Mathematical Modelling of Gear Tooth Stiffness

Submitted by

Vishal S (118009235)
Ayalasomayajula Sanjeev Anand (118009048)

towards partial fulfillment of the requirements

for the award of the degree of

Bachelor of Technology in Mechanical Engineering

SCHOOL OF MECHANICAL ENGINEERING

SASTRA UNIVERSITY
(SHANMUGHA ARTS SCIENCE TECHNOLOGY & RESEARCH ACADEMY)
THANJAVUR – 613401, TAMILNADU, INDIA
May 2018

SASTRA UNIVERSITY
 BONAFIDE CERTIFICATE

This is to certify that the project work entitled “MATHEMATICAL MODELLING OF GEAR
TOOTH STIFFNESS” is a bonafide record of the work carried out by

Vishal S (118009235)
Ayalasomayajula Sanjeev Anand (118009048)

students of final year B.Tech., Mechanical Engineering, in partial fulfillment of the requirements for
the award of the degree of B. Tech in Mechanical Engineering of the SASTRA DEEMED TO BE
UNIVERSITY, Tirumalaisamudram, Thanjavur - 613401, during the year 2017-2018.

NAME OF THE INTERNAL GUIDE

SIGNATURE

Project Viva-voce held on _____________________________

Examiner - I Examiner - II

2
TABLE OF CONTENTS

1. Introduction

2. Literature Review

3
 Abstract

Keywords: Stiffness, Loading, Deformation, Finite Element Model.

Gears are important components in the power transmission systems of modern machinery. Gear

systems are used widely in industry, especially in automotive, aircraft, and energy sectors. One

of the most important objectives is to design gears with high efficiency in order to reduce power

losses, operating temperatures, noise and wear. There is an industrial demand in the increased

performance of mechanical power transmission devices. This need in high performance is driven

by high load capacity, high endurance, low cost, long life, and high speed. The stiffness of a gear

is one of its most basic properties that decides the characteristics of the gear during loading.

Stiffness characteristics of an object determine the extent to which it resists deformation in

response to an applied force. The stiffness of a body is a measure of the resistance offered by an

elastic body to deformation. Gear tooth stiffness is the bedrock for understanding the dynamic

properties of gears. This is necessary to reduce noise, vibration and harshness, and improve

efficiency, bringing down emissions and power loss in gear transmission system. Gearboxes are

prone to numerous faults that require vibration health monitoring to ensure proper operation.

This study entitles the mathematical modelling of a gear tooth and calibrating the stiffness value

based on the load applied. The study also involves generating an FE model of the gear with

similar parameters and subjecting it to similar load conditions and studying the stiffness.

4
Objective:

To device a method of predicting stiffness that is accurate, fast and requires less computing

power.

Methodology:

Writing a MATLAB code based on the studies on gear stiffness by NASA that can be altered by

changing various parameters of the gear, like number of teeth module, face width etc.

Result:

A code to calculate the stiffness of a gear is created. The output of the code is verified against

three different empirical formulae and are found to show identical characteristics. A Finite

Element Model is created and several cases of force application and the code was found to be in

agreement with the results of the analysis.

5
 ACKNOWLEDGEMENT

While presenting our Project Report on “Mathematical Modelling of Gear Tooth Stiffness” we

would like to express our sincere gratitude to

Mr. MZ SIDDIQUE, Director, GTRE, Bangalore, an esteemed and prestigious Establishment of

the Defense Research and Development Organization, for his kind permission to carry out this

project work by utilizing the technical facilities of the GTRE.

Also, we are thankful to Dr. N. MUTHUVEERAPPAN, Associate Director (Comb & ABES)

Sc ‘G’, GTRE ,Bangalore, for his kind permission to utilize various facilities and providing

numerous suggestions, words of encouragement in this Project Endeavour.

We feel it as our sincere duty to thank Mr. BENNY THOMAS, Sc’F’, Gearbox Division,

GTRE, Bangalore, for helping us in improving our skills under his able guidance whenever we

hit the wall and guiding us at every step.

We owe a debt of gratitude to, Mr. SANJEEV LAL DAS, Sc ‘D’ and Mr. KUMARAH, Sc ‘E’

Gearbox Division, GTRE, Bangalore, for effectively guiding and supervising us through this

project endeavor by imparting his prudent knowledge and personalized guidance coupled with

sincere efforts.

We also thank the group head HRD and the staff of HRD for providing us with all necessary

information required to carry out the project work.

6
Our sincere gratitude to our mentor, Mr. S. N. HARIHARAN. His proper guidance and

motivation, helped us in pursuing this project. His ever-helping tendency and student friendly

attitude made us achieve our target. His support and guidance played an important role in the

completion of this project.

We would like to thank the Dr. S. PUGAZHENTHI, Dean of Mechanical Engineering

department, SASTRA University for permitting us to undergo this project work at GTRE.

Finally, we would like to take this opportunity to thank our family members, friends and well-

wishers who have helped us directly or indirectly in the successful completion of this project.

7
LIST OF TABLES

LIST OF FIGURES

NOTATION --------------------- CHECK THE FORMAT

8
 CHAPTER 1

INTRODUCTION

A gear also known as "gear wheel" is a rotating machine part having cut teeth, or cogs,

which mesh with another toothed part in order to transmit torque. Two or more gears working in

tandem are called a transmission and can produce a mechanical advantage through a gear

ratio and thus may be considered a simple machine. Gears are generally employed for power

transmission as they are known to have a very high efficiency in the range of 98-99%

Depending on the number of stages, type of design and size, this type of gearing can have

output up to 18000 kW, speed up to 100000 rpm and circumferential velocity up to 200 meter

per second, overall efficiency generally up to 96-99%.

In engineering and technology, the term “gear” is defined as a machine element used to transmit

motion and power between rotating shafts by means of progressive engagement of projections

called teeth. Primitive forms of gear were known to Archimedes before the Christian era.

Leonardo da Vinci also used the concept of a gear system in many of his proposed appliances

and machines. In recent times, however, inventors have concentrated their efforts to devise

curves for the gear teeth which would provide constant relative velocity of the gear tooth faces.

The unique property applicable to all these curves is that the common normal to the curves of the

two teeth in contact at their point of contact must pass through the point of contact of the two

pitch circles of the mating gears. In recent times, the gear design has become a highly

complicated and comprehensive subject.

9
The designer of a modern gear drive system must remember that the main objective of a gear

drive is to transmit higher power with comparatively smaller overall dimensions of the driving

system which can be constructed with minimum possible manufacturing cost, runs reasonably

free of noise and vibration, and which requires little maintenance. He has to satisfy, among

others, the above conditions and design accordingly, so that the design is sound as well as

economically viable. The most important contributing factor of dynamic behavior is the stiffness

of the teeth, which changes constantly throughout the operation. The calculation of gear stiffness

is important for determining the load distribution between the gear teeth when two sets of teeth

are in contact.

This study presents crucial results to gear researchers for understanding spur gears with involute

symmetric teeth, and the results will provide researchers with input data for dynamic analysis.

When a pair of mating gear teeth act against each other, rotary motion is produced which is

transmitted from the driver to the driven gear. If such a pair of gears have tooth profiles which

are so designed that a constant angular velocity ratio is produced and maintained during

meshing, the two gears are said to have conjugate action and the tooth profiles are said to have

conjugate curves. This is known as the Principle of Transmission.

ω1/ ω2= constant

10
 TERMINOLOGY OF A GEAR

The following terms, which are mostly used to describe a gear, are as follow.

Fig 1.

Face of tooth:

It is defined as the surface of the tooth above the pitch circle is known as face.

Flank of tooth:

The surface of the tooth below the pitch circle is known as flank.

Top land:

The top most surface of the tooth is known as the top land of the tooth.

11
Face width:

Width of the tooth is known as face width.

Pitch Circle:

It is an imaginary circle which is in pure rolling action. The motion of the gear is described by the

pitch circle motion.

Pitch Circle diameter:

The diameter of the pitch circle from the center of the gear is known as pitch circle diameter. The

gear diameter is described by its pitch circle diameter.

Pitch point:

When the two gears are in contact, the common point of both of pitch circle of meshing gears is

known as pitch point.

Pressure angle or angle of obliquity:

Pressure angle is the angle between common normal to the pitch circle to the common tangent to

the pitch point.

Addendum:

Distance between the pitch circle to the top of the tooth in radial direction is known as addendum.

Dedendum:

Distance between the pitch circle to the bottom of the tooth in radial direction, is known as

dedendum of the gear.

12
Addendum circle:

The circle passes from the top of the tooth is known as addendum circle. This circle is concentric

with pitch circle.

Dedendum circle:

The circle passes from the bottom of the tooth is known as dedendum circle. This circle is also

concentric with pitch circle and addendum circle.

Circular pitch:

The distance between a point of a tooth to the same point of the adjacent tooth, measured along

circumference of the pitch circle is known as circular pitch. It is plays measure role in gear

meshing. Two gears will mesh together correctly if and only they have same circular pitch.

Diametrical pitch:

The ratio of the number of teeth to the diameter of pitch circle in millimeter is known as diametrical

pitch.

Module:

The ratio of the pitch circle diameter in millimeters to the total number of teeth is known as module.

It is reciprocal of the diametrical pitch.

Clearance:

When two gears are in meshing condition, the radial distance from top of a tooth of one gear to the

bottom of the tooth of another gear is known as clearance. The circle passes from the top of the

tooth in meshing condition is known as clearance angle.

13
Total depth:

The sum of the addendum and dedendum of a gear is known as total depth. It is the distance

between addendum circle to the dedendum circle measure along radial direction.

Working depth:

The distance between addendum circle to the clearance circle measured along radial direction is

known as working depth of the gear.

Tooth thickness:

Distance of the tooth measured along the circumference of the pitch circle is known as tooth

thickness.

Tooth space:

Distance between the two adjacent tooth measured along the circumference of the pitch circle is

known as the tooth space.

Backlash:

It is the difference between the tooth thickness and the tooth space. It prevents jamming of the

gears in meshing condition.

Profile:

It is the curved formed by the face and flank is known as profile of the tooth. Gear tooth generally

have either cycloidal or involute profile.

Path of contact:

The curved traced by the point of contact of two teeth form beginning to the end of engagement is

known as path of contact.

14
Arc of contact:

It is the curve traced by the pitch point form the beginning to the end of engagement is known as

arc of contact.

Arc of approach:

The portion of the path of contact from beginning of engagement to the pitch point is known as

arc of approach.

Arc of recess:

The portion of the path of contact form pitch point to the end of the engagement is known as arc

of recess.

METHODOLOGY

The primary task is to generate a mathematical model of the involute profile of the gear tooth

and also generate the gear profile. The primary step is taken to generate the points on the

involute profile in order to apply the load on the points. The load application ensures deflection

at the application points and thus deflection is produced in the gear. This is similar to the loads

experienced by the gear when in operation. The gear generation is done in MATLAB software.

The tooth thickness at any angle phi, where phi is the pressure angle is given by Maitra’s formula

as:

Where sb is the instantaneous thickness of gear b

15
 rb is the instantaneous radius of gear b

𝑟𝑎 is the instantaneous radius of gear a

sa is the instantaneous thickness of gear a

The involute is generated using the above formula, the Cartesian points are used and joined

together to obtain the required profile.

DEFLECTION CALCULATION

The calculation of deflection is done by the addition of load to each generated point of the

involute curve. The static deflection of a pair of mating teeth is assumed to be composed of the

following components:

1. Cantilever beam deflection of gear teeth including bending, shear, and compression

deformation.

2. Deflection due to rotation of tooth base because of the flexibility of tooth foundation.

3. Local contact (Hertz) deformation at contact point.

4.

The deflection of a gear tooth is calculated normal to the tooth profile. The foundation effect and

the shear effect are important because of the "stubbiness" of a gear tooth. In this research phase

16
we consider only Low Contact Ratio Gears (LCRG), with contact ration between 1.0 and 2.0.

However, the analysis can easily be extended to higher contact ratio gears.

PART 1

The gear tooth is considered as a cantilever beam divided into several sections and each section

is subjected to the load as experienced by a cantilever beam. Basically the involute of a gear is

modelled as a non-uniform cantilever beam. The deflection can be obtained by using the

principle of elementary strength of materials. Let the beam be divided into segments as shown in

the figure.

Geometric modelling of involute portion

Here for each segment i

The height is given as Yi’.

The cross-sectional area is given by Ai’.

The moment of inertia is taken as Ii’.

The average values are as:

𝑌𝑖’ = (𝑌(𝑖) + 𝑌(𝑖 + 1)) / 2

17
 𝐴𝑖’ = (𝐴(𝑖) + 𝐴(𝑖 + 1)) / 2 = 2𝐹 ∗ 𝑌(𝑖)

𝐼𝑖’ = (𝐼(𝑖) + 𝐼(𝑖 + 1)) / 2 = 𝐹 (𝑌(𝑖)3 + 𝑌(𝑖 + 1)3 ) / 3

Where F is the face width of the gear. These values are taken as an average for both of the faces

of the gear tooth according to equation. The deflection at the loading point, in the direction of

load, is obtained by superimposing the deflection contribution of the individual segments. Each

segment itself is considered as cantilever beam having the inner end fixed and the remainder of

the tooth adjacent to the other end of the segment, as a rigid overhand.

As shown in the diagram, the load component applied to the involute profile can be resolved into

its equivalent system of forces and moments at the outer face of the tooth.

The components are given as:

𝑊₁𝑗 = 𝑊𝑗 ∗ 𝑐𝑜𝑠 𝛽 𝑗

𝑊₂𝑗 = 𝑊𝑗 ∗ 𝑠𝑖𝑛 𝛽𝑗

𝑀𝑖𝑗 = 𝑊 𝑗 ((𝐿𝑖𝑗 ∗ 𝑐𝑜𝑠𝛽 ) − (𝑌𝑗 ∗ 𝑠 𝑖 𝑛𝛽 𝑗))

Where i refers to the segment, j refers to the loading position, 𝐿𝑖𝑗 is the distance from j to i, 𝑊𝑗 is

the transmitted load, 𝑊₁𝑗 and 𝑊₂𝑗 are the component loads at i, and 𝑀𝑖𝑗 is the moment at i due

to the load at j.

Bending Deformation

18
The bending deformation at the load point j due to the deformation of the segment i is the sum of

the following:

Displacement due to the load = 𝑊𝑗 ∗ 𝑐𝑜𝑠 𝛽 𝑗

𝑊𝑗 cos 𝛽𝑗 3
(𝑞𝐵1 )𝑖𝑗 = (𝑇𝑖 )
3𝐸 𝐼′𝑖

𝑊𝑗 cos 𝛽𝑗 2
(𝑞𝑅1 )𝑖𝑗 == (𝑇𝑖 ∗ 𝐿𝑖𝑗)
2𝐸 𝐼′𝑖

Displacement due to moment 𝑀𝑖𝑗:

𝑊 𝑗 ((𝐿𝑖𝑗 ∗ 𝑐𝑜𝑠𝛽 ) − (𝑌𝑗 ∗ 𝑠 𝑖 𝑛𝛽 𝑗)) 2

(𝑞𝐵2 )𝑖𝑗 = (𝑇𝑖 )
2𝐸 𝐼 ′ 𝑖

𝑊 𝑗 ((𝐿𝑖𝑗 ∗ 𝑐𝑜𝑠𝛽 ) − (𝑌𝑗 ∗ 𝑠 𝑖 𝑛𝛽 𝑗)) 2

(𝑞𝑅2 )𝑖𝑗 = (𝑇𝑖 𝐿𝑖𝑗)
𝐸 𝐼′ 𝑖

Here 𝑇𝑖 is the thickness of the segment i, 𝑞𝐵 is the displacement due to bending and 𝑞𝑅 is the

displacement due to rotation. The term E is the “Effective Young’s Modulus of Elasticity” and

varies depending on whether the tooth is wide or narrow. The model under study is taken to be a

narrow one. As narrow tooth is considered, the Young’s Modulus is taken as the Effective

Young’s Modulus.

19
Shear Deformation

The shear deformation (𝑞𝑠 )𝑖𝑗 is caused by the transverse component of the applied load. The

shear deformation is given by

1.2 𝑊𝑗 𝑇𝑖 cos 𝛽𝑗 2.4(1 + 𝜈)𝑊𝑗 𝑇𝑖 cos 𝛽𝑗

(𝑞𝑠 )𝑖𝑗 = =
𝐺𝐴𝑖’ 𝐸𝐴𝑖’

𝐸
Here G is the shear modulus, G =
2(1+𝜈)

𝜈 = Poisson Ratio

Axial Compression

The axial compression is given by (𝑞𝑐 )𝑖𝑗 caused by the component 𝑊𝑗 ∗ 𝑠𝑖𝑛 𝛽𝑗 and is given by:

𝑊 𝑗𝑇𝑖 𝑠 𝑖 𝑛𝛽 𝑗
(𝑞𝑐 )𝑖𝑗 =
𝐸𝐴𝑖’

Total Displacement

20
The total displacement at the load position j, in the direction of the load, due to deformation of

segment i can be obtained from the following expression.

𝑇𝑖 2 𝑌𝑗 𝑇𝑖
+𝑇𝑖 𝐿𝑖𝑗+𝐿𝑖𝑗 2 −tan 𝛽𝑗∗(
(𝑞1 )𝑖𝑗 =
𝑊𝑗𝑇𝑖 cos2 𝛽𝑗
𝐸
{ 3
𝐼′𝑖
2
+𝑌𝑗 𝐿𝑖𝑗)
+
2.4(1+𝜈)+tan 𝛽𝑗
𝐴𝑖’
}

The above expression gives the total displacement at load position j due to deformation of

segment i.

PART 2

Flexibility of Fillet and Foundation

Another important factor influencing the deformation of the gear tooth is the effect of flexibility

of the foundation upon the deformation at the load points which is a function of fillet geometry

and load position and direction. The deformation is influenced by fillet length and filler angle.

21
 Fig 2. Fillet and Foundation

Figure shows a model of a gear tooth, its fillet, and its foundation. Using the notation of the

figure, deflection in the direction of load at the loading point due to beam compliance of fillet

region, 𝑞𝑓𝑏 is given by the following expression.

For a narrow tooth (plane stress):

2 2
(𝑇𝑓𝑏 ) (𝑇𝑓𝑏 ) 𝑌𝑗
𝑖 𝑖
𝑊𝑗(𝑇𝑓𝑏 )𝑖 cos2 𝛽𝑗 +(𝑇𝑓𝑏 ) +(𝐿𝑓𝑏 )𝑖𝑗 + (𝐿𝑓𝑏)2 +𝑌𝑗 (𝐿𝑓𝑏 )
3 𝑖 𝑖𝑗 2 𝑖𝑗
(𝑞𝑓𝑏 )𝑖𝑗 = { - tan 𝛽𝑗 [ (𝐿𝑓𝑏 )
]
𝐸 (𝐼’𝑓𝑏 )𝑖
𝑖𝑗

2.4(1+𝜈)+𝑡𝑎𝑛2 𝛽𝑗
+ }
(𝐴’𝑓𝑏 )𝑖

22
Similarly the deflection due to the foundation flexibility (𝑞𝑓𝑒 ) is given by:

2
𝑊𝑗cos 2 𝛽𝑗 16.6 (𝐿𝑓 )𝑖 (𝐿𝑓 )
𝑖 𝑡𝑎𝑛2 𝛽𝑗
(𝑞𝑓𝑒 )𝑖𝑗 = [ ∗ + 2(1 − 𝜈) + 1.534(1 + ]
𝐸𝐹 𝜋 ℎ𝑓 2 ℎ𝑓 2.4(1 + 𝜈)

Where (𝐿𝑓 ) and ℎ𝑓 are

𝑖

(𝐿𝑓 ) = 𝐿𝑖 + 𝑟(sin 𝛾𝐹 − sin 𝛾 ′ )

𝑖

And

ℎ𝑓 = ℎ′ + 2𝑟(cos 𝛾 ′ + cos 𝛾𝑓 )

Where 𝐿𝑖 is equal to

(ℎ𝐿 ) tan 𝛽𝑗
𝐿𝑖 = (𝑅𝐿 )𝑖 cos(𝛼𝐿 )𝑖 − − 𝑅 ′ cos 𝛼′
2

The total deflection in the direction of the load due to the flexibility of the fillet and the

foundation is given by:

(𝑞2 )𝑖𝑗 = (𝑞𝑓𝑏 ) + (𝑞𝑓𝑒 )

𝑖𝑗 𝑖𝑗

PART 3

Local Compliance due to Contact Forces

23
This consists of two elements one is the Hertz deformation and the second is due to the general

compression of tooth between the contact point and tooth center line. The local deformation of

gear teeth may be approximated as:

1.275
(𝑞3 )𝑖𝑗 =
𝐸12 0.9 𝐹 0.8 𝑊𝑗 0.1

Here 𝐸12 = 2𝐸1 𝐸2 /(𝐸2 + 𝐸1 )

Where 𝐸1 𝑎𝑛𝑑 𝐸2 are the young’s modulus of the driving and driven gears.

Total Deflection and Stiffness

The total deformation (𝑞𝑡 )𝑗 at load position j in the direction of load is the sum of all the

deformations calculated above. If the number of segments is n, then

(𝑞𝑡 )𝑗 = ∑[(𝑞1 ) + (𝑞2 ) + (𝑞 ) ]

𝑖𝑗 𝑖𝑗 3 𝑖𝑗
𝑖=1

The equivalent stiffness of the gear tooth is defined as the ratio of transmitted load and total

deformation.

𝑊𝑗
Stiffness =
(𝑞𝑡)𝑗

24
Empirical:

In literature, different methods and empirical equations are used to calculate the tooth deflections

of spur gears. These methods are often based on the classical theory of elasticity and numerical

approaches. Kuang and co-workers developed an alternative method and introduced a semi-

empirical equation for the single tooth stiffness with and without modification. In this approach,

the analytical expression is proposed by using the curve fitting techniques on the data drown

from a quadratic iso-parametric finite element method:

By using these equations for gears with symmetric teeth, teeth stiffness can be easily calculated.

A study by Karpat et al is also used to check the correctness of the results obtained from the

MATLAB code. In that study, here were four different cases for each contact point. In all cases,

the number of teeth selected was between 20 and 60 for pinion and gear, and the module was

10mm. In addition, different modules were used to test for accuracy, and the results of the

different modules demonstrated a high degree of similarity. The pressure angle on the drive side

(αd) and the pressure angle on the coast side (αc) were variables. In the first case, ad and ac were

20°–32° and 20°, respectively. In the second case, ad varied from 25° to 30°, and αc was held

constant at 25°. In the third case, αd and αc were 20°–26° and 18°, respectively. In the fourth

25
case, ad was held at 20° and αc varied from 20° to 30°. By using the FEA results for each case,

four different equations were developed. The new equation (19) was derived to estimate the

tooth stiffness values of the spur gears.

Where f (ad) and l(t)C are the factors of pressure angle and stiffness, respectively. K0 and Ki are

the empirical values. By using equation (19), the tooth stiffness values were obtained for

standard addendum (1 * mm), dedendum (1.25 * mm), and standard cutter tooth radius (0.3 *

mm).

For our study, case 1 is most suited. The resultant equations are:

Karpat later gave modified equations to calculate the stiffness of asymmetric teeth. The formulae

are as follows:

26
The equations proposed are obtained for standard addendum (1.mn), dedendum (1.25.mn) values

and standard cutter tooth radius (0.3.mn).

All the above mentioned equations are used to verify the correctness of the result obtained.

Fig 3. Mathematical Model of Gear Tooth

27
 Working Angle vs Stiffness

Finite Element Analysis:

Introduction:

The Finite Element Analysis (FEA) is the simulation of any given physical phenomenon using

the numerical technique called Finite Element Method (FEM). It is used to reduce the number of

physical prototypes and experiments and optimize components in their design phase to develop

better products, faster and in a cost-effective way. It is necessary to use mathematics to

comprehensively understand and quantify any physical phenomena such as structural or fluid

behavior, thermal transport, wave propagation, the growth of biological cells, etc. Most of these

processes are described using Partial Differential Equations (PDEs). However, for a computer to

28
solve these PDEs, numerical techniques have been developed over the last few decades and one

of the prominent ones, today, is the Finite Element Analysis. These partial differential equations

(PDEs) are complicated equations that need to be solved in order to compute relevant quantities

of a structure (like stresses (ϵϵ), strains (ϵϵ), etc.) in order to estimate a certain behavior of the

investigated component under a given load. Simplified, FEA is a numerical method used for the

prediction of how a part or assembly behaves under given conditions. It is used as the basis for

modern simulation software and helps in finding weak spots, areas of tension, etc. in their

designs. The results of a simulation based on the FEA method are usually depicted via a color

scale that shows for example the pressure distribution over the object.

Flow of processes:

To validate the MATLAB code written earlier, a Finite Element Analysis is conducted for a

specific case and the results are tested against the results obtained from the code. The following

flow chart is used for the development of the Finite Element Model and its analysis:

Generate gear profile in MATLAB

Create 2D sketch of profile in NX

Create Finite Element Model from sketch in HyperMesh

Displacement values from FEA results

Stiffness calculation and plotting against radius

29
Material properties and assumptions:

 The material is linear, elastic, homogeneous, isotropic and has following properties:

Young’s modulus of 2.1e5 N/mm2, Poisson’s ratio of 0.3 and density of 7.9e9 kg/mm3.

 Uniform load distribution along the face width of the gear tooth.

 Gear tooth is free from errors.

Selecting minimum mesh size:

John J Coy and Charles Hu-Chin Cho studied the relation between Hertzian deformation

minimum size of the mesh. They found that Hertzian deformation can account for up to 25% of

the total deformation. A Finite Element Analysis of a cylinder was conducted to determine the

optimal grid spacing for deflection analysis. Cylindrical geometry was chosen because the

geometry of line of contact is similar to the line of contact between two gear teeth.

Fig 5. Hertzian contact due to load application

They gave the following conditions while selecting the mesh size:

30
𝑒⁄ = 0.2 * 𝑐⁄ + 1.2
𝑏 𝑒

0.9 < 𝑐⁄𝑒 < 3

Where c and e = length and width of the element respectively,

b = width of the Hertzian contact width.

Since the element chosen is a quad, c = e. This brings the result b = c = e.

To find the size of b,

𝑝𝐾𝑑⁄
b = 2.15 √( 𝐸)

2∗𝜌1∗𝜌2
Kd = 𝜌1+𝜌2

where p = load per unit area

𝜌 1, 𝜌 2 = radii of curvature of gear tooth at point of contact

on solving the above equations, for a load of 400N, the patch of Hertzian contact width comes to

be 0.1328mm.

Creating a 2D sketch:

 The gear profile is generated using equations in MATLAB and saved as .DAT files.

 These files are then imported into Siemens NX. A three-tooth gear profile is generated

for the analysis.

 Construction lines are drawn along the profile to act as reference for easy mesh control in

the later stages.

31
  Points of application of force (HPC, MP, HPSTC, PP, LPSTC, LPC) are calculated and

marked on the profile.

 Force needs to be applied tangential to the base circle, so tangential lines to the base

circle and passing through the above-mentioned points are drawn.

 The sketch is then exported in IGES format (igs).

Preliminary processes and meshing:

The sketch is imported into HyperMesh as a new geometry. The surface of the geometry is split

along the lines previously made in NX. The region of 0.618mm from the profile is finely meshed

to simulate contact conditions. A secondary mesh and quad element type is chosen for more

accurate results. The body region is meshed after this. The mesh is checked for failure, and the

elements undergoing failure are corrected.

Fig 6. Meshing of 3D model

32
The 2D mesh is then dragged into a 3D mesh of width 1mm. The 2D elements are then deleted.

Six local coordinate systems are created, with the node of application of contact being the origin,

the line of application of force being the x-axis and the face XY plane being the plane

perpendicular to the axis of rotation of the gear. The model is constrained from the bottom and

two sides. Six forces are applied along the positive X direction of their respective local

coordinate systems marked earlier.

Fig 7. Application of loads and constraints

The material and material properties are then added to the geometry. The required load steps are

set and the analysis is carried out.

33
Finite Element Analysis Results:

Fig 8. Force applied at HPC

Fig 9. Force applied at MP

34
Fig 10. Force applied at HPSTC

Fig 11. Force applied at PP

35
Fig 12. Force applied at LPSTC

Fig 13. Force applied at LPC

36
Deflection at each point is obtained and the average value for each point of application is

calculated. After obtaining the average deflection, the stiffness can be calculated using the

formula:

𝐹𝑜𝑟𝑐𝑒
Stiffness = 𝐷𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛

RESULTS

The table below shows the results of the analysis

Deflection
S.No Stiffness (mm) Radius (mm)
(mm)

1 6.00E-03 1.33E+04 42

2 3.59E-03 2.23E+04 41

3 2.83E-03 2.82E+04 40.29708

4 2.60E-03 3.07E+04 40

5 2.42E-03 3.31E+04 39.71871

6 1.84E-03 4.34E+04 38.56395

Table 1. Stiffness characteristics

The calculated values are then plotted against the radius at the point of application of load to

obtain the stiffness curve.

37
 5.00E+04
4.50E+04
Stiffness vs Radius
4.00E+04
3.50E+04
Stiffness (N/mm)
3.00E+04
2.50E+04
2.00E+04
1.50E+04
1.00E+04
5.00E+03
0.00E+00
38 39 40 41 42 43
Radius (mm)

Fig 14. Stiffness vs Radius

Comparison of FEM results and Empirical results:

When the FEM plot is compared with the plots obtained by empirical calculations, it is found

that they exhibit similar trends and behavior.

38
 Fig 15. Comparison of FEM results with Empirical results

The deviation of FEM results and empirical results lie within a range of 6% to -8%. Maximum

deviations occur in the older empirical methods, with deviations being under the approvable limit

of 3% in the newer empirical method. This shows that the Finite Element Model is correct.

Fig 16. Deviation of Empirical results from FEM results

The deviations can be due to the following reasons:

 Material is assumed to be linear, homogeneous, isotropic and has no defects.

 The Model is constrained from three sides, which means that the properties of the core of

the gear are not taken into account.

Conclusion

39
40