Mechanism and Machine Theory 38 (2003) 161178

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Tooth wear eects on spur gear dynamics

Jozef Wojnarowski
a b

a,1

, Valentin Onishchenko

b,*

Silesian University of Technology, 18A Konarskiego Str., 44-100 Gliwice, Poland Donetsk National Technical University, 58 Artjom Str., 83000 Donetsk, Ukraine

Received 22 August 2000; received in revised form 1 July 2002; accepted 8 July 2002

Abstract Analytical and experimental investigations of the inuence of the deformation and wear on spur gear dynamics have been carried out. These investigations were carried out with the help of geometric and kinematic models, which took into account gear ratio changes because of the wear of teeth. An elastic, dynamic model with worn teeth having two degrees of freedom has been developed. It is based on the rigid model with only one-degree of freedom. The dynamic coecient was then determined using this new model, and by referring to the changeable gear ratio, the teeth rigidity, the normal backlash, the friction force and the mass moments of inertia in the power transmission. Results of this experiment showed that the change of the out lines of the teeth due to wear must be taken into account when calculating the durability of the gear transmission. 2003 Elsevier Science Ltd. All rights reserved.
Keywords: Gear transmissions; Out line of the wear tooth; Changeably gear ratio; Geometric, Kinematics and Dynamic models

1. Introduction The majority of powerful machines, especially mining and transport machines, functions in a dirty environment with a big loading. The dicult conditions of work and dynamic character of loading of these machines reduce their pitting resistance, bending strength and the period of exploitation of their transmissions. The determination of the teeth gear characteristics after a certain period of their exploitation has a great signicance for the designing practice of the tooth

Corresponding author. Tel.: +38-0622-910835; fax: +038-0622-921278. E-mail addresses: wojnarowski@rmt7.mt.polsl.gliwice.pl (J. Wojnarowski), onival@r6.dgtu.donetsk.ua (V. Onishchenko). 1 Tel.: +48-32-2372401; fax: +48-32-2371498. 0094-114X/03/$ - see front matter 2003 Elsevier Science Ltd. All rights reserved. PII: S 0 0 9 4 - 1 1 4 X ( 0 2 ) 0 0 0 9 1 - 5

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gearing. For such a prognostication it is necessary to take into account the reciprocal inuence of the dynamic parameters of engaging the spur gear pair and the real shapes of the teeth. As the eects of teeth wear the shape of the teeth is varying continuously. This causes the change of the dynamic parameters of the gear (as far as the change of gear ratio causes the angular acceleration and additional dynamic load in the zone of teeth contact) and changes of the level of teeth wear. This process is a continuous one with a dierent degree of intensity during the whole period of exploitation. As has been noted in many papers Bosch, Bosch, Kasuba, Evans, Harris, Wilk [14], the major factors inuencing the dynamic load in the gearing mesh is the jumping change of the tooth stiness which depends on the number of pairs meshing teeth and error of their manufacturing. In these papers, as a rule, wheels of high-class gears were investigated. And only Wilk [4], then Kuang and Lin [5] have begun to enter in dynamic models proles of worn teeth using the simplied models of proles of worn teeth and considering the gear ratio as constant. The decision of the problem of tooth wear eecting on spur gear dynamics is possible on the base of modelling of the process of reciprocal inuence of gear parameters and shape of the teeth. Therefore it is necessary to create the corresponding geometric, cinematic and dynamic models of the engagement with worn teeth. In this study, a two-dimensional task of the determination of parameters an engaging spur gear with teeth of gear trains, working in hard exploitation conditions is regarded. Investigations are conducted on transmissions of low-class gears taken into consideration the changeability of the gear ratio due to the teeth wear.

2. Geometric model of the engagement of worn teeth The contact parameters of toothed gearing considerably depend on the outline of the teeth and the position to the tooth surfaces at the contact point of the mating gears. The decision of this geometrical problem may be divided into two stages: mathematical description of the curve of the outline of unworn and worn teeth (in the case of worn teeth the experimental character of information about the co-ordinates of these shape of the teeth must be taken into account), determination of co-ordinates of the contact point of the mating gear with outline of the teeth described by these curves. The orthogonal systems of co-ordinates (Fig. 1) are more suitable for a mathematical description of the curve outline of worn teeth. The axes of abscissae of these systems are axes of tooth symmetry and the axes of the ordinates go through the starting points of the involutes (,). Mobile systems (X1 O01 Y1 and X2 O02 Y2 ) are attached relatively of axes of gears by the segments: X01 and X02 . The outline of the tooth is described by the function Y Y X consisting of two parts: the transitional curve (llet) and the working part of the outline. The transitional curve may be described by a parametrical equation depending on the radius of circling of the tooth top of the basic rack. The co-ordinates of this curve are determined depending on the turning angle of the cutting

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Fig. 1. Systems of co-ordinates for mathematical description of the outline of the teeth.

tool. In its turn the working part of the outline is described for an unworn (involute) and worn tooth by a dierent relationship. The involute outline of the tooth is described in adopted systems of co-ordinates by a parametrical equation in the dependence on the involute angle a: XKi Rbi cosc0i inv a X0i cos a Rbi sinc0i inv a; YKi cos a

where i index of tooth wheel i 1 . . . 2; inv a tan a a involute of pressure angle a; X0i Rbi cos c0i attaching segment of co-ordinate system; Rbi 0:5mzi cos ab radius of the 2x0 tan a p base circle; zi and m number of teeth and module; c0i 2zi i zi b invab angular co-ordinate of starting point of involute; ab 20 pressure angle of the basic rack; x0i shift prole coecient. While describing the outline of worn teeth, it is necessary to take into account the means of receiving information about these co-ordinates. This information may be received in two ways: by an experiment and by means of counting (in the process of modeling of the tooth wearing [6]). In both cases the information about outline co-ordinates represents in itself, the set from N amounts abscissae X fx1 ; x2 ; . . . ; xN g which corresponds to the set Y fy1 ; y2 ; . . . ; yN g of ordinates. The elements of these sets usually have some errors of measurement e. In order to have possibility to calculate the function Y Y X with any amount of arguments and smooth out the possible errors of measurement it is necessary to nd the corresponding approximate function. This function should pass between experimental points and be maximum adequate to the real form of the outline. Concerning the fact that the curves, which compose the total outline, have dierent forms, and taking into account the possibility of wearing of the tooth in separate places, the fragmentary approximation should be applied. For this, separate fragments of the outline of the tooth are approximated by power polynomial with normalized basis, after this the whole outline is approximated by cubic spline. For following denition of co-ordinates of the contact point of mating gears and counting of the surface stress it is necessary to know the outline ordinates, the rst derivative and the radius

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curvature of the approximated curve. The analytical method based on double dierential of interpolated function is impossible, because this spline function is a polynomial of the third order. That is why calculations of the rst derivative (and especially the second) cause large errors. The decision of this task is based on the well-known hypothesis that the radius of curvature in the contact point equals to the radius of some circumference. This circumference is passing through three points: one of these points is the contact point, and the two others are located at a distance, which is not bigger than the semi-width of the Hertzian contact band. On the base of that hypothesis the radius of curvature and the angle between a tangent to a prole in a contact point and axis of symmetry of a tooth were determined. For the worn teeth, the edge contact of a face with a ank is possible. In that case, the radius of curvature rt of a tip is close to zero point (Fig. 2). On the base of the analysis of the worn teeth of wheels (manufactured from steel with carbon case), for modelling of the edge, the method of the local circling of tooth top is suggested. This method was based on the following assumption: the curvature radius of the tooth tip equals the eective radius of curvature found from the condition of equality of surface stress to the limit of yield of tooth material; on the teeth tip in the limits of two-three fold width of the Hertzian contact band, the curvature is changing according to a parabola. The aim of geometrical modelling of engagement worn teeth is the determination of the position of the contact point K in the following co-ordinate systems: xed system XO1 Y , mobile systems X1 O01 Y1 and X2 O02 Y2 , and the position of a driven gear, determined by the angle u2 . This problem represents in itself the inverse task of the gearing theory. For the teeth, described by analytical functions, this problem was decided by Litvin [7]. So far as in article regards teeth, described by the approximated functions, the following method of nding co-ordinates of the contact point was suggested (Fig. 3). Two outlines of the teeth (1 and 2 on the Fig. 3), described in mobile systems by the interpolated functions YS1 YS1 KS1 ; X1 and YS2 YS2 KS2 ; X2 , can revolve about xed centers O1 and O2 . In these functions, values KS1 and KS2 represent the sets of interpolation coecients. Derivatives of functions YS1 YS1 KS1 ; X1 and YS2 YS2 KS2 ; X2 are described by function _ _ _ _ YS1 YS1 X1 and YS2 YS2 X2 . Besides, outline 2 is described additionally, depending on vector-

Fig. 2. Schema of the edge teeth contact (a) unworn teeth and (b) worn teeth.

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Fig. 3. The determination of co-ordinates of the contact point.

radius R2 by the interpolation function YS2 YS2 KR2 ; R2 . The positions of driving and driven gears are determined in these systems by the angles u1 and u2 , which are calculated from a positive direction of the axis O1 X in the direction of angular velocities (x1 and x2 ) of the mating gears. Let A1 X1 ; YS1 is an arbitrary point of the outline 1 of the tooth of a driving gear, vector-radius q 2 2 RA1 X01 X1 YS1 of which composes angle w1 with the axe O1 X : w1 u1 c1 u1 arctan YS1 : X01 X1 2

0 Through the point A1 a tangent t1 is drawn. The position of this tangent in the mobile system of 0 co-ordinates is dened by the angle k1 between axis X1 and tangent t1 . With the help of angle k1 the angle d1 c1 k1 between this tangent and vector-radius RA1 is calculated, which gives possibility 0 to nd the position of tangent t1 in xed system of co-ordinates through the angle h1 :

3 q The vector-radius R2 O2 A1 ax RA1 cos w1 2 RA1 sin w1 2 plotted drawn from the centre O2 to the point A1 . This vector-radius is xed relatively to the axis O1 X by the angle w2 : w2 arctan RA1 sin w1 : ax RA1 cos w1 4

h1 d1 w1 :

Therefore, co-ordinates of point A2 in the mobile system X2 O02 Y2 may be found from the evident relationships:

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YS2 YS2 KR2 ; R2 p 2 X2 R2 YS2 X02 2

) : 5

The vector-radius R2 is turned around the center O2 until its end will coincides with the outline 2 0 in the point A2 . Through that point the tangent t2 is drawn, the position of which is dened relatively to the axis O2 X2 by the angle k2 (between that tangent and axis of symmetry of a tooth). 0 The tangent t2 is attached to the vector-radius R2 by the angle d2 YS2 k2 : 6 X02 X2 0 Then, the vector-radius R2 (together with the tangent t2 ) is turning back into its initial position (at 0 0 point A1 ). In this position tangent t2 is marked as t20 and now it composes with axe O1 X angle h2 : d2 c2 k2 arctan h2 d2 w2 : 7
0 Finally the meaning of the abscissae X1 of the point A1 , with which the angle s between tangents t1 0 and t20 is about zero, determines the co-ordinates of the contact point K and the position of the outline 2 (angle u2 ):

s h2 h1 0; or: jc2 k2 w2 c1 k1 w1 j 6 e;

8 9

where e accuracy of fullling of condition (9). The numerical meaning of e is accepted so that the width of zone in which the conditional (9) is fullled was not bigger more than width of the Hertzian contact band and at the same time be no less than error of measurement of tooth wear. On the base of the regarded propositions the corresponding numerical methods (with the use of the algorithm of quick coincidence) were done. This allows to nd the geometrical parameters of contact in absolute and relative movements of worn teeth. This also allows to carry out the methods of building of the line of action and to determine the contact parameters depending on time: pressure angle, eective radius of curvature (and therefore the surfaces stresses), distribution of normal force between pairs of contact teeth. In order to determine the volumetric deformation of a tooth, a spatial model with application of a nite elements method was designed. The model consists of 585 octagonal elements and includes 896 knots, from which 128 elements are connected with the root of the tooth. The normal distributive load was applied in the knots in 16 points on their length. The deformation of a tooth in a force direction was determined on displacement of the middle of the tooth. The volumetric deformation of tooth was determined also by the other method Castigliano theorem. In accordance with that theorem, the replacement of the point of force application equals a partial derivative of the potential energy of elastic deformation on this force. Thus, the tooth was represented as the trapezoid. Its biggest basis equals the chord of the tooth thickness in mid-range of the transient curve. The smallest basis equals the chord of the tooth thickness in the point of the applied force. The comparison of the results of determination of the volumetric deformation of the tooth obtained by two independent methods has shown their good coincidence (within the limits of

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10%). This proves the correctness of the theses, which have been put in the basis of these methods, but taking into account the complication of the nite element method the preference was given to the Castiglianos theorem. The contact deformation was determined as a rapprochement of the contact surfaces. For this, the formulae of a common case of the contact of bodies were applied. With the help of the considered theses, the rigidity tooth in a function of a position of a contact point was obtained. It is necessary to notice that the wear of teeth inuences considerably on a contact rigidity, whereas its inuence on the volumetric rigidity is rather insignicant. Generally, at a geometrical contact of a considered teeth pair K, between the teeth of the nearest pair S a backlash takes place (Fig. 4). The relationship of the values LS and dK (full deformation of teeth in the point K) allows to determine, which pairs of teeth (K or S) accept full load and to calculate the force transmitted by each pair, in team working. The simultaneous work of two teeth pairs takes place if the backlash LS equals zero. However, the research problem of engagement of proles worn teeth is decided by numerical methods, it is necessary to compare the backlash LS with the small enough value eL , determined by the error of computing process. Depending on the relationship between LS , dK and, eL , the following versions of the work of teeth pairs are possible: eL 6 LS 6 eL a two pair engagement takes place and the full force Pn between pairs is CnK directly proportional to their rigidities CnK and CnS : PnK CnK CnS Pn ; eL < LS 6 dK the scheme of loading of a contact can be presented as follows: in the initial moment the pair K is deformed before elimination of the backlash LS and the pair K will be loaded with force PoK LS CnK , then two pairs K and S work with distribution of the rest of the part of CnK a full force directly proportional to their rigidity: PnK PoK CnK CnS Pn PoK ; LS > dK in the engagement there is only a teeth pair K and the contact is loaded with full normal force PnK Pn , the contact between the teeth of pair S completely misses.

Fig. 4. Schema taking into consideration of elasticity of the teeth.

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In turn, the force in the pair S is determined as a dierence of full force Pn and the force in the pair K: PnS Pn PnK . 3. Kinematic model of gearing of the worn teeth The co-ordinates of the contact point found in the geometric model allow to determine the main kinematic parameters of the engagement: gear ratio, rolling velocity of the contact point and velocity of sliding. Input data for the determination of these parameters are co-ordinates of the contact point K and pressure angle aK . These data represent two sets of co-ordinates in mobile systems LKi fXKi1 ; YKi1 ; XKi2 ; YKi2 ; . . . ; XKij ; YKij ; . . . ; XKiN ; YKiN gi 1; . . . ; 2; j 1; . . . ; N), one set of co-ordinates of the contact point in a xed system LK fXK1 ; YK1 ; XK2 ; YK2 ; . . . ; XKj ; YKj ; . . . ; XKN ; YKN g and set of values of pressure angles LKa faK1 ; aK2 ; . . . ; aKj ; . . . ; aKN g. At two-pair engagement, the data of sets LSi ; LS ; LSa of the second contact point S are added. The gear ratio of the tooth gearing was determined in accordance with the fundamental law of gearing. According to this law, the common normal to the tooth surface at the contact point divides the line of centers O1 O2 into segments inversely proportional to the angular velocities of the mating gears. The expressions for a calculation of gear ratio in contact of the worn teeth depend on a phase of an engagement one-pair or two-pairs. It is explained by the fact that forces in neighboring pairs of worn teeth do not always lie on the same straight line. The scheme of determination of the gear ratio is shown in a Fig. 5. In an one-pair engagement (PnS 0) the gear ratio is determined by the expression (Fig. 5a): O2 P j ax XKj YKj tgaj ij ; j 1; . . . ; N; 10 XKj YKj tgaKj O1 P j where aj aKj . In a two-pair engagement, the problem of determination of the gear ratio is reduced to the determination of the cross point of a line action of the resultant force of the forces PnK and PnS from the center distance O1 O2 (Fig. 5). That circumstance, that the forces PnK and PnS based the supposition of their being on one straight line, do not render noticeable inuence on their numerical values, whereas the angle between them exerts a great inuence on the gear ratio of the

Fig. 5. The scheme of determination of a gear ratio of the transmission with worn teeth. (a) one-pair engagement, and (b) of two-pair engagement.

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transmission with worn teeth. Projecting forces PnK and PnS on axes of co-ordinates, the angle aj will be dened from the following expression: PnKj sin aKj PnSj sin aSj aj arctan : 11 PnKj cos aKj PnSj cos aSj The rolling velocity 2 are determined according to the meanings of a set of co-ordinates of the points of contact and the time Dt which driving gear pass from the position j 1 to the position j. Because the minority of Dt composes an amount approximately 0.01 of the gearing tooth time, the rolling velocity was accepted as equal to its average meaning in the limits of this time interval Dt. Therefore rolling velocity is calculated as follows: q 2 2 DXij DYij DSij ; 12 tKij Dt Dt where j ordinal number of elements of the sets LKij ; DSij path going through the point K along the outline; DXij 0:5XKij1 XKij1 ) increase of abscissa reduced to j-point; DYi j 0:5YKij1 YKij1 increase of ordinate reduced to j-point. With the help of the rolling velocity tK1 and tK2 the sliding velocity (kinematical parameter having considerable inuence on the teeth wear) is found: 13 tslj tK1j tK2j : Above mentioned principles of the geometric and kinematic models are realized in a specially worked out complex of the computer programs. 4. Numerical experiment for the estimation of the inuence of teeth wear on the kinematic parameters of the engagement The investigation of the engagement of the worn teeth are carried out on the basis of a pair of a closed cylindrical spur gear of the drives of mining machines (coal combines) often used in the mines of the Donbas region in Ukraine. The main parameters of investigated gears are given in Table 1. The information about real co-ordinates of the outlines of a tooth was received by the method of replicas. It consists of the comparison of the replica of tooth-space with its theoretical amounts with 20-fold increase. The number of the measure points was accepted so that the distance between them was not bigger more than a semi-width of the Hertzian contact band. Generally for this purpose, it is enough to have 3040 points of the measurement. The precision of the measurement method equals 0.05 mm, which allows surely enough to measure the normal wear in the diapason of 0.10.7 mm. Such a large wear is a consequence of the dynamic character of loading and penetration of abrasion due to the environment of a coal combine, in a lubricating system of its drives. Approximating the experimental data by the power polynomial with normalized basis, information about the outline of the tooth was presented in the form of a uent continuous function
Projection of the velocity vector of contact point, which is considered as a point on a toothed wheel, on the common tangent.
2

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Table 1 The main parameters of investigated gears Module Pressure angle of basic rack (form of the rack corresponds to rack 20 Full-Depth Involute standardized by AGMA) Number of teeth Shift prole coecients Center distance and face width Normal backlash Heat treatment Nominal angular velocity of pinion Mass moments of inertia reduced to pinion and wheel Torques reduced to pinion from the electric motor and to wheel from the executive organ m 8 mm ab 20 z1 16, z2 51 x01 0:8, x02 1:175 ax 281:57 mm, b 75 mm jn 0:22 mm carbonization, hardening to 5862 HRC x1 53 rd/s Js;1 10:16 kg/m2 , jf ;2 6:72 kg/m2 Ts1 1605 Nm, Tf 2 4911 Nm

(with a degree of the polynomial from 4 to 6). After this, the whole outline is approximated by a cubic spline. 24 toothed wheels from 12 coal combines have been investigated. The data given below (Table 2) are an example of the results of the numerical experiment concerning three variants of the wear level of the teeth gear. In Fig. 6 there are graphs of wear teeth uij YKij exper YKij theor of the investigated toothed wheels. For non-worn teeth (case 0) the wear graphs coincides with the abscissa axis. In the Fig. 6, the characteristic points of the theoretical engagement have been denoted: P pitch point, E top of the tooth, H point, corresponding to the contact of the top tooth with the ank of mating gear, HF and DE zones of two-pair gearing, FD zone of one-pair gearing, I low limit of tooth wear. On the base of the analysis of the exploitation character of the wear, it is possible to draw conclusions: teeth wear is not the same on their height; after guaranteed period of exploitation (about 2000 h) the teeth wear exceeds the tolerances on their manufacture; at a considerable wear the prole of a tooth ceases to be involute and the character of a wear varies, as a result of which zone of a minimum wear do not always coincide with the pole of the engagement [8]. The parameters of the investigated toothed wheels and approximated co-ordinates of the outlines of the teeth from Fig. 6 were introduced into the geometric model. As a result (Fig. 7) the
Table 2 The variants of the investigated toothed gearing Case 0 1 2 Machine number 342 2224 Time exploitation (h) 0 3000 12 000 Volume of the tooth worn metal (mm3 ) Pinion 0 242 642 Wheel 0 142 328

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Fig. 6. Graphs of the exploitation wear of teeth (0) unworn teeth, (1) after 3000 h of exploitation and (2) after 12 000 h of exploitation. () is the experimental data, () is the approximated curves.

Fig. 7. The inuences of the tooth wear on the shape of the line of action. (0) unworn teeth, (1) machine N342 and (2) machine N2224.

shape of the line of action was obtained, which does not correspond to the theoretical straight line (because of teeth wearing and their deformation). The centrodes (pith lines) of wheels are not now circumferences. The line of action (pressure line) becomes curvilinear and the zone of the two-pair gearing is considerably decreased. The deviation of the line of action from a straight line shows that instant gear ratio does not correspond to its theoretical value for the involute gearing. It is proved by the results of using the

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Fig. 8. The gear ratio taking into account the wear and deformation of the teeth. (0) unworn teeth, (1) machine N342 and (2) machine N2224.

kinematic model, shown in the Fig 8 in the form of the graphs of the gear ratio in dependence on the angle of rotation of the driving wheel. Therefore, the teeth wear causes changes of the instantaneous gear ratio, which becomes variable saving its average (equal to the ratio of the numbers of teeth) value. It is seen from the Fig. 8 that even in unworn teeth (because of their deformation) a change of the gear ratio takes place in the beginning and at the end of the zones of a two-pair gearing (H1F1 and D1E1). The change of the gear ratio due to the teeth wearing is not bigger than 5% but this variable gear ratio leads to a change of the angular velocity and in result to a change of the angular acceleration, which nally changes the dynamic loading in the gearing.

5. Dynamic model of the engagement of worn teeth With the aim of determination the dynamic loading in the engagement dierent authors accept dynamic models of tooth gearing with various level of complication: from a simple model to a model for the inuence of the elastic and inertial characteristics of the whole system. That leads to models of one, two and more degrees of freedom, depending on the level of simplication of the model. However, none of these works takes into consideration the change of the gear ratio due to the wear of the teeth in the process of estimated exploitation. Estimated the inuence of the varying gear ratio and the rigidity of the engagement on the dynamic loading was carried out in two stages. On the rst stage the rigid model with one degree of freedom has been considered [8]. On the second stage the elastic model with two degrees of freedom has been considered, in which have been used kinematic parameters of portable movement found with the help of rigid model used. 5.1. Rigid model with one-degree of freedom While creating a rigid model, a number of assumptions was adopted. The torque of the motor and the torque of executive organ of a machine are accepted to be constant basing on the fact, that

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teeth frequency of the gear transmission, as a rule, is considerably higher than the frequencies of the rst harmonics of the external load. The rotating masses were regarded to be concentrated and gear ratios of all gear transmissions of the drive, except the investigated, are accepted to be constant. The construction of the rigid model is composed of three stages. On the rst stage with the help of a geometric model for every pair of investigated wheels the gear ratio in dependence on the angle of rotation of the driving tooth wheel i iu1 has been received (see Fig. 8). On the second stage the torque and mass moments of inertia are reduced on the axe of pinion from the motor (Ts;1 ; Js;1 ) and on the axe of the driven wheel from the executive organ (Tf ;2 ; Jf ;2 ). On the third stage a rigid model of teeth transmission is formed by means of reducing of the mass moment of inertia Jf ;2 and the torque Tf ;2 on the driving shaft of the model taking into consideration a variable gear ratio (Fig. 9). The parameters of the rigid model are expressed through the parameters of the modelling transmission in the following way: Jf ;2 T ; Tmf ; 14 um u1 ; Tms TS;1 ; Jm JS;1 2 giu1 iu1 where g coecient of eciency of the gear transmission. On the base of the law of changing of the kinetic energy the dierential equation will be: ! _ Jm um 2 Tms Tmf dum ; 15 d 2 and after transformation:
dJm _ dum Tms Tmf dum _ dum Jm um _ um 2 2

16

After numerical solution of Eq. (16) the angular velocity and angular acceleration were obtained in dependence on the angle of rotation of the model (or, which is the same, in dependence on the angle of rotation of the driving wheel u1 ): _ _ um um um ; 17

Fig. 9. The rigid model.

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or, using (13): _ _ u1 u1 u1 ; u1 _ du1 _ u: du1 1 18 19

_ _ For the next transformation of the angular velocity u1 u1 u1 , angular acceleration u1 _ _ u1 u1 and gear ratio i iu1 in dependence on the time t: u1 u1 t, u1 u1 t and i it, the following procedure of integration may be used: Z u1 du1 t : 20 _ u1 u1 0 5.2. Elastic model with two-degrees of freedom The model with a number of degrees of freedom s 2 was formed by means of a synthesis of a rigid model and the classic Bosch model [1]. In the suggested model the mass moments of inertia are accepted the same as in the rigid model (accounted to the inertial characteristics of all transmission of the drive) while in the classical model they correspond to the mass moments of inertia only of mating gears. The elastic dynamic model (Fig. 10) takes into consideration the rigidity of the gearing, the non-elastic resistance (dumping), the normal backlash and the friction force between the teeth. In this model the rotation of the shafts (absolute motion in the system XO1 Y ) may be presented as the sum of the angle of rotation u of the wheels in the rigid model (portable motion) and the turn angle c, caused by the elasticity of the tooth (relative motion):

Fig. 10. Elastic model of two-degrees of freedom.

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 w1 u1 c 1 : w2 u2 c 2

21

Then the movement of gear wheels of a dynamic model two-degree of freedom with the constant external loading may be described with the help of the following system of the equations:  JS;1 w1 Ts;1 Pn l1 Ft h1 ; ; 22 Jf ;2 w2 Pn l2 Ft h2 Tf ;2 where Pn force normal elastic between the teeth, Ft friction force between the teeth, l1 ; l2 arms of the force Pn ; l2 l1 iu1 , h1 ; h2 arms of the force Ft , h2 h1 iu1 . In case of two-pair contact, the arms of the forces and the equivalent rigidity of two pairs teeth was taken into consideration. The normal elastic force between the teeth and the friction force are found according to the following formulae: _ _ Pn ejn ez Cj;j1 Dj;j1 uj rj uj1 rj1 ; Ft fPn tsl ; jtsl j 23 24

where ejn coecient depending on the normal backslash, ez w1 l1 w2 l2 relative replacement of the teeth to the direction of the common normal to the tooth surfaces at the point of contact as a result of elastic deformation, C1;2 fC u1 stiness of the gearing found with of the help of a geometric model, D1;2 coecient of non-elastic resistance, f friction coecient (f 0:08 0:12, is determined for conditions for the heavily loaded contact under the formulas Drozdov [9]), tsl velocity of sliding. The direction of the friction force is taken in to consideration by introducing the relationship tsl =jtsl j into the formula (24). The coecient of non-elastic resistance D1;2 is found according to the following formula: p 25 D1;2 2/ C1;2 M ; where M m1 m2 =m1 m2 inertial mass factor of the wheels reduced in the zone of contact 2 2 teeth (see ISO/DIS 6336/1), m1 J1 =r1 and m2 J2 =r2 reduced masses of the driving and driven wheels, / coecient of damping (according to the results the experiments of the coal combines / 0:120:24 [10]). The coecient ejn of the normal backlash jn is calculated depending on the elastic deformation of the teeth ez in accordance with the following condition [4]: 8 9 if ez P 0 < 1; = if jn 6 ez / 0 : 26 ejn 0; : 1 jn ; if e / j ; z n ez After substitution of the expressions (21) in the system (22) the dierential equations of the relative movement of the teeth (i.e. equations of theirs oscillating movement) have the form:

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9 d2 c1 1 > > TS;1 Pn l1 Ft h1 u1 > = JS;1 dt2 ; > d2 c2 1 > ; Pn l2 Tf ;2 Ft h2 u2 > Jf ;2 dt2

27

_ _ where Pn ejn C1;2 c1 l1 c2 l2 D1;2 c1 l1 c2 l2 . It is should be noticed, that in accordance with the adopted presentation of the teeth movement in the model, the decision of the system of equations (27) is possible only after regarding their movement in a rigid model. It means, that it is necessary to receive the following values depending _ _ on time: i it, l1 l1 t, h1 h1 t, C1;2 C1;2 t, u1 u1 t, u1 u1 t and u2 u2 t. The decision of the system of the Eq. (27) was taken with the application of the numerical Girs method. The results of the decision are the meanings of the angular velocity of the driving wheel in the relative motion, on the base of which the corresponding meanings of the angular velocity and of the angular acceleration in the absolute motion: 9 _ _ xw1 u1 c1 = : 28 dxw1 ; ew1 dt The dynamic factor is dened in accordance with the found angular acceleration ew1 : Kw 1 ew1 JS;1 : TS;1 29

The correspondence of the suggested dynamic model with the real gears was estimated by comparison with the experimental data received by Myga [11]. The installation represents a gear train, in which the tested wheel is meshed with four pinions included in four closed contours with circulating power. The main specications of the investigated gear pair are following: module m 3 mm, numbers of teeth Z1 35, Z2 36, face width b 30 mm, torque T1 75:4 Nm and angular velocity x1 157 rd/s. During the tests, the angular acceleration of a drive shaft was measured. By the results of tests of not worn teeth gears, the maximum value of a dynamic factor equaled Kw 1:20. By results of the analytical investigations (which have been carried out with the help of reviewed dynamic model) the dynamic factor equaled Kw 1:36. The satisfactory coincidence (error less than 15%) of experimental and theoretical results allows to speak about a correctness of the theses put forward on the basis of the suggested dynamic model. 5.3. Numerical experiment for the estimation of the inuence of tooth wear on the dynamic load in the engagement The inuence of teeth wear on the integral characteristics of the dynamic process in the gear engagement dynamic factor was investigated on the base of a numerical experiment. As an object of this investigation transmissions described above (while conducting the numerical experiment with the geometric and kinematic models Table 2) were used. The results of the investigation of the inuence of teeth wear on the geometric and kinematic parameters of the gearing were introduced into these dynamic models (realized as a packet of the computer programs).

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Fig. 11. The dynamic factor of the investigated gear transmission (0) unworn teeth, 1 machine N0342, 2 machine N2224.

The results of the determination of the dynamic factor for three variants of the investigated toothed gearing (Table 2) are represented in Fig. 11. From that gure it follows that the change of the gear ratio i caused by the variable rigidity and the deformation of the tooth leads to an increase of the dynamic loading even in the case of unworn teeth (curve 0). With a little wearing of the teeth the zone of gearing is decreasing and the dynamic loading is increasing by the change of the outline of the tooth (curve 1). The maximum dynamic loading takes place in the beginning and in the end of the engagement. After a certain time of the exploitation of the machine the dynamic loading becomes stable in the zone of a one-pair engagement, but with the strong wearing it is increasing 23 times (curve 2). 6. Conclusions The results of the investigations show, that the teeth wear of gears, exceeding the production errors and connected with this changes of the outline of the tooth, is the main factor, leading to the change of the instant gear ratio in the limits of the angular step. The variation of the dynamic load has a character of one period of harmonic oscillation the amplitude of which considerably depends on the degree of teeth wear. The variability of the gear ratio of the teeth wear is the conditioned by the variability of the angular velocity. This is the supplementary factor of the excitation of vibrations in the gearing, especially, when there is a considerable distortion of the outline of teeth because of their wear. The dynamic analysis of the gears with worn teeth showed that for the correct estimation of the teeth durability of a gear transmission it is necessary to take into consideration the real form of the outlines of these teeth, formed in the process of the exploitation. References
[1] M. Bosch, Das dynamische Verhalten von Stirnradgetrieben unter besonder Bercksichtingung der Veru zahnungsgenauigkeit, Industrie-Anzeiger, cz.I (87, 102) 1965, s.2469-2478, cz.II (88,14) 1966, s.267274.

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[2] R. Kasuba, J.W. Evans, An extended model for determining dynamic loads in spur gearing, ASME Journal of Mechanical Design 103 (2) (1981) 398409. [3] S.L. Harris, Dynamic loads on the teeth of spur gears, Proceedings of the Institution of Mechanical Engineers, vol. 172, 1958, pp. 87112. [4] A. Wilk, Wpywparametrw technologicznych i konstrukcyjnych na dynamike przekadni o zebach prostych, o  Zeszyty naukowe Politechniki Slaskiej, Mechanika Nr. 679, Gliwice, 1981, 108 s. PL. [5] J.H. Kuang, A.D. Lin, The eect of tooth wear on the vibration spectrum of a spur gear pair, Proceedings of DETC99 ASME Design Engineering Technical Conference, paper DETC99/VIB-8102., 1999. [6] O. Walentin, Prognozowanie zu_ ycia zebw k zebatych w napedach kombajnw weglowych, VI Konferencja z o o o Naukowo-Techniczna Trwao elementw i wezw konstrukcyjnych maszyn grniczych, 1997, Instytut sc o o o  Mechanizacji Grnictwa Politechniki Slaskej, Gliwice, s. 123-128. PL. o [7] KbndbH U.K. Teopbz py,xansX pawegkeybq. - Mocrda: Hayra, 1968. - 584 c. [8] J. Wojnarowski, W. Oniszczenko, Wpyw zmiennego przeo_ enia na dynamiczne nadwy_ ki przekadni zebatej z z napedu kombajnu weglowego, Warszawa, Problemy Maszyn Roboczych, Z.7, 1996, S.29-48. PL. [9] Lpoplod >.H. Gadkod B.U., Gyxrod B.H. Tpeybe b bpyoc d 'rcnpevakysx yckodbzx: Cgpadoxybr M.,Maibyocnpoeybe, 1986, 224 c. [10] Akmibw Z:B., Uykzed B.U. b kp. Lbyavbxecrbe xaparnepbcnbrb cbcnevs gpbdola bcgokybnekmysx opuayod rov,aqya 1R-101. C,. Uopyse vaibys. -Rbed.: MBCCO YCCP, 1971, 136 c.  [11] J.R. Myga, Wpyw zu_ ycia zeba na wielko si dynamicznych. Praca doktorska, Politechnika Slaka, Gliwice, 1976, z sc Poland.