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MultiCraft Vol. 7, No. 4, 2015, pp. 9-20 SCIENCE AND
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Modal analysis and simulation on effect of correction factor (cf) in spur gear
tooth profile

A.K. Eriki 1*, V. S. Babu2, Y.D. Kumar3 and R. Lokanadham4

1*, 2
Department of Mechanical & Industrial Engineering, Caledonian College of Engineering, Muscat, OMAN
3
Department of Mechanical Engineering, Faculty of Engineering, Nilai University, Nilai, MALAYSIA
4
Department of Mechanical Engineering, Chadalawada Ramanamma Engineering College, JNTUA, Tirupati, INDIA
*
Corresponding Author: e-mail: erikiananda@yahoo.co.in

Abstract

This work is to investigate the effect of correction factor on tooth contact strength, bending strength and basic performance
parameters of spur gears. The basic requirement of gear-tooth geometry is the ability to transmit motion in a constant angular
velocity ratio at all times. We know that the most gears are made by milling, hobbing or tooth forming. In any case the idea is to
generate the tooth form on the work piece by replicating that on the cutter. Now when the cutter (profile generator) is moved
away from the center of the work piece, it gives rise to a profile stronger at the base and weaker at the tip. This is positive gear
correction. Whereas when the cutter is moved towards the workpiece center it results in negative correction. Negative correction
results in tooth undercutting thus reducing strength at the tooth base. 3D model of gear tooth has been modeled with different
correction factor and face contact model of teeth method is used for finite element method (FEM) are used together to conduct
loaded tooth contact analyses. Deformation and stress calculations of spur gears with different correction factor and contact
ratios are done. Contact stress and bending stress for gear and pinion are found and compared for different correction factor.
Effects of correction factor and contact ratio on gear strength and basic performance parameters are also discussed.

Keywords: Spur gear tooth profile, Gear correction factor, Positive and Negative correction of spur gear.

DOI: http://dx.doi.org/10.4314/ijest.v7i4.2

1. Introduction

Uses of gears are widespread in the field of mechanical and automotive industry. A gear is a turning machine part having cut
teeth, or gear-teeth, which work with another toothed part keeping in mind the end goal to transmit torque. Two or more gears
working in pair are known as a transmission and can deliver a mechanical point of preference through a gear proportion and in this
manner may be viewed as a straightforward machine in (A.F.D.Rincon, 2013, and A. Palermo, 2013). Outfitted gadgets can
change the rate, extent, and course of a force source. The most widely recognized circumstance is; for a gear to work with another
gear, however a gear can likewise work a non-pivoting toothed part, called a rack, if a rack cutter such as hobbing cutter is
adopted, the tooth root curve is the equidistant line of the prolate involute in this manner delivering interpretation rather than pivot
(revolution), rack cutter and wheel cutter are common gear cutting tools. The gears is a transmission are similar to the wheels in a
pulley, using intensity factors at the crack tip the crack propagation direction angle was calculated earlier in (Eriki Ananda, 2012).
The purpose of this project is to identify and rectify the causes of gear tooth failure which will leads to loss in power
transmission and the failure of the entire system. This gear tooth failure can be analyzed and simulate using the correction factor
made in the mating or engagements of the gears. The most important criteria for the quality of meshing of gears are the
transmission error, the proper location of bearing contact, and the maximum tooth contact pressure in (P. Czech, 2010). The aim of
the gear tooth correction factor is to determine the desired centre distance between the gears without any undercuts, backlash and
interference and without the failure of the gear system. Also, this project involves the analyzing of contact tooth stress analysis,
bending stress of the standard gear, positively corrected gear and negatively corrected gear.
10 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

2. Modeled in Pro/E

Determination of load distribution along the tooth width during meshing process is a basis for gear drive design, due to the
assumptions and simplifications made, it is difficult to accurately predict the load distribution and contact stresses using
conventional methods. On the contrary, the load distribution and contact stresses can be accurately predicted using the finite
element method for contact problems with proper definition of gear geometry, loading and boundary conditions in (V. Suresh
Babu). We propose a finite element method for 3D dynamic contact/impact problems, in this method based on the derivation of the
effective flexibility matrix equation, which is condensed from the global motion equations to the contact region of 3D dynamic
contact/impact problems, it makes the computational iterations very efficient for gear drives as only very small contact region is
involved in tooth meshing at any time instant. A computer program is developed, which includes an automatic mesh generation,
simulation of static and dynamic contact analysis particularly for the contact/impact problems of gear drives. The meshing
performance and impact characteristics for both the spur and the helical gear drives are simulated under specifically defined gear
operation conditions. A number of conclusions may be drawn as follows:

1. The mesh stiffness results during the operation process obtained from this research agree well with the results calculated
from the conventional method.
2. When the case of initial speed impact is considered, the contact time is independent from the initial speed but the total
contact force is directly proportional to the initial speed. The more the tooth pairs are engaged, the less variance of the
impact forces the results also quantify the differences of the total contact forces between the spur and helical gear drives.
3. The approach impact time is mainly prescribed by the geometric parameters of the gear drive and the total approach contact
force is directly proportional to the initial speed and the sudden load.
4. The tooth engagement is delayed because of the tooth backlash. For the sudden load impact problem, the delay time is
proportional to the value of the backlash.

Figure 1. Spur gears with mesh model

2.1 Correction factor: The correction factor is the radial displacement of the tooth generating profile. When + (toward exterior) the
tooth becomes more resistant to bending and the curvature decreases so that also the contact stress is less. A correction affects the
distance between the shafts as well. Many times corrections are made in order to have all over the tooth the same sliding direction.
Misbehavior of driving and driven equipment is handled by an application factor, the dynamic load resulting from tooth stiffness
effect and tooth errors is handled by a factor called the dynamic factor (Darle W. Dudley,2000).

Figure 2. Effect of profile correction with x-0.5, 0, +0.5 and +1 (Maitra, 2001)
11 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

2.2 Finite element approximation: Galerkins method is one of the weighted inhabitant systems which are the techniques for
procuring estimated answers for direct and non-straight mostly differential correlations. The principal step is to accept the general
practical conduct of the ward recorded variable somehow in order to roughly fulfil the given differential comparison and limit
conditions. Substitution of this guess into the first differential comparison and limit conditions results in some blunder called a
lingering. This lingering is required to vanish is some normal sense over the whole area. The second step is to comprehend the
comparison coming about because of the first step and in this manner practice the general useful structure to a specific capacity,
which then turns into the inexact arrangement looked for.

By applying the Galerkins criterion, the potential can be expressed as:

Au = f ; On R; Where A is an operator if u is represented by a complete set 1 , 2 ,...,. n then Au f = 0

(
A i ui i ) f = 0 Integrate it over R;
n
[A( u ) f ]dx = 0
R i i i (1)

If we have trail function v(x) set; R v( x)[A( u ) f ]dx = 0

i i i (2)

For all v(x) then the solution of this new equation should be the same as equation (1). Now, if we approximate the u by aii and
let v = j equation (2) becomes;

R [
j A(iai i ) f dx = 0 ] (3).

If we can find ai to satisfy (3), we may have the solution of the original equation.
Let Au be a second order differential equation; y"+ p( x) y '+ q( x) y then;

R j [ (a ' ' + p(x )a ' +q(x )a )]dx =

i i i i i i i R j fdx (4)

Integration by part for the second order term j i

R j "i dx = j 'i | R R ' j 'i dx then j 'i |R becomes zero due to the factor requirements of trail functions.

So R ' j i aii dx + R ' j p( x) aii dx + R j q( x) aii dx = R j dx (5).

Now consider the region R, which is the region of an element of one dimension and the total number of element is n, now equation
(5) becomes

[ ( ' + ]
xe +1

p 'i + j qi )ai j f dx = 0 For j=1, 2, 3m; summation over the entire field, namely,
m
i =1 j i j
xe

[ ( ' ]
xe +1

'i + j p 'i + j qi )ai j f dx = 0

n m
n-element gives (6)
e =1 i j
xe
For j =1, 2, 3, , m equation (6) is the Galerkins method in the form of finite element type. The gear alignment must respect the
pressure angle with 20 degrees, to mate two gears with a new center distance for data. The profile correction normally must be
between x = -0.5 and x = 0.8.

Lower values reduce the endurance and upper ones have the risk to not finish the teeth in their external diameter, a big coefficient
of profile shift, it is an indication that undercut is that much present in the pair, normally undercut is more prevalent in the pinion
since it is the one having lesser number of teeth, so that the distribution of coefficient of profile shift is first allotted to the pinion
till the point of prevention of undercut and the rest is allotted to the gear.

If zero profile shift pinion to mate with x = 1.125 (positively profile shifted) gear, the gap between the non-drive face of the pinion
tooth and the adjacent wheel tooth is known as backlash. If the rotational sense of the pinion were to reverse, then a period of
12 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

unrestrained pinion motion would take place until the backlash gap closed and contact with the wheel tooth re-established
impulsively. Shock in a torsionally vibrating drive is exacerbated by significant backlash, though a small amount of backlash is
provided in all drives to prevent binding due to manufacturing or mounting inaccuracies and to facilitate lubrication system.

3. FEA procedures in ANSYS

Among the data collection with build the finite element model of activities such as defining units, selecting types of elements,
defining material properties, and creating the finite element model. As for defining a system of units, it should be noted that the
ANSYS program does not assume a system of units. Thus, the users are responsible to maintain the consistency of system of units
for all the input data in the ANSYS program. As for selecting element types, the decision is based on the characteristics of
element type to best model/fit that application problem geometrically and physically. Depending on the element types, material
properties may be linear or non-linear; isotropic, orthotropic, or anisotropic; and constant temperature-independent or temperature-
dependent.

Figure 2. Methodology of correction factor in spur gear tooth profile

To build a solution; includes such activities as applying loads, selecting boundary conditions, and selecting types of analysis. The
loads are defined in several disciplines such as structural (displacements and forces), thermal (temperatures and heat flow rates),
electrical (electric potentials and electric current) and fluid (velocity and pressure). In terms of region of where the loads are
applied, loads can be classified as a nodal load (a concentrated load applied at a node in the model such as forces and moments
in structure), a surface load (a distributed load applied over a surface such as pressures in fluid), and a body load (a volumetric load
such as heat generation rates in thermal analysis) with some sufficient understanding of the finite element software and the real
system respectively.

3.1 Solid 45: SOLID45 is used for the 3-D modeling of solid structures. The element is defined by eight nodes having three
degrees of freedom at each node: translations in the nodal x, y, and z directions. The element has plasticity, creep, swelling, stress
stiffening, large deflection, and large strain capabilities. A reduced integration option with hourglass control is available. The
geometry, node locations, and the coordinate system for this element are shown in Figure SOLID45 Geometry. The element is
defined by eight nodes and the orthotropic material properties. Orthotropic material directions correspond to the element
coordinate directions.

Figure 3. Solid 45 Geometry with stress output (Ansy-12, 2009. SAS IP, Inc.)

Table 1. Element formulations

Material type Element type
Gear Solid 45
Pinion Solid 45
Contact surface Conta 171
Target surface Targe 169
Constrain equation RBE 3
Mass Mass 21
13 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

3.2 Modal analysis of spur gear natural frequency of 2501Hz and 2721Hz;

Figure 4. Natural frequency of 2501Hz and 2721Hz

3.3 Boundary condition and loading: The face contact method is used for modeling the gear tooth analysis. Where wheel faces are
constrained in all degrees of freedom (i.e. gear wheel is in fixed condition). Pinion center is constrained in all translation and
rotation degrees of freedom expect rotation in z axis is free, because to apply torque of 186.250 kN-mm is applied at the pinion
center.

Wheel Faces are all

constrained all DOF (i.e.
wheel fixed condition)

Pinion center constrained

all DOF expect Rotation.
Torque of 186.250 KN-
mm applied at pinion
center.

Figure 5. Boundary conditions for face contact method Figure 6. Total displacement of standard gear

3.4 Maximum displacement of Pinion and Wheel;

Figure 7. Pinion at 0.003mm Figure 8. Wheel at 0.0013mm

14 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

3.5 Von Misses Stress;

Figure 9. Maximum von-misses stress at 120.57 MPa Figure 10. Total stress

3.6 Maximum bending stress of Pinion and Wheel;

Figure 11. Pinion at 11.98 N/mm2 Figure 12. Wheel at 10.83N/mm2

3.7 Maximum contact stress;

Figure 13. Maximum contact stress at 279.6 MPa Figure 14. Total contact stress

4. Discussion and Comparison

15 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

In the following, the results obtained previously are validated by contrast with those obtained from the application of some of
the most commonly used formulations.

4.1 Gear tooth analysis of So and S correction gear with 0.25, 0.5 and 0.75;

Figure 15. FEM of So correction gear 0.25 Figure 16. FEM of S correction gear 0.25

Figure 17. FEM of So correction gear 0.5 Figure 18. FEM of S correction gear 0.5

Figure 19. FEM of So correction gear 0.75 Figure 20. FEM of S correction gear 0.75

4.2 Maximum von-misses stress of So and S correction gear with 0.25, 0.5 and 0.75;
16 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

Figure 21. Von-misses stress of So correction gear 0.25 Figure 22. Von-misses stress of S correction gear 0.25

Figure 23. Von-misses stress of So correction gear 0.5 Figure 24. Von-misses stress of S correction gear 0.5

Figure 25. Von-misses stress of So correction gear 0.75 Figure 26. Von-misses stress of S correction gear 0.75

4.3 Bending stress of So and S correction pinion and wheel with 0.25, 0.5 and 0.75;

Figure 27. Bending stress of So correction pinion 0.25 Figure 28. Bending stress of S correction pinion 0.25
17 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

Figure 29. Bending stress of So correction wheel 0.25 Figure 30. Bending stress of S correction wheel 0.25

Figure 31. Bending stress of So correction pinion 0.5 Figure 32. Bending stress of S correction pinion 0.5

Figure 33. Bending stress of So correction wheel 0.5 Figure 34. Bending stress of S correction wheel 0.5

Figure 35. Bending stress of So correction pinion 0.75 Figure 36. Bending stress of S correction pinion 0.75
18 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

Figure 37. Bending stress of So correction wheel 0.75 Figure 38. Bending stress of S correction wheel 0.75

4.43 Contact stress of So and S correction pinion with 0.25, 0.5 and 0.75;

Figure 39. Contact stress of So correction pinion 0.25 Figure 40. Contact stress of S correction pinion 0.25

Figure 41. Contact stress of So correction pinion 0.5 Figure 42. Contact stress of S correction pinion 0.5

Figure 43. Contact stress of So correction pinion 0.75 Figure 44. Contact stress of S correction pinion 0.75
19 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

5. Results

A cad was developed to implement the formulation provided above. By using this program the influence of modifications by
correction factor (cf):

Table 2. Results and Discussions

Description Correction Contact Stress Bending Stress (N/mm2)
factor values (N/mm2) Pinion Wheel
Standard Gear 0 279.60 11.98 10.83
0.25 254.04 10.20 17.84
So Corrected 0.50 253.90 8.01 26.41
0.75 201.50 7.89 45.67
0.25 200.00 8.58 9.29
S Corrected 0.50 189.60 7.45 6.98
0.75 180.24 5.92 5.95

Figure 45. Contact stress vs cf Figure 46. Pinion bending stress vs cf Figure 47. Wheel bending stress vs cf

6. Conclusions

The effect of correction factor (cf) in gear tooth on contact stress, bending stress and basic performance parameters of two pairs
of spur gears is investigated through performing exact finite element analyses of the spur gears with different correction factor. In
order to perform precise analyses, a face-contact model, mathematical programming method and three-dimensional, finite element
method are used together to conduct loaded tooth contact analyses, deformation and stress calculations of the spur gears. Tooth
load distributions, load sharing-rate, surface contact stresses, root bending stresses are analyzed. Effects of correction factor on
contact strength, bending strength and basic performance parameters of spur gears are discussed.
(i) Contact Stress is maximum in S0 Correction gears and minimized in S correction gears, because the contact area is large in S
correction gears compared to S0 correction gears.
(ii) Wheel bending stress is Maximum for 0.75 S0 Correction gear because the negative correction factors affects in undercutting
in the tooth root.
(iii) From the investigation, S correction gears are recommended for the higher bending stress application.

Appendix A. Model validation of correction factor by FE formulation

According with ISO 6336 the mean value of correction factor of all the teeth in a mesh (c) can be obtained from the maximum
(
correction of a single pair (c') and the transverse contact ratio () by the equation c = c' 0.73 + 0.25 )
A FE model is constructed generating a certain number of teeth depending of the contact ratio of the gear pair, on each of the
nodes in that flank, a unitary force Fi in the direction normal to the tooth profile is applied successively, obtaining the displacement
of the nodes in the rest of the flanks both in the right but also in the left one in order to apply the procedure in the case of two tooth
flanks contact. To avoid this error a second FE model, Fig. 48; is built covering only the active flank to a depth h, with the same
mesh as the previous model.
where the maximum stress (c) is obtained c' = c'th C M C R C B cos ;
20 Eriki et al./ International Journal of Engineering, Science and Technology, Vol. 7, No. 4, 2015, pp. 9-20

CM is a correction factor equal to 0.8 that accounts for the difference between experimental and theoretical values. CR is the gear
blank factor that for solid gears as these considered in the example is the unity. CB is the basic rack factor to account for the
deviations of the basic rack profile from the standard that does not apply in the proposed example. is the helix angle at reference
cylinder that will be null for spur gears, and c'th is the theoretical single stiffness that for gears with basic rack profile and null
profile shift coefficient factor.

Figure 48. Location of potential contact points with FE global model (Rincon, 2013)

Figure 48. Correction factor of FE global model (Rincon, 2013)

References

Babu V. S., and Tsegaw A.A., 2009. Involute spur gear template development by parametric technique using CAD, IAARR, Vol.3,
No. 2, pp. 415-429.
Czech P., Folega P. and Wojnar G., 2010. Defining the change of meshing rigidity caused by crack in the gear tooths foots,
International Journal of Engineering, Science and Technology, Vol.2, No. 1, pp. 49-56.
Dudley D.W., 2000. Handbook of Practical Gear Design, CRC Press, LLC.
Eriki A.K.R., Ravichandra. B. and Edilan M., 2012. Spur gear crack propagation path analysis using FEM, Proceedings of the
International Multi-Conference of Engineering and Computer Scientist: Vol. 2, pp. 1362-1367.
Maitra G.M., 2001. Handbook of Gear Design, McGraw-Hill.
Palermo A., Mundo D., Hadjit R. and Desmet W., 2013. Multibody element for spur and helical gear meshing based on detailed
three-dimensional contact calculations, Mechanism and Machine Theory, Vol.62, pp. 13-30.
Rao S.S., 2004. The Finite Element Method in Engineering, Elsevier Science & Technology Books.
Rincon A.F.D., Viadero F., Iglesias M., Garcia P., de-Juan A. and Sancibrain R., 2013. A model for the study of meshing stiffness
in spur gear transmissions. Mechanism and Machine Theory, SciVerse, Vol.61, pp. 30-58.
Solid45 element reference Ansy-12, 2009. SAS IP, Inc. (www.ansys.stuba.sk/html/elem_55/chapter4/ES4-45.htm)

Biographical notes

A.K. Eriki and V. S. Babu are of the Department of Mechanical & Industrial Engineering, Caledonian College of Engineering, Muscat, Oman.

Y. D.. Kumar and R. Lokanadham are of the Department of Mechanical Engineering, Faculty of Engineering, Nilai University, Nilai, Malaysia and Dept. of
Mech. Engg, Chadalawada Ramanamma Engineering College, JNTUA, Tirupati, respectively.

Received February August 2015

Accepted October 2015
Final acceptance in revised form November 2015