax = 90 C
Seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
Electric motor bearings

1 30310 J2; 1 30311 J2
2 32310 J2
2 6224
L10h = 5 000 operating hours (for M2 max)
139
Application
Main and auxiliary drive of the travelling gear of a

portal crane for container handling
Manufacturer
Bonfiglioli Riduttori, Bologna, Italy
Input drive
Electic motor
Drive rating
P = 25 kW (main drive)
P = 4 kW (auxiliary drive)
Drive speed
n = 1 750 r/min (main drive)

n = 1 450 r/min (auxiliary drive)
Total reduction
i = 19,5 : 1 (main drive)

i = 39,6 : 1 (auxiliary drive)
Output torque
M2 = 12 000 Nm (main drive)

M2 = 2 400 Nm (auxiliary drive)
Dimensions
835 1 115 560 mm
Mass
G = 380 kg (main drive)

G = 100 kg (auxiliary drive)
Gears
20 Mn Cr 5, hardened
Lubrication type
Circulating oil (main drive)

Oil bath (auxiliary drive)
Lubricant
Sealing
Radial shaft seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
Remarks
140
2 31312 (main drive)

2 32014 X (auxiliary drive)
1 30313; 1 30314 (main drive)
1 32208; 1 30307 (auxiliary drive)
2 NNC 4832 V (main drive)
2 NJ 215 EC (auxiliary drive)
Forced circulating oil lubrication is needed for the
bearings on the vertical shaft. The auxiliary drive
is coupled in by hand as required. Each of the 16
runner wheels is driven by a geared motor. The
torques are taken up by the frame via torque
supports.
141
Spur/planetary gear, three-stage
142
Application
Swivelling drive for floating crane
Manufacturer
Lohmann & Stolterfoht, Witten, Germany
Drive
Electric motor (DC), elastic coupling
Rating
P = 335 kW
Speed
n = 500 r/min
Total ratio
i = 1 : 73,8
Power take-off
Pinion
Output torque
M2 = 472 689 Nm
Dimensions
1 500 4 132 mm
Mass
G = 10 152 kg
Gears
All gears straight-cut; spur, sun and planetary wheels case hardened and ground; hollow wheels heat
treated
Lubrication
Oil bath
Tmax = 70 C
Seals
Radial shaft seals on input and output shafts; gaptype seal with grease fill for bearing at pinion side
of output shaft
Bearings
No. 1 shaft
No. 2 shaft
3 planetary wheels
Planetary carrier
3 planetary wheels
Sun wheel
Pinion
1 NJ 226 ECJ; 1 22218 CC/W33

2 NJ 228 ECJ
3 22320 CC/W33
1 NCF 1884 V; 1 NCF 1892 V
6 NJ 2320 ECMA
1 61836 MA
1 24076 CC/W33
143
Planetary, three-stage, vertical
144
Application
Drive for slewing mechanism, e.g. for floating

crane or bucket excavator
Manufacturer
Dorstener Maschinenfabrik AG, Dorsten, Germany
Input drive
Electric motor, elastic coupling
Drive rating
P = 50 kW
Drive speed
n = 1 400 r/min
Total ratio
i = 1 : 103
Power take-off
Pinion for slewing ring
Output torque
M2 = 35 274 Nm
Dimensions
640 1 750 mm
Mass
G = 1 250 kg
Gears
Sun and planetary gears case hardened;

internally geared rings hardened; straight cut teeth
Lubrication type
Oil bath; bearings on input and output shafts

grease lubricated
Lubricant
Oil with viscosity to ISO VG 220; rolling bearing

grease
T = 78 C (oil bath)
Sealing
Bearings
No. 1 shaft (input)
3 planetary gears
3 planetary gears
3 planetary gears
No. 2 shaft (output)
2 6215/C3
1st stage: 3 22207 CC
2nd stage: 3 22210 E
3rd stage: 3 NJ 2213 ECJ
1 NU 1034 MA; 1 23038 CC/W33
145
146
Application
Conveyor belt drive for tunnelling
Manufacturer
Voith, St. Plten, Austria
Input drive
Electric motor (asynchronous), turbo coupling
Drive rating
P = 55 kW
Drive speed
n = 1 440 r/min
Total ratio
i = 1 : 18,57
Power take-off
Hollow shaft with shrunk-on washer connection
Output torque
M2 = 6 775 Nm
Dimensions
530 475 990 mm
Mass
G = 490 kg
Gears
Bevel gears Klingelnberg-Cyclo-Palloid;

Spur gears helical cut, case hardened, ground
Lubrication type
Oil bath
Lubricant
Sealing
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
1 31316 J1/DF; 1 NJ 2316 ECM/C3

2 NJ 2314 ECMA/C3; 1 QJ 312 N2MA/C3
2 NCF 2932 V
147
Bevel, two-stage
148
Application
Conveyor belt drive
Manufacturer
Brook Hansen, Edegem, Belgium
Input drive
Electric motor
Drive rating
P = 132 kW
Drive speed
n = 1 420 r/min
Total ratio
i = 16 : 1
Output drive
On hollow shaft, shrunk-on washer connection
Output torque
M2 = 16 000 Nm
Dimensions
645 450 1 130 mm
Mass
G = 500 kg
Gears
Case hardened and ground
Lubrication type
Oil bath
Lubricant
Mineral oil with EP additives
Sealing
Double-action labyrinth seal at input side

Radial shaft seals with dust lip at output side
Bearings
Shaft No. 1
Shaft No. 2
Shaft No. 3
2 31314; 1 22315 E
2 22315 E; 1 81210
2 NCF 2934 V
L10h = 25 000 hours
149
Planetary, two-stage
150
Application
Chain scraper conveyor for underground mine
Manufacturer
Gebr. Eickhoff, Bochum, Germany
Input drive
Electric motor via fluid coupling or elastic coupling

with motor where poles can be switched
Drive rating
P = 450 kW
Drive speed
n = 1 450 r/min
Total ratio
i = 1 : 28
Output drive
Toothed coupling or flanged gearbox
Output torque
M2 = 100 000 Nm (briefly 250 000 Nm)
Dimensions
816 1 250 1 155 mm
Mass
G = 1 870 kg
Gears
Sun and planetary wheels case hardened, hollow

wheels of nitrided hardenable steel
Lubrication type
Oil bath
Lubricant
Mineral oil (anti-wear + EP) with viscosity to

ISO VG 320
Sealing
Radial shaft seal + dust seal at input side,

mechanical seal at output side
Bearings
No. 1 shaft
3 planetary gears
3 planetary gears
No. 2 shaft
2 6222/C3
6 NJ 2311 ECMA
3 RN 315 ECP/QR
2 NJ 2868 ECMA/VE900
Remarks
Robust casing ideal for mining applications; power

take-off shaft must briefly take up very large forces
from the conveyors
151
Bevel/spur/planetary, three-stage
152
Application
Chain scraper conveyor for underground mine
Manufacturer
Gebr. Eickhoff, Bochum, Germany
Input drive
Electric motor via fluid coupling, or elastic coupling

for switching pole motor
Drive rating
P = 450 kW
Drive speed
n = 1 450 r/min
Total ratio
i = 1 : 28
Power take-off
Toothed coupling, or flanged gearbox
Output torque
M2 = 100 000 Nm (briefly 250 000 Nm)
Dimensions
816 1 655 990 mm
Mass
G = 2 980 kg
Gears
Bevel, spur, sun and planetary gears case

hardened; ring with internal gear hardened and
nitrided
Lubrication type
Oil bath
Lubricant
Mineral oil (EP) with viscosity to ISO VG 320
Sealing
Radial shaft seal + dust seal on input shaft;

mechanical seal on output shaft
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
3 planetary gears
No. 4 shaft
1 31322 XJ2/DF; 1 22324 CC/W33

1 22320 E; 1 22326 CC/W33
2 32034 X
3 RN 315 ECP/QR
2 NJ 2868 ECMA/VE900
Remarks
Robust casing for mining conditions; output shaft

with bearing arrangement must be able to accommodate very high forces from the conveyor for brief
periods
153
Bevel/spur/planetary, three-stage
154
Application
Ski lifts (seat and gondola types)
Manufacturer
L. Kissling, Zurich-Seebach, Switzerland
Input drive
Electric motor (asynchronous or DC), elastic

coupling
Drive rating
P = 300 kW
Drive speed
n = 1 500 or 1 800 r/min
Total ratio
i = 93,75 : 1 (or from 48,31 : 1 to 132,92 : 1)
Output drive
Flanged-on rope sheave
Output torque
M2 = 170 000 Nm; rope tension: s = 450 000 N
Dimensions
530 730 1 333 mm + 905 1 250 mm
Mass
G = 3 800 kg
Gears
Bevel, spur and planetary wheels case hardened,

hollow planetary wheel hardened
Lubrication type
Oil bath and circulating oil
Lubricant
EP oil with viscosity to ISO VG 220 or ISO VG 150
Sealing
Radial shaft seal + Z sealing washer at input side

and pairs of radial shaft seals + dust cover at
output side
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
1 sun pinion
3 planetary gears
Rope sheave
1 31315 J2/DF, 1 22317 E

2 23220 CC/W33
2 23122 CC/W33
1 89310
6 NCF 2222 V
1 24048 CC/W33; 1 23048 CC/W33
Remarks
Under-floor drive can be decoupled
155
Planetary/bevel plate with adjoining reduction gear
156
Application
Drive for pumps in extraction plant
Manufacturer
Motovario, Modena, Italy
Input drive
Electric motor
Drive rating
P = 9,2 kW
Drive speed
n = 1 750 r/min
Total reduction
i = 3,5 : 1
Output torque
M2 = 500 Nm
Mass
G = 145 kg
Gears
100 Cr 6, hardened and heat treated
Lubrication type
Oil bath
Lubricant
Sealing
Radial shaft seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
1 6213; 1 6309
1 6213; 1 NJ 210 EC
2 32206
1 30210; 1 30213
Remarks
Gearbox is designed for maximum reliability under

difficult operating conditions
157
Spur, split power, three-stage
158
Application
Central drive for tube mill (cement)
Manufacturer
A. Friedr. Flender, Bocholt, Germany
Input drive
Electric motor (asynchronous), elastic coupling
Drive rating
P = 3 600 kW
Drive speed
n = 880 r/min
Total ratio
i = 1 : 62,8
Output drive
Toothed coupling
Output torque
M2 = 2 350 kNm; at start-up 5 885 kNm
Dimensions
3 380 4 000 3 780 mm
Mass
G = 79 250 kg
Gears
1st stage: helical

2nd stage: straight cut
3rd stage: double helix
All gears case hardened
Lubrication type
Circulating oil
Lubricant
Tmax = 65 C (oil sump)
Sealing
Lamellar rings at input and output sides
Bearings
Shaft No. 1
Shaft No. 1 (auxiliary drive)
Shaft No. 2
Shaft No. 3 (3)
Shaft No. 4
2 NU 2248 MA/C3; 1 QJ 248 N2MA/C3

2 6248 M/C3
2 NCF 2976 V
3 NU 3068 MA/VE900; 6 NU 3084 MA
1 60/560 MA/C3; 1 N 28/710 ECMB
Remarks
The equal power split is achieved by a radially free

pinion and gears adjusted by oil injection method
159
Bevel/spur gear, three-stage

Application
Drive of a coal grinding mill
Manufacturer
David Brown, Huddersfield, Great Britain
Input drive
Rating
P = 420 kW
Speed
n = 990 r/min
Total ratio
i = 1 : 24,5
Power take-off
Grinding plate of mill
Output torque
M2 = 99 340 Nm
Dimensions
1 600 2 920 2 000 mm
Mass
G = 25 600 kg
Gears
Bevel: spiral cut in hard state

Spur: helical cut, ground, all case hardened
Lubrication type
Circulating oil
Lubricant
Tmax = 80 C
Seals
Double radial shaft seals with additional flingers on

input shaft; labyrinth with additional special rubbing
seal on output shaft
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
160
1 32324 J2; 1 32220 J2

1 32036 X/DF; 1 23036 CC/W33
1 32036 X/DF; 1 23036 CC/W33
1 230/560 CA/W33; 1 294/630 EM;
1 230/500 CA/W33
Remarks
Forces from the grinding chamber are taken up by

the bearings on the output shaft
161
Bevel/planetary, two-stage
Application
Raw meal mill (cement industry)
Manufacturer
Input drive
Electric motor (squirrel cage), elastic coupling
Drive rating
P = 2 600 kW
Drive speed
n = 1 180 r/min
Total ratio
i = 1 : 41,9
Output drive
Grinding receptacle
Output torque
M2 = 882 838 Nm
Dimensions
2 670 3 050 3 050 mm
Mass
G = 68 600 kg
Gears
Bevel, sun and planetary gears case hardened

and ground, internally geared ring pounded and
hardened
Lubrication type
Circulating oil
Lubricant
Oil with ciscosity to ISO VG 220
T = 62 C
Sealing
Labyrinths at input and output sides
Bearings
Bevel pinion shaft
162
Bevel wheel
3 planetary gears
1 BT2B 332931 (240 480 220 mm)

1 NU 2252 MA/C3
1 32064 X/DF; 1 NU 1060 MA/C3
3 23164 CC/C3W33
Remarks
Temperature, pressure and oil flow rate monitored;

shock pulse measurements
163
Planetary, three-stage
Application
Locomotion drive for construction machines
Manufacturer
Orenstein & Koppel, Hattingen, Germany
Input drive
Flanged-on hydraulic motor, plug-type connection
Drive speed
n = 4 000 r/min (adjustable)
Total reduction
i = 80 : 1 to 200 : 1
Output
Sprocket wheel or flanged-on rim
Output torque
M2 = 44 000 Nm
Dimensions
435 435 383 mm
Mass
G = 210 kg
Gears
Sun and planetary wheels case hardened and

ground; hollow wheels heat treated and nitrided
Lubrication type
Oil bath
Lubricant
Gear oil SAE 90 or engine oil SAE 15W40
Sealing
O-ring (static) at input side, mechanical seal +

V-ring at output side
Bearings
1st stage
Sprocket wheel
Brake
3 BC2B 322418 B (22 39 22 mm;

full complement)
3 BC2B 322421/HB3 (35 52 26 mm;
full complement)
5 BC2B 326111/HB3 (50 70 32 mm;
full complement)
2 T4DB 170
1 6009
L10h = 500 operating hours at maximum torque
2nd stage
3rd stage
164
165
Spur/planetary, three-stage
166
Application
Drive for articulation of excavator
Manufacturer
Dorstener Maschinenfabrik AG, Dorsten, Germany
Input drive
Drive rating
P = 45 kW
Drive speed
n = 985 r/min
Total reduction
i = 159,4 : 1
Output drive
Hollow shaft with shrunk-on washer, cartridge-type

gearbox
Output torque
M2 = 70 000 Nm
Dimensions
800 1 130 mm
Mass
G = 1 800 kg
Gears
Spur and planetary gears case hardened

Internally geared rings heat treated
Lubrication type
Oil bath
Lubricant
T 90 C (oil bath)
Sealing
Bearings
No. 1 shaft
No. 2 shaft
3 planetary wheels
3 planetary wheels
No. 3 shaft
2 6215
2 6024
3 22311 E
3 22315 E
1 NCF 1852 V; 1 NCF 1856 V
167
Spur, four-stage, vertical
168
Application
Drive for mixer for chemical industry
Manufacturer
Jahnel Kestermann, Bochum, Germany
Input drive
Electric motor (asynchronous or DC)
Drive rating
P = 75 (or 55) kW
Drive speed
n = 1 500 (or 1 000) r/min
Total ratio
i = 1 : 206,6
Power take-off
Flanged coupling
Output torque
M2 max = 112 500 Nm
Dimensions
1 320 1 000 1 720 mm
Mass
G = 4 700 kg
Gears
Lubrication type
Oil bath and circulating oil
Lubricant
T = 70 C
Sealing
Radial shaft seal at input side

Oil cover and V-ring on output shaft
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
No. 5 shaft
Mixer shaft
2 33215
2 32314
1 30218; 1 32318
2 32322
2 NCF 1872 V
2 32038 X; 1 23060 CCK/W33 + OH 3060 H
Remarks
Permissible noise level 75 dBA
169
Spur, four-stage, vertical
170
Application
Surface ventilator
Manufacturer
Brook Hansen, Edegem, Belgium
Input drive
Electric motor
Drive rating
P = 75 kW
Drive speed
n = 1 475 r/min
Total ratio
i = 1 : 40
Output torque
M2 = 35 000 Nm
Dimensions
760 925 1 075 mm
Mass
G = 860 kg
Gears
Lubrication type
Circulating oil; bearing at output side of output

shaft grease lubricated
Lubricant
Mineral oil with EP additives
Sealing
Double action labyrinth at input side;

rising pipe + radial shaft seal with dust lip
at output side
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
2 T2ED 050
2 32313
2 22317 E
1 22228 E; 1 22328 E
Remarks
External radial force 4 500 kN and

external axial force 8 900 kN on the output shaft
171
Spur, split power
172
Application
Drive for briquetting roll press
Manufacturer
Flender ESAT, Herne, Germany
Input drive
Electric motor (asynchronous), V-belts
Drive rating
P = 630 kW
Drive speed
n = 1 358 r/min
Total ratio
i = 1 : 97,4
Power take-off
Toothed coupling
Output torque
M2 = 432 000 Nm
Dimensions
1 620 3 510 1 200 mm
Mass
G = 17 000 kg
Gears
Lubrication type
Gears: oil bath

Bearings: circulating oil
Lubricant
Mineral oil with viscosity to ISO VG 320
T = 60 C (oil sump)
Sealing
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft (2)
No. 5 shaft (2)
1 22330 CC/W33; 1 22324 CC/W33

2 24132 CC/W33
2 NJG 2330 VH
4 23238 CC/W33
2 23068 CC/W33; 2 23976 CC/W33
Remarks
Power split with independent load compensation

on the axially freely adjustable double helix pinion
shaft of the 3rd stage
173
Spur gear, single stage
174
Application
Pinion stand of hot strip finishing mill
Manufacturer
SMS Schloemann-Siemag AG, Hilchenbach,

Germany
Input drive
Electric motor (DC), toothed coupling
Rating
P = 10 000 kW
Speed
n = 0 to 36,4 or 80,24 r/min
Total ratio
i=1:1
Power take-off
Toothed coupling, rolls
Output torque
M2 = 2 1 310 000 Nm
Dimensions
2 660 5 420 2 630 mm
Mass
G = 49 100 kg
Gears
Double helical, case hardened
Lubrication type
Circulating oil with water cooler
Lubricant
Seals
Labyrinth seals at input and output sides
Bearings
No. 1 shaft
No. 2 shaft
1 240/600 CA/W33 and 1 240/500 CA/W33

1 24184 ECA/W33 and 1 240/500 CA/W33
175
Spur, two-stage
Application
Drive for vertical edging stand of a blooming mill

(hot plate mill)
Manufacturer

Germany
Input drive
2 electric motors (DC) via toothed coupling
Drive rating
P = 2 1 600 kW
Drive speed
n = 0 to 140/273 r/min
Total ratio
i = 1 : 7,51
Power take-off
2 cardan shafts
Output torque
M2 = 2 1 350 000 Nm
Dimensions
5 600 10 430 3 700 mm
Mass
G = 258 000 kg
Gears
Helical cut, ground;

1st stage and pinion,
2nd stage: case hardened; gear,
2nd stage: heat treated
Lubrication type
Circulating oil
Lubricant
T = 40 C (oil supply temperature)
Sealing
Bearings
No.1 shaft (2)
Weight balancing (2)
2 taper roller bearing 331197 A

(384,175 546,1 222,25 mm)
2 cylindrical roller bearing BC2B 320041
(380 540 200 mm)
2 taper roller bearing BT2B 332663/HB1
(519,112 736,6 258,762 mm)
2 cylindrical roller bearing 316077 A
(440 620 225 mm)
2 taper roller bearing BT2B 328310/HA4
(1 562,1 1 806,575 279,4 mm)
2 cylindrical roller bearing BC1B 322416/HA1
(1 700 2 060 160 mm)
4 29330 E
Remarks
The two rolls are driven via two mechanically

separate, electrically synchronised motors
No. 2 shaft (2)
No. 3 shaft (2)
176
177
Spur, with shift
178
Application
Drive for a Sendzimir rolling mill
Manufacturer
ERCMD Engrenages et Rducteurs CitroenMessian-Durand, Velizy-Villacoublay, France,

for DMS Seclin, France
Input drive
Drive rating
P = 6 000 kW
Drive speed
n = 0 to 350/850 r/min
Total ratio
i1 = 1 : 1; i2 = 1,595 : 1
Power take-off
4 toothed couplings
Output torque
4 M2 = 40 925 Nm
Dimensions
2 430 4 190 4 820 mm
Mass
G = 52 000 kg
Gears
Input stage: helical cut, case hardened, ground

Second stage and pinion stand: double helix
Lubrication type
Circulating oil
Lubricant
T = 45 C (oil inlet temperature)
Seals
Felt seals with labyrinth on input shaft; radial shaft

seals on output shafts
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
No. 5 shafts (2)
No. 6 shafts (2)
1 23168 CC/C3W33; 1 23080 CAC/C3W33

1 23168 CC/C3W33; 1 23164 CC/C3W33
2 NU 19/670 ECMA
2 23080 CAC/C3W33
4 23244 CC/C3W33; 2 QJ 1044 N2MA/C4
4 23044 CC/C3W33; 2 QJ 1044 N2MA/C4
Remarks
Axial forces on the output shafts 40 000 N per

shaft
179
Spur, with shift
180
Application
Drive for aluminium foil mill (rolling mill)
Manufacturer
David Brown, Huddersfield, Gt. Britain
Input drive
Two electric motors; elastic couplings
Drive rating
P = 2 3 000 kW
Drive speed
n = 374 or 935 r/min
Total ratio
i1 = 1 : 1; i2 = 1 : 2,5
Power take-off
Torsionally elastic coupling
Output torque
2 M2 max = 190 900 Nm
Dimensions
1 810 4 530 4 135 mm
Mass
G = 45 700 kg
Gears
Double helix, case hardened, ground
Lubrication type
Circulating oil
Lubricant
EP oil with viscosity to ISO VG 220
T = 70 C
Sealing
Labyrinth with radial shaft seal on input and

output shafts
Bearings
No. 1 shafts (4)
No. 2 shafts (4)
No. 3 shaft
No. 4 shaft
No. 5 shaft
No. 6 shaft
8 22244 CC/W33
8 23248 CC/W33
2 230/500 CA/W33
2 60/500 MA
2 24068 CC/W33
2 24064 CC/W33
181
Spur, with shift, one-stage
182
Application
Drive for reeler for hot rolled sheet
Manufacturer

Germany
Input drive
Drive rating
P = 1 100 kW
Drive speed
n = 0 to 400 or 1 200 r/min
Total ratio
i1 = 1 : 2,37; i2 = 1 : 5,19
Power take-off
Toothed coupling
Output torque
M2 = 112 000 or 236 000 Nm
Dimensions
2 075 2 900 1 620 mm
Mass
G = 17 885 kg
Gears
Lubrication type
Circulating oil
Lubricant
Sealing
Bearings
Shaft No. 1
Shaft No. 2
2 shifting gears
1 23240 CC/C3W33; 1 24134 CC/C3W33

1 23056 CC/C3W33; 1 NNU 4960 B/SPC3W33
4 239/500 CA/C3W33
183
Planetary
184
Application
Drive for rolls of continuous casting plant
Manufacturer
Brevini Riduttori, Reggio Emilia, Italy
Input drive
Electric or hydraulic motor
Drive rating
P = 30 kW
Drive speed
n = 1 200 r/min
Total reduction
i = 555 : 1
Output torque
M2 max = 300 000 Nm
Dimensions
970 1 280 mm
Mass
G = 1 850 kg
Gears
Case hardened
Lubricant
EP oil SAE 80
T = 60 C
Sealing
Radial shaft seals
Bearings
No. 1 shaft
2nd planetary stage
3rd planetary stage
4th planetary stage
No. 4 shaft
1 16022
6 AL-NNC 5010 CV
6 AL-NNC 5016 CV
10 AL-NNC 5022 CV
2 NCF 2972 V
L10h = 100 000 hours
Remarks
Gearbox comprises modules from series units
185
Spur, three-stage
Application
Single screw extruder
Manufacturer
Santasalo GmbH, Wuppertal, Germany
Input drive
Drive rating
P = 600 kW
Drive speed
n = 1 364 r/min
Total reduction
i = 1 : 59,3
Power take-off
Extruder screw
Output torque
M2 = 250 000 Nm
Dimensions
1 580 2 680 1 665 mm
Mass
G = 12 000 kg
Gears
Lubrication type
Circulating oil
Lubricant
T = 70 C
Sealing
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
No. 4 shaft
186
2 22328 CC/W33
2 NJG 2330 VH
2 NJG 2338 VH
1 NCF 3068 V; 1 NCF 2972 V;
1 29480 EM; 1 81164
40 000 operating hours
Remarks
Noise damping cover to reduce noise level
187
Spur switching gear, two-stage
188
Application
Drive for plastic extruder
Manufacturer
Zahnradwerk Kllmann, Wuppertal, Germany
Input drive
Rating
P = 43 to 49 kW
Speed
n = 1 790 r/min
Total ratio
i1 = 1 : 23,95, i2 = 1 : 17,43
Power take-off
Socket on extruder screw
Output torque
M2 = 5 600 Nm (1st gear)

M2 = 4 600 Nm (2nd gear)
Dimensions
430 740 755 mm
Mass
G = 670 kg
Gears
Lubrication type
Oil bath
Lubricant
Tmax = 70 C
Seals
Fluoro rubber radial shaft seals
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
1 22309 CC; 1 NJ 309 ECJ

1 22311 E; 1 NJ 311 ECJ; 4 K 909827
2 6221; 1 29422 E
Remarks
Noise level < 80 dBA
189
Spur, two-stage
190
Application
Drive for test rig
Manufacturer
Voith, St. Plten, Austria
Input drive
Hydraulic motor
Drive rating
P = 125 kW
Drive speed
n = 465 to 1 953 r/min
Total ratio
i = 1 : 9,766
Output torque
M2 = 25 000 Nm
Dimensions
740 1 219 630 mm
Mass
G = 1 135 kg
Lubrication type
Oil bath
Lubricant
Sealing
Bearings
No. 1 shaft
No. 2 shaft
No. 3 shaft
2 NJ 2316 ECM/C3; 1 QJ 313 N2MA/C3

2 NJ 2320 ECMA/C3
2 23230 CC/C3W33
191

SKF4560 - E Rolling Bearings in Industrial Gearboxes

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Rolling bearings in

Copyright SKF 1997

Rolling bearings in industrial gearboxes

1 Industrial gearboxes overview

2 Bearing types for industrial gearboxes

3 Design of bearing arrangements

4 Dimensioning the bearing arrangement

5 Lubrication and maintenance

7 Mounting and dismounting bearings

Rolling bearings in industrial gearboxes

1 Industrial gearboxes overview ............................... 9

Cost effectiveness resulting from the favourable ratio

2 Bearing types for industrial gearboxes .................. 17

Market lead which you can achieve by taking

Angular contact ball bearings ....................................... 20

3 Design of bearing arrangements............................. 33

Rolling bearings in industrial gearboxes

4 Calculation of bearing arrangement ....................... 65

5 Lubrication and maintenance.................................. 91

8 Application examples ............................................. 115

The SKF Group

highest quality of its products and

The SKF house colours are blue and red,

SKF has developed the Channel concept in

The SKF Engineering & Research Centre

1 Industrial gearboxes overview

take-off. The coupling housing has no

1 Industrial gearboxes overview

Gear wheels with straight cut teeth

Gear wheels with helical teeth

The double helix or herringbone

1 Industrial gearboxes overview

Internal gearing ( fig 3 d) has

Bevel gears having spirally cut teeth

The common characteristic of this

With straight cut teeth ( fig 4 a),

Bevel gears with helical teeth

Bevel gear unit

1 Industrial gearboxes overview

Worm gear unit

ZA worm: trapezoidal worm thread

1 Industrial gearboxes overview

the volume, weight and centrifugal

These advantages have led to a

1 Industrial gearboxes overview

there must be a sufficient safety

In addition to these demands, special

Selecting the gears

resistance to pitting (tooth flank

The load carrying capacity which is

1 Industrial gearboxes overview

Designing the casing

forces and supporting moments

The increase in load carrying capacity

2 Bearing types for industrial

2 Bearing types for industrial gearboxes

Bearing types for

There are many good reasons for this

good location with minimum radial

Almost all bearing types are used in

2 Bearing types for industrial gearboxes

2 Bearing types for industrial gearboxes

Deep groove ball