NASA

ARL-CR-419

/ CRm1998-206598
U.S. ARMY

RESEARCH

A Parametric

Hsiang
The

Hsi Lin and

University

Prepared

National

Study

Chuen-Huei

of Memphis,

under

Grant

Aeronautics

Space

Administration

Lewis

Research

January

1998

LABORATORY

Center

and

Liou

Memphis,

NAG3-1686

of Spur

Tennessee

Gear

Dynamics

Available
NASA Center for Aerospace
Information
800 Elkridge Landing
Road
Linthicum
Heights,
MD 21090-2934
Price Code: A05

from
National

Technical

Information

Service

5287 Port Royal Road

Springfield,
VA 22100
Price Code: A05

A PARAMETRIC

STUDY

OF SPUR GEAR DYNAMICS

Hsiang Hsi Lin and Chuen-Huei Liou

Department of Mechanical Engineering
The University of Memphis
Memphis, Tennessee

ABSTRACT

A parametric
approach.

This study used the gear dynamic

the dynamic

behavior

shafts and bearings

gear dynamics

in resonance

into consideration

investigated

vibration.

effect

Typical

The analytical

for static analysis,

of the

contact

the tooth addendum.

dynamic

values

as reported

a numerical
simulator,

analysis

to determine

results have taken the deflection

and the influence

of these deflections

performance.

ratio on spur gear

study.

quantity, but it has an important

in the literature

response due to different damping

through a parameter

by adjusting

program DANST, a computer

in the gear system usually is an unknown

The dynamic
The

favorable

of a spur gear system.

through

of
on

was investigated.

Damping

analysis.

study of a spur gear system was performed

were used in the present

factors was evaluated

dynamic

effect

load and

and compared.
dynamic

stress

was

The contact ratio was varied over the range of 1.26 to 2.46

Gears with contact ratio near 2.0 were found to have the most

CHAPTERI
INTRODUCTION

Power transfer
Compared

is necessary

from source to application

with other transmission

small overall

dimensions,

constant

have the widest application

members,

science of gear transmission

delve into many areas of innovative

ratio and operating

engineering

systems continue

to improve.

advancement

are improvements

of transmission

seek to increase the power-to-weight

Today's engineers

their

Therefore,

of power.

and seek to establish

they

The art and

and researchers

and modify methods

needs of advancing

life, operating

considering

simplicity.

for transmission

which can make gear systems meet the ever-widening

objectives

power systems.

gears have several advantages

transmission

in mechanical

in mechanical

efficiency,

technology.

and reliability.

ratio and to reduce noise and vibration

Their
They also

of gear

transmissions.
Research
generated
behavior
assembly

on gear noise and vibration

from gearing

excited by the dynamic

of gears is strongly influenced

and deformation

life and reliability

noise, increase
present,

is vibration

by geometric
High dynamic

of a gear transmission.

efficiency,

concerted

processes.

improve

gear transmission

has revealed that the basic mechanism

load. Dynamic

deviations

Minimizing

gear dynamic

The problem

of dynamic

ASME Research

Committee

report indicated

a procedure

with manufacturing,

load will decrease

pitting fatigue life, and help prevent

gear

gear tooth fracture.

system studies have been concentrated

behavior

load carrying

load can lead to fatigue failure and affect the

These studies have been on: (1) The localized tooth stress effects
(2) the overall global dynamic

associated

of noise

At

on two main effects.

during gear interactions,

and

of the systems.

loads acting on gear teeth was first studied in the early 1930's by the
and tests were conducted

by Lewis and Buckingham

to determine

load increment

the dynamic

[1 ]. Their

due to dynamics

of gears

in meshand the
method

error of the gear teeth.

of determining

equivalent

spring-mass

excitations.

Cloutier

time varying
form solution

the dynamic

load in gear teeth.

model with constant

[3], Gregory

stiffness.

In 1977, Cornell

of a dynamic

the dynamic

stiffness

effects

the engagement
teeth.

load.

transfer

matrix method and finite element

and solution techniques

method

and Seireg [7] studied the whirling

vibrations

and the gear shaft was assumed

modes.

In 1984, Iwatsubo,

evaluate

the forced response

included

the effects

done through computer

modeling

widely used in engineering

element

technique

popular

to perform

modifications

of geared rotor systems

to be rigid.

of the

had significant

have been rather recent.

the compliance

the response

in the 80's and 90's.

Ozguren

and Houser

mode shape and frequency

the same
of the gear mesh.

matrix method

in the rotor system.

and profile

Tedious
code.

torsional

of the first three

Arii and Kawai [9] used the transfer

of mesh stiffness

problems.

without considering

Iida, et al. [8] considered

by writing appropriate

analysis.

tooth to

have been applied to rotor dynamics

due only to the mass unbalance

usage has become

of the adjacent

They stated that the nonlinearity

model to determine

of periodic variation

beam with

model was based on Richardson's

by taking one of the shafts to be rigid and neglecting

a three degree of freedom

of a cantilever

closed

such as lumped mass models and the use of the

Hamad

computer

spring.

spring as a

a time history,

and disengagement

The studies on geared rotor dynamics

modeling

vibration

[5] developed

This dynamic

as an

to wedge or sinusoidal

this model by introducing

during mesh, the tooth error, and the profile

Several

He obtained

gear meshing

model of spur gear system which consisted

load for meshing

upon the dynamic

problem

subjected

and Westervelt

cam model [6], but treated the teeth as a variable

tooth pair stiffness

He considered

[4], etc. later modified

a cam moving along it for simulating

generate

Tuplin [2] was one of the first to publish a more refined

to

Later, they [10]

errors of both gears.

computation

Finite element

Since

now can be easily

methods

are

[11,12] used a spatial finite lineanalysis

in geared rotor systems.

Also,

their study included

dynamics

the effect of bearing flexibility

in simple gear

models.

All of the above literature

aspects.

which is usually neglected

analyzed

the dynamics

of a gear transmission

system in different

Their models treated either the shaft and bearing of gear system or the gear teeth as rigid

bodies depending
when subjected
deflections

on the purpose of analysis.

to a force.

of shafts and

To evaluate
bearings,

In reality, none of the above components

the gear dynamic

and the deformations

be taken into account

in modeling the gear transmission

which was developed

for the dynamic

ratio gears [ 14] was modified

depicted
considered

analysis

to conduct

behavior

of gears, due to transmitted

system.

The computer

of low-contact-ratio

this study.

The dynamic

by the dynamic

load and stress factors.

Two different

in the study.

Several gear parameters

such as damping

examined

in a wide range of variation

computer

simulation

results revealed

gear designer

choose the optimum

for minimum

dynamic

to determine

the effect of each individual

the
load should

code DANST

gears [ 13] and high-contactresponse

gear-shaft

their influence

value of gear parameters

load and stress.

more accurately,

are rigid

of a spur gear pair is

assembly

and contact

ratio are

on gear dynamics.
parameter

when designing

types were

The

and can help the

a gear train system

CHAPTER
SYSTEM

II.1

System

II

CHARACTERISTICS

Configuration

Gears are used to transmit power and/or angular motion between shafts. There exists a wide
variety of types of gears with each serving a range of functions.

For our investigation a simple

spur gear system was used and its model is illustrated in Figure II.1, in which several basic
elements

such as flexible shaft, rolling element bearing, motor, and load are shown. The static

properties

of the components

of materials,
introduced

lubrication,

roiling bearing, vibration,

later into dynamic

A set of governing
stiffnesses,

inertias,

by a numerical
assumptions:
stiffness

II.2

the aid of a computer.

(1) the dynamic process

A parametric

and determine

Basic Geometry

They will be

from the system properties,

frictions .... etc. The equations

are symmetrical,

are based on the following

twisting and rnisalignment

effects are

to examine the system dynamic behavior

values based upon the result of the simulation.

II.2.1 Involute Curve

and solved

plane of the gears, (2) the torsional

and out-of-plane

of Spur Gear

such as

and their masses are also acting in the same plane,

study was performed

the best parameter

are then integrated

Those solutions

is defined m rotating

of the shafts and gears in engagement,

not considered.

and finite element methods.

of motion can be determined

damping factors,

method through

of gearing, mechanics

investigations.

equations

and (3) the axes of rotation

evaluate

of the system were obtained from the literature

and to

I II

MOTOR

i
i

I
i
i

I
i
i
I
_....J.._.
i

t
$ttAI_

LOAD
02

OE_R 2

Figure

II.1

A simple

spur gear system

curve

4)(pressure angle)

T
generating

line

radius

vector

angle)

base

:FigureH.2 Ge.ome,try of an involut_ curve

circle

For a spur gear the teeth lie parallel to the axis of rotation
case. The analytical

geometry

and are of involute form in most

of an involute curve, shown in Figure 11.2, defined as the locus of

any fixed point on a tangent line as this line rolls, without slipping around a circle.
may be visualized
unwound

as unwinding

This process

a string from a circular disk. The circle from which the string is

is called the base circle.

The length of the generating

line "L" as it lies between the

involute curve at point c and point b, at which it is tangent to the base circle, is the same as its
length as it was when wrapped
geometrical

relationship

around the base circle from point b to point a. Therefore,

of the involute curve can be expressed

0:00:0oll r 1
- R_ = Rbt 3

13 -

as follows:

(ILl)

(II.2)

(II.3)
Rb

where
P_ radius of base circle
r radius to any point of involute
13 angle through

which line has been unwound

hence

(II.4)

the

Thisisthepolarequationof theinvolute
curve.The tangenttotheinvolute
atany pointis
perpendicular
tothegenerating
lineand theshapeoftheinvolute
isdependentonlyon thediameter
ofthebase circle.

II.2.2 Contacting

Involute Curve

Consider the action of two involute gear teeth transmitting angular motion by means of shafts
as shown in Figure I[.3.

The line (AB) is called the Line of Action and it is a line tangent to the

two base circles at point A and point B. If point C moves along involute is revolved at a uniform
rate of motion, it changes the length of generating line (AE) uniformly.
the generating

Meanwhile, the length of

line (BE) on the mating involute changes at the same uniform

length of the common tangent (AB) of the two base circles remains constant.

rate, because the total

Thus, all contact

between two involutes takes place along the line of action. The relative rate of motion depends only
upon the relative sizes of two base circles while the relative rates of rotation

are independent

of the

distance between the center of the two base circles.

II.2.3 Rolling

and Sliding Velocity

Pure rolling occurs if two friction disks rotate in contact

without slipping. However,

for the

case of two involute gear teeth meshing with each other, the meshing action is a combination

of

rolling and sliding. Figure 11.4 shows two gears with equal size base circles which mesh with each
other.

The teeth are in contact at the pitch point P. Radii of curvature

shown at equal angular intervals

on each base circle.

on gear I and the arc AB which describes

Therefore,

of the two involutes are

The arc XY which describes the tooth profile

the tooth profile on gear II have different

the two profiles must slide over each other during mesh to make up the

lengths.

Base

Circle

02

?itch

Circle

Pitch

Circle

Circle

Figure II.3

Meshing

diagram

of an izvolut_

gear pair

GEAR [I

Figure

II.4

Profile length

difference

mating involut_ curves

lO

between

two

difference in the arc lengths.

Under this

the sliding velocity at any point is calculated

condition,

as"

Vs

Rc2

col

Re2

co2

(lI.S)

12

By referring to Figure II.3, the following expressions

are obtained:

12V

t01 -

01.6)

Rl, l

co2 -

Rp_ _
R1,2

V-

2=Rp1
12

Rcl

+ Re2

(11.7)

ID_ to1
12

(II.8)

= C sin d_

(11.9)

Re1 = _/ r_ - R_I

Rc2

= _] r_ -R_,

(11.10)

= C sin

- R_,I

where

Rpl

, Rp2

radius of pitch circle of gear, in

R_I, R_2' radius of base circle of gear, in

r_, r2 " any radius of gear-tooth

profile, in

P_, R_2 " radius of curvature of gear at r_, r2, in

ll

(II.11)

W1, W2 : angular

velocity

C : center distance,

of gear, rad/min

in

n : speed of driving gear, rpm

V : pitch-line

velocity

Vs : sliding velocity,
dp : pressure

of gears, ft/min
ft/min

angle, degree

Using the above parameters,

Vs

II.3

the sliding velocity

I V(Rvl
+ Rr_)l(_]r_
Rvl RP2
/
J"

Elastic Deflection

equation

R_,-

and Stiffness

can be rewritten

Rp_ sindp

of Spur Gear

([1.12)

Teeth

A pair of teeth in contact due to the load will deflect elastically.

nonlinear

compliance

tooth as a cantilever
effects.

model [5] this deflection

beam, local contact

expressed
foundation

term is due to the Hertzian

compression,

deflection.

of the deflection

are linear functions

The total deflection

of the

flexibility

of the load.

of a gear tooth can be

along a line normal to the tooth profile. Since the gear tooth is stubby, both the
and the shear effects are essential.

To calculate

portion of a gear tooth is a non-uniform

Io which extends

from the tooth tip to the beginning

by dividing

this section into a sequence

materials

theory,

formulas

for the above-mentioned

detailed

to R.W. Comell's

and fillet and tooth foundation

that the involute

Secondly,

According

is based on a combination

All of the above except the local contact compression

The nonlinear

as:

both deflection

illustrations

and derivations

cantilever

first, it is assumed

beam with an effective

and using elementary

strength

of this tooth portion can be calculated.

are depicted

were presented

12

length

of fillet area as shown in Figure 11.5,

of segments

and compliance
procedure

tooth deflection,

in the following

in the previous

sections.

More

works [13] and [14].

The

of

cc

--

'

Y
lo
Segment

wj

_X

X i

i+l

Xj

Figure

II.5 Geometry

and

deflection of an involute port.ion

of a gear tooth

13

11.3.1 Bending

Deflection

(A) Displacement

qw)ij

due to Wj cos Sj

w__
_e_,,
3 Ee Ii

(B) Displacement

w__
_j(g L_)
2 E_ Ii

(II.13)

due to net moments M_j

wj ( Lj cos _j
qM)ij

yjsin

[3j)(_)

2 Ee Ii
(II.14)

Wj

(Lij

COS _j-Ysin
Ee

_j)(Ti

Lij)

Ii

where

Ti : thickness

of segment i

E_ : "effective Young's

module of elasticity"

_j: the distance from j to i

Wj : the transmitted

load

Ii : moment of inertia of segment i

Definition
According

of other variables

to Comell

can be found from Figure 11.5.

[5], the value of E_ depends on the tooth width:

For width tooth :

FLY>5

: E_=E/(1-v

2)

For narrow tooth

3.4

F/Y<5

: Ee=E

where Y : the tooth thickness

at pitch point

F : tooth face width

n : Poisson's ratio

II.3.2

Shear deformation

The shear deformation

( qs

))ij =

1.2 Wj

is caused by the transverse

Ti

cos

_j

G Ai

component

of the applied load.

2.4 ( 1 + v ) Wj Ti cos
Ee Ai

13j

(11.15)

where
G : shear modulus

of elasticity

At: cross section area ofsegrnent

II.3.3 Axial Compression

This axial compression

due to the component

sin

Wj
(qc)ij =

Wj sin Bj is

Tt
(II.16)

E At

The total displacement

at the load position j, in the direction

of load, due to deformation of

segment i can be expressed as:

( q' )tj _

( qw

qM qs )ij cos

_j

-I-

For a wide tooth plane strain theory is used,

15

( qc )ij sin [3j

(11.17)

co# 13j[ _
ql)ij

Lij + Ti L_

E---7-L3i .

cos 13j sin _j F _

E=

Ii

Yj
2 Ii
(II.18)

cs2
]E__3J [ 2"4(1

A_
+v)T_

sin2
Ti]E=
[3J I _

For a narrow tooth plane stress theory gives

cos: 13_Ti
( qt )ij = Wj
E

(II.19)

Ii

2.4(1+v)

+ tan 2 pj }
Ai

II.3.4

Flexibility

of the Fillet and Foundation

The fillet and foundation deflections

and direction.

depend on the fillet geometry

as well as the load position

Both the fillet length and angle will affect the deflection.

According

to the study in

Ref. 5, the fillet angle gf should be taken as 75 degrees and 55 degrees for low contact ratio gears

16

(LCRG)andhigh
deflections

contact

ratio gears (HCRG),

caused by flexibility

respectively.

of fillet and foundation

As shown in Figure I1.6, the

are"

For a plane strain case, wide tooth,

co$2

(qr,,)0

_j

= W j{_
EC

+ (T_)_

+ (Ta,)i

(L_)ij2.4(1

+ v)(Tfb)

(If,),

(A_)i

.2o)
cos

13j sin 13j

2
+ (Lr*)iJ](if0)i
(T_)i
YJ

EC

+ sin2IE, _J [_Tf_)i
Ar_)i

(qfo)ij

Wj

cos 2 I_j (1
E_ F

- v 2 ){

16.6___77 (hflf)i f
rc

aL21)

+ 1.534

1 +

j
2.4(1tan213+v)

) }

For a plane stress case, narrow tooth,

17

cos
(qfb)

13j ( Tfb )i

= W j{
EC

+
( I_ )i
(II.22)
tan _J[(Tcb)i (Lcb)ij2
YJ]
(

If,

2.4(1+v)

+ Yj
)i

+ tan: 13j

]}

(qf,)ij

{ 16.67

--

Wj

cos 2 IBj (1
E, F

+ v:)

[(1,)il

(II.23)

+ 1.534 [

1+

}
2.4(1

+ v)

where
qe, : deflection

at and in the direction

qfc : deflection

due to foundation

Based on the superposition

the flexibility
deflections,

of load due to beam compliance

of fillet.

effects.

principle,

of the fillet and foundation

the total deflection

can be calculated

at and in the direction

by adding the above individual

q_ and qfe. That is,

( qF )ij = ( qfb )ij + ( qre )ij

(11.24)
18

of load due to

If

-,---...,.

Rr

i-J

'V

if

Found_on Region

!,

Figure

II.6

Flexibility

of fillet

19

and

Rcgioa

foundation

II.3.5 Local Contact

Deflection

The local deflection is caused by line-contact

Palmgren's study [15], a semi-empirical
compliance

of cylinders

and compression

deformations.

According to

formula (equation 1/.25) was developed for contact

in rolling bearings.

The local contact

computed using the formula without significant

error.

deflection

Since the contact

of meshing teeth can be

conditions

for a pair of

meshing gears are similar to that for a rolling bearing.

1.275
(qL)ij

(II.2S)

E '912FsW_f I

2 El E:

E_2 -

01.26)

E1 + E2

where Ea, E2 are Young's modulus of elasticity of gears.

II.3.6

Tooth Stiffness

If meshing portion of the tooth is divided into n segments,

deflection

(qr)j can be computed

(q.r)j

"_[(qw)ij

then, for each segment, the total

as:

+ (qM)ij

+ (qr.)ii]

(11.27)

i=1

Furthermore,
equivalent

by multiplying the reciprocal

tooth meshing stiffiaess for each segment can be expressed

load to the total deflection.

to determine

of (qr)i with the shared tooth load Wj at j position, the

Since there are n segments

the average tooth meshing stiffness

as the ratio of transmitted

involved, the total stiffness can be summed

(KG)_ from the following equations:

20

( K_ )i

(KG),,_

where

Wj
( qT )j

(II.28)

1 _
(KG)i
- n i=,

(II.29)

n is the meshing position number.

Because the mass of a rotating

the deflection
and stiffness
geometry

gear body is theoretically

reference used in this study is assumed

concentrated

at the radius of gyration,

to be at this radius. The theoretical

deflection

of the gear teeth will be affected by changing the mass moment of inertia and the

of the gear body.

II.4 Gear Tooth in Action

Figure II.7 shows a pair of gears with a contact ratio 1.40.

A driving pimon tooth is just

coming into contact at point E on the right and the preceding tooth on the left is in contact

at point

G. It should be noted that the contact starts at E and ends at H, where the outside diameter of the
gear or the pinion intersect the line of action.

When the gears rotate, the contact point of the tooth

pair TG2moves from point E to point F. Likewise,

respectively.

tooth pair TGj moves from point G to point H,

Thus, two pairs of teeth carry the load during this period. When the contact

tooth pair TGt passes point H, this tooth pair loses contact,
carry the load.

leaving only one pair of teeth TG2to

As the gears continue turning, the tooth pair TG3starts contact

two pairs of teeth T_ and TG3carry the load until tooth pair T_2 leaves contact

at point E. Again,
at point H. The

position of the contact point of gear teeth along the line of action usually is expressed
roll angles of the driving gear.

This expression

is also consistent

21

point of

with our

in term of

I
!

Pinion

( Dr_ver )

\
\
%

I.Lncof Action

%
%
\

I
I
I

I
I

I
I
I

I
I
I
I

!
I
I

!
I
I
I

O0

Figure 11.7 Illustration

of gear teeth meshing

22

action

gear tooth deflection and stiffness

calculations,

since they are also expressed

in roll angles of the

driving gear.

II.5 Transmission

Error

The transmission
angular

motion.

nominal value.

and Load Sharing

error fiE)

is defined as the departure

TE may be defined as the instant deviation

TE is a result of many contributors

(A) Combined

deflection

of a meshed gear pair from a constant

of the following gear from an ideal

and the main items are:

of meshing teeth

03) Tooth spacing error

(C) Tooth profile error
(D) Runout

error

The total transmission

mentioned

error for a gear pair is the sum of individual

errors caused by above-

sources and is written as:

( E_T)j

dErk

r=l

+
j

'_

pErk

r =1

+ [P]
j

E
r=l

,E_
j

fu.3o)
where
k : the mating tooth pairs in sequence
r : driving and driven gears
P : ifk =1 then P = 0, otherwise
dE : deflection

P = 1

of gear teeth at contact point

r,E : tooth profile error

sE : tooth spacing error
23

Since the transmission error is the same for each tooth pair sharing the total transmitting load
(W), it can be expressedas:

= ...

gI.31)

(c_)+l

w--E

(II.32)

where (CR) is the integer part of the contact ratio.

The magnitude of the load shared by each individual tooth pair can be calculated by solving a
set of simultaneous
equations

equations

(II.30, II.31, and ]I.32). It should be noted that the meshing analysis

are only valid under the assumption that there arc n tooth pairs simultaneously

in contact

duringmesh. Ifany of thetoothpairslosecontact,

thetermscorresponding
tothetoothpairsthat
losecontactareeliminated.
Then,theremainingequations
aresolvedfortheloadand static
transmission
errorof thetoothpairsthatarestill
incontact.

II.6 Torque

Due to Friction

in the Mesh Gears

There is no general agreement

for the friction coefficient.

been developed based on different assumptions.

Anderson

Some semi-empirical

Two of these formulas, Buckingham's

[25], and

and Loewenthal's formulas [26], were used in this study m determine the friction torques

which will be incorporated

Buckingham's
f =

into the equations of motion for dynamic analysis

in a later chapter.

formula:

_ 0.0______5
+ 0.002 _
e0.125

(II.33)

V,

4f
f,

formulas have

(II.34)

3
24

2f
(11.35)

fr

where
f : average

coefficient

of friction

f_ : average

coefficient of friction of approach

f_ : average coefficient

of friction of recess

Vs : sliding velocity, fl/min

Anderson

and Loewenthal's

formula:

45.4 W
f = 0.0127

VR

log

(11.36)

F Uo Vs V_

= 0"2094nRpl[sin_b'(

S (mg2R_l" 1)]1

(II.37)

where
f : average

coefficient

of friction

W : actual applied load, lb

F : tooth face width, in
V_ : sliding velocity, in/see
Vx : rolling velocity, or sum velocity, in/see
uo : lubricant

absolute

viscosity,

lbf-sec/in:

S : absolute

distance,

in, from pitch point to contact point along the line of action

n : rotating

speed, rpm

nas : gear ratio

25

Based on these two formulas,

the friction coefficient

the shared tooth load, the frictional

can be estimated.

torque Tf on each individual

torque varies along the path of contact and changes direction

II.7

Flexible

Shaft and Rolling

Element

a overhung
direction.

assembly

thus, the force Fr_ exerted on the driven gear causes a reaction

To obtain shaft deflection,

the sha__ deflection

qo-

P ab
6EI1

a shaft deflection

a shaft can be considered

can be calculated

and the torque

position.

From mechanics-of-

as:

(a 2 + b2 + 12 )

(II.38)

for a gear mounted

a2

3E I (1 + a )

(II.39)

outside two bearings.

26

T keeps the

as either a simply supported

for a gear mounted between two bearings.

qG -

with

of the force acting on two mating gears. The

beam or a cantilever beam model, it depends on gear mounting

materials,

rolling

load P is transmitted between gears along the contact-line

force P as well as a torque T. The force P produces

gear rotating.

at the pitch point.

of the gear system. The most elementary

Figure 11.10 shows the free body diagrams

determinate,

This

is shown in Figure 11.8. Figure 11.9 shows a similar assembly

load. The concentrated

system is statically

gear shaft can be found.

Bearing

Shafts and bearings are major components

element bearing-shaft

By taking into account

P
a

_////////,_

I
Fl

Figure

II.8

simple

2?

two-bearing-shaft

system

P
a

Figure H.9

A simple

two-bearing-shaft

28

system,

overhung

load

Line of

FGp

P_

Figure II.10 Free-body diagrams of the forces acting upon two gears
in a simple gear train

29

Usually,when

a rotor system is analyzed for deflections, bearings are assumed to be rigid. In

fact the bearings deflect when subjected

bearing

to a load, which adds to the shaft deflection.

in service, the rolling element presses against its race-way

depending

on the type of bearing.

associated

contact

upon the load magnitude

element. On the basis of Hertz's "Contact

deflection

either at a point or along a line,

Under an external force, the rolling element deforms and the

area is dependent

of formulas to calculate

as well as the curvature

of Elastic Solids" theory, Garguilo

for different types of bearings.

or angular-contact

6r = 46.2x

These formulas are expressed

For a Self-aligning

5r

= 74.0

For a spherical

5r

(II.40)

ball bearing:

x 10 "6

D Z 2 _ cos 5

(II.41)

roller bearing:

= 14.5x10

.6 3_L 2 Z 3_ cos 7cx

For a straight roller or tapered

6_ = 3.71

radial ball bearing:

106 I D Z 2 F2
cossCz

x 10 -6

(II.42)

roller bearing:

(II.43)

F9

LO.S Z0.9 cosa-9 _

3O

of the rolling

[16] derived a series

follows:

For a deep-groove

For a rolling

as

where
cl,: bearing

deflection, in

D : rolling element diameter,

in

Z : number of rolling elements

a : Contact

angle, tad

L : roller effect length

Fr : radial external force, lb
When a gear pair is in operation,

shaft and beating deflections

cause the center of gear rotation

to shi_ along the direction of the line of action (Figure II. 11) fi'om its original location.
increases
contact

the center distance and pressure

ratio.

Since shaft and bearing

The shift

angle of the meshing gears, which in turn reduces the

deflections

are usually small, their influence is often

neglected.
To evaluate
consideration.

system dynamics,

the shall and connected masses should be taken into

These parameters,

polar mass moment of inertia, stiffness of shaft, and stiffness

connected

masses,

suggested

in [17], the polar mass moment of inertia J and the torsional

calculated

by:

j _

are incorporated

_lp
32

into the equations

(Do 4 _ D4)

K = I x G -

=G
32

(D4

of motion in the dynamic

analysis.

stiffness K can be

(II.44)

_ D4)

(II.45)

31

As

of

where
r : massdensity,lb/in 3
Do : outside diameter
Di : inside diameter

of shaft, in
of shaft, in

1 : length of shaft, in
I : torsional

constant,

G : shear modules,

in4

lb/in _

32

/./
%

/F

k
%

f11f__%

\
%

Base Circle

Pitch Circle --

Figure

II. 11

Shifting

of center

of gear rotation

of shaft and bearing

33

with deflections

CHAPTERIII
SYSTEM
III.1

Equations

To precisely

model the dynandc loading is a difficult task, even in idealized geometry

The vibration

amplitude,

direction,

of a gear tooth is affected by the tooth force which fluctuates

and position during the meshing process.

the damping

effect of the lubricant

complicated

and composed

relatively

ANALYSIS

of Motion

conditions.

sub-system

DYNAMIC

is a complete

and the operating

of various
dynamic

sub-systems,

system.

The gear transmission

elastically.

shaft, ..., etc. and each

is generally

simplified to a

Under this modeling,

by a mathematical

a simple

model shown in

This model has four degrees of freedom and consists of gears, input device, output

device, and two flexible shafts. The dynamic behavior of meshing gears could be considered
periodic forced motion.

To develop the governing

equations,

some assumptions

addition to those made at the beginning of chapter II. These assumptions

(A) Damping
constant

by

speed. In general, a gear train is very

spur gear system shown in Figure IN. 1 can be represented

Figure 1]/.2.

Load fluctuations are influenced

such as motor, bearing,

small number of lumped masses connected

in

are applied in

are:

(due to material in gears and shafting and from lubrication)

damping

as a

is expressed

as a

coefficient.

(B) The differential

equations

of motion are expressed

(C) The reference point for tooth deflection

the radius of gyration

along the theoretical

line of action.

is assumed to be located along the tooth eenterline at

of the gear body.

34

t
i
o

MOTOR

T
i

i
i

TL
LOAD

eL

I
i

I_AII II

Figure m. 1 A simple

spur gear train with two parallel

35

shafts

K a (t)

Ks I

JM

J1

Csi

J2

-n
c(t)
G

JL

c $2

Figure III.2 Mathematical model of a simple spur gear system

36

Using basic gear geometry

can be expressed

JM OM+

J1 6,

+Ks,

vibration

principles,

the governing

equations

as follows:

Csl(OM--Ol

+ Cs,

(0,-

and elementary

) +

Ks,(O M -0_)

(0,--0M)+

= TM

C_(t)[Rbl(Rb,

0M) + Kc(t)[Rb,

(Rb,

fHI.1)

0,-

0,-

Rb2 02)]

Rb2 02)]

Tt_, (t)
flII.2)

J202 + Cs2(02-0,)+ Co(t)IRb_(Rb_

02- Rb,0,) 1
+ Ks2(02 - 0,)+ Kc(t)[Rb2(Rb202- Rb,0,)]=TF2 (t)

JLOL

4-

Cs2

(0L--02)+

Ks2

(0L

--

02

)=

(1113)

fro.4)

--TL

where
JM, JI,

J2,

KSl , Ks2 ,

JL : mass moments
KG(t ) : stiffnesses

Csb Cs2, CG(t) : damping

Trl(t),

of inertia for motor, gear I, gear II, and load,

respectively

of shaft I, shaft II, and gear teeth, respectively

coefficients

of shaft I, shaft II, and gears

TF2(t) : friction torque of driving gear and driven gear

TM, T L

: input and output torque

The time varying

as excitation

friction torque of the gears and periodic variation

terms to the equation

of motion.

The stiffness

37

of the mesh stiffness

of gear teeth (represented

act

by springs)

is determined
by themethoddeveloped
in ChapterII. Thesystemdynamiccharacteristics
then be found by solving the above simultaneous

II]I,2 Numerical

Solution

Due to nonlinearity
find the solution.
introduced

differential

can

equations.

Approach

in the equation of motion,

it is necessary

Two steps are used in solving the equations.

to obtain the required

parameters.

to apply a numerical
First, a static analysis

Second, a dynamic

analysis

approach

to

is

is incorporated

to

obtain the final result.

The static analysis

includes

basic gear dimensions,

deflections
sharing,

analysis
torque,

into consideration.
analysis.

by using equations

and tooth stiffness

gears, frictional

values.

Initial values of angular

criterions

I X,

gears is determined

from

by shaft and bearing

II, the transmission

in Chapter

error, load

II.

output torque, damping

under constant

displacement

in

input torque are taken

and angular velocity

are needed

in the

the input shaft with the output shaft

is the static design torque carried by the system.

by dividing the mesh period into many equal

are solved by an iteration

convergence.

To determine

are used:

X01

referred

through preloading

of motion are linearized

the iteration

in Chapter

mesh stiffness

At each step Xn and Vn need to be compared

V0 to confirm
following

mentioned

as follows. The fluctuating

and time-varying

Those equations

of meshing

gears affected

by those procedures

is conducted

fixed. The preload torque

intervals.

obtained

Starting values are obtained

The equations

the geometry

the center distance of meshing

is calculated

The dynamic

the following:

--- 0.05 X0

38

technique

incorporating

respectively
whether

the nominal

initial

with the initial value X0 and

the convergence

is satisfied,

the

and
I Vn - V01 -< 0.05V0 ,
Thesamestepsarerepeated
byaveraging
theinitial
displacement

Xn, and angular

and calculated

values

of angular

velocity Vn, as the new initial values of next period, respectively.

Three situations

may occur when gears are in mesh. Each one of these three situations

C) will produce

a specific dynamic

Case(A)

Rbl

condition.

Assume

gear 1 is the driving gear,

01 - Rb2 02 > 0

This is normal operation

Wd,=KG(t)(Rb,

case. The dynamic tooth load on gear 1 is then:

O,'Rb202)+CG(t)(RD,

O'

Rb2

02

(III.5)
which is the same as the dynamic

tooth load on gear 2,

Wd2 = Wdl

Case(B)

RD, 0,-

O-11.6)

Rb2 02

In this case, the gears will separate

Wd

< 0

and

[Rbl01 -Rb2021

<B h

and lose contact, therefore,

= 0

011.7)

39

(A, B, or

Case(C) Rbl

01 - Rb2 02

<

and

Rbl0 _ - Rb202[ > B h

In this case, gear 2 will collide with gear 1 on the backside.

The dynamic

tooth load on gear 1

is

011.8)
and

Wa2 = Wd_

The term ( Rbl

0/1.9)

el

Rb2 02 ) is the relative

gear 2, and Bh is the backlash

In general,
damping
simplified

damping

displacement

between

is present

in an oscillatory

system.

The mathematical

that it needs to be simplified

model is introduced

description

in the vibration

in this study to determine

the effective

analysis.
damping

Csl and Cs2,

Csl

= 2 _sl

gear 1 and

of gears.

effect is so complicated
damping

dynamic

I(

_+-

J1

(m.lo)

(m.ll)

4O

of
A
factor

The_ represents
thedamping

ratio of shafts ( expressed

as a fraction of critical

damping). Based on experimental results [18], the damping in the shafts due to material damping
was found to be between 0.005 and 0.007. In this study, it is taken as 0.005.
For damping between the gear teeth, similar formulas are used:

Col

li Kol)

= 2_

oii12,

R___L+ R____L
Jl

J:

Co2

= 2

I/

Ko2
J1

[19] and [20] indicated

(lII.13)

J:

that the value of the damping ratio { for these formulas

is between

0.03 to

0.17. An average value of 0.10 is used in our study. The flow chart for the above numerical
approach

is shown in Figure M.3.

III.2.1 Undamped
The undamped

Natural Frequency
equations of motion for the gear pair in mesh can be obtained by neglecting the

damping and excitation

terms from Equations

motion were solved by a Jacobian

In equation
for eigenvalues.

iteration

M.1 through
technique

M.14 the average gear mesh stiffness

(Ko)_z is determined

M.4.

to find the natural

(Ko)_z is introduced

by summing up the discrete

mesh cycle and dividing by the number of mesh positions

41

The undamped

equations

frequencies
to facilitate

of

of the system.
the solution

stiffness values over one tooth

in the cycle.

Geometry
of

comlxrcumt_,

oonctif.io_ of sy_m

Sh.a_ and bearing

re-,_cu.la_
of _

operation.

de_e_onJ,

relative c_Li_o_
operation.

LI

initial condRions.

Calculati-,u

of dynamic oondition

X.- (X,+ X.)/2

V.= (v.+ v.)12

No

Calculation
of dynamic

Output ofresult

Figure

m.3

How

chart

for computation

42

procedure

"JM

J1

OM

ks1

-ks_

-ks1

R 2

km +(ko),,g

-(ko),vg

bl

RblRb2

O_

01

_-[o]

J2

o2

-(ko)avg

ks2 +(ko).vgR22

RbiRb2

-ks2

-ks2

02

ks2

OL

(III.14)

111.2.2 Fast Fourier

Transform

of Transmission

Error

According to Mark [21], gear noise and gear dynamic

components at the tooth mesh frequency.
error at the harmonics
magnitude

of maximum

vibrational

excitations

due to time-varying
proportionately

be neglected.

of Dynamic

Comell [23] modified

to tooth mesh frequency.

error spectrum

the dynamic

are usually small, thus their contribution

values are calculated.

is shown in Figure 111.4.

and Load Factor

a formula developed by Heywood

stress of a gear tooth. This formula

teeth and can be expressed

are caused by

In this study, frequency

only the first twelve harmonic

Stress

to the

by taking the fast Fourier transform (FFT) of its

of higher harmonics

Therefore,

typical plot of the static transmission

bending

somewhat proportionately

stiffiaesses of meshing gears. Therefore,

error is performed

time wave In general, the amplitudes

111.2.3 Speed Survey

corresponds

dynamic tooth fillet stress. Both of these phenomena

of static transmission

to the excitation

Kubo [22] stated that the magnitude of gear transmission

of the tooth mesh frequency

response also corresponds

analysis

load are often characterized by strong

[24] for the calculation

is readily adapted

as

43

to the geometry

of root fillet

of involute gear

FFT

TRANSMISSION

ERROR

10

EO.

m_
<

^
o

HARMONIC

Figure

Eli.4

Frequeney

of TOOTH

spectrum

44

10

11

FREQUENCY

of static tm._mi_ion

error

12

Wj

_j

cos

13J

1+

0.26

hL tan 13j)

{ 6Is

1 -

+ ( 0.72 30"5

h--kvtan
hs

(m.15)

13j ) --}
tan j
h_

where
v : approximately

1/4 according

to Heywood

[24]

13j: the load angle, degree

F : face width of gear tooth, in
r : fillet radius, in
and the rest of nomenclature
maximum

is defined in Figure 1II.5. Note that 3% which defines

the position

fillet stress, is 30 degrees for LCRG, and 20 degrees for HCRG, as suggested

of

by

Conell [23].
The main source of gear vibration
tooth load, and changing

tooth contact position.

gear system under realistic

range.

operating

conditions,

Figure Ill.6 shows the variation

operating

is the time-varying

total applied

form as the dynamic

load, and the dynamic

the rotating

the dynamic

due to alternating
performance

of a

speeds were varied over a wide

of gear load and tooth root stress as a function

speed for a typical high-contact-ratio

nondimensional

To investigate

tooth stiffness

of

gear pair. The load and stress are shown in

load factor, which is the ratio of maximum

dynamic

load to

stress factor, which is the ratio of maximum

dynamic

stress

45

/
/

h L

l
_J

lo

r\

Figure

m.5

"Ys

Nomenclature

for modified

46

Heywood

formula

1.6

.,..._;\
,.,,

.,.....

"--'_:

\...j

_.

.....

_ ....

z_=_ios._=F_:_

,..._:,,..=".L

" _.

",.

""

DTmmicLoadFactor

0.8

_C_

0.4

0
0

10

12

14

ROTATING

Figure

III.6

Speed

survey

SPEED

of dynamic

47

load

( 1000

factor

16

rpm )

and dynamic

stress

factor

to maximum
the driving

static stress. The total applied load is the input torque divided
gear.

It is found that the major peak for both dynamic

by the base radius of

stress and dynamic

load

factors occurs near 9300 rpm, which is the system natural frequency.
The analysis
DANST.
bending

described

The program

above has been incorporated

calculates the properties

stresses and other parameters.

into the NASA gear dynamics

of system components

and substitutes

DANST was used for the parameter

follows.

48

program
them into

study which

CHAPTERIV
PARAMETER

STUDY

IV.1 Effect of Damping

The Damping ratio _g governing the dynamic load variation depends on the viscous friction and
the material properties
effect of damping,

of the meshing gears. It is usually an unknown

the analysis

0.07 and 0.14. The analysis

for both high-contact-ratio

quantity.

was performed using a sequence of damping ratio values between

covered a range of rotating

gears (HCRG)

speed studied was 2000 to 12,000 rpm.

speeds at constant

and low-contact-ratio

design load 2000 lb/in

gears (LCRG).

The number of teeth 32, the diametral

width 1 inch were chosen for the basic dimensions

As illustrated

of these gears. The results are shown in Figures

in these figures, damping

and stress factors when the operating

critical speed.

Damping

reduce the dynamic

speed is close to the critical

resonance

through IV.4 for both low and high contact

The dynamic

speeds.

- especially

speed, or one-half or one-third

A large damping coefficient

This can be observed

of

will

in Figures IV. 1

load factors of LCRG are much more speed

if the damping

is low. Also, the dynamic

of HCRG

are generally much greater than the dynamic load factors.

influenced

by the magnitude

of the maximum

near the tooth tip may produce

load

ratio gears.

factor plots show that dynamic

sensitive than those ofHCRG

stress factor,

has a major influence on both dynamic

has little influence at other speeds.

motion at peak

The range of
pitch 8, and the face

IV.I and IV.2 and Figures IV.3 and IV.4, for dynamic load factor and dynamic
respectively.

To explore the

dynamic

a higher dynamic

These phenomena

are

load and its position. A small dynamic

stress than that produced

49

stress factors

by a larger dynamic

load

p,.

o
o

o_
o

_x

50

n_
0
0
r_
q.4

o
o
",,_"1

xj
!.4

0
0

0
0

o I.-,4

0
_
o

o
o

o_,,I

JOTaO.E

poo-

o+,_ouX

51

>

.i
o
0

oo

52

53

"

loadnearthetoothroot. Furthermore,
aHCRGhasa long,

thin tooth which can produce

a high

stress at the fillet region.

Figures IV.5(a)

and IV.5(b),

and HCRG, respectively,

which are static and dynamic load distribution

demonstrate

the effect of different damping

plots for LCRG

coefficients

at resonance

speed.

The points of the curves where the dynamic load drops to zero indicate where the teeth lose

contact

during mesh, and the second peak of dynamic load oeeurs at the teeth re-engagement

position.

Figure IV.6(a)

all damping

cases.

shows that the teeth separate when LCRG operate at resonance

There is no load exerted on the tooth and the value of tooth deflection

during the separation

period. The average tooth stiffness

for the entire tooth engagement

this case is smaller than it would be if the teeth did not separate.
calculated

speed for

value of the resonance

is zero
period in

This effect decreases the

speed.

Figure IV.6 shows the dynamic load and stress factors versus gear mesh damping coefficient
both HCRG and LCRG at resonance
factors decreases

smoothly

LCRG at sub-resonance
gears, resonance

phenomenon,
again.

speeds, but not for LCRG at resonance

an unstable

condition.

For HCRG,
increases.
speed.

the value of dynamic

This is also true for

For low contact

out of contact

Since the gear meshing stiffness

becomes

coefficient

value of 0.113. To understand

this

plot (Figure IV.6)

longer for lower values of the damping

becomes zero when teeth lose contact, the average

small and the resonance

cannot be directly controlled

gear failure by avoiding the resonance

ratio

In Fig IV.6 (a), there is a large

it is useful to look at the tooth static and dynamic load distribution

meshing stiffness
the damping

operating

load factor at the damping coefficient

It can be observed that the teeth are

coefficient.

speeds.

as the gear mesh damping coefficient

speed represents

change in the dynamic

and sub-resonance

for

region.

54

location shifts to a lower rotating

speed. Since

by a gear designer, we can reduce the risk of

4000
_

3500
3000

_-0.11_

A2500

,---2000

15oo
1000
e:
t_
! :

'/j

500
!
!

15

20

Roll

Figure

IV. 5(a)

25

30

I0

Shared

tooth

mesh

damping

Angle

load

Degree

for sample

35

LCRG

pairs

with

various

gear

coefficient

2500

2000
------_

""

1500

S'oci ]_=!

/---

c-o.oTo

/___

_-o.eo

/----

(-o.uo
(-o.t3o

3 Iooo

5O0

10

15

Roll

Hgute

IV. 5(b)

Shared
mesh

tooth
damping

20

25

30

35

Angle

Degree

load for sample

coefficient

55

HCRG

40

pairs

with

various

gear

2,2

"

Z.0

___

_---

CR- 1.67 (8800rpm)

1.8
1.6

c_

_._

1.4

O"

_
-_

c_-2.40 (9350rpm)

1.0
1.2

-- CR-2.40 (4650r_a)
0.8
0.6

o.os

o.oo

0.4
0.07

Gear
Figure

IV. 6(a)

Dyna_'c
for

o.lo

o.il

Mesh
load

different

Damping

factors
contact

O.lZ

o.13

!
0.14

Coefficient

versus
redo

gear

mesh

damping

coefficient

gears
CR-1.67

(8800rpm)

CR- 1.67 (4925rpm)

CR-2.40

(9350rpm)

CR-2AO (4650rpm)
I

0.08

0.09

0.4
0.07

Gear
Figure

IV. 6(b)

Dynamic
for

different

0.10

Mesh

stress

0.11

Damping

factors

contact

versus

ratio

56

gears

0.12

0.13

0.14

Coefficient
gear

mesh

damping

coefficient

In most of the curves in Figure IV.6(a), tooth re-engagement

(roll angle = 20.854
frictional
effects.

occurs at around the tooth pitch point

degree) where the friction force reverses its direction.

torque around the tooth pitch point to change very sharply,

For _ g= 0.113 and 0.114, the re-engagement

A (roll angle = 18.984) which is the transition

IV.6(b) for HCRG,
tooth separation

This causes the

producing

points are located

unstable

dynamic

on either side of the point

point of double and single teeth contact area.

In Fig

all the peak dynamic loads occur at the same position and there is no complete

for any damping case. The value of the maximum

dynamic

load is less influenced

by _ s than with LCRG.

IV.2 Effect

of Flexible

Shaft and Bearing

Many gear dynamic

models are based on the assumptions

bearings.

Rotor dynamics

studies examine effects of the flexibility

unbalance

of a gear body.

The dynamic behavior

tooth mesh stiffiaess but also by the elasticity

deflection
original

of these supporting
location.

of the shaft and the mass

of the gear system is affected not only by the

of shafts and the rolling element bearings.

elements result in the deviation

Hence, in order to obtain a more accurate

the overall gear system, the flexibility

of rigid shaRs and rigid rolling

of the center of rotation

prediction

effects of shafts and bearings

effects can be added to assembly misalignment.

the pressure
illustrated

behavior

of

These

it is sufficient

The axial motion due to the

A change of the center distance of a pair of gears will affect

angle and the contact ratio.

A detailed discussion

of contact ratio effects will be

in a later section.

Two typical rolling bearing-shaR

mounted

from its

should be considered.

For the purpose of static analysis,

to consider only relative radial motion of the center of gear rotation.

shaft bending moment is negligible.

of the dynamic

The

on a shaR between two bearings

systems are considered

as in a simply supported

57

in this study.

One has a gear

beam, and the other has a gear

mounted on a shaR outside two supported bearings

as in a cantilever beam. It is assumed that the

materials
ofthegearsand theshaftsarehomogeneous steel
and thereareno geometricerrorsin
any ofthecomponents,therefore
no eccentricity
isconsidered.The flexural
displacement
of a
rolling
bearingdue tothetransmitted
loadcan be dividedintoaxialand radialdirection
components. Only thedisplacement
intheradialdirection
affects
thegearcontactratio.The
outsidediameter1.5inchesand modulus of elasticity
30,000,000psiwere chosenforboth shaRs.
The computed results
ofthedeflection
due to a normal geartoothloadbetween 500 Ibs
and 2000 Ibsareshown inFigureIV.7,and FigureIV.8(a)and (b)forsimplysupportedbeam and
cantilever
beam, respectively.
Four typesofthebearingswere considered,
type-I:deep-groove
bearing, type-2: self-aligning
bearing.

bearing, type-3: spherical roller bearing,

All of these have the same number (21) of rolling elements

The effective length 0.25 inch is chosen for the roller dement
all the bearings.

Since rolling elements

Hertzian

contact deformation

contact.

Thus, the deformation

and type-4: tapered roller

and 0.25 inch radius elements.

and zero contact angle is selected for

in a ball bearing make point contact with the race way,

of a ball bearing

is higher than in a roller bearing which has line

of the ball bearing

is greater than that of the roller bearing.

can be seen in Figures IV.7 and IV.8, the deformations

of both type-1 and type-2 bearings

larger than the deformations

of type-3 and type-4, and they have a higher slope.

aligning bearing, is designed

for moderate

has the maximum

shaR deflections

deformation.

the shaRs are relatively

are much higher than the bearing deformations,

especially

change of a gear pair's center distance is governed by the shaft deflection.

plus the magnitude

and type-2 bearings

of the reacting
at the bearing-2

This
are

The type-2, self-

thrust force and can only resist a light radial load, thus

In the two eases shown,

shaR case shown in Figure IV.8(b),

the

the load exerted on bearing-2

load on bearing-1.

with heavy loads.

the
The

But, in the cantilever

is equal to the transmitted

This load produces the deformation

position as great as
58

long, hence,

load
of type-1

60 I
/

I 5.o_ IH 5.0-

_- 30

b_g
roller

SphcFical

b_dng

_ 2o

/......../..../......./
............
.......................

10

"'"

o
500

750

1000

1250

1500

1750

loads

for a simple

Load

Figure

IV.7

Deflections
system

of shaft

measured

and bearings

under

at gear position

59

2000

( Ib )

various

two-bear-shaft

3O
SHAFT
25
o

2O
I
--4
V

15

1
o
q.P

10

C=I

o
500

750

1000

Load
Figure

IV.8(a)

30

I
1250

( lb

12-5".

2000

(at bearing-I)
under various
system,
overhung
load

10.0"

- Y

--'----'---

'l

Sdf-_ning... baU__ball
beating

25

,
L

1750

Deflections
of shaft and bearings
loads for a simple
two-bear-shaft

-[

1500

......._

.................

_- .........

...__Decl>-groove

...........
..
5

0
500

750

i
I000

-!

1250

1500

1750

2000

Load ( lb )
Figure

IV.8(b)

Deflections
of shaft and bearings
loads for a simple
two-bear-shaft

6O

(at bearing-2)
under various
system,
overhung
load

the shaft deflection

bearings

or even higher. In order to prevent failure a roller bearing

may be needed in the bearing-2

or duplex ball

position.

Figures IV.9 and IV.10 show the resulting change in contact ratio due to combined
deflection

at various gear mounting positions.

maximum

deflection

In the cantilever

the gears reduces the contact ratio.

creates misalignment

shaft case, Figure IV. 10, increasing

Gear shaft deflection,

especially

for overhung

This causes

the overhang

of

gears, also

which can lead to edge contact of the gear teeth.

ratio is influenced

reduces the contact ratio.

two different

shaft case, Figure IV.9, the

occurs when both gears are mounted at the center of the shafts.

the minimum contact ratio.

The contact

In the simply supported

by the center distance:

This is illustrated

sizes and both standard

and 32 teeth ) the curves for contact

the smaller gear sets ( diametral

increasing

the center distance

in Fig IV. 11 which compares

addendum.

the effect for gear sets of

For the two larger gear sets ( diametral

pitch 8

ratio vs. increase in center distance have the same slope.

pitch

For

12 and 32 teeth ) the slopes of the curves are equal to each

other but steeper than the curves for the larger 8 pitch gears.

This demonstrates

of contact ratio to center distance is not affected bythe tooth addendum

(1) the sensitivity

and (2) smaller gears with

smaller teeth are more sensitive to center distance variation.

IV.3 Effect

of Contact

Ratio

The contact ratio is defined as average number of tooth pair(s) in contact.

It may also be

defined as the ratio of the length of contact for one tooth pair to the base pitch. The contact ratio is
a key parameter

for dynamic behavior

The contact length is measured

the end contact point.

of gears.
on the line of action between the initial contact point and

In general, the higher the contact

ratio, the longer the overlap where more

than one pair of teeth are in contact, and the more smoothly the gears will run. It is possible to
increase the contact

ratio to greater than two by carefully

61

manipulating

the gear design

2.40

-2.38

Y=X

//-

_.:?Z.-..

__.-._

2.36

i_1o.o*-_

t.)
f383

_t_llS

Shaft 1

2.34

[.

:; Y" .,t
X+Y

2.32
5.0

Figure

IV.9

Effect

5.5

6.0

8.5

7.0

7.5

Gear-I

Mounted

Position

of gear

mounting

position

62

( X inch

in a simple

8.0

two-bearing-shaft

system

2.40
Y - 1.0"

/-2.38

.......................

_ ......

_/

o...=

,,=.J.

2.36

.=..4.

o
,..)

2.34

I
I
I'

2.32

1.o

II'

I0.0"

'1

Y"

1.5

2.0

2.5

Gear-I

Figure

IV.10

Effect
system,

of gear

3.0

3.5

4.0

4.5

Mounted

Position

mounting

overhung

position

load

63

5.0

5.5

e.o

e.5

( X inch

in a simple

7.0

two-bearing-shaft

2.40

1.68
DP-$,

A-1.53

DP-8

A-1 00

.......

2.38

_
0

1.64

.36

1.62

2.34

t
o

3.0

4.0

1.60
1.0

2.0

CENTER

Figure

IV.11

Effect
pairs

of increase
(All gears

DISTANCE

in center
have

INCREASE

distance

32 teeth)

64

( IE-3

for sample

2.32
5.0

LCRG

and HCRG

parameters.

Figures

IV. 12(a) and Co) illustrate

A from 1.0 to 1.4 raises the contact

Although

ratio from 1.26 to 2.46.

it is beneficial to distribute the load among more pairs of teeth, the load capacity

of a gear set may suffer due to longer moment

Therefore,

gear design represents

Furthermore,

how an increase in the normalized tooth addendum

arm as a result of going to a higher contact

a compromise

between various

in order to operate HCRG effectively,

degree of precision

design requirements.

the gears have to be manufactured

so that the load can be properly

ratio.

to a higher

shared by the three or more pairs of teeth in

contact.
High contact
of diametral

ratio gears can be designed in several ways: (1) by selecting a greater value

pitch (smaller teeth), (2) by increasing

choosing a smaller pressure

combination

angle.

Those parameters

to achieve the desired contact

teeth and diminishes the tooth thickness,

length of the addendum
fillet region.

Raising

diametral

pitch increases

at the root.

the tangential

Moreover,

Generally

force component

it raises the chances

addendum

or in
the number of

Augmenting

speaking, high-contact-ratio

and greater tendency

is usually the preferred

for surface-distress-related

done by adjusting the cutting depth during the manufacturing

This study investigates
Design parameters

stress at the

and reduces

gears tend to have weaker

failures.

method to obtain high-contact-ratio

the

acting on the tooth.

of interference,

They also have a greater tooth sliding velocity which may produce

temperatures

gears.

individually

which will reduce the tooth strength.

angle increases

This makes a higher bending moment.

teeth.

ratio.

can be changed

and (3) by

causes the tooth to become longer which increases the bending

A lower pressure

the tooth thickness

the length of tooth addendum,

higher surface
Increasing

the tooth

gears because this can be

process.

the effect of varying the contact

ratio for a typical set of spur

for the gears are shown in Table IV. 1. The contact ratio is varied over

the range 1.26 to 2.46 by increasing

the normalized
65

tooth addendum

from 0.7 to 1.54. The results

!
..

Figure IV.12(a)

Tooth contact

in low-contact-ratio

gear

fs

-J-4:.

,-_

>" ','C'/_.
-2?"----2_Z_-_
"-.\

Figure IV.12Co)

Tooth

contact

66

in high-contact-ratio

gear

areshown intheform of thedynamic loadfactorplotted

as a functionof rotating
speedinFigure
IV.13 forLCRG

and FigureIV.14 forHCRG.

In Figure IV. 13, for LCRG, the dynamic load factor generally
contact ratio increases.

This phenomenon

rpm, and at one-half of this resonant

have lower dynamic
of single-tooth

is most prominent

speed.

load at all speeds.

of LCRG with contact ratio

gears shown in the following figures.

there is much less dynamic action; none of the dynamic

speed.

Contrary

ratio of HCRG the higher the dynamic factor in the resonance

ratio (CR = 2.226) have the highest dynamic

zone.

The gears with the lowest

load at lower speeds, but the trend reverses

speed where the gears with the highest contact ratio experienced

phenomenon

may be due to excitation

from the transition

contact.

region is shorter than that of

the other two cases with high contact ratios.

The excitation

contact(

) acts like a short-duration

due to the change in number of teeth in

impulse, which is more

at lower speeds than at higher speeds.

Figure IV. 15 compares

1.952, 2.000, and 2.145).

the dynamics

The dynamic

of "transition"

gears from LCRG to HCRG

(CR =

curves for CR = 1.952 shows a trend similar to that for

CR = 1.868 in Figure IV. 13. For gears with a contact ratio of exactly
of the meshing

stiffness during tooth contact.

67

at

the highest load. This

between double- and triple-tooth

For gears with contact ratio equal to 2.226 the triple-tooth-contact

which changes the meshing stiffness

load

to LCRG, the higher the contact

the resonant

variation

band

that the system could not

The high speed behavior

factors of HCRG exceed 0.9 even at resonant

effective

speed, near 9000

We believe that this effect is due to the very narrow

has passed.

In Figure IV. 14, for HCRG,

as the gear

The gears with the highest contact ratio (CR = 1.868)

close to 2.0 is similar to that of high-contact-ratio

contact

at the main resonant

contact being passed so quickly during gear rotation

respond until after the excitation

decreases

2.0, there is almost no

As a result the dynamic

response

is very

Table IV.1

Pressure

20.0

Pitch (DP)

of Teeth

Addendum,

Backlash

32

(normalized

by 1/DP in.)

(in.)

(in.)

Diameter

Root Diameter

Face Width

4.0

(in.)

4.175 - 4.385

(in.)

3.775 - 3.565

(in.)

Design Torque

1.0

(Ib-in.)

3760

Static Tooth Load (lb/in.)

Tooth

2000

profile

Damping

0.7 _ 1.45

0.001

Pitch Diameter

Outside

Gear Parameters

Angle (degree)

Diametral

Number

Sample

involute

ratio

0.10

68

2.4

2.0
O

_.

1.6

Z
b..

0.8

0.4

4 _a12

ROTATING

Figux W.13

Dynamic

I T

8 w.

10

12

14

SPEED

load factor

69

( 1000

versus

rpm

rotating speed

for LCRG

16

1.4

1.2
0

1.0
(_R-2.412

o
,-., 0.8
z
--o

j_

o.o
o-O

0.6

0.4
0

cnl6

o),,13

(%12

(o,

ROTATING

SPEED

|0

( I000

Figure I'V.14Dynamic load factorversus

7O

rpm

12

14.

rotating speed

for HCRG

16

1.4

1.2
o
S

_-1.952

1.0

..

0,8

/"x

"X"

/---- c_-_.o_5

%
......, ..........
s,'"'"k._ ---...................
---

0.6

0,4

ROTATING

Figure

IV.15

Dynamic

load

with CR near

SPEED

factor

versus

2.0

71

10

12

1000

rotating

rpm

speed

I
14

16

for the gear

pair

gentle, even at resonant

between

double-

5000 rpm).

speeds.

At CR = 2.145 excitation

and triple-tooth

As speed increased

contact produced

due to the meshing stiffness

some dynamic

variation

effect at lower speeds (below

beyond 5000 rpm, the effect of stiffness

variation

diminished,

as

shown in the figure.

The effect of varying
factor at the critical

contact ratio (CR) on the dynamic

speed (co ,) and certain submultiples

load factor and dynamic

of this speed are shown in Figures

IV. 16 and IV. 17. 9300 rpm is the first critical speed for tooth mesh excitation,
one-half

of this speed.

where contact
approximately
around

The data in Figure IV.16 may be grouped

ratio is less than 1.7, the dynamic

1.9. For the submultiples

a level about 25 percent

where the contact

rapidly as the contact ratio increases,

load for the critical
contact

ratio value.

speed is nearly constant

of the critical speed, the dynamic

from approximately
reaching

In zone 2, a transition

load factor oscillates

between

zone

load factor drops

of 0.64 at CR = 2.0. The dynamic

speed falls off first, and then the smaller submultiples

Finally,

at

load factor oscillates

1.70 to 2.0, the dynamic

a minimum

and 4650 rpm is

into three zones: In zone I,

load factor at critical

less than that of the critical speed.

ratio changes

stress

fell off at a higher

in zone 3, where the contact ratio is greater than 2.0, the dynamic
0.64 and approximately

0.8. As a general trend, dynamic

loads for

high contact ratio gears are smaller than for LCRG.

The dynamic

tooth bending

stress depends

on the dynamic

load and also the location

the tooth where this load occurs.

A high load acting near the tooth tip causes higher bending

stress than a similar load applied

lower on the tooth.

dynamic

stress factor with contact

the previous

discussion

than 1.7), the dynamic

for dynamic

Figure IV.I 7 shows the variation

ratio at the critical speed (co n) and submultiples

of the

of co ,. As in

load factor, in zone 1, (where the contact ratio is greater

stress factor at co o declines

72

on

slightly from about 2.0 to 1.7 as the contact

2.5

2.0

co = 9300

rpm

(_.)

co = 4650

rpm

(co ;2)

co = 3100

rpm

(co ;3)

co= 1550 rpm

(e. ; 6)

1.5
.<
0
c.)

,-

1.0-

0.5

0.0
1.00

1.20

1.40

1.60

1.80

2.00

CONTACT
Figure

IV. 16

Dynamic

load

factor

versus

speeds

73

I
2.20

I
2.40

RATIO
contact

ratio

at certain

rotating

2.60

2.5

2.0

///__._

__v(/F

CO= 9300 rpm

(co.)

Co = 4650

(co./2)

rpm

c0 =3100rpm

(o_./3)

rpm (o)./6)

1.5
to

........
......./y,-- ./....._.

t_ 1.0
_E
.<
z

"*'""%

,o- 155o

ooO,

_.

....

o,..

0.5

0.0
!.00

1.20

1.40

1.60

1.80

2.00

2.20

2.40

CONTACT
Figure

IV. 17

Dynamic
rotating

RATIO

stress factor versus

speeds

74

2.60

contact

ratio at different

ratio increases
the dynamic

slightly with contact

stress factor declines

3, where the contact

mately

ratio.

In zone 2 (transition

significantly

ratio is greater

to a minimum

than 2.0, the dynamic

1.03 and 1.35. At the critical speed, the dynamic

HCRG, however,

at submultiples

LCRG are nearly equal.

of the critical

At all speeds, the dynamic

load or dynamic

stress.

ratio close to 2.0 is the best choice.

relatively

low dynamic

dynamic

load and dynamic

The dynamic

the contact

the dynamic

the contact ratio does not always reduce

a high contact ratio gear (CR>2.0)

of the effect of the speed and contact ratio on the

the dynamic

stress remains

high.

contour diagrams

load is generally

ratio is smaller than

These contour diagrams

peaks and valleys

load and dynamic

it may not be feasible

in Figures

the entire HCRG

Gears with minimum

In Figures

to design a gear system with a contact

for the gear system analyzed

can be used to generate

gear systems.

75

IV. 18 and

near CR = 2.0.

the contact ratio of a gear pair may be altered by shaft deflection.

code such as DANST

IV. 18(b)

are good tools for pinpointing

for a gear design.

stress factors are minimum

load factors when

low throughout

load and stress will be located in the valleys of these diagrams.

Moreover,

may have a

stress may not be low because of the taller teeth.

IV. 18 and IV. 19 show the effects of such changes

analysis

stress factors for HCRG and

stress factors are much higher than the dynamic

For some applications

of 2.0.

stress is much higher for LCRG than for

stress show similar trends when the contact

the exact position of the dynamic

IV. 19, dynamic

approxi-

stress factor is lowest for gears with CR=2.0.

ratio is greater than 2.0. The corresponding

region, the dynamic

between

In zone

stress factors are shown in Figures IV. 18 and IV. 19, respectively.

and IV. 19(b) show that although

dynamic

Although

representation

load and dynamic

2.0. However,

stress oscillates

ratio),

For gears that operate over a wide range of speeds a contact

load factor, the dynamic

A three dimensional

value of 0.65 at CR=2.0.

speed, the dynamic

Figures IV. 16 and IV. 17 show that increasing

the dynamic

from low to high contact

similar data required

ratio

Figure

in this report.

for designing

other

An

_
0

76

c9

"

C'q

OLL''I.IDVJ_IOD

'_'

o_,,I

77

"6

_
0

l,d

.%
'-I.

-Ts

=o

%
I

r_

_o

i
I
I
I

_!
%

t_J

c_

_.

OIJN_I J.3YJ_IOD

79

._.

_.

,_.

_o

o_

CHAPTER

CONCLUSIONS

The flexibility

effects of shafts and bearings

to improve

the simulation

performed

using the computer

coefficient

values, from 0.07 to 0.14, were examined

gear dynamics.

of gear dynamics.
program

The effect of contact

have been added to previous

Parametric

DANST.

studies of gear dynamic

from 1.20 to 2.40 can be obtained

sample

pair of spur gears used for the analysis.

contact

ratio were held constant

behavior

were

A wide range of the gear mesh damping

to study the influence

ratio on gear dynamics

ranging

work [ 13, 14]

of the damping

was investigated.

Contact

by varying the length of the tooth addendum

Other parameters

on

ratios
for a

which also affect the value of

in this study.

Based on the results from the analytical

investigations,

the following

conclusions

were

obtained.
(1) Generally

speaking,

dynamic

higher than that in low-contact-ratio

lower dynamic

gears.

is close to a resonant

has a major influence

gears is

2.0 significantly

the speed range.

on dynamic

speed, and a much less influence

response

only when the operating

when operating

speed

speed is near sub-multiple

speed.

(3) The contact ratio of a gear pair is influenced

order to determine
deflections

stress in high-contact-ratio

When the contact ratio approaches

stresses were found throughout

(2) Damping

of the resonant

tooth bending

actual contact

of shafts and bearings

by the operating

ratio of gears in operation,

into design consideration.

8o

gear designers

center distance.
should take the

In

(4) Dynamiceffectis significantlyhigherfor low-contact-ratio

gearsthanfor highcontact-ratio
gears.Thereis abenefitof usinghigh-contact-ratio
gearsforminimizinggear
dynamicload.
(5) In general,
for low-contact-ratio-gears,
increasing
thecontactratioreducesdynamic
load. The
minimized

most significant

effect occurs as the contact ratio approaches

at contact ratios near two. For high-contact-ratio

value depends

on the operating

speed.

Increasing

2.0. Dynamic

gears, the optimum

contact ratio does not always

contact

effects
ratio

reduce dynamic

load.
(6) At very high speeds ( above the critical speed ), the dynamic
system is much less influenced

response

by the contact ratio or by small speed changes.

81

of a gear

are

BIBLIOGRAPHY

[1] Buckingham
E., "Dynamic Load on Gear Teeth", Report of Special Research
the Strength of Gear Teeth, ASME, New York, 1931.
[2] Tuplin,

W.A., "Dynamic

Loads on Gear Teeth", Machine

[3] Cloutier J.L. and Tordion G.V., "Dynamic

the Theory of Variable Elasticity". University
No. EM-3, June 1962.

Committee

on

Design, pp. 203, Oct. 1953.

Loads on Precision Spur Gear Teeth According to

Laval, Laboratoire d'lements des Machines, Report

[4] Gregory R.W., Harris S.L. and Munro R.G., "Dynamic Behavior of Spur Gears".
of the Institution of Mechanical Engineers, Vol. 178, No. 8, pp. 261-266, 1963-64.

Proceedings

[5] Cornell, R.W. and Westervelt, J., "Dynamic Tooth Load and Stressing for High Contact
Spur Gears", Journal of Mechanical Design, Vol. 100, No. 1, pp. 69-76, Jan. 1978.
[6] Richardson, H.H.,"Static
and Dynamic Load, Stresses, and Deflection
Systems", Sc. D. thesis, M.I.T. Report, 1958.

Ratio

Cycles in Spur Gear

[7] Hamad, B.M. and Seireg, A., "Simulation of Whirl Interaction in Pinion-Gear
Supported on Oil Film Bearings,". Journal of Engineering for Power, Transactions
Voi. 102, pp. 508-510, 1980.

System
of ASME,

[8] Iida, H., Tamura, A., Kikuchi, K., and Agata, H., "Coupled Torsional-Flexural
Shaft in a Geared System of Rotors", Bulletin of Japanese Society of Mechanical
Vol.23, pp. 211 t-2117, 1980.

Vibration
Engineers,

of a

[9] Iwatsubo, N., Arii, S., and Kawai, R. "Coupled Lateral-Torsional

Vibrations of Rotor
Systems Trained by Gears (!. Analysis by Transfer Matrix Method)", Bulletin of the Japanese
Society of Mechanical Engineers, Vol. 27, pp. 271-277, 1984.
[ 10] Iwatsubo, N., Arii, S., and Kawai, R. "Coupled Lateral-Torsional
Vibrations of Rotor
Systems", Proceeding of the Third International Conference on Vibrations in Rotating
Machinery (Institution of Mechanical Engineers), pp. 59-66, 1984.
[ 11 ] Ozguven, H.N. and Houser, D.R., "Mathematical
Models
of Sound and Vibration, Vol. 121, No. 3, March 1988.

Used in Gear Dynamics".

Journal

[ 12] Ozguven, H. N. and Houser, D. R., "Dynamic Analysis of High Speed Gears by Using
Loaded Static Transmission Error", Journal of Sound and Vibration, Vol. 124, No. 2, July 1988.
[ 13] Lin, H.H.,"Computer-Aided
Design and Analysis
Dissertation, University of Cincinnati, 1985.
[14]

Lee, C., Lin, H.H., Oswald,

F.B., and Townsend,

of Spur Gear Dynamics",

D.P.,"Influence

Ph.D.

of Linear Profile

Modification
and Loading Conditions on the Dynamic Tooth Load and Stress of High-ContactRatio Spur Gears", ASME Journal of Mechanical Design, Vol. 113, pp. 473-480, Dec. 1991.

82

[15]

Tavakoli, M.S. and Houser, D.R.,"Optimum

Profile Modifications
for the Minimization
of
Static Transmission Errors of Spur Gears", ASME Joumal of Mechanisms, Transmissions,
and
Automation in Design, Vol. 107, pp. 529-535, December 1985.
[16]

Gargiulo,

E.P.,"A

Simple Way to Estimate

Bearing

Stiffness",

Machine

Design,

pp. 107-

110, July 1980.

[ 17] Wang S.M.,"Static and Dynamic
University of Cincinnati, 1968.

Response

[ 18] Hahn, W.F.,"Study of Instantaneous

Dissertatin, University of Illinois, 1969.
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R. and Evans, J.W.,"A

ASME Journal

Systems",

Ph.D. Dissertation,

Load to Which Gear Teeth are Subjected",

Extended

of Mechanical

of Torsional

Model for Determining

Design,

Vol. 103, pp. 398-409,

Dynamic

Ph.D.

Load in Spur

April 1981.

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and Surface Temperature in Spur Gears", ASME Journal of Mechanical Design, pp. 177-187,
Jan. 1981.
[21] Mark, W.D.,"Gear Noise Origins", Gears and Power Transmission
and Turboprops, AGARD CP 369, pp. 30_1-30_14,
1985.

Systems

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[22] Kubo, A. and Kiyono, S.,"Vibrational

Excitation of Cylindrical Involute Gears Due to
Tooth Form Error", Bulletin of Japanese Society of Mechanical Engineers, Vol. 23, No. 183, pp.
1536-1543, 1980.
[23] Cornell, R.,"Compliance
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[24]

Heywood,

R.B.,"Designing

[25] Buckingham,
1949.

E.,"Analytical

by Photoelasticity",
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[26] Anderson, N.E. and Loewenthal,

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Gear System Efficiency

83

ASME Journal

Inc., New York,

at Part and Full

REPORT

DOCUMENTATION

PAGE

Fon_Approved
OMB No. 0704-0188

Public reporting burden fix this collection of infon_ation is estimated to average 1 hour per responsa, including the lime for revt_
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and to the Office of Management and Budget, Paperwork Reduction Project (0704-.0188), washington,
DC 20503.
1.

AGENCY

USE

ONLY

(Leave

blank)

2.

REPORT

DATE

3.

January
4.

TITLE

AND

REPORT

TYPE

AND

DATES

Final

1998

SUBTITLE

A Parametric

5.

Study

COVERED

Contractor
FUNDING

Report

NUMBERS

of Spur Gear Dynamics

WU-505-62-36--00

6.

NAG3-1686

AUTHOR(S)

1L162211A47A
Hsiang

Hsi Lin and Chuen-Huei

Liou

7. PERFORMINGORGANIZATIONNAME(S)ANDADDRESSEES)

8.

PERFORMING
REPORT

University of Memphis
Memphis, Tennessee 38152-0001

9.

SPONSORING/MONITORING
U.S.

Army

AGENCY

Research
Ohio

Cleveland,

E-11073

NAME(S)

AND

10.

ADDRESS(ES)

SPONSORING/MONITORING
AGENCY

Laboratory

NASA
Lewis

Cleveland,
11.

CR--1998-206598

ARL--CR-419

Center

NOTES

Manager,

Fred

Oswald,

Structures

and Acoustics

Division,

NASA

Lewis

Research

Center,

organization

code

5900,

433-3957.

DISTRIBUTION/AVAILABILITY

Unclassified
Subject

STATEMENT

12b.

DISTRIBUTION

CODE

- Unlimited

Category:

37

Distribution:

This publication is available

13.

NUMBER

44135-3191

SUPPLEMENTARY

(216)

12a.

Research
Ohio

Project

REPORT

44135-3191

and
NASA

ORGANIZATION

NUMBER

ABSTRACT

(Maximum

A parametric

200

study

from the NASA Center for AeroSpace

Nonstandard

Information,

(301) 621-0390.

words)

of a spur

gear system

was

performed

through

a numerical

analysis

approach.

This

study

used

the gear

dynamic program DANST, a computer simulator, to determine the dynamic behavior of a spur gear system. The analytical results have taken the deflection
of shafts and bearings
into consideration
for static analysis,
and the influence
of
these

deflections

on gear

dynamics

was

investigated.

Damping

in the gear

system

usually

is an unknown

quantity,

but it

has an important effect in resonance vibration. Typical values as reported in the literature were used in the present
analysis.
ratio
varied
have

14.

The

dynamic

on spur
over

gear

the range

the most

SUBJECT

response

dynamic

favorable

due to different

load

of 1.26

and dynamic

to 2.46

dynamic

damping
stress

by adjusting

was

factors

was

investigated

the tooth

evaluated
through

addendum.

Gears

and compared.

The

effect

a parameter

study.

The

with

ratio

near

contact

of the

contact

contact

ratio

2.0 were

was

found

to

performance.

TERMS

15.

NUMBER

OF

PAGES

90
Gears;
17.

SECURITY
OF

Spur

gears;

CLASSIFICATION

REPORT

Unclassified
NSN 7540-01-280-5500

Dynamic

load;
18.

Stress

SECURITY
OF

THIS

CLASSIFICATION
PAGE

Unclassified

19.

SECURITY
OF

CLASSIRCATION

16.

PRICE

CODE

20.

UMITATION

OF

ABSTRACT

ABSTRACT

Unclassified
Standard

Form

Prescribed
298-102

by ANSI

298

(Rev.

StcL Z39-18

2-89)