DESIGN ANALYSIS OF SPUR GEAR WITH THE USAGE OF THE ADVANCED COMPUTER

Prof. D-r. Geramitcioski T1, Ass.M-r. Trajcevski Lj.2 University"St. Clementius of Ohrid"- Bitola University"St. Clementius of Ohrid"Bitola Faculty of Technical Sciences, Faculty of Technical Sciences Macedonia Macedonia E-mail: tale.geramitcioski@uklo.edu.mk E-mail: papec@mt.net.mk Abstract: The design and calculation of a spur gear transmission, one of the often-performed mechanical engineering tasks, requires a lot of long and complicated tedious computations. With todays modern technology that process that could be easily simplified by the use of the computer. However, the result for successful work of the computer programmer will be only as good as the accuracy of data of the input information as well as the procedure of calculation, provided by mechanical engineering science. In this paper, is developed the algorithm for design of the gear includes typical steps of analysis and stress calculation of the main components, such as gears, shafts and bearings. Same different calculations, resulting from the special requirements and conditions of the applications exploitations can be also included in mechanical modeling procedure, as a choice. computer program writing in a Visual C++ was also made. The computer program simplifying standard procedure of tedious mechanical computations is also provided. The advantage of the time shortening for complicate reiterations and decreasing of the routine mistakes due to use of computer program is evaluated. KEY WORDS: GEAR, SHAFT, MODEL, CALCULATION

1.Introduction
The design procedure of the every model of a spur gear transmission includes the following necessary steps: 1. Gear selection based on evaluation parameters and the geartooth strength. 2. Shaft design with corresponding calculations of the shafts strength and rigidity. 3. Calculation lifetime of the beagings. In figure 1 is show a gear transmission. All calculations are based on the three main distances. These distances, same for all shafts, can be derived from the widths of the elements, installed on them, such as gears hubs, retaining rings and bearings.

concerned with geometry and nomenclature, gear force analysis, gear tooth bending stress, and gear durability.

2.1 Calculation of the Pinion and Gear Geometry

The main formulas for dimensions of standard spur gears are given in Machinerys handbook. The results of the geometrical parameters calculations for 16 and 48-teeth geaars are presented in table 1. Table 1. Calculation of Gear and Pinion Geometry

2.2 Force and Stress Analysis

The procedure of the force and gear analysis for all gear involves the same steps: 1. Calculation of rotation speed. 2. Calculation of tangentional velocity at the pitch circle 3. Determining torque. 4. Calculation of tangentional force at the pitch circle. The rotation speed of the first gear is: RPM1 = (HP*5252*12)/Tm = (10.5*5252*12)/174=3803.2rev/min HP horsepower of the motor, HP=10.5 hp Tm- torque of the motor, Tm=174 lbs-inch The tangentional velocity at the pitch circle by equation: Vt1=(*RPM1*Dp1)/12=(3.14*3803.2*1.6)/12=1593.1 fpm Dp1-gear pitch diameter, Dp1=1.6 Torque of the first shaft is the same as torque of motor Tt=14.5 lbs*ft = 174 lb*inch

Figure1. Shematics of gear transmission

2. Calculation of gear
The selection of gears, as a major energy transmitting components, requires serious attention. Even, in the most cases, gears are not produced for a particular gearbox design and bought from manufacturer, which specializes in the gear design thorough deep computatioms are involved in the process of the selection. The major portion of the spur gear train calculations would be

The tangentional force at the pitch circle can be found from the transmitted torque by equation: Ft1=(2*Tt)/Dp1=(2*174)/1.6=217.5lb From a simple observation of the particular schematics of the described train is clear that rotational speed and torque of the second and thirid gears, installed on the same shaft, are equal, as well as the tangentional forces and the velocities at the pitch circle of the matching gears. Therefore, rotational speed of the second and third gears is: RPM2=RPM3=RPM1*R=1267.7 rpm R-gear ration of the first stage of reducer, R=0.33 Torque of these gears can be calculated by formula T2=(T1*Dp2)/Dp1=(174*4.8)/1.6=522 lb-inch Dp2-pitch diameter of the gear closest to support B; Dp2=4.8 inch The tangentional velocities at the pitch circle of the second gear is Vr1=Vr2=1593.1 fpm The tangentional force at the pitch circle of the second gear is: Ft1=Ft2=217.5 lb The tangentional velocities at the pitch circle for the second and third gears are equal and calculated by equation: Vr3=( *RPM3*Dp3)/12= *1267.7*1.6)/12=531.0fpm Dp3-gear pitch diameter,Dp3=1.6 Dp4-gear pitch diameter,Dp4=4.8 All results of calculation are tabulated in following table 2 Table 2. Force Analysis for Gear

2.3. Gear Tooth Bending Stress Calculation

The main question of the gear calculation is how much power or torque a given pair of gears will transmit without tooth failure. When set of spur gear is installed and lubrcated properly, they normally may be subject to three primary modes of failure: 1. Tooth Scoring, that is a scuffing or welding type of tooth failure, caused by high sliding speed combined with contact stress. Scoring is not a faticue failure but rather a failure of the lubricant, caused by increases in lubricant viscocity with pressure.Well-proportioned commercial gears with a pitch line velocity 7000 fpm will normally not score, if they have a reasonable-good surface finish and are properly lubricated. 2. Tooth breakage that is usually tensile fatigue failure at the weakest section of the gear tooth. The weakest point is normally the tensile side of the gear tooth fillet, and it may be anticipated in the gear design by determining the stress at this weakest section of the gear tooth. Bending strength is measured in terms of the bending (tensile) stress in a cantilever plate and is directly proportional to this same load. 3. Pitting, caused by the small crakes first developed on and under the surfaces of gear teeth as a result of metal failure. Failure usually occurs at a point just below a pith surface of driving pinion and may be anticipated in the gear design by determining of the gear set contact compressive stress. The definition of the acceptable pitting varies widely with gear application. The main goal of the pitting resistance calculation is to determine a load rating at which destructive pitting of the teeth does not occur during their design life. The problem of the gear tooth bending fatique requires an evaluation of the fluctuation stresses in the tooth fillet and the fatigue strength of the material in the same hihhly localized location. The basic theory employed in the bending stress analysis assumes the gear tooth to be rigidly fixed at its base, considered as a cantilever beam with resultant force applied to the tip. Calculation of the gear is made for following simplifying assumptions: 1. The full load is applied on the tip of a single tooth. 2. The radial component Fr is negligible.

3. The load is distributed uniformly across the full-face width. 4. Forces that are due to tooth sliding friction are negligible. 5. Stress concentration in the tooth filler is negligible 6. The gear teeth have a machined surface. 7. The gear-teeth fillet area temperature is less than 160oF. 8. The gears rotate in one direction. 9. The gear material is homogeneous, isotropic and completely elastic. 10. Thermal and residual stresses are negligible. The gear tooth bending fatigue analysis is the same for all gear and may be illustrated on sample of the first gear. The gear tooth bending stresses analysis might be done by equation presented by Wilfred Lewis. Sl=(Ft1*P)/(B*Yt) Where: Ft-tangential force, applied on the gear tooth; P-dialetral pitch, same for all gears of reducer; B-face width, same for all gears of reducer; Y-form factor. For the first gear Lewis stress is: Sl1=(Ft1*P)/(B*Yt)=(217.5*10)/(1*0.254)=8562.9 psi The orginal Lewis beam strength theory assumed a static loading of the tooth. This appropriate for low speed operations only. To account the speed and dynamic effects, the allowable Lewis beam force is reduced by a speed factor. In the Barth speed factor, calculated by formula: Kd=A/(A+Vr) For ordinary industrial gears the constant A is 600. For the first shaft, the Barth speed factor is: Kd=600/(600+1593.1)=0.273; Regarding the dynamic effects, the bending stress in the tooth root of the gear 1 become: Sb1=(Ft1*P)/(Kd1*B*Yt)=(217.5*100)/(0.273*1*0.254=31298 psi Although the Barth speed factor has been recommended for many years, its use has been largely superseded by Buckingem equation:

where: C-deformation constant, that depends on the error in action. For class 3 gears with diametral pitch P>=6, error in action is 0.0005. For steel gears with tooth form 14.5, C=800. For found dynamic force the gear bending stress is: S1=(Ft1*P)/(B*Yt)=(0.944*10)/(1*0.254)=37167 psi Gear tooth bending strength S1=37167 psi is less than the endurance limit of the given steel Sn=84750 psi. Consequently, gear N1 satisfies the bending load. Results of the bending stress calculations for all four gears are shown in table 3: Table 3. Bending Stress Calculation for Gears by Different Methods

Sl-general bending stress, calculated by Lewis equation, Sb-bending stress, calculated by Lewis equation, eith account of the Barth speed factor, S-bending stress, calculated by Lewis ecuation, with account of dynamic force.

2.4 Calculation of the Gear Tooth Surface Durability

To evaluate the satisfaction of chosen gear-to-gear fatigue durability conditions, the gear tooth surface fatigue strength has to be compared with gear tooth surface fatigue stress. The calculation of the gear tooth surface durability done with the consideration of the following assumptions: 1. The surface fatigue endurance limit can be calculated from the surface hardness. 2. The surface fatigue stress is a maximum at the pitch point. 3. The manufacture quality of the pinion and gear corresponds to precision shaved and ground. 4. Output of gears experience moderate torsional shock. 5. The characteristics of support include less rigid mounting, less accurate gears, and contact across the full face. 6. The tooth profiles of the gears are standard involutes. Cylinders can approximate the contact surface at the pitch point. 7. The gears are mounted to mesh at pitch circles. 8. The effect of surface failure from abrasive wear and scoring are eliminated by enclosure and lubrication-only pitting needs consideration. 9. The stresses caused by sliding friction can be neglected. 10. The contact pressure distribution is unaffected by the lubricant. 11. Thermal stresses and residual streses can be neglected. The surface endurance limit and life factor data available are sufficiently accurate. The velocity factor Kv, the overload factor Ko, the mounting factor Km obtained from available data are reasonable accurate.

The procedure of the surface fatigue calculation for all gears is the same. For convenience, all results of the calculation surface fatigue for four gears are tabulated: Table 4. Surface Fatigue Calculation of the Gears

2.7 Listing of a Calculation of the Gear Tooth Strength and fatigue

2.5 Calculation of Gear Tooth Surface Endurance Limits

The strength ratings are based on plate theory that is modified to consider: 1. The compressive stress on thooth roots caused by the redial component of tooth loading. 2. Nonuniform moment distribution resulting from inclined angle of the load lines of the teeth. 3. Stress concentration at the tooth fillets. 4. The load, sharing between adjacent teeth in contact. The gear tooth fatigue stress might be evaluated by formula: Sh=Sfe*Cli*Cr=290*1*1=290 ksi Where Sfe-surface fatigue strength. For steel gears, Sfe=0.4*(Bhn)-10ksi=0.4*750-10=290ksi Cli-life factor. For steel gears with surface fatigue life 10^7 cycles, Cli=1; Cr-reliability factor. For realibility=99%, Cr=1.

2.6 Gear-Tooth Fatigue analysis

The gear tooth fatigue might be estimated by the formula:

For the pinion installed on shaft 1, the gear tooth fatigue is:

where: I-geometry factor. For gear and pinion diameters ratio R=3, I is calculated by formula:

Kv1-velocity factor; for the manufacture quality of the pinion and gear corresponding to precision shaved and ground, and velocity of the pitch Vr1=1593.07 fpm, Kv1 might be calculate by formula:

Ko-overload factor. For moderate shock of driven machinery and light shock of source of power Ko=1.5. Km-mounting factor. For face width<=2 and less rigid mtg.,contact across the full face Km=1.6. Cp-elastic coefficient. For gears and pinion made from steel Cp=2300 sqrt(psi)

3. Conclusion
The computer program is writing in a Visual C++. The first step of the procedure is the force and stress analysis. This analysis involves determination of the main external loadings applied to components, such as forces, bending moment and calculation the stresses. The found values of the external loading are further used to determine consequent strength and fatigue analysis for gear calculated components. Ideally, the main function of the computer program for the gear design is of the components currently used by the particular manufactureer and satisfying the criterion of strength requirements. The program usually includes the main force, stress and strength equations, dealing with material properties and the different sets of relationships between stress concentration factors and geometry of common stress risers. This program is written for strength calculation of gear, was not solve all problems related to the reducer design, but to demonstrate the simplified model of the strength computation procedure for the gear. However, despite having some programming imperfections, the program is a good sample of the important advantages of the usage of computer technology for the design process, such as the time needed for tedious reiterations, for selecting required coefficients and for performing various complicated calculations.

4. Literature
[1] Shigley, J. E., "Standard Handbook for Machine Design, McGraw-Hill, New York, 1986 [2] Baumeister T., and Avallone A., Marks Standard Handbook for Mechanical Engineers, McGraw-Hill, New York, 1978 [3] Juvinal R.C., and Marsehek K.M., Fundamentals of Machine Component Design, 3 ed. John Wiley, New York, 2000.