Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM

2012-01-1995 Published 09/24/2012 Copyright 2012 SAE International doi:10.4271/2012-01-1995 saecomveh.saejournals.org

Analysis of Gear Geometry and Durability with Asymmetric Pressure Angle

Amit Sandooja
Mahindra Engineering Services

Sagar Jadhav
Mahindra & Mahindra Ltd
Abstract Gear design is one of the most critical components in the Mechanical Power Transmission industry. Among all the gear design parameters pressure angle is the most critical parameter, which mainly affects the load carrying capacity of the gear. Generally gears are designed with a symmetric pressure angle for drive and coast side. It means that both flank side of gear are able to have same load carrying capacity. In some applications, such as in wind turbines, the gears experience only unidirectional loading. In such cases, the geometry of the drive side need not be symmetric to the coast side. This allows for the design of gears with asymmetric teeth. Therefore new gear designs are needed because of the increasing performance requirements, such as high load capacity, high endurance, long life, and high speed. These gears provide flexibility to designers due to their non-standard design. If they are correctly designed, they can make important contributions to the improvement of designs in aerospace industry, automobile industry, and wind turbine industry. In this paper we present a mathematical model of helical gear pair with an asymmetric pressure angle. We have increased the pressure angle of gear on the drive side to increase the load capacity and performance of the gear pair in terms of noise and mesh stiffness while transmitting power. Also we have analyzed the results of bending and contact stresses generated on gear pair with the asymmetric pressure angle. CITATION: Sandooja, A. and Jadhav, S., "Analysis of Gear Geometry and Durability with Asymmetric Pressure Angle," SAE Int. J. Commer. Veh. 5(2):2012, doi:10.4271/2012-01-1995. ____________________________________

INTRODUCTION
In conventional involute spur and helical gears, both drive and coast flanks experience the same bending and contact strength. However, in most of the cases for automotive applications drive side and coast side are not equally loaded while transmitting power, the drive side of gear tooth is loaded for longer period of time as compared to coast side. Therefore an asymmetric gear tooth is preferable for such applications. In conventional symmetric gear design, bending and contact strength of a particular gear pair can be increased by an increase in pressure angle. But there is a limitation of top land thickness of tooth which is reduced significantly with increasing pressure angle. With an asymmetric gear design, keeping same pressure angle on the drive side and a higher pressure angle on coast side, the bending strength can be improved without improving contact strength for drive side. Hence gear mass, noise and vibration can be reduced significantly. Similarly, by keeping the same pressure angle on the coast side and a higher pressure angle on the drive
546

side, both bending and contact strength can be significantly increased for the drive side significantly. Additionally, the asymmetric gear with a high pressure angle on drive side will reduce the vibration level due to a reduction in sliding and an increase in mesh stiffness. A gear pair with asymmetric pressure angle is shown in Fig.1.

Fig 1. Asymmetric Pressure Angle Gear Pair

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 547

Fig. 2a. Change in Tooth Flank and Top land Thickness w.r.t Pressure Angle

Fig. 2b. Top land thickness Vs pressure angle

INFLUENCE OF PRESSURE ANGLE

In the design of an asymmetric gear pair, proper selection of pressure angle on drive side and coast side is very important. Although the increase in pressure angle will increase the bending strength, there is a limit to the increase in pressure angle because it reduces the top land thickness of tooth which makes the tooth sharp at top which is known as Tooth Peaking. Also increasing the pressure angle decreases the contact and overlap ratio which affects the performance in terms of NVH. By increasing the pressure angle the sliding velocity of the gear reduces because of increase in flank curvature, this in turn reduces the noise and vibration and increases the stiffness of the gear tooth in loaded condition. An asymmetric gear tooth design effects the following terms and factors related to gear geometry which will be discussed in detail. 1. Tooth Top land thickness 2. Contact Ratio 3. Sliding velocity 4. Bending strength 5. Contact Strength

TOOTH TOP LAND THICKNESS

A major issue or limitation with increasing the pressure angle is the reduction of gear tooth width at the addendum circle. Tooth shape becomes more and more pointed as the pressure angle increases and the top land becomes smaller which results in permanent deflection at the tooth tip. This phenomenon is termed as Tooth Peaking . The peaking limit sets the limit of the pressure angle. The effect on the tooth flank and top land thickness with the increase in pressure angle is shown in Fig. 2a and 2b. The thickness of the gear tooth at the addendum circle decreases as the pressure angle increases, and the tooth tip becomes more pointed. Gear Standards such as DIN, ISO and AGMA recommend that the thickness at the addendum circle be a minimum 0.4 times of module. Tooth thickness on addendum circle is calculated by:

(1) (2)

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 548 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

Fig. 3. Contact Ratio Vs Pressure Angle shows the contact of gear and pinion at the tip of the tooth. The velocities at contact point of gear and pinion are denoted by Vg and Vp. The individual velocities of the gear and pinion can be resolved into two components normal and tangent to tooth surface as Vgn and Vgt for gears and Vpn and Vpt for pinion. If the teeth in meshing contact at the pitch point P, then Vpn and Vgn are same. But under loading conditions there is some misalignment and deflection on gear the tooth resulting in sliding. Therefore the tangential velocity components Vpt and Vgt are different and the difference between two is known as sliding velocity. The sliding velocity is directly proportional to the distance between the pitch point and point of contact. The maximum sliding velocity occurs with contact at tooth tip. The sliding velocity at tip vga and at root vgf of gear teeth is calculated by following equation:

(3)

CONTACT RATIO
Contact ratio is the measure of the average number of teeth in contact along the total path of contact. It means the contact period in which a tooth comes and goes in and out of contact with the mating gear. As the pressure angle increases the contact ratio reduces and load increases on gear tooth. In general the contact ratio of a gear pair should be a minimum 1.10, below this limit the loading on gear tooth increases, which results in tooth breakage during cyclic loading. Also the highest point of single tooth contact (HPSTC) reaches near the tooth tip causes permanent deflection in gear teeth and affects the gear performance in terms of noise and vibration. Hence it is important to the keep maximum pressure angle on drive side so as to maintain a minimum contact ratio of 1.10 and keeping same pressure angle on coast side for better performance. The behavior of contact ratio with increase in pressure angle is shown in Fig. 3 Total contact ratio of gear pair is calculated by: (4) (5)

(7)

(8) (9) (10)

(6)

SLIDING VELOCITY
Gear tooth sliding velocity is defined as a difference between rolling velocities of teeth in mesh. For two involute profile teeth in mesh, at a given point on the line of action, a product of radius of curvature and the rotational speed are not equal; therefore, the resultant rolling velocities are different. The pitch point is the only contact point for the meshing teeth where there is a pure rolling. At any other location during the interaction of tooth profile there is some sliding. Fig. 4a

As the pressure angle increases, the sliding velocity decreases due to, an increase in tooth thickness at the root and mesh stiffness, the deflection of gear teeth reduces. Hence performance of the gear pair increases in terms of reduction in noise and vibration. Fig. 4b shows the behavior of sliding velocity at the tooth tip as the pressure angle increases on the drive side.

GEAR TOOTH BENDING STRENGTH

Determination of the capacity of the gear to transfer the required torque for the desired operating life is completed by

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 549

Fig. 4a. Single Tooth Contact

Fig. 4b. Sliding Velocity Vs Pressure angle determining the strength of the gear teeth in bending and durability of teeth. Gear tooth bending strength increases as the stresses at the tooth root decreases. As the pressure angle increases the tooth root thickness at the critical section increases hence reducing stress at the tooth root. Fig. 5 shows, the direction of load applied on gear tooth while transferring torque. According to ISO and DIN standards the maximum bending stress on a gear tooth is given by

(11)

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 550 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

Fig. 5. Schematic representation of load applied on Gear tooth

Fig. 6. Pressure Angle Vs Bending Stress Overload factors KA, KV, KF, KF and corrective factors Y, Y are not affected by variable pressure angle on drive and coast side. Y is the overlap ratio factor and is expressed as: (12) Y is the Helix angle factor and is expressed as: (13) Bending stress with an asymmetric pressure angle, keeping same module, torque and face width varies significantly from the bending stress with a symmetric pressure angle because of the changes in tooth form factor YFa and stress concentration factor Ysa. Tooth form factor YFa is expressed as: (14) Tooth stress concentration factor Ysa is expressed as: (15) Tooth thickness at the critical section SFn increases with an increase in pressure angle. As SFn increases, the distance between the critical section and point of intersection between tooth axis and direction of force of contact i.e. bending lever arm hFa, is also reduced, which decreases the stress at tooth root. Therefore, the bending strength and durability of the gear pair increases. Tooth bending stress and the pressure angle relation is shown in Fig. 6.

GEAR TOOTH CONTACT STRENGTH

When a gear pair meshes, the region of contact theoretically is a line. The curvature of the individual mating surfaces at the point of contact will vary according to the position of the point of contact on the line of action, as the gear tooth surface rolls and slides during this action. Though theoretically it is a line contact, the line actually develops into the band of certain width along the length of the tooth due to mutual comprehensive pressure. As the tooth surfaces move relative to each other with a combination of rolling and sliding, this band also continuously moves. Since the tooth surface undergoes fluctuating, repeated and cyclic stresses of all kinds during the course of this action, fatigue failure of the

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 551

Fig. 7a. Equivalent cylinders from the Pair of Asymmetric tooth at Pitch Point tooth surface is likely. The failure of the tooth surface due to fatigue is termed as Pitting. Contact fatigue strength of a gear material plays a major role in determining the service life of gears. It has been observed that pitting mostly occurs in the area surrounding the pitch line. This may be due to the fact that the direction of sliding velocity changes at the pitch point, resulting in the comprehensive stress increasing in that region. Heinrich Hertz, a German physicist, developed the expression for the stresses generated when two curved surface are in contact. These surface stresses are generally known as Hertzian Stresses. Fig. 7a shows the equivalent cylinders of the gear tooth in contact at pitch point with an asymmetric pressure angle. Since the radius of curvature of gear tooth decreases towards the base circle, the Lowest Point of Single Tooth Contact LPSTC will be at where the highest stress occurs (Fig. 7b). Hence the area below the pitch point or at the tooth root should be strong enough to withstand the stresses developed in that area. Besides the contact pressure, sliding velocity, lubricant viscosity and frictional forces also influence the stress distribution. The Nominal surface pressure developed at the tooth surface is expressed as:

Fig. 7b. Stress Zone band below Pitch point at LPSTC The actual contact stress is calculated by multiplying the nominal stress by certain factors that increase the stress on tooth flank, which is expressed as:

(17) As the pressure angle increases at drive side of gear pair, the sliding velocity decreases (Fig. 3) and tooth thickness at critical section increases (Fig. 4), therefore the shear stress in the section below the pitch line decreases, hence improving the contact strength and fatigue life. The gear pair contact stress at the critical section is shown graphically with the input data in Fig. 8.

(16)

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 552 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

Fig. 8. Pressure Angle Vs Contact Stress Tab 1. Input Parameters for Gear Pair Design

GEOMETRY DESIGN
A mathematical model of an asymmetric pressure angle gear pair geometry has been designed, consideration of the key parameters of gear geometry; module, helix angle, number of teeth, face width and center distance, and the results of the bending and contact strength is compared to a symmetric pressure angle gear pair with the same parameters. It has been observed that the bending stress at the gear root and the contact stress on gear flank are reduced in the asymmetric pressure angle gear pair hence increasing load carrying capacity approximately 20% when compared with a symmetric pressure angle gear pair. Relevant parameters shown in Table.1 are considerations when designing a symmetric and asymmetric pressure angle gear pair. Symmetric pressure angle geometry is formed by two symmetrical involutes with one base circle, but asymmetric pressure angle gear geometry is formed by two different involutes of different base circles. Symmetric gear tooth geometry with pressure angle 20 and 35 shown in Fig. 9a and 9b.

Tooth geometry with a 20 pressure angle shown in Fig. 9a, have sufficient tip thickness and sufficient root radius, but the thickness at critical section of tooth root is less which causes high bending stress and low load bearing capacity. Also the radius of curvature of the involute is low which increases the sliding velocity during mesh. Tooth geometry with a 30 pressure angle shown in Fig. 9b, thickness at the critical section of the tooth root increases which reduces the bending stress and increases the load bearing capacity. Also the radius of curvature of the involute curve increases which reduces the sliding velocity hence decreases contact stress on the tooth flank. But as shown, there is not sufficient thickness at the tip which results in tip breakage or permanent deflection at the tip during torque transfer. Also there is not sufficient space between two teeth at the root which results in the tooth tip contacting the mating gear in the root radius. To increase the load bearing capacity and contact strength while maintaining sufficient thickness at the tip to prevent permanent deflection and sufficient space at the root to provide root radius clearance, a gear pair with a 35 pressure angle on drive side and a 20 pressure angle on coast side has

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 553

Fig. 9a. Involute Curve And Tooth Profile With 20 Pressure Angle

Fig. 9b. Involute Curve And Tooth Profile With 35 Pressure Angle been designed and analyzed. The analysis of a gear pair with CAE (Computer Aided Engineering) and FEA (Finite Element Analysis) in terms of bending strength, contact strength and tooth deflection during torque transfer were completed. Fig. 10 shows the geometry of gear tooth with asymmetric pressure angle. Asymmetric pressure angle gear geometry is verified by measuring the diameter over pin DOP considering suitable diameter of pin. DOP shown in Fig. 11, is calculated by equations given below: (18)

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 554 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

Fig. 10. Involute Curve And Tooth Profile With Asymmetric Pressure Angle

(19) (20) (21) (22) (23) (24) (25) Tip thickness or top land thickness of the tooth with an asymmetric pressure angle is calculated by Equation1. Minimum tip tooth thickness as per DIN and ISO Gear Standards should be 0.4 times of module, to prevent tip breakage and permanent deflection at tip of teeth. Total contact ratio (transverse and overlap) for an asymmetric pressure angle gear pair is calculated by equation 4. The standards require the minimum contact ratio should be 1.1, but it is better to maintain a contact ratio of more than 2.0, so that the load is always shared by two teeth to reduce the contact stress on gear flank. Fig. 11. Measurement Of Diameter Over Pin Sliding velocity vg, of gear pair with symmetric and asymmetric pressure angle is calculated from equations 7 and 8, and it is observed that as the contact ratio and length of path of contact decreases, the sliding velocity and specific sliding of gear pair decreases, reducing the noise and vibration.

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 555

Fig. 12a. Load Applied Normal To Symmetric Gear Flank Face

Fig.12b. Tooth Stress And Deflection On Gear With Symmetric Pressure Angle (20- 20)

FEA ANALYSIS & RESULTS

A mathematical model of the asymmetric gear pair with a 35 pressure angle on the drive side and a 20 pressure angle on the coast side is compared with math model of symmetric gear pair with 20 pressure angle on both sides. The analysis is done on CAE using NX Nastran. The bending stress, contact stress and deflection at the tooth root and tooth flank is analyzed by applying a load of 8560 N normal to tooth flank as shown in Fig. 12a. Bending stress of 391.15 MPa, contact stress of 1839.28 MPa and tooth deflection of 45 micron is found with a symmetric pressure angle gear tooth, as shown in Fig. 12b. Similarly, a load of 8560N is applied normal to gear tooth with a 35 pressure angle on drive side and a 20 pressure angle on coast side as shown in Fig. 13a.

Bending stress of 306.0 MPa, contact stress of 1759.27 MPa and tooth deflection of 37.2 micron is found with the asymmetric pressure angle gear tooth, as shown in Fig. 13b. Similarly, with a load of 8560N on the pinion tooth, bending stress of 408.39MPa, contact stress of 1839.28 Mpa and tooth deflection of 24 micron is observed with the symmetric pressure angle of 20, as shown in Fig. 14a. With the same load of 8560N on the pinion tooth, bending stress of 342.70MPa, contact stress of 1759.27MPa and tooth deflection of 17 micron is observed with the asymmetric pressure angle of 35 on drive side and 20 on coast side, as shown in Fig. 14b. The comparison between the symmetric pressure angle gear pair and the asymmetric pressure angle gear pair are shown in Tab. 2 given below.

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 556 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

Fig 13a. Load Applied Normal To Asymmetric Gear Flank Face

Fig 13b. Tooth Stress And Deflection On Gear With Asymmetric Pressure Angle (35 - 20)

Fig 14a. Tooth Stress And Deflection On Pinion With Symmetric Pressure Angle (20- 20)

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012) 557

Fig 14b. Tooth Stress And Deflection On Pinion With Asymmetric Pressure Angle (35 - 20)

Tab 2. Comparison of Symmetric And Asymmetric Pressure Angle

CONCLUSION
As the pressure angle of a spur and helical gear pair increases, it will show improvement in the aspect of bending and contact strength, but there are limitations which limit the increase in the pressure angle desired. An asymmetric pressure angle gear design overcomes many of these limitations, resulting in better life of the gear pair with reduced weight and a decrease in sliding velocity, this results in reduced noise and vibration and an increase in the load carrying capacity of gear and an increase in durability under dynamic conditions.

CONTACT INFORMATION
Amit Sandooja and Sagar Jadhav can be reached via email at sandooja.amit@mahindra.com amit.sandooja1978@gmail.com jadhav.sagar@mahindra.com sagar.jadhav5@gmail.com

REFERENCES
1. 2. 3. 4. 5. Maitra, G.M. Handbook of Gear Design Deng, G. and Nakanishi, T., Bending Load capacity Enhancement using an Asymmetric Tooth Profile Gunay, Durmus, Ozar, Halil and Aydemir, Alpay The effect of Addundum Modification coefficient on Tooth Stresses of Spur Gear ISO 6336 and DIN 3990 Gear standard for tooth bending and Contact stress calculation. Dudley, Darle W. Handbook of Practical Gear Design

Downloaded from SAE International by Vellore Inst of Technology, Wednesday, January 22, 2014 06:45:52 AM 558 Sandooja et al / SAE Int. J. Commer. Veh. / Volume 5, Issue 2(October 2012)

ABBREVIATION
Sa - Top land thickness Do - Tip circle diameter Sna - Tooth thickness at Pitch circle diameter d - Pitch circle diameter nd - Normal pressure angle at Drive side nc - Normal pressure angle at Coast side d - Transverse Pressure angle of Drive side c - Transverse Pressure angle of Coast side tcd - Pressure angle at Tip circle diameter Drive side tcc - Pressure angle at Tip circle diameter Coast side wtd - Working Transverse Pressure Angle Drive side ges - Total Contact Ratio d - Transverse contact Ratio Drive side d - Overlap Ratio drive side Drive side gadp - Length Of Path of contact drive side of Pinion gadg - Length of Path of Contact drive side of Gear Pbt - Transverse base Pitch b - Face width - Helix angle mt - Transverse Module vga - Sliding velocity at tip (m/s) vgf - Sliding Velocity at root (m/s) p - Angular speed of pinion (rad/s) ga - Length of path of Addundum of pinion gf - Length of path of Addundum of Gear dNa1 - Tip form Diameter of Pinion dNa2 - Tip Form Diameter of Gear db1 - Base diameter of Pinion db2 - Base Diameter of Gear Fb - Bending Stress at Root Ft - Tangential Load on Gear Pair mn - Normal Module YFa - Tooth Form Factor YSa - Stress Concentration Factor

Y - Overlap Ratio Factor Y - Helix Angle Factor b - Base Helix Angle SFn - Root Tooth thickness at critical section hFa - Length of bending lever Arm f - Profile curvature radius at critical section Fan - Angle of Load applied H0 - Nominal surface pressure at tooth surface ZH - Contact zone Factor ZE - Tooth Elasticity Factor Z - Tooth overlap ratio factor (for contact stress) Z - Helix angle Factor u - Gear Ratio H - Actual contact stress at tooth surface KA - Application Factor KV - Dynamic Factor KH - Tooth Misalignment Factor KH - Tooth Pitch Error DOP - Diameter Over Pin dP - Diameter at Pin Center D - Pin Diameter dbd - Base diameter of Drive side dbc - Base diameter of Coast side