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Critical Loading Points for Maximum Fillet and Contact Stresses in Normal
and High Contact Ratio Spur Gears Based on Load Sharing Ratio
Rama Thirumurugan
a
; G. Muthuveerappan
a
a
Machine Design Section, Department of Mechanical Engineering, Indian Institute of Technology,
Madras, India
Online publication date: 28 January 2011
To cite this Article Thirumurugan, Rama and Muthuveerappan, G.(2011) 'Critical Loading Points for Maximum Fillet and
Contact Stresses in Normal and High Contact Ratio Spur Gears Based on Load Sharing Ratio', Mechanics Based Design
of Structures and Machines, 39: 1, 118 141
To link to this Article: DOI: 10.1080/15397734.2011.540488
URL: http://dx.doi.org/10.1080/15397734.2011.540488
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Mechanics Based Design of Structures and Machines, 39: 118141, 2011
Copyright Taylor & Francis Group, LLC
ISSN: 1539-7734 print/1539-7742 online
DOI: 10.1080/15397734.2011.540488
CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND
CONTACT STRESSES IN NORMAL AND HIGH CONTACT
RATIO SPUR GEARS BASED ON LOAD SHARING RATIO
#
Rama Thirumurugan and G. Muthuveerappan
Machine Design Section, Department of Mechanical Engineering,
Indian Institute of Technology, Madras, India
Maximum contact and llet stresses in normal and high contact ratio spur gears are
evaluated based on load sharing ratio using nite element method through single- and
multi-point loaded models as well as multi-pair contact model. The multi-pair contact
model has been justied as an appropriate one for the present analysis as this model
exclusively considers the inuence of the loaded adjacent teeth and the Hertz contact
deections. A detailed parametric study on the load sharing ratio and the respective
stresses has also been carried out to analyze the effect of addendum height, the pressure
angle, gear ratio, teeth number, and tooth size. Finally, the importance of load sharing
ratio and the critical loading points for maximum llet and contact stresses in normal
and high contact ratio spur gears is highlighted for the effective design.
Keywords: Critical loading points; High contact ratio; Load sharing ratio; Maximum contact stress;
Maximum llet stress; Normal contact ratio.
INTRODUCTION
There has been a growing interest among the researchers to explore the design
of high contact ratio (HCR) spur gear pair, in which at least two pairs are in
contact throughout a mesh cycle, thereby the transmitted load is shared by two or
more teeth contact pairs to achieve a better load distribution among the contact
pairs, which leads to a reduction in the individual tooth load and the corresponding
stresses. In the case of normal contact ratio (NCR) spur gear pair, the value of load
sharing ratio (LSR) is maximum when the contact takes place from the lowest point
of single tooth contact (LPSTC) to highest point of single tooth contact (HPSTC)
and it is equal to one that leads to the development of highest maximum llet and
contact stresses. Whereas, the maximum value of LSR is always less than one in
the case of HCR spur gear pair and it reaches the highest value, when there is a
simultaneous meshing in the regions from the rst lowest point of double tooth
contact (FLPDTC) to the rst highest point of double tooth contact (FHPDTC)
and from the second lowest point of double tooth contact (SLPDTC) to the second
Received April 28, 2010; Accepted August 23, 2010
#
Communicated by A. Kahraman.
Correspondence: G. Muthuveerappan, Machine Design Section, Department of Mechanical
Engineering, Indian Institute of Technology Madras, Chennai 600 036, India; E-mail: jmvr@iitm.ac.in
118
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 119
highest point of double tooth contact (SHPDTC). Thus, an HCR spur gear pair
provides a higher power to weight ratio with greater reliability.
As the critical loading points in HCR spur gear pair differ from that of an
NCR spur gear pair, it demands the determination of LSR at the respective points
for an effective design of HCR gear pairs. Folenta and Lebo (1988) have shown
that the use of high speed HCR helical gear pairs in the helicopter transmission
gear box appears to be signicantly lighter and quieter than the NCR spur gear
pairs. In their studies made on the dynamic performance of HCR gears, Lee
et al. (1991), Lin (1993), Liou et al. (1996), and Andersson (2000) have made
it clear that the prole modication minimizes the dynamic load. Staph (1976)
has calculated the LSR-based maximum llet and contact stresses of HCR spur
gears considering only the bending deection, but Elkholy (1985) has calculated
the same through analytical method by considering the tooth shear deection,
contact deection, and tooth foundation deection in addition to that of bending.
Mohanty (2002) has used analytical method to calculate the LSR-based maximum
contact stress of HCR spur gears by considering axial compression, bending, shear,
and hertz contact deections. Li (2008) has developed the loaded tooth contact
model using three-dimensional (3D) nite element (FE) model to study the effect
of addendum on LSR-based maximum contact and bending strengths. Wang and
Howard (2004) have discussed the effect of input load on transmission error,
combined torsional mesh stiffness, and LSR-based maximum stresses on NCR gears
for a complete mesh cycle using FE model. A similar type of study has also been
discussed by them (2005, 2008) for HCR gears with prole modication. The present
authors (Thirumurugan and Muthuveerappan, 2010) have also made an LSR-based
maximum llet stress analysis and related parametric studies on NCR spur gears
considering a few FE models with different boundary conditions.
In all these outlined analytical studies on LSR-based maximum llet and
contact stresses, the effect of loaded adjacent teeth is not considered. The present
study aims to explore the effect of contact ratio on the LSR-based stresses in the
NCR and HCR spur gears through parametric studies considering the effect of
loaded adjacent teeth and the Hertz contact deections as the main concern. In
addition to that, an analysis to locate the critical loading points corresponding to
the highest maximum llet and contact stresses developed in the NCR and HCR
spur gears has been initiated and successfully carried out. A few FE models have
been developed using general purpose FE software ANSYS to perform this analysis.
LOAD CHANGE OVER POSITIONS IN NCR AND HCR GEAR PAIRS
Either a double or a single pair contact occurs in a mesh cycle between
the highest point of tooth contact (HPTC) and the lowest point of tooth contact
(LPTC) in the case of a NCR gear pair, whereas it is either a triple or double pair
contact in the case of a HCR gear pair. The respective transition contact points
that occur along the contact proles of the NCR and the HCR gears are shown in
Figs. 1 and 2.
Since the points A

, B

, C

, and D

(Fig. 1), respectively, represent LPTC,

LPSTC, HPSTC, and HPTC for NCR gear pair, henceforth these points will be
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120 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 1 Transition contact points for NCR gear pair.
represented as LPTC(A

), LPSTC(B

), HPSTC(C

), and HPTC(D

) for an easy
visualization. The respective radial distances are given by the Eqs. (1) to (4)
r
HPTC
= r
o
(1)
r
HPSTC
=
_
r
2
l
+
_
(
l
A

) +
_
r
2
o
r
2
l
_
2
(2)
r
LPSTC
=
_
r
2
l
+
__
r
2
o
r
2
l

l
_
2
(3)
r
LPTC
=
_
r
2
l
+
__
r
2
o
r
2
l
A

_
2
(4)
A

=
_
r
2
o
r
2
l
+
_
r
2
og
r
2
lg
C
0
Sin :
0
(5)
Figure 2 Transition contact points for HCR gear pair.
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 121
In a similar way, as the points A, B, C, D, E, and F (Fig. 2), respectively,
represent the transition contact points LPTC, FLPDTC, FHPDTC, SLPDTC,
SHPDTC, and HPTC for HCR gear pair, henceforth these points will be
represented as LPTC(A), FLPDTC(B), FHPDTC(C), SLPDTC(D), SHPDTC(E),
and HPTC(F) for an easy visualization. The respective radial distances are given by
Eqs. (6) to (11)
r
HPTC
= r
o
(6)
r
SHPDTC
=
_
__
r
2
o
r
2
l
AE +2
l
_
2
+r
2
l
(7)
r
SLPDTC
=
_
__
r
2
o
r
2
l

l
_
2
+r
2
l
(8)
r
FHPDTC
=
_
__
r
2
o
r
2
l
AE +
l
_
2
+r
2
l
(9)
r
FLPDTC
=
_
__
r
2
o
r
2
l
2
l
_
2
+r
2
l
(10)
r
LPTC
=
_
__
r
2
o
r
2
l
AE
_
2
+r
2
l
(11)
AE =
_
r
2
o
r
2
l
+
_
r
2
og
r
2
lg
C
0
Sin :
0
(12)
EFFECT OF FE MODELS ON LSR
Equivalent Mesh Stiffness and LSR
When more than one teeth pair are in contact at any instant of a mesh cycle
(Fig. 3), the LSR of an individual teeth pair in contact is dened as the ratio of
its equivalent mesh stiffness (k
equi
) to the total stiffness (k
c
) of all the teeth pairs in
contact (Eq. 13).
Load sharing ratio of the ith teeth pair (LSR)
i
=
k
equi
k
c
(13)
Figure 3 Spring analogy of HCR gear teeth contact pairs.
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122 THIRUMURUGAN AND MUTHUVEERAPPAN
where
k
equi
=
k
i
k
gi
k
i
+k
gi
(14)
k
c
=

k
equi
(15)
in which the stiffness of the pinion and gear teeth (k
i
and k
gi
) are evaluated at
different meshing radii of the respective tooth as the ratio of normal load (E
n
) acting
Figure 4 Single and multi-point loaded model.
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 123
at a contact point of the tooth to the deection at that point (Eq. 16) and it is always
dened with respect to a particular loading point and varies from point to point of
loading.
k =
E
n
o
(16)
FE Models
A ve teeth full rim single point loaded model (SPLM) and a multi-point
loaded model (MPLM) with rim constrained in all the directions at the inner
periphery are shown in Fig. 4. A two-dimensional (2D) FE version of a ve teeth
Figure 5 Multi-pair contact model.
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124 THIRUMURUGAN AND MUTHUVEERAPPAN
Table 1 Gear parameters for MPCM and SPLM
Parameters Value
Gear ratio (i) 1
Tooth number (z

) 50
Module (m) 1mm
Pressure angle (:
0
) 20

Addendum modication (x

and x
g
) 0
Addendum factor (,
o
)
NCR gear pair 1
HCR gear pair 1.223
Dedendum factor (,
]
) ,
o
+0.25
Cutter tip radius (j) 0.3m
Rim thickness 5m
Elastic modulus (E) 210GPa
Poissons ratio (v) 0.3
Normal load (E
n
) 10N
full rim multi-pair contact model (MPCM) is shown in Fig. 5. Assuming it as
a plane strain problem, Plane-2, 6-noded triangular element of having 2 degrees
of freedom at each node is used to discretize the model. 2D 2-noded surface to
surface contact element (CONTA172) and target element (TARGE169) are used to
generate a exible contact between the surfaces that are in contact. All the nodes
at the inner periphery of the pinion rim are constrained in the radial direction
and the torque is distributed as a tangential force on all these nodes. But all the
nodes at the inner periphery of the gear rim have been constrained in all the
directions.
The most commonly used Augmented Lagrangian method is chosen as contact
algorithm with standard contact. The details of the gear parameters used in this
analysis are given in Table 1. A convergence study has been made rst to select
the different edge lengths of elements at the contact and llet surfaces. Using the
contact load calculated at each teeth pair under simultaneous meshing, the LSR of
a pair is determined as
LSR of a pair =
Contact load at the pair
Total load
(17)
On comparison, it is observed in NCR and HCR gear pairs (Figs. 6(a) and (b)) that
the values of LSR calculated through MPCM differ from that of SPLM, which is
purely attributed to the inuence of contact stiffness included in the case of MPCM.
Eventhough there is some change (increase or decrease) in LSR in the non-critical
regions LPTC(A

) to LPSTC(B

) and HPSTC(C

) to HPTC(D

) of NCR gear pair,

there is no change in it at the critical region between LPSTC(B

) and HPSTC(C

)
because of a single pair contact (Fig. 6(a)). On the contrary, there is a change in
the values of LSR observed throughout the mesh cycle in the case of HCR gear
pair and it raises the values of LSR as high as 4% to 5% due to load at the
critical contact points FHPDTC (C) and SLPDTC (D) as shown in Fig. 6(b) that
bounds to increase the maximum contact stress ((o
H
)
max
) and maximum llet stress
((o
t
)
max
).
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 125
Figure 6 LSR versus contact position with respect to different models.
MAXIMUM FILLET AND CONTACT STRESSES
Maximum Fillet Stress in NCR Gears and Comparison of Models
The LSR-based stress analyses made on NCR gear pairs using SPLM, MPLM,
and MPCM reveal that there are signicant variations in (o
t
)
max
as shown in
Fig. 7(a), only whenever there are double pairs in contact (see appendix A1), but
three is no change in it due to a single pair contact in the critical region from LPSTC
(B

) to HPSTC (C

). Therefore, the consideration of the loaded adjacent tooth has

born no archival value and hence this study is insignicant in effect in the design
practice of the NCR precision gears.
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126 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 7 (o
t
)
max
versus contact position with respect to different models.
Maximum Fillet Stress in HCR Gears
Since (o
t
)
max
is higher for the loading points that lie in the region between
SLPDTC (D) and SHPDTC(E) in a mesh cycle of a HCR gear pair as shown in
Fig. 7(b), the region between these two points is considered as the critical one. Even
though some differences in the values of (o
t
)
max
with respect to different models
are observed throughout the mesh cycle, a denite increase in (o
t
)
max
for a load in
the critical region is found due to the use of MPLM and MPCM, when compared
to that of SPLM, which is purely attributed to the effect of loads at the adjacent
teeth. But, when it is compared in between the results of MPLM and MPCM,
there is a signicant decrease in (o
t
)
max
for a load at SHPDTC(E) in the case of
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 127
MPCM, which may be due to the effect of reduced stiffness caused by the additional
deection due to Hertz contact considered in this model that bounds to reduce the
LSR slightly (Fig. 6(b)).
Since the LSR and the consideration of the loads at the adjacent teeth play
a signicant role in the determination of (o
t
)
max
, a judicial selection of the highest
(o
t
)
max
developed due to a load at a typical contact point in the critical region is to
be selected as the design criterion in the effective design of the HCR precision gears.
Maximum Contact Stresses in NCR and HCR Gears
If R

and R
g
are the respective radii of curvatures of the involute proles at
the point of contact, the maximum Hertzian contact stress (o
H
)
max
developed due
Figure 8 (o
H
)
max
versus contact position with respect to different methods.
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128 THIRUMURUGAN AND MUTHUVEERAPPAN
to a normal force E
n
is expressed as
(o
H
)
max
=

_
(LSRE
n
)
_
E

E
g
E
g
(1v
2

)+E

(1v
2
g
)
_
l
_
R

R
g
(R

+R
g
)
_ (18)
On comparison, the respective maximum contact stresses ((o
H
)
max
) in NCR and
HCR gear pairs determined through the MPCM closely agree with that of analytical
Hertzian formula as shown in Figs. 8(a) and (b). The abrupt jump observed in the
stress values that occurs at the points LPTC (A

) and HPTC (D

) is considered only
due to the singularity problem caused by a sharp corner contact. As this problem is
eliminated by giving a prole modication in practice, the discussion on such state
of change in stress level can conveniently be ignored in this study. As the use of
MPCM is found to be more appropriate for the LSR-based stress analysis, the same
one is used for further study.
THE CRITICAL LOADING POINTS AND THE MAXIMUM STRESSES
Since the contact ratio (a) is the one, which demarcates distinctly between the
NCR and HCR gear pairs, the perception on some of its inuencing factors, such
as addendum (h
o
), pressure angle (:
o
), gear ratio (i), teeth number (z), and tooth
size considered in the study of LSR-based stress analysis has become a prerequisite.
Hence, this study is further examined exclusively under these parametric headings
to determine the critical loading points.
Inuence of Addendum
The values of LSR, (o
H
)
max
, and (o
t
)
max
obtained for six different cases of
non-standard NCR and HCR gear pairs with i = 1 and for different values of
addendum factor (,
o
) ranging from 1.0 to 1.29 (Table 2) are, respectively, shown in
Figs. 9 to 11.
Maximum LSR. When the contact ratio (a) is effected by h
o
, it is clearly
observed from the Figs. 9(a) to (c) that the values of LSR for NCR gear pairs are
maximum in the single pair contact region between LPSTC(B

) and HPSTC(C

), but
its value is maximum only at P for a = 2.0. However, the values of LSR for HCR
gear pairs are maximum only for the contacts at FHPDTC (C) and SLPDTC (D).
Table 2 Addendum factor and contact ratio (:
0
= 20

)
Case 1 2 3 4 5 6
,
o
1 1.093 1.125 1.158 1.223 1.291
h
o
= ,
o
m (in mm) 1 1.093 1.125 1.158 1.223 1.291
a 1.755 1.9 1.95 2 2.1 2.2
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 129
Figure 9 LSR versus contact position with respect to h
o
(m = 1mm, i = 1.0, j = 0.3m, z

= 50,
:
0
= 20

).
Maximum Fillet Stress. Since an increase in h
o
effectively enhances the
value of a, there is a reduction in the single pair contact region between LPSTC(B

)
and HPSTC(C

) of NCR gear pairs that ultimately reduces the effective bending arm
at the critical point HPSTC(C

) that bounds to reduce (o

t
)
max
as shown in Fig. 10(a).
As a is increased to 2, only a two pair simultaneous meshing exists throughout
the mesh cycle, which abruptly reduces this (o
t
)
max
due to the load at P (Fig. 10(b)).
As the value of a is increased above 2 as in the case of HCR gear pairs, there
exists a three pair simultaneous meshing, which brings down this (o
t
)
max
further
in this region around P (Fig. 10(c)) for a given load. However, there is no change
in the highest value of the (o
t
)
max
due to the contact between SLPDTC(D) and
SHPDTC(E).
As a result, HPSTC(C

) is picked out as the critical point for the LSR

pertaining to highest value of (o
t
)
max
in NCR gear pairs (Fig. 10(a)). But, this
critical point lies in between P and LPTC(D

) for gear pairs with a = 2 (Fig. 10(b))

and it lies between the points SLPDTC(D) and SHPDTC(E) for HCR gear pairs
(Fig. 10(c)). It is also observed that any amount of change (increase or decrease) in
the value of h
o
of HCR gear pairs does not change the value of (o
t
)
max
signicantly
due to a load in the critical contact region, but for a narrowing of the critical contact
region.
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
130 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 10 (o
t
)
max
versus contact position with respect to h
o
(m = 1mm, i = 1.0, j = 0.3m, z

= 50,
:
0
= 20

).
Maximum Contact Stress. It is observed from Fig. 11(a) that (o
H
)
max
(283MPa) occurs at points HPSTC(B

) and LPSTC(C

) for the NCR gear pairs.

When a = 2, (o
H
)
max
(220MPa) occurs at P because of higher LSR at this point as
shown in Fig. 11(b), but it is reasonably lesser than that of a NCR gear (a - 2). This
stress is further reduced (-220MPa) due to increase in a in the case of HCR gear
pairs and it is maximum at FHPDTC(C) and SLPDTC(D). Any further increase
in a (i.e., due to increase in h
o
) leads to the reduction in (o
H
)
max
(Fig. 11(c)) and
the point of occurrence moves away from P because of a widening in the three pair
contact region around P.
Inuence of Pressure Angle in HCR Gear Pairs
Even though there is an increase in LSR at the critical points FHPDTC(C)
and SLPDTC(D) (Fig. 12(a)), it is observed that there is a reduction in (o
H
)
max
(Fig. 12(b)) due to the effect of higher :
o
. It is also observed that the critical loading
point for (o
t
)
max
is shifted from SLPDTC(D) to SHPDTC(E) as :
o
decreases from
22.5

to 14.5

and vice versa (Fig. 12(c)). The critical loading point lies between the
points SLPDTC(D) and SHPDTC (E) for 17.5

- :
o
20

and it moves toward

SHPDTC (E) as :
o
decreases below 17.5

. On the contrary, this critical point moves

towards SLPDTC(D) as :
o
increases above 20

.
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 131
Figure 11 (o
H
)
max
versus contact position with respect to h
o
(m = 1mm, i = 1.0, j = 0.3m, z

= 50,
:
0
= 20

).
Combined Effect of Pressure Angle and Addendum in HCR Gear Pairs
The LSR and the respective maximum stresses determined by considering
some random combinations of :
o
and h
o
(cases 79 in Table 3) of a few HCR gear
pairs with a = 2.1 and i = 1.0 are shown in Fig. 13.
Either the increase or decrease in h
o
and :
o
should always be effected
simultaneously to maintain the required value of a. As the stresses (o
H
)
max
and
(o
t
)
max
of HCR gear pair of a given a decrease with respect to higher values
of :
o
and h
o
as shown in Figs. 13(b) and (c), a combination of higher :
o
and
h
o
is preferred for an effective design of an HCR gear pair of a given a as
far as the minimum required addendum tooth thickness is maintained. Also, the
critical loading point in bending for the highest (o
t
)
max
is moving toward the point
SLPDTC(D) from SHPDTC(E) for higher values of :
o
and h
o
. For the highest
(o
H
)
max
, either the contact points FHPDTC(C) or SLPDTC(D) can be considered.
Effect of Gear Ratio in HCR Gear Pairs
Even though only a marginal difference is observed in LSR with respect to
increase in i (Fig. 14(a)), a remarkable decrease in (o
H
)
max
is observed as shown in
Fig. 14 (b), which is attributed to the increased values of effective radius of curvature
(R) at the point of contact due to the enhanced a. However, the effect of i on
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
132 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 12 LSR, (o
t
)
max
, and (o
H
)
max
versus contact position with respect to :
o
(m = 1mm, i = 1.0,
z

= 50, j = Full round, h

o
= 1.28m , h
]
= h
o
+0.25m for :
0
= 17.5

to 22.5

and h
]
= h
o
+0.157m
for :
0
= 14.5

).
(o
t
)
max
is a negligible one (Fig. 14(c)). The critical loading point for highest (o
H
)
max
is FHPDTC(C), because it moves away from P due to an increase in i. The critical
point for the highest (o
t
)
max
lies between the points SLPDTC(D) and SHPDTC(E)
for :
o
= 20

and these positions change with respect to increase in i.

Effect of Teeth Number in HCR Gear Pairs
A small decrease in LSR is observed (Fig. 15(a)) with respect to increase in
teeth numbers in the pinion and gear. While a remarkable reduction in (o
H
)
max
with
respect to increase in z is observed (Fig. 15(b)), only a small reduction to an extent
Table 3 ,
o
and : of HCR gear
pairs with a = 2.1
Case 7 8 9
:
o
14.5

20

22.5

h
o
0.984 1.223 1.318
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 133
Figure 13 LSR, (o
t
)
max
and (o
H
)
max
versus contact position with respect to :
o
and h
o
(m = 1mm,
i = 1.0, z

= 50, j = 0.2m, h
]
= i +0.25m for :
0
= 17.5

to 22.5

, a = 2.1).
of about 2% in (o
t
)
max
is observed (Fig. 15(c)). The critical loading point for the
highest (o
H
)
max
is either FHPDTC(C) or SLPDTC(D) and this critical point for the
highest (o
t
)
max
lies between the points SLPDTC(D) and SHPDTC(E) for :
o
= 20.0

and these positions do not change with respect to increase in z.

Effect of Tooth Size (Module) in HCR Gear Pairs
An extended study for different z
P
, but with a xed r
o
by the way of changing
the module has been carried out only to observe that an increase in module
decreases the a which in turn decreases the length of the three pair contact region
and simultaneously increases the length of the two pair contact region. This leads to
an increase in LSR at critical points C and D which attributes to the development
of higher (o
H
)
max
(Fig. 16). As far as the (o
t
)
max
is concerned, it is decreasing with
respect to increase in module as expected.
Critical Loading Points
The critical loading points for the NCR and HCR gear pairs as determined
from this study are given in Table 4 as a nut shell. The theoretical design stresses
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
134 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 14 LSR, (o
t
)
max
and (o
H
)
max
versus contact position with respect to i (m = 1mm, z

= 50,
:
0
= 20

, j = 0.3m, h
o
= 1.223m, h
]
= h
o
+0.25m).
may be determined from these respective critical loading points for the effective
design of NCR and HCR gears.
CONCLUSION
Multi-pair contact model has been justied as the reasonably appropriate
one in the LSR-based stress analysis through a comprehensively made comparative
study of different models. The main reason is none other than the fact that the
inuence of the loaded adjacent tooth and the Hertz contact deection is being
effectively handled by this model in addition to the bending and shear deections.
An extensive parametric study made on the NCR and HCR gear pairs reveals the
following facts with reference to the critical loading point.
1. The study based on MPCM shows that (o
t
)
max
is more by as much as 15% in its
value for the contact at the critical region between SLPDTC(D) and SHPDTC
(E), when compared to that of SPLM, which is attributed to the inuence of
the loaded adjacent teeth and the Hertz contact deection in the case of HCR
gears, but it differs by only up to 5%, when compared to that of MPLM, which
is attributed to the inuence the Hertz contact deection in the case of HCR
gears (Fig. 7(b)). Whereas in the case of NCR gears, there is no change in this
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 135
Figure 15 LSR, (o
t
)
max
and (o
H
)
max
versus contact position with respect to z (m = 1mm, i = 1.0, :
0
=
20

, j = 0.3m, h
o
= 1.223m, h
]
= h
o
+0.25m).
stress due to load at critical region between LPSTC(B

) and HPSTC(C

) because
of single pair contact (Fig. 7(a)).
2. When an NCR gear is changed to HCR gear by the way of increasing h
o
,
an overall reduction in both (o
t
)
max
and (o
H
)
max
is achieved for a given load.
But, the HCR gears (a > 2) do not have a signicant effect on their highest
(o
t
)
max
due to further increases in h
o
for the load on the critical region between
SLPDTC(D) and SHPDTC (E). However, a small reduction only in the highest
(o
H
)
max
is observed at FHPDTC(C) and SLPDTC(D) (Figs. 10(c) and 11(c)). On
the contrary, in NCR gears (1 - a - 2), a reduction only in the highest (o
t
)
max
is
observed, but not in that of (o
H
)
max
due to increase in h
o
(Figs. 10(a) and 11(a)).
3. As far as :
o
is concerned, the critical loading point for (o
t
)
max
lies between the
points SLPDTC(D) and SHPDTC (E) for 17.5

- :
o
20

(Fig. 12). This critical

point moves toward SHPDTC (E) as :
o
decreases below 17.5

. On the contrary,
this critical point moves toward SLPDTC(D) as :
o
increases above 20

.
4. Since the (o
t
)
max
and (o
H
)
max
remarkably decrease for the load at the critical
points for a combination of higher values of :
o
and h
o
(Fig. 13), the same is
preferred for an effective design of a HCR gear pair for a given a, provided the
minimum required addendum tooth thickness is maintained. It is also observed
that the critical loading point for the design based on the highest (o
t
)
max
should
be generally considered in between SLPDTC(D) and SHPDTC (E), but it is
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
136 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure 16 LSR, (o
t
)
max
and (o
H
)
max
versus contact position with respect to m (i = 1.0, r
o
= 50mm,
:
0
= 20

, full round cutter tip, h

o
= 1.28m, h
]
= h
o
+0.25m).
shifted to SLPDTC(D) for higher values of :
o
and h
o
. The critical loading point
for the design based on the highest (o
H
)
max
should be either FHPDTC(C) or
SLPDTC(D) and these locations of the critical points do not change with respect
to :
o
and h
o
.
5. Reduction in (o
H
)
max
is remarkable compared to that in (o
t
)
max
due to an
increase in i (Fig. 14). The critical loading point for the highest (o
H
)
max
is either
FHPDTC(C) or SLPDTC(D) for i = 1.0, but FHPDTC(C) is the only critical
loading point for the highest (o
H
)
max
for i > 1.0. Whereas this lies in between
SLPDTC(D) and SHPDTC (E) for the highest (o
t
)
max
and these locations change
with respect to increase in i.
6. An increase in z

and z
g
reduces (o
H
)
max
remarkably compared to (o
t
)
max
.
The critical loading point for the highest (o
H
)
max
is either FHPDTC(C) or
SLPDTC(D) and it lies in between SLPDTC(D) and SHPDTC (E) for the highest
(o
t
)
max
and these locations do not change with respect to increase in z

and z
g
(Figs. 15(b) and (c)).
7. An increase in tooth size (module) for a xed r
o
decreases the a, which leads to
an increase in LSR at the critical points C and D which in turn attributes to the
development of higher (o
H
)
max
(Fig. 16). However, (o
t
)
max
is reduced as expected
as tooth size increases.
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
T
a
b
l
e
4
C
r
i
t
i
c
a
l
l
o
a
d
i
n
g
p
o
i
n
t
s
C
r
i
t
i
c
a
l
l
o
a
d
i
n
g
p
o
i
n
t
s
a
n
d
c
r
i
t
i
c
a
l
r
a
d
i
u
s
(
r
c
)
N
C
R
g
e
a
r
s
H
C
R
g
e
a
r
s
P
r
e
s
s
u
r
e
a
n
g
l
e
F
o
r
(
o
t
)
m
a
x
F
o
r
(
o
H
)
m
a
x
F
o
r
(
o
t
)
m
a
x
F
o
r
(
o
H
)
m
a
x
1
4
.
5

:
o

1
7
.
5

H
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
C

)
H
P
S
T
C
(
B

)
a
n
d
L
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
B

)
=
r
L
P
S
T
C
(
c

)
r
c
=
r
S
H
P
D
T
C
(
E
)
F
o
r
i
=
1
.
0
,
F
H
P
D
T
C
(
C
)
a
n
d
L
P
D
T
C
(
D
)
r
c
=
r
F
H
P
D
T
C
(
C
)
=
r
S
L
P
D
T
C
(
D
)
F
o
r
i
>
1
.
0
,
F
H
P
D
T
C
(
C
)
r
c
=
r
F
H
P
D
T
C
(
C
)
7
.
5

-
:
o

2
0

H
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
C

)
H
P
S
T
C
(
B

)
a
n
d
L
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
B

)
=
r
L
P
S
T
C
(
C

)
B
e
t
w
e
e
n
S
L
P
D
T
C
(
D
)
a
n
d
S
H
P
D
T
C
(
E
)
r
c
=

|
r
2 n
+
X
c
2

2
r
n
X
c

c
o
s
(
9
0
+
:
n
)
]
X
c
i
s
r
e
f
e
r
e
d
f
r
o
m

g
u
r
e
s
:
o
>
2
0

H
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
C

)
H
P
S
T
C
(
B

)
a
n
d
L
P
S
T
C
(
C

)
r
c
=
r
H
P
S
T
C
(
B

)
=
r
L
P
S
T
C
(
C
)
r
c
=
r
S
L
P
D
T
C
(
D
)
137
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
138 THIRUMURUGAN AND MUTHUVEERAPPAN
8. The increase made in h
o
, i and z to enhance a invariably widens the triple
pair contact regions and simultaneously narrows down the double pair contact
regions in a mesh cycle of a HCR gear pair and hence there should be an
improvement in the fatigue life of such a gear pair.
Thus, this parametric study on LSR-based stress analysis uniquely predicts the
locations of the critical loading points for the highest (o
t
)
max
and (o
H
)
max
, which
ultimately leads to the effective design of the NCR and HCR gear pairs.
NOMENCLATURE
l Face width (mm)
C Center distance (mm)
E Youngs modulus (MPa)
E
n
Normal load (N)
h
o
Addendum
h
]
Dedendum
i Gear ratio
k Stiffness of the tooth (N/mm)
k
equ
Equivalent mesh stiffness of a pair (N/mm)
m Module (mm)
Circular pitch (mm)
r Radius (mm)
X Distance between a contact point and the pitch point (mm)
x Addendum modication factor/Correction factor
,
o
Addendum factor
,
]
Dedendum factor
z Number of teeth/Teeth number
: Pressure angle at any radius (Degree)
o Deection of the tooth at loading point along the load direction (mm)
a Contact ratio
v Poissons ratio
j Generating cutter tip radius (mm)
(o
t
)
max
Maximum llet stress (MPa)
(o
H
)
max
Maximum contact stress (MPa)
Subscripts
o Addendum circle
l Base circle
c Critical loading point
] Root circle
g Gear
i Contact pair number
o Pitch circle
Pinion
D
o
w
n
l
o
a
d
e
d

B
y
:

[
I
n
d
e
s
t

o
p
e
n

C
o
n
s
o
r
t
i
u
m
]

A
t
:

1
3
:
4
6

6

F
e
b
r
u
a
r
y

2
0
1
1
CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 139
Abbreviations
FE Finite element
FHPDTC First highest point of double teeth contact
FLPDTC First lowest point of double teeth contact
HCR High contact ratio
HPSTC Highest point of single tooth contact
HPTC Highest point of tooth contact
LPSTC Lowest point of single tooth contact
LPTC Lowest point of tooth contact
LSR Load sharing ratio
MPCM Multi pair contact model
MPLM Multi point loaded model
NCR Normal contact ratio
SHPDTC Second highest point of double teeth contact
SLPDTC Second lowest point of double teeth contact
SPLM Single point loaded model
APPENDIX A1: EFFECT OF ADJACENT TOOTH LOAD ON THE FILLET
STRESS
The inuence of load on the adjacent teeth on the llet stress determined
through MPLM (Fig. A1) is shown in Fig. A2. When three pairs (in the case of
HCR gear pair) are in simultaneous contact, it is observed that a load on the trailing
adjacent tooth (1) and a load on the leading adjacent tooth (3) of the input pinion
will develop a tensile llet stress (o
t2
) and a compressive llet stress (o
c2
) in the load
side of the middle tooth (2), respectively. That is, if o
t
is the llet stress in the middle
tooth (2) due to its own load, then its net (o
t
)
max
in the load side is procured by the
addition of (o
t
), (o
t2
), and (o
c2
).
(o
t
)
max
= o
t
+o
t2
+o
c2
(A1)
Figure A1 Inuence of loaded adjacent tooth.
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140 THIRUMURUGAN AND MUTHUVEERAPPAN
Figure A2 Inuence of loaded adjacent teeth on (o
t
)
max
for a particular loading position.
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CRITICAL LOADING POINTS FOR MAXIMUM FILLET AND CONTACT STRESSES 141
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