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Evaluation of Gear Mesh Stiffness Variation over a Mesh Cycle

Prof. S. B. Wadkarl, D~S. R. Kajale2 Dr. K. Gupta 3, G. M. Desai4 I Professor & Head. Dept. of mechanical Engg .. B.V.U.COE. Pune, India
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3 Professor.

Engg .. COEP .Pune, India B.V.U.CGE. Pune, India

Dept. of mechanical (CAD/CAM).

Engg . Il'I', Delhi. India

4 Student M.E.mech

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Abstract: Chang~ !If malr stiffness during a mesh eyct is o.~ of 11r~ _jor causes of vibration. noise and :i1I$~abili~ of g~arN sys/~1ft. gear mesh stiffiless "~~es pcriodica/ly over a ",~slt cyc!.e"and has strollg ." " ~ffef;t on d,e o"ertdl dy,;alnics of Ih"~.'geand system ,1.1). Tu factors causilfK elastic variation in mesh stiffness .-r th IIIIIRber" of pain of tuth in contacl ."d lh~ J1ttI'ilft COlltacl of tire IMir of teeth, As r~ards of flu maglfilude an J mode of Intsh stiffness variation .' lIure' is _ uncertainty in li'~"'"r~. III stlm~ (if the enalyticat studies, stiffness is assumed 10 be constant '''I tit" "r4~r C +8 I I and of rectangular ,,av~. Thus mere !.< a need 10 ha"e' a ",or~ realistic evaluation of ;:ear m .h stiffness and its depelldellC)' Oil the important gear parameters SIlCIt as number of gear kef" pair in contact, III this paper a systematic attempt ltas been .ade to evaluate the .esh stiffness over a Int'slt cycle, Experimental setup is designed III evaiuate mesh ssiffness (slaticl twer /I mesh cycle. A static -..que' i, .",lied 10 II getlr pair. The resulting 1~C1" tkflcctitm i. lIIeaSllred bv IIn autecollimator. The mesh Mifflless orer a mesh C)'ele if erwluated by changillK dJ~ point uf contact each time. Tilt! gears are then odeled: rite 3D model is the imported ill ANSrS software fi.,. further analysis. ~ mesh stiffness for tliffer"l11 m~shillg positions is evaluaUd by "pp~villg (I _tiC' rorqu "lid subsequently the angular deflections II/" differe , nodes are found. nit' Theoretical and r-xperimenUlI results obtained art! in reasonable IIgrumt'llt . th each other. i

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torque. gear mesh transmission error. torsional resonance. fluctuations in the output torque ":demand. and the change in mesh stiifness during a 'mesh cycle. It- is one of the major causes of vibration, rioise and instability of a geared system. There are attempts in the literature to classify the gear dynamic models into different groups in particular with the gear mesh stiffness. Some of the models considered fall in more than one group . Gear models can he modeled into following groups: I. Tooth compliance models. Many of the studies include tooth stiffness as the potentia! energy storing clement of the system. TIll: sir c-,,, analysis is carried out using singk tooth mode",vith a pair of teeth. The- torsional anti OJ" transverse flexibility of shafts. bearings etc. arc neglected. In such cases the "ys!.:1Il i" modeled as single degrec of freedom "pring IIIass system . 2. Gear dynamics models. These models include the ttcxibiliry of the other clcmcnt-, .IlIU the tooth compliance. In casc (If the gear mounted Oil a shaft. transverse vibrations in two mutually perpendicular directions arc considered. These moods an: useful for the analysis of torsional vibrations. 3. Whole gearbox models. In th ."e models all rhc elements in the system including .h,- gear casing arc considered while modeling. The gear mesh stiffness varies periodically over a mesh cycle and has a strong effect on over all dynamics of system (21. One of the primary sources of gear vibration, instability. and noise is the dynamic excitation from changing. stiffness of the meshing tooth. As the number of teeth in contact changes. the gear mesh stiffness associated with elastic tooth bending varies [I].

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I INTRODU<..1I0" :-";,>ise and vibration problems in gearing are Ie,..!'c. rcerned with strength of gears than the x smoothness of the drive because the speed variation and consequent force variation that cause:' tr. xible. The understanding of gear vibration remains incomplete. in spite of general agreement about the nature of the phenomenon. Vibration!' are due to the several sources such as cyclic tluctuations in drive

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n MODELING OF GEAR MESH

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A vibrabag system consisting of a gear pair is generally modeled through a pair of rigid discs with gear tecsb represented by a spring and a damper along the pressure line which is tangent to the base circle oflbe gears as shown in Fig I. The gear mesh stiffness Kh used is not constant for the each gear mesh cycle. The gear mesh stiffness is Y.lr)'ing with time.

completed. Thus the single pair contact zone is DO and double pair contact zones are AB and DE. It is assumed that the total applied torque is equal to the sum of torque contributions by each of the meshing tooth pair

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III GEAR PAIR CONTACT

For the involute gears in one complete mesh cycle . .! line tangent to the both base circles i" the line ~'i.I.tion. when two gears are' put into mesh. The .:.. onract starts at point A as shown in Fig 2.3. the ~ ..nt where the addendum circle of i one gear intersects the line of action. The point of intersection o i line of action and the addendum circle of the other gear E is the end of the mesh cycle. W.: will consider two identical spur gears in mesh. The first tooth pair comes in contact at point A, the COnI;;':. is between the tooth tip of the output gear and the root of input gear tooth. There is also a see .. 'nJ tooth pair already in contact at point D. The rc ration of input gear will cause the . point of contact to move along the line of action APE. As the first tooth pair reaches the first point B the::second pair disengages at point E, leaving only the first t.. ,)th pair in contact, This condition i.e .. one pair o i teeth in contact continues until the next tooth pair achieves contact at point A again. This is the start of another mesh cycle; there will be two teeth gear pairs in contact until the first disengages at point E. When the first tooth pair rotates to point E. one tooth meshing cycle is

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calculated when the gear is stationary. Torsional mesh stiffness is the ratio of applied torque to angular rotation of gear body. When there is one gear pair tooth in contact. the mesh stiffness can be calculated by considering mesh stiffness of pinion KI> and mesh stiffness of the gear Kg. The pinion tooth mesh stiffness when contact is at point D is

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Torsional mesh stiffness. when there are two gear pain; of tooth are in contact can be calculated on the similar lines as described fe, single gear pair contact. In this C"J.Se ear pairs are in contact at points A and g
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Evaluation of Gear Mesh Stiffness Variation over a Mesh Cycle
r: r: D_ Let us consider the two contact points iadependeatly. The contact at point A can be viewed - as two springs in series and the contact at point 0 is also equivalent to two springs ill series. The equivalenl mesh stiffnes in this case j" two sets of springs in series. which are in parallel .combination li..e. series combination at points A "no 0 are in parallel with each other). method to treat frictional contact problems. There are three basic types of contact models available in ANSYS software. i) Point to surface; in this case exact location of contact area is not available. and large amount of deformation and large relative sliding is allowed ii) Point to point contact; the contact point locations should be available. Only small amount of relative sliding deformations are permissible in the contacting surfaces. and iii) Surface to surface contact: these arc used to model surface to surface contact problems of.rigid to flexible types. As discussed earlier, point to surface: contact method can be used when location of contacting area i~ not avai lable before analysis. This type ':is' 'used for the present unulysis. The: stiffness rcknionship for contacting surtuccs is ensured by placing a spring in between the two surfaces. The contact "clement is shown schematically in Fig. (3).

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Contact clfc,',' arc not taken into account in conventional cn~in':::;'i"~ analy-i- because llf the complexity involved. The most P: problems in mechanical cngincerinj; arc or' nonlinear nature. The contact problem- are: non-line . and will r r. -quioc significant computing fa.:ility. The noul inearity is due to relative slidin~ or when the gear teeth come: into or go out of contact with each other. In case of gear pair contact there i,. alxo change of contact point as the contact takes place along the line of contact of the mating gears. It i-, important to consider friction ill contact problems. :\bny types of .ontuct problems arc encountered . in cnginccriug ; ",'me t: pical cxumplcs arc gear transmissions. d:namic impacts. metal forming. bolted joints. cra-h dynamics, intcrtcrcncc fits etc. All the contact problem- can be cla ificd in two catcgori c namely . ri:;id t,l flexible bodies in 'S contact and flexible {(. rlcxiblc bodic- in contact. In the first case one (.r more of the contacting surtuccs arc assumed a' rigid. which have much higher stiffness as compared to the deformable hod y in contact. In the ~,:c(lnd c use both or all the contacting bodies arc deformable: these include gears in mesh. bolted joints ere.

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There are two types of stitfnc-,. the combined normal contact stiffness and the combined tangential or sticking contact stitfnes. The combined normal stiffncxs controls the penetration of contacting surfaces while .:,'m~i!ICU tangential contact stiffness is used to estimate the jump in tangential force, In order to satisfy the contact capabilities, the user has to select one of tbc two options from ( I) Penalty method (:!) Combined penalty plus a Lagrange multiplier method. The spring shown in Fig . .3is essential to prevent the two bodies to pa,.s each other. This' method of representing the: contact is called 'IS penalty method. For the present analysis the second method is chosen, because the defined precision is obtained by generation of additional contact forces known as Lagrange forces. After deciding the contact capabilities. the combined normal contact stiffness is to be critically decided, The combined normal contact stiffness should not be very high or too small. If the: combined normal contact stiffness is small the surface penetration may be: more and may lead to unexpected results. It can be estimated as.

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v PROcEDl.lRE FOR SOL YING CONTACT PROBLE~1

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With rapid .Icvclopmcm-, in the processing capacity or' computcr-. numerical methods have become tbe prime interest of researchers in engineering discipline. The Finite Element method is considered as the favorite

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Evaluation of Gear Mesh Stiffness Variation over a Mesh Cycle

WhereE Smallest value of Young's modulus of elasticity of contacting material. h = Contact length and f = 0.0 I to 100. The tooth profile of spur gears used in Iinite element model is involute and is based on the basic equations. The involute! teeth profile and the fillet profile curves are generated by the algorithm developed by Kuang (3). The tooth profile is generated in ALTOCAD with the help of a program in '. ACTOLISP. The gears used for the experimental .' :, ~'; -and software analysis have, the specifications as :'-:-':::'" -, mentioned in the table below: ", c.(';u Data:

case the angular position of node is found from the difference between two angular positions of node. which gives the angular deformation, Then torsional mesh stiffness is torque divided by angle of deformation. Torsional mesh stiffness for different positions of gear tooth along the path of contact is obtained. This' is done by changing position of gear in AutoCAD. This file is imported in ANSYS. The procedure is repeated for different angular positions.

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The involute and fillet tooth profile generated by AUTOLISP program is used to do:\'cl,'P .~D "pur gear geometry in AutoCAD. This CAD mood is imported in ANSYS to generate the finite clement model of gears in mesh as shown in Fig ~, Solid brick 8 node -l5 elements are used.

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F1g. (-l) The contact was modeled using CONT A 175 and TARGE 170 elements. a node to surface contact element. A torque of 1530 N-m was applied to pinion body. All d.o.f ..s are set to zero for the pinion hub. The torsional mesh stiffness of gears in mesh is calculated by calculating the maximum angle of deformation. The listing of x, y coordinates of all probable nodes (undeformed position I is listed and again listing x, y coordinates of the same nodes in deformed position. In each

The test gears arc identical spur gears <IS shown in Fig. 6 with a ratio ,'f I: I. A tooth from the contacting pair has a small piece of mirror fixed with it ill the radial dir. ction, which makes possible to take angular deflection readings. One of the test gears (the output gear) is fi xed with the help of a worm and worm wheel pair. Fig 7. mounted on its shaft. The torsional load is applied to the meshed pair through the lever. The combined torsionalmesh stiffness of input gear at particular mesh position was obtained by changing gear tooth contact position through the worm gearing Tbe.worm gears are self locking. At the end of lever ~111 upward force is applied by turning the nut on the top. which is measured with help of load eel! (strain gauge type). Following is the relevant data. Number of teeth on worm gear =47. Number of starts of worm =2. Reduction Ratio = 23.5. The rotation of worm shaft by 60' for each set of observation (which rotates spur cear ~\' :!5=,~since reduction'

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Tbe contacting gear tooth pair is brought if! the desired position through the worm pring. Tbe autocollimator reading is adjusted to RrO. The loading ann nut is tightened till the desired load is displayed on the indicator. The .wtocollimator reading will give the angular kformation of toedt.

VI CONCLUTIONS
The experimental and theoretical results are in reasonably good agreement with each other. The deviations are well within permissible limits . There arc practical difficulties in measuring the actual deformations of gear teeth with the desired accuracy; this may be the reason for the difference in experimental and theoretical results. The torsional mesh stiffness changes as the number of contact pairs of teeth change from one to two or vice versa. Mesh stiffness increases when contact changes from one to .two pairs. and it decreases as contact changes from two to one pair. Inthis paper general formulation for estimating combined torsional mesh stiffness of the gear pair using FEM is given. The contact element can be effectively used for modeling. Care should be taken to ~el':L't judiciously the value of the factor f. The effect of any other gear error i~ not taken into considcrarion ..

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VARIATtot-iOF STFFNESS FOR COMPLETE CYCLE OF GEAR MESH

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REFERENCES
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Jim Lin. Robert G. p.~rkcr.t:!(KI~'. \ksh sliffn.: Instabitiuc-, in Two Stage Gear SYSh .. ~lIb. Transactions of ASME. pp (.1\751. Sh~n!.!xi~ttl,g Jia, Ian H .w;.lt .. and jiundc ' wang. (lOO3). The Dynamic ~t.><.I~linJ; ,.f :\lultipk Pair- of Spur Gears in l\lc,'sh Including Friction an\.! Gc . netric u Errors. lntemational journal of Rutatint! machinery. pp. (437 oW:!l.

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Kuang, J.H. anJ yanJ;. Y.:r< t 1<N11.. An Estimate of Mesh Stiffness ;tnJ Load Sharing Rati of a Spur Gear Pair .. 6 th International Power Transmi-vion &Gearing Conference. LSA. pp. t 1,/ . I~I Dark \\'. Dudley, Hand t>..uk "I' I' r ncticnl gear design. (I<}~I. :\kGr.twHill B,,,>l Company Reprint. 151 S. B. \\"ADKAR. Dr. S. R. KAJALE. l~llU51. Theoretical Evaluation of Effect ,,f Gear Parameters un Mesh Stiffncs-, Variations. If" IS\IE International conference on mechanical Engineering in knowledge aJ;C:. pp. (I-I~ 15.~ I.

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