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Vibration and Control
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Article
Abstract
The most common gear wear mechanisms, such as micropitting, pitting and scouring often occur in the early stage of
failure. For the geared system operating in the presence of such surface failures, the load acts only over a finite region and
contact stress tends to increase enormously in the contact area of the mating teeth surface. The propagation of tooth
damage causes instantaneous reduction in tooth stiffness. The vibration signal of gear transmission varies as the stiffness
changes. Therefore the connection between surface fatigue failure, stiffness and vibration signal are of significant importance in monitoring gear defects. The purpose of this study is to conduct experimental investigations on the measurement of reduction in the gear teeth stiffness along with vibrations parameters. A pair of spur gears was tested under an
accelerated test condition in an oil bath lubricated back-to-back gearbox. Experimental measurement of stiffness was
carried out using modal analysis in conjunction with a theoretical model. It is concluded that stiffness measurement
exhibits a direct relationship with the propagation of surface wear and the increase in vibration amplitude of the gear
transmission system. Hence this procedure can be concluded as a suitable technique in health monitoring of gears.
Keywords
Gear tooth stiffness, gear vibration, gear wear, modal analysis, translational frequency
Received: 23 July 2010; accepted: 16 October 2011
1. Introduction
Machine elements such as gears, bearings, cams etc.,
are often subjected to repetitive load cycles at dierent
operating conditions. Excessive loads, speeds and
improper operating conditions may cause defects on
their bearing surfaces, thereby triggering abnormal
vibrations in whole machine structures. Using signal
processing techniques to analyze time and frequency
spectra, it is possible to determine the defects of various
structural components. The amplitude of vibration signature gives an indication of the severity of the problem, whereas frequencies indicate the source of the
defects (Peng and Kessissoglou, 2002). Gears are one
of the most common mechanisms for transmitting
power and motion and their usage can be found in
numerous applications. Of late, problems arising from
excessive wear and tooth surface failure of gear in
transmission systems under increased loads and
higher speeds are of major concern to gear users.
Under increased power and higher speeds, gear wear
and fatigue failures, such as pitting, scoring, spalling
1
Department of Mechanical Engineering, PDPM-Indian Institute of
Information Technology Design and Manufacturing Jabalpur, Jabalpur, India
2
Machine Design Section, Department of Mechanical Engineering, Indian
Institute of Technology Madras, Chennai, India
Corresponding author:
Muniyappa Amarnath, Department of Mechanical Engineering, PDPMIndian Institute of Information Technology Design and Manufacturing
Jabalpur, Jabalpur 482001, India
Email: amarnath.cmy@gmail.com
1010
2. Experimental setup
The experimental setup of the standard back-to-back
gearbox used throughout this study is shown in
Figure 1. Table 1 shows the specication and dimensions of the setup. It consists of four gears (two pinions
with 25 teeth and the other two gears with 54 teeth
each) and a three-phase induction motor. The allowable load is 0-118 Nm. The torque adjustment coupling
connects the two shafts onto one axle. The ends of the
axle are connected with two pinions. Another axle that
has two gears on the ends is connected to a motor
through a timing belt transmission.
The torque in the gear test equipment may be
adjusted by shifting the relative phase of the elements
in the coupling. The advantage of utilizing this coupling
is explained as follows. In conventional gear test experiments, the torque on gears is given by external loading,
such as a magnetic brake. In such a method, the motor
has to be carefully controlled for dierent shaft speeds
under the specied torque. Alternatively, using the
torque adjustment coupling can provide dierent
levels of torque according to the relative angle between
the two pieces of the coupling. The torque loading does
not change once the two pieces of the torque adjustment coupling are rmly locked. The torque is locked in
the shaft loop and remains constant for any motor
speed. This arrangement does not need any external
load and reduces the complexity of designing the driving system. It has been the most reliable approach for
investigating and testing a gear system.
Electric motor
Driving pulley
Torque adjustment
coupling
Torque locking nut
Torque shaft
Amarnath et al.
1011
3. Experimental procedure
In the present experiment, the gearbox was operated at
a speed of 2100 rpm under accelerated load conditions,
i.e. at 360 Nm (Accelerated Test 1) and 413 Nm
(Accelerated Test 2). This torque is about four to ve
times the allowable load. In a normal gearbox an antiwear lubricant is usually employed to prevent or slow
Table 1. Dimensions and specifications of the test gears
Pinion
Center distance (mm)
Pitch diameter
Module (mm)
Number of teeth
Face width (mm)
Pressure angle
BHN
Material properties of gears
Youngs modulus
Poissons ratio
Material (steel)
Shear modulus
Test conditions
Pinion speed
Static load
Lever arm
Torque on gear wheel shaft
Gear
150
100
4
25
25
20
130
200
50
2 105 N/mm2
0.3
En 19, 0.22 % Carbon
G 0.8 105 N/mm2
n 2100 rpm
W 0600 N
L 0.6
0413 Nm
Torque - 360 Nm
Healthy gear
Macro pitting
(after 72 hours)
Abrasive wear(after
108 hours)
Torque - 413 Nm
1012
4. Stiffness
Gear mesh stiness plays a key role in gear dynamics,
in the magnitude of noise and vibrations generated, and
the load carrying capacity of a geared system. Surface
fatigue is known as an important factor in gear failure;
pitting is one type of surface fatigue and often occurs in
the early stages of failure. When pitting occurs, the load
is applied only on a nite region of the gear. At the
same time contact stress increases enormously in the
contact area. Hertzian compliance is the most signicant part of the total compliance around the pitch line.
The resulting stiness variation is the main reason for
the impact in the pitted areas. If a contact region is
completely contained in the surface fault, tooth contact
is lost and stiness will reduce, gradually leading to
changes in the signal. Obviously the connection
between pitting, stiness and vibration signal amplitude
provides a means for monitoring gear defects (Sung
et al., 2000).
Si1 Si 2
Wt
ytotal
yi1 yi
Mi Mi1 i
EIi
Si Si1 i s Vi
2
GAi
i th segment
Wt
Rd
Ri
xi+1
xi
Wr
t ht
hd
Ri+1
Li
L
1
Figure 3. Translational model of spur gear tooth.
Amarnath et al.
1013
12Wt L2t
EFh3d
Deflection, mm
0.0027
Shear Deflection
Rim Deflection
Bending Deflection
Total Deflection
0.0018
0.0009
0.0000
0
2
4
6
8
Radial distance from tooth root, mm
1014
M f, I f
f (t )
kf
k1
kscr
kf
kt1
ks
k2
kcon
ktor
(t )
Xf (t)
k t2
Mg,IIgg
6
Mf X f k1 k2 ks Xf Xg k1 k2 a 0 7
Multiply (6) by Mf and (7) by Mg
Xg (t)
Hammer
Computer
Mf Mg X g Mf k1 k2 ks Xg Xf
Mf k2 k1 a 0
Mg Mf X f Mg k1 k2 ks Xf Xg
Mg k1 k2 a 0
Accelerometer
Gear frame
combination
Signal conditioning
Amplifier
FFT analyser
Figure 7. Schematic of experimental set up used to obtain the frequency response function of the gear and frame system.
Amarnath et al.
1015
(a) 90
90
MAG dB
MAG dB
(b) 90
0
0
1000
2000
3000
4000
3600
5000
3900
4200
0
4500
Figure 8. Frequency response function of gear and frame. (a) Healthy gear (b) Zoomed at translational frequency.
Mg Mf X Mg Mf k1 k2 ks X
Mg Mf k1 a k2 a 0
10
13
Mg Mf
0
2
8 9
>
=
<X>
Ig If >
;
:>
7
6 Mg Mf
7
6
7
6
7
6
7
6 k1 k2 ks
Mg Mf k1 a k2 a
7
6
7
6
7
6
7
6
Ig If
7
6
7
6
7
6
5
4
Ig If k1 a2 k2 a2 ktor r2t
k1 a k2 a
8 9 8 9
>
=
= >
<0>
<X>
>
;
; >
: >
: >
0
Ig If f Ig k1 aX Ig k2 aX Ig k1 a2 Ig k2 a2
Ig ktor r2t 0
14
Ig If Ig If k1 a k2 aX Ig If
k1 a2 k2 a2 ktor r2t 0
15
1016
90
MAG dB
(a)
3500
3600
3700
3800
3900
4000
4100
X=3941 Hz
(c) 90
MAG dB
90
MAG dB
(b)
0
3500
3750
4000
4250
0
3500
4500
(e)
90
0
3500
4000
4250
4500
90
MAG dB
MAG dB
(d)
3750
3750
4000
4250
4500
0
3250
3500
3750
4000
4250
Figure 9. Frequency response function of gear and frame system for different fault severities. (a) With additional mass, (b) 8% tooth
removal case, (c) 16% tooth removal case, (d) 24% tooth removal case, (e) 40% tooth removal case.
Amarnath et al.
1017
system and signal processing hardware for further analysis. The frequency range of analysis was 16.4 kHz
Measured
Estimated
4000
3900
3800
3700
0%
8%
16 %
24 %
40 %
teeth were found. Table 3 gives the results of experimentally obtained parameters of the gear frame assembly. As all parameters in equation (16) are known, the
reduction in tooth stiness can be estimated from the
equation. Figures 10 and 11 show the variation of
translational frequency and reduction in stiness for
dierent simulated fault cases. Tables 4 and 5 give the
values of translational and rotational frequencies from
the modal tests and theoretical calculations. The results
show a close agreement between theoretical and experimental values for 8%, 16%, 24% and 40% tooth
removal cases. Hence the severity of the damage can
be directly estimated from the modal tests.
1018
10
8
6
4
2
0
0%
8%
16 %
24 %
40 %
% Tooth removal
Averaged Estimated
Averaged Estimated
0%
8%
16%
24%
40%
3996
3936
3882
3806
3654
0%
8%
16%
24%
40%
4414
4378
4288
4202
4158
4002
3928
3886
3800
3654
3992
3936
3878
3814
3648
3990
3944
3882
3810
3660
4008
3954
3898
3818
3671
4416
4380
4288
4128
4152
4406
4376
4296
4118
4164
4420
4390
4280
4134
4160
4440
4392
4354
4325
4290
(b) 90
MAG dB
MAG dB
(a) 90
0
0
3500
3600
3700
3800
3900
4000
4100
3500
3600
3700
3800
3900
4000
Frequency (Hz) X= 3916 Hz
4100
Figure 12. Frequency response function of the system Accelerated Test 1. (a) FRF of the Healthy pinion, (b) FRF of the system
after 108 hours.
Amarnath et al.
1019
(b) 90
MAG dB
MAG dB
(a) 90
3500
4100
Figure 13. Frequency response function of the system Accelerated Test 2. (a) FRF of the system after 126 hours, (b) FRF of the
system after 216 hours.
Table 6. Measured translational frequencies and estimated reduction in stiffness for Accelerated Test 1
Accelerated Test 1, N 2100, T 360 Nm
Operating hours
0 hours (Healthy)
18 hours
36 hours
54 hours
72 hours
90 hours
108 hours
4002
3988
3968
3954
3948
3928
3906
3992
3982
3976
3961
3940
3936
3914
3990
3990
3970
3966
3938
3934
3918
Averaged
frequency (Hz)
% stiffness
reduction
3996
3984
3974
3962
3948
3932
3912
0.0
1.0
1.4
1.7
2.2
3.2
3.8
Table 7. Measured translational frequencies and estimated reduction in stiffness for Accelerated Test 2
Accelerated Test 2, N 2100, T 413 Nm
Operating hours
126
144
162
180
198
216
3908
3880
3864
3836
3814
3802
hours
hours
hours
hours
hours
hours
3896
3876
3864
3842
3822
3794
3894
3888
3872
3834
3820
3808
Averaged
frequency (Hz)
% stiffness
reduction
3900
3881
3868
3838
3818
3802
1
4.7
5.2
5.6
5.9
6.2
1020
(b)
(a) 4100
4000
3900
3800
3700
load 360 Nm
load 413 Nm
3600
3500
18
36
54
72
Time (Hours)
90
108
6
5
4
3
2
load 360 Nm
load 413 Nm
1
0
0
20
40
60
80
Time (Hours)
100
Figure 14. (a) Reduction in translational frequency versus operating time; (b) Reduction in tooth stiffness versus operating time.
Amarnath et al.
1021
Acceleration (m/s2)
(a) 10
8
6
4
1fm
2
0
0
2000
4000
6000
Frequency (Hz)
8000
10000
Acceleration (m/s2)
(b) 10
8
6
1f m
2f m
2
0
0
2000
4000
6000
8000
10000
8000
10000
Frequency (Hz)
Acceleration (m/s2)
(c) 10
8
1f m
4f m
6
2f m
4
3f m
2
0
0
2000
4000
6000
Frequency (Hz)
(d) 10
Acceleration (m/s2)
1fm
6
4fm
2f m
3fm
2
0
0
2000
4000
6000
Frequency (Hz)
8000
Figure 15. Frequency spectra at 360 Nm. (a) 0Hours, (b) 36 Hours, (c) 72 Hours (d) 108 Hours.
10000
1022
(a) 10
Acceleration (m/s2)
1f m
6
4
2f m
4f m
3f m
(b)
10
Acceleration (m/s2)
2000
4000
6000
Frequency (Hz)
8000
10000
1f m
2f m
6
4
3fm
4f m
2
0
2000
4000
6000
8000
10000
Frequency (Hz)
Acceleration (m/s )
(c) 10
1fm
8
2fm
6
3fm
4fm
2
0
2000
4000
6000
8000
10000
8000
10000
Frequency (Hz)
(d)
1f m
2 fm
3fm
Acceleration (m/s )
10
4fm
8
6
4
2
0
0
2000
4000
6000
Frequency (Hz)
Figure 16. Frequency spectra at 413 Nm. (a) 0Hours, (b) 36 Hours, (c) 72 Hours (d) 108 Hours.
Amarnath et al.
1023
recirculation-type gear-box was used for the experimental studies. Stiness of a single spur gear tooth was
analyzed theoretically by considering bending, shear
and rim deformations. The dynamic model of gear
and frame combination was made to estimate the stiness of the gear tooth. Faults were simulated in the
analytical model, i.e gradual material removal from
the tooth and its stiness reduction was found. These
results were compared with stiness reduction for
experimental tooth removal cases. Modal analysis procedure was employed to obtain stiness information
through FRF plots. Experimental measurement of
micro hardness was also done in the present study.
The hardness of gear teeth has a direct impact on pitting resistance, hence its experimental results provide
the root cause for damage propagation. The following
conclusions were drawn from the experimental
observations.
360 Nm
413 Nm
Acceleration (m/s )
10
6
4
2
0
12
24
36
48
60
72
84
96 108
Time (Hours)
12
Acceleration m/s2
st
1 GMF
nd
2 GMF
rd
3 GMF
th
4 GMF
10
8
6
4
2
0
0
36
72
108
144
180
216
Time (Hours)
(b) 1200
900
900
Hardness (HV)
Hardness (HV)
(a) 1200
600
300
0
0
0.5
1.5
2.5
600
300
0
0
0.5
1
1.5
2
2.5
Distance from surface (mm)
Figure 19. Hardness distribution across the tooth thickness. (a) Before accelerated test, (b) After accelerated test.
1024
Funding
This research received no specic grant from any funding
agency in the public, commercial, or not-for-prot sectors.
Nomenclature
a
mf, mg
Ig, If
k1, k2
kcon
ks
ktor
kscr
hd
ht
Ii
kt1
k1, k2
Lt
Mi, Mi1
Si, Si1
RMS
X
Yrim
Ytotal
V
W
Wr, Wt
Z
i
as
ft
F
References
Castro J and Seabra J (1998) Scuffing and lubricant film
breakdown in FZG gears Part I: An analytical approach.
Wear 215: 104113.