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A compound gear train has an intermediate rotating body carrying at least two rigidly joined gears. Those gears share angular velocity but can have different tooth counts, allowing successive reductions to multiply without the cancellation found in a simple gear train. For two external stages with the second and third gears rigidly joined,The two external meshes give equal input/output rotation directions.^[ref]

For an original example, use tooth counts $N_1=18$, $N_2=54$, $N_3=12$ and $N_4=60$. The reduction is $3\times 5=15$. Input speed $1800$ revolutions per minute gives intermediate speed $600$ and output speed $120$ revolutions per minute.

This example also permits a reverted gear train, with input and output axes coaxial. If both stages use the same gear module $m$ and standard unshifted spur gears, the two axis separations must agree:Here both tooth-count sums equal72, so $m=2\mathrm{mm}$ gives a common separation $72\mathrm{mm}$. Ratio multiplication alone would not establish this packaging condition.

In steady ideal operation, output torque is fifteen times input torque. With stage gear efficiencies ${\eta }_1,{\eta }_2$, it becomes $15{\eta }_1{\eta }_2$ times input torque, provided the stage power boundaries include the stated losses. A high reduction can therefore trade compact stages against added losses, loads and backlash. Axis separations and support loads remain separate requirements from the desired numerical gear ratio.

David G. Lewicki is a researcher whose documented work addresses gear dynamics, durability and vibration-based detection of tooth damage. His1986 NASA technical paper, Predicted Effect of Dynamic Load on Pitting Fatigue Life for Low-Contact-Ratio Spur Gears by David G. Lewicki, studied how dynamically varying tooth loads change predicted gear surface pitting fatigue life. Its parametric calculations showed why a static transmitted-load estimate alone can miss important speed-dependent effects.^[ref]

The scientific distinction is between the mean transmitted torque and the changing tooth-contact force. Even at the same mean torque, a mesh can have different peak loads as operating speed approaches a structural natural frequency. The1986 study linked these changing dynamic loads to life predictions for low-gear contact ratio spur gears; it was a model-based investigation, rather than a universal measured life law.

Lewicki later coauthored a2015 study with Nicholas A. Lambert and Robert S. Wagoner comparing rotating accelerometers on a helicopter-transmission pinion with stationary housing sensors. That experimental work connects the dynamic-load problem to the practical question of which gear vibration spectrum features reveal damage. The1986 title page gives his affiliation as the Propulsion Directorate at Lewis Research Center; the2015 report lists Glenn Research Center.^[ref]

A face gear is a gear whose working teeth occupy an annular face and mesh with a mating cylindrical pinion. A common arrangement turns the drive through approximately a right angle; other shaft angles and tapered configurations are possible. Its working surface geometry must maintain compatible tooth contact, rather than simply placing ordinary cylindrical teeth on a flat disk.

Tooth counting still supplies an ideal speed relation. If the pinion has $N_p$ teeth and the face gear $N_f$, equality of tooth-passage rates givesAn original 20-tooth pinion driving a 100-tooth face gear at $1500$ revolutions per minute therefore gives $300$ revolutions per minute at the output. Rotation signs require a stated orientation of the two different shaft axes; the scalar minus sign for an external parallel-axis spur gear pair cannot be copied without that convention.

The annular layout also explains a geometric design issue. With $N$ tooth positions, angular spacing is $2\pi /N$, while arc spacing on a ring of radius $r$ isFor $N=80$, radii $40$ and $60\mathrm{mm}$ give arc spacings about $3.142$ and $4.712\mathrm{mm}$. This radial change does not prescribe two interchangeable gear modules; it shows why a generated face-tooth surface cannot be understood as a single extruded cylindrical tooth profile.

A primary 2002 program built a scaled-power split-torque transmission with two opposed face gears, two input pinions and two idlers.^[ref] Multiple meshes make the geometry useful for distributing and recombining load, but also make alignment and compatibility important.

A bench rotation check can test the tooth-count ratio. A gear contact marking test, dimensional inspection and load-sensitive measurements address different questions about the manufactured surfaces and their operation. Correct output speed alone does not establish an acceptable gear contact pattern, tooth stress or gear efficiency.

Gear axial force is the component of tooth-contact load parallel to a gear's rotation axis. In a standard parallel-axis external helical gear pair, ideal force resolution at the reference mounting giveswhere $F_t$ is gear tangential force and $\beta$ is reference gear helix angle. Its direction depends jointly on helix hand and the transmitted-torque direction. Reversing the torque can reverse axial thrust even though the cut helix remains unchanged.^[ref]

For an original example, transmit $6\mathrm{N}\mathrm{m}$ through reference radius $30\mathrm{mm}$ at standard mounting. Then $|F_t|=200\mathrm{N}$. A30degree helix gives axial load $200\tan 30{}^{\circ }\approx 115.47\mathrm{N}$; a15degree helix at the same tangential load gives about $53.59\mathrm{N}$. The support must sustain the appropriate axial reaction in addition to the mesh's radial and tangential loads.

The axial load does not itself imply energy loss. If an ideal gear has no axial velocity, that force does no work through an axial displacement. Real support friction and deflection can nevertheless affect efficiency and tooth alignment. A useful bench check applies a controlled transmitted torque and measures the axial reaction while recording helix hand and the actual power-flow direction; an unsigned force magnitude alone does not establish the direction rule.

For the ideal spur gear limit, $\beta =0$ and this geometric thrust term vanishes. Opposite-handed helical sections can be arranged to cancel net axial thrust under suitable symmetric loading, but unequal loading prevents assuming exact cancellation. Away from the stated reference mounting, force formulas must use a geometrically consistent operating convention rather than mixing operating pitch radii with an unrelated reference angle.

Gear axial pitch $p_x$ is the axial repeat distance between corresponding flanks of successive teeth of a cylindrical helical gear. The measurement follows a line parallel to the rotation axis on a concentric cylinder. It is not the axial advance of one tooth helix through an entire revolution; that larger distance is gear lead $L$. For $N$ equally spaced teeth, $L=N{p}_x$.^[ref]

On the developed cylinder, neighboring tooth traces separated transversely by gear transverse pitch $p_t$ intersect a fixed circumferential coordinate at axial positions separated by $p_x$. Their slope givesFor $d=60\mathrm{mm}$, $N=30$ and gear helix angle $|\beta |=30{}^{\circ }$, $p_t=2\pi \mathrm{mm}$ and $p_x=2\pi \sqrt{3}\mathrm{mm}\approx 10.8828\mathrm{mm}$. The corresponding gear normal pitch is only $5.4414\mathrm{mm}$. These two distances differ by a factor of two in this example because $\sin 30{}^{\circ }=1/2$.

For an engaged gear face width $b=20\mathrm{mm}$, the ideal gear overlap ratio is $b/p_x\approx 1.8378$: successive tooth-contact traces span about1.84 axial pitches across the face. Holding $p_t$ fixed while letting $\beta$ tend to zero makes $p_x$ diverge. Straight spur gear tooth traces do not cross an axial generator successively, so a finite axial-pitch interpretation does not survive that limit. Helix hand determines orientation; the positive pitch magnitude alone does not specify hand.

Gear circular pitch is the arc distance between corresponding points on successive gear teeth, measured on the gear reference circle. If that circle has diameter $d$ and tooth count $N$, its circumference contains $N$ repetitions, givingwhere $m$ is gear module. The length is measured along the reference arc, rather than as a straight chord between tooth positions.^[ref]

For a spur gear with $m=2\mathrm{mm}$ and $N=30$, reference diameter is $60\mathrm{mm}$, gear circular pitch is $2\pi \mathrm{mm}\approx 6.283\mathrm{mm}$, and angular tooth spacing is $2\pi /30$. The corresponding chord on the reference circle isThe small numerical difference matters when a dimensional inspection is intended to measure reference arc spacing. Increasing the tooth count while holding gear module fixed enlarges the gear reference circle but preserves gear circular pitch.

For an involute tooth profile, the gear base circle provides another spacing, the gear base pitch. Since $d_b=d\cos \alpha$, with reference gear pressure angle $\alpha$,At $\alpha =20{}^{\circ }$, the preceding example gives $p_b\approx 5.904\mathrm{mm}$. Compatible contact must preserve the spacing of successive tooth flanks along their gear line of action; this explains why equal gear circular pitch with incompatible gear pressure angles is not enough to specify a mating pair. Tooth thickness and backlash are additional quantities: gear circular pitch includes an entire tooth-and-space repetition.

Gear contact duration is the time for a specified tooth pair to traverse its active gear path of contact. For a fixed-axis external spur gear pair at constant speed, the contact location advances along the gear line of action at the common gear base-roll speedThis is the speed of the contact location along a geometric line, not the relative tooth-surface gear sliding velocity. The latter vanishes at the gear pitch point, while the contact location continues moving. For active path length $L$, duration is $T=L/u_b$. The geometry relates gear contact ratio to active path length divided by gear base pitch.^[ref]

The time between successive tooth-pair entries is $1/f_m$, with gear mesh frequency $f_m=N_1|{\omega }_1|/(2\pi )$. Since $r_{b1}=r_{w1}\cos {\alpha }_w$ for compatible operating geometry, the base-circle distance advanced per entry isConsequentlyA contact ratio above1 means one pair remains engaged after the next pair enters; it does not mean one pair contacts for an entire shaft revolution.

For the standard module2,20/40-tooth example with20degree reference angle, active length is9.65457mm and base pitch is5.90426mm. At driving angular velocity $50rad/s$, $u_b=0.93969m/s$, $f_m\approx 159.155\mathrm{Hz}$ and $T\approx 10.2742\mathrm{ms}$. The entry interval is6.28319ms, giving $T{f}_m\approx 1.63519$. Doubling both shaft speeds halves duration while preserving geometric gear contact ratio. Variable speed requires integrating the changing base-roll speed; a helical gear also needs a stated transverse slice or a whole-face contact convention.

Gear contact ratio measures how much successive tooth engagements overlap. For an external spur gear pair, its transverse value iswhere $L$ is usable gear path of contact length along the gear line of action and $p_b$ is gear base pitch. One tooth pair remains engaged while contact advances through length $L$; successive pairs begin after an advance of $p_b$. Thus ${ϵ}_{\alpha }$ is also the ideal mean number of tooth pairs simultaneously engaged.^[ref]

For a tip-limited, noninterfering external involute pair with tip radii $r_{a1},r_{a2}$, base radii $r_{b1},r_{b2}$, axis separation $a$ and operating pressure angle ${\alpha }_w$, right-triangle geometry givesFor an original example, use module $2\mathrm{mm}$, tooth counts 20 and 40, reference angle $20{}^{\circ }$ and standard separation $60\mathrm{mm}$. With tip radii $22$ and $42\mathrm{mm}$, the formula gives $L\approx 9.6546\mathrm{mm}$ and $p_b\approx 5.9043\mathrm{mm}$, hence ${ϵ}_{\alpha }\approx 1.6352$.

In the ideal periodic timing model, two tooth pairs are engaged for about $63.52\%$ of a tooth-passage period and one pair for about $36.48\%$. This does not mean that force is divided equally between engaged pairs: tooth flexibility and contact geometry affect load sharing. A value below one would leave gaps in ideal engagement, while a value exactly one leaves no overlap margin for tolerances and deformation.

The plot shows contact timing, rather than physical tooth shapes or force sharing. For helical gears, the transverse measure must additionally be distinguished from gear overlap ratio caused by the inclination of teeth across the gear face. Finally, real usable contact can be shortened by modified or unavailable flank portions; the tip-circle formula is conditional on its stated geometric assumptions.

Gear face width $b$ describes the width of the toothed portion. For a cylindrical spur gear or helical gear, it is measured parallel to the rotation axis, rather than along the slanting tooth trace. A projecting hub need not be part of the toothed width. Manufacturer drawings distinguish face width, hub width and total length as separate dimensions.^[ref]

The available width of one gear is not necessarily the gear effective face width of a pair. For two aligned cylindrical gears with equal width $b$ and relative axial offset $e$, a simple interval-overlap model givesAn original $b=20\mathrm{mm}$ pair offset by $4\mathrm{mm}$ has only $16\mathrm{mm}$ of common axial extent. If a hypothetical normal load $1000\mathrm{N}$ were uniformly spread across that extent, mean load per axial width would rise from $50$ to $62.5N/mm$. This is bookkeeping for an ideal uniform load, not a tooth-strength prediction. Actual gear face load distribution also depends on alignment and deformation.

For helical gears, width also enters gear overlap ratio:With gear normal module $m_n=2\mathrm{mm}$ and gear helix angle $|\beta |=30{}^{\circ }$, reducing engaged width from $20$ to $16\mathrm{mm}$ reduces ideal overlap from $1.5915$ to $1.2732$. The overall gear ratio is unchanged. Width therefore affects engagement and loading even when tooth counts and shaft speeds remain the same.^[ref]

Gear friction work per engagement is the mechanical energy dissipated by sliding during one tooth pair's active engagement. It is the time integral of that pair's gear sliding-friction loss:The result has units of joules, whereas instantaneous loss has units of watts. It excludes other gearbox losses such as support friction. Manufacturer efficiency guidance distinguishes meshing and support losses and emphasizes their dependence on operating conditions.^[ref]

For a fixed-axis external spur gear pair, let signed contact coordinate $s$ run from $-L_a$ to $L_r$ through the gear pitch point. Gear sliding velocity has magnitude $(|{\omega }_1|+|{\omega }_2|)|s|$. At constant shaft speeds, gear base-roll speed gives $ds/dt=u_b>0$ in this chosen direction. If $\mu$ and the force carried by this pair are constant,With hypothetical $\mu =0.05$, $F_n=100\mathrm{N}$, angular-speed sum75rad/s, $L_a=5.0586\mathrm{mm}$, $L_r=4.5960\mathrm{mm}$ and $u_b=0.93969m/s$, this gives about9.32mJ. Doubling both shaft speeds doubles instantaneous power but halves gear contact duration, leaving this idealized work per engagement unchanged. Real friction and load can themselves change with speed.

Gear tooth load sharing is essential when several pairs engage simultaneously. A constant total mesh load is not a constant full load on each active pair. If identical pair events recur at gear mesh frequency $f_m$, averaging their correctly modeled losses over many events gives $\overline{P}=f_m{E}_f$. The event's force history must already include load sharing; assigning the whole mesh load independently to every overlapping pair would overcount transmitted load and loss.

The gear helix angle $\beta$ measures a cylindrical gear tooth's inclination to the rotation axis, normally on the reference cylinder. A straight spur gear has $\beta =0$; a helical gear has a nonzero inclination and a specified hand. The cylinder and reference direction matter because another measurement plane or cylinder radius can give another angle.^[ref]

Let $L$ be the positive gear lead, the axial advance of one tooth helix in a complete turn, and let the reference diameter be $d$. Unwrapping that cylinder produces a right triangle with circumferential side $\pi d$ and axial side $L$:For $d=60\mathrm{mm}$ and $|\beta |=30{}^{\circ }$, $L\approx 326.484\mathrm{mm}$. Doubling the lead on that same cylinder gives angle approximately $16.102{}^{\circ }$, rather than15degrees: the relation involves a tangent, not a linear angle scaling.

With $N$ equally spaced teeth, gear axial pitch is $p_x=L/N=p_t/\tan |\beta |$, where $p_t$ is gear transverse pitch. For nonzero $\beta$, this also gives $p_x=\pi m_n/\sin |\beta |$. The corresponding axial-pitch quantity diverges in the straight-tooth limit; it is not a finite replacement for the transverse tooth spacing of a spur gear.

Larger helix angle changes reference diameter at fixed gear normal module and tooth count, increases axial thrust for a fixed tangential load, and increases face-overlap geometry at fixed face width. These consequences must be evaluated together with gear contact ratio and support loads. A magnitude such as30degrees does not by itself specify right versus left hand, nor the thrust direction under a particular applied torque.

The gear module specifies the size of metric gear teeth through the gear reference circle. For a spur gear with reference diameter $d$ and $N$ teeth,The tooth count is dimensionless, so gear module has units of length, conventionally millimetres. A larger gear module means a larger reference diameter at fixed tooth count. It does not mean a larger gear ratio, which depends on the tooth counts of the meshing pair.^[ref]

The gear circular pitch $p$ is the arc length between equivalent points on adjacent teeth, measured along the gear reference circle. Dividing the circumference by the tooth count givesFor example, a spur gear with $m=1.5\mathrm{mm}$ and $N=24$ has reference diameter $36\mathrm{mm}$ and gear circular pitch $1.5\pi \mathrm{mm}\approx 4.712\mathrm{mm}$. A 48-tooth gear of the same gear module has diameter $72\mathrm{mm}$ but the same tooth spacing. Their standard axis separation is $(36+72)/2=54\mathrm{mm}$, and their reduction gear ratio is $48/24=2$.

Conversely, two gears can have the same diameter without compatible tooth spacing: $d=36\mathrm{mm}$ can describe 24 teeth of gear module $1.5\mathrm{mm}$ or 18 teeth of gear module $2\mathrm{mm}$. Such teeth do not form the specified standard pair. For ordinary compatible spur gears, matching gear module is necessary but does not by itself specify the complete tooth geometry: the gear pressure angle and other tooth details must also agree. The definition uses reference diameter, not the diameter through the tooth tips or the operating pitch circle of a particular mounting.

Gear normal pitch $p_n$ is the repeat spacing of corresponding helical gear tooth flanks normal to their tooth direction on the developed reference cylinder. It equals $\pi$ times gear normal module $m_n$. It is a different geometric spacing from gear transverse pitch $p_t$, measured circumferentially, and from gear axial pitch $p_x$, measured parallel to the rotation axis.^[ref]

Unwrap the reference cylinder into a plane. The equally spaced tooth traces become parallel straight lines making gear helix angle $\beta$ with the axis. Projecting the transverse spacing onto the normal to those traces givesFor reference diameter $d=60\mathrm{mm}$, $N=30$ teeth and $\beta =30{}^{\circ }$, $p_t=\pi d/N=2\pi \mathrm{mm}$, whereas $p_n=\sqrt{3}\pi \mathrm{mm}\approx 5.4414\mathrm{mm}$. Multiplying $p_n$ by $N$ gives about $163.24\mathrm{mm}$, not the $188.50\mathrm{mm}$ circumference: normal pitch is not the circumferential step.

At $\beta =0$, normal and transverse pitches agree, as expected for a spur gear. For nonzero gear helix angle, using one in place of the other introduces a factor $\cos \beta$. Normal pitch is also distinct from gear base pitch, which refers to the base-circle geometry of an involute. Matching a pitch value without its measurement convention, pressure angle and tooth geometry is insufficient to establish a compatible mesh.

Gear overlap ratio measures the additional engagement overlap caused by a helical gear's tooth inclination across its gear face width. It is distinct from the transverse gear contact ratio, which measures contact length within one transverse section. For face width $b$, reference gear helix angle $\beta$ and gear normal module $m_n$,where $m_t$ is gear transverse module and $p_x$ is gear axial pitch.^[ref]

Unwrapping the reference cylinder explains the ratio: moving across axial width $b$ shifts the tooth pattern circumferentially by $b\tan |\beta |$. Dividing this shift by gear transverse pitch $\pi m_t$ counts how many tooth spacings the engagement progresses across the face.

For an original example, $b=20\mathrm{mm}$, $m_n=2\mathrm{mm}$ and $|\beta |=30{}^{\circ }$ giveDoubling the face width doubles this geometric overlap if the other parameters stay fixed. At the spur gear limit $\beta =0$, the overlap contribution tends to zero.

In the ideal cylindrical-helical model, total geometric contact ratio is the sum of transverse and axial contributions, ${ϵ}_{\gamma }={ϵ}_{\alpha }+{ϵ}_{\beta }$. This does not specify a uniform division of load: flexibility, alignment and the usable flank region affect actual contact. Increasing helix angle can improve overlap while also increasing gear axial force; increasing width also changes the alignment and support demands. These are related geometric tradeoffs, not a guarantee of a specified noise level or load capacity.

The gear pressure angle specifies the direction of tooth-normal contact relative to tangential motion. For an external spur gear pair with involute tooth flanks, its operating value is the angle between the gear line of action and the common tangent to the operating pitch circles. The gear line of action is the common normal to the contacting flanks and a common tangent to their gear base circles. Reference gear pressure angle $\alpha$ and operating pressure angle ${\alpha }_w$ coincide at the corresponding reference mounting, but need not coincide at another axis separation.^[ref]

Neglecting friction, let the tooth-normal force magnitude be $F_n$. Its components areThe gear tangential force $F_t$ transmits torque, $\tau =F_t{r}_w$, at operating radius $r_w$. The gear separating force $F_r$ pushes the gear centers apart in the external mesh and loads their supports. Increasing gear pressure angle increases this separating load for the same transmitted tangential load.

For an original example, a spur gear transmits $\tau =3\mathrm{N}\mathrm{m}$ at $r_w=30\mathrm{mm}$. Then $F_t=100\mathrm{N}$. At ${\alpha }_w=20{}^{\circ }$,If the angle were $25{}^{\circ }$ at the same $F_t$, the separating load would rise to approximately $46.63\mathrm{N}$. This comparison concerns load direction, not gear efficiency: an ideal normal force can transmit power without dissipating it. Actual frictional contact adds another force component and can alter both losses and support loads.

A gear reference circle is the imaginary circle used to specify an individual gear's tooth geometry. For a spur gear, its diameter $d$ is defined by gear module $m$ and tooth count $N$ through $d=mN$. It supplies a common datum for tooth spacing and other dimensions, whether or not that gear is currently meshing with another one. The operating pitch circle, in contrast, describes the mounted pair's motion.^[ref]

For a 30-tooth spur gear with gear module $2\mathrm{mm}$, the reference diameter is $60\mathrm{mm}$. Thus successive teeth repeat at an angular interval of $2\pi /30$ and a gear circular pitch of $2\pi \mathrm{mm}$ on that circle. In the standard full-depth, unshifted geometry specified by KHK, the tooth-tip diameter is $d_a=d+2m$, giving $64\mathrm{mm}$ in this example. Measuring the outside diameter and calling it the reference diameter would therefore produce the wrong gear module.^[ref]

The gear base circle is another distinct geometric datum. For a tooth profile constructed as the involute of a circle, the gear base circle generates the curved tooth flank, whereas the gear reference circle fixes its nominal sizing. Their diameters obey $d_b=d\cos \alpha$, with reference gear pressure angle $\alpha$. With $d=60\mathrm{mm}$ and $\alpha =20{}^{\circ }$, the base diameter is approximately $56.382\mathrm{mm}$. These three diameters—base, reference and tip—answer different questions about the same physical gear.^[ref]

Gear separating force is the component of an external gear mesh load along the line joining the gear centers, tending to push those centers apart. For a frictionless external spur gear pair,where $F_n$ is tooth-normal force, $F_t$ is gear tangential force and ${\alpha }_w$ is operating pressure angle. This component acts on the shaft supports even when the mesh is ideal and lossless.^[ref]

For example, take operating radius $r_w=20\mathrm{mm}$ and transmitted torque $4\mathrm{N}\mathrm{m}$. Then $F_t=200\mathrm{N}$. At ${\alpha }_w=20{}^{\circ }$, $F_r\approx 72.79\mathrm{N}$; at $25{}^{\circ }$ and the same tangential load, $F_r\approx 93.26\mathrm{N}$. The larger separating load is a change in load direction, not by itself an efficiency loss.

If the gear centers are ideally fixed, this radial component produces no work through a center-separation displacement, since that displacement is zero. Flexible supports can nevertheless deflect under it and store elastic potential energy. The resulting change in axis separation can change operating pressure angle, backlash and tooth contact, so the assumed geometry and support stiffness interact.

A support-load experiment can apply a known torque slowly to a mounted external pair and measure the reaction along the line of centers while maintaining the stated axis separation. Agreement with $F_r/F_t=\tan {\alpha }_w$ tests the force resolution under low-friction assumptions. Additional reactions, tooth friction and mounting preload must be accounted for before identifying a measured support force with this mesh component. Internal meshes and nonparallel-axis gearing require their own direction conventions; the external separating-force picture must not be transferred unchanged.

Gear sliding-friction loss is the rate at which relative tooth-flank sliding dissipates mechanical energy. In a simple Coulomb friction model with normal contact load $F_n$, coefficient of friction $\mu$ and gear sliding velocity $v_s$, the nonnegative dissipated power isThis is a local contact model, rather than the entire gearbox loss. Manufacturer guidance distinguishes gear-meshing losses from losses in rotating supports and warns that overall gear efficiency depends on load and speed.^[ref]

To derive the sign, let $v_s=v_1-v_2$ along the common tangent. The friction force on surface1 is $f_1=-\mu F_n\mathrm{sgn}(v_s)$ and that on surface2 is $-f_1$. Their combined mechanical power is $f_1{v}_1-f_1{v}_2=-\mu F_n|v_s|$. The corresponding positive quantity is the rate of mechanical energy loss. At zero sliding the ideal Coulomb sliding-loss term vanishes, even though another resistance mechanism can remain.

For a fixed-axis external spur gear pair with $|{\omega }_1|+|{\omega }_2|=75rad/s$, $|s|=4\mathrm{mm}$ gives $|v_s|=0.30m/s$. Hypothetical $\mu =0.05$ and $F_n=100\mathrm{N}$ give $P_f=1.5\mathrm{W}$. Holding these load and friction assumptions fixed while doubling both shaft speeds doubles the instantaneous loss at that geometric point.

Gear friction work per engagement integrates this varying loss through the active gear path of contact. If one pair carries a constant $F_n$, the contact coordinate runs from $-L_a$ to $L_r$ at constant speed $\dot{s}=u_b>0$, givingFor $L_a=5.0586\mathrm{mm}$, $L_r=4.5960\mathrm{mm}$ and $u_b=0.93969m/s$, the preceding loads and speeds give about $9.32\mathrm{mJ}$. Real tooth pairs share varying loads; an overall loss calculation must sum the applicable contacts and integrate their actual loads, sliding and friction model.

Gear sliding velocity is the relative tangential surface velocity at a tooth contact. It must distinguish the common point where the tooth surfaces touch from the two material points instantaneously occupying it. For an ideal fixed-axis external involute pair, relative normal velocity vanishes, but relative tangential velocity generally does not. It is zero at the gear pitch point and grows with distance from it along the gear line of action.^[ref]

Let $P$ be the pitch point, $Q=P+s\mathbf{n}$ a contact point and $\mathbf{n}$ a unit direction along the line of action. Use a common positive rotation axis $\hat{\mathbf{z}}$ for both signed angular velocities. The rigid-body velocity law givesSubtracting these expressions and using equal velocities at $P$ givesThe result is perpendicular to the common normal, as the contact constraint requires. External gears rotate in opposite directions, so the sliding-speed magnitude is $(|{\omega }_1|+|{\omega }_2|)|s|$, rather than their speed difference in magnitude.

For ${\omega }_1=50rad/s$ and ${\omega }_2=-25rad/s$, at $s=4\mathrm{mm}$ the signed tangential sliding velocity is $0.30m/s$; at $s=-4\mathrm{mm}$ it is $-0.30m/s$. Both vanish at $P$. Doubling both shaft speeds doubles gear sliding velocity at the same contact location, while leaving the ideal gear ratio unchanged. This connects geometry and running speed to gear sliding-friction loss. The formula concerns a two-dimensional spur gear contact; general three-dimensional contact requires the complete surface velocities and common normal.

Gear tangential force is the pitch-circle-equivalent force that transmits torque in a gear mesh. At operating pitch radius $r_w$,For an external spur gear pair without tooth friction, it is the component of tooth-normal force along the common tangent to the operating pitch circles: $F_t=F_n\cos {\alpha }_w$. Together with the gear separating force, this resolves the mesh load in fixed shaft-loading directions. It is not a claim that the moving contact point always has that same local radial/tangential frame.^[ref]

The relation follows geometrically from the gear line of action. Its distance from a gear center is the gear base circle radius $r_b$, so the moment of a normal force is $|\tau |=F_n{r}_b$. Since $r_b=r_w\cos {\alpha }_w$, substitution yields $|\tau |=F_t{r}_w$.

For an original example, a 20-tooth input with operating radius $20\mathrm{mm}$ transmits $4\mathrm{N}\mathrm{m}$. Its gear tangential force is $200\mathrm{N}$. Driving a 60-tooth output at operating radius $60\mathrm{mm}$ ideally gives $12\mathrm{N}\mathrm{m}$: the pitch-circle-equivalent tangential load is the same, while its moment arm is three times larger. At input angular speed $50rad/s$, pitch speed is $1m/s$ and transmitted power is $F_{t}v=200\mathrm{W}$, agreeing with $\tau \omega$.

The calculation assumes steady ideal force transmission. Gear efficiency affects the input/output power balance, while inertia can contribute additional torque during acceleration. A gear tangential force is also not the entire contact load: at ${\alpha }_w=20{}^{\circ }$, $F_t=200\mathrm{N}$ corresponds to normal load about $212.84\mathrm{N}$ and separating load about $72.79\mathrm{N}$.