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CONSTRUCTION OF A MODEL FOR VARIABLE

SPEED PROCESS FOR HERRINGBONE GEARS
INCLUDING FRICTION CALCULATED BY
VARIABLE FRICTION COEFFICIENT










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ABSTRACT

A dynamic model that includes friction and tooth profile error excitation for herringbone
gears is proposed for the dynamic analysis of variable speed processes. In this model, the
position of the contact line and the relative sliding velocities are determined by the angular
displacement of the gear pair. The translational and angular displacements are chosen as the
generalized coordinates to construct the dynamic model. The friction is calculated using a
variable friction coefficient. The tooth profile error excitation is assumed to depend on the
position along the contact line and to vary with the angular displacement of the driving gear.
Thus , the proposed model can be used in the dynamic analysis of the variable speed process
of a herringbone gear transmission system. An example acceleration process is numerically
simulated using the model proposed in this paper. The dynamic responses are compared with
those from the model utilizing a constant friction coefficient and without friction in cases
where the profile error excitations are included and ignored.


















3 | P a g e

Chapter 1. INTRODUCTION

Herringbone gars offer advantages such as smooth transmission, greater torque transmission
and low axial force; hence, they are widely used in gas turbines, ships and engineering
machinery such as coal mining machinery, many of which work under variable speed
processes. Vibration and noise have significant effects on the reliability and service life of a
gear transmission system. Thus, it is essential to construct a precise dynamic model for a
herringbone gear transmission system used for a variable speed process to obtain a more
accurate dynamic response and improve the reliability and service life. Friction is believed to
be one of the sources of gear vibration and noise, especially under low speed and high torque
conditions, as a result of direct reversal of the friction between the contact teeth. Directly
coupling a tribology model into a dynamic model is an accurate method of calculating the
friction excitation. However, this is time consuming. To overcome this difficulty. Some
friction coefficient formulae are developed to calculate the dynamic friction between the
contact teeth. Drozdov and Gavrikov, ODonoghue and Cameroon, Misharin, and Benedict
and Kelley, all proposed their own friction coefficient formulae; ISO also proposed a
formulae. Xu et al proposed a friction coefficient formulae based on a non-newtonian elasto-
hydrodynamic lubrication (EHL) model that considered the lubricants absolute viscosity at
the oil inlet temperature, effective radius, slide to roll ratio, surface roughness, and maximum
Hertzian pressure and validated it using an experiment.

Some dynamic models that included friction for spur and helical gears have been proposed in
previous studies. Vaisha and Singh reviewed various modeling strategies that have been
historically adopted and then illustrated issues for spur gears by assuming equal load shaing
among the contact teeth. Velex and Cahouet proposed a model that included friction for spur
and helical gears based on a finite element procedure and pointed out the potentially
significant contribution of friction to translational vibrations, especially at low to medium
speeds. He et al proposed a more accurate model for spur gears that included the realistic
mesh stiffness and friction, which showed that the dynamic response would even be
amplified in some cases because of interactions between the mesh and friction forces for the
tip relief gears. Furthermore, He et al developed a contact dynamic model for helical gears
that captures the friction reversal due to the relative speed reversal. The assumption was
made explicitly or implicitly that the position of the contact lines and the relative sliding
velocity were determined by the mean angular motion of the gear pair. Therefore, these
models could only be used in the vibration analysis of the transmission sub system operating
at a stable angular velocity, and not for variable speed process. In most of the composed
models the friction is calculated using the coulomb model with a constant friction coefficient.
However, in practical operation, the magnitude of the friction coefficient varies during the
gear meshing process, and the friction direction reverses if the relative speed reverses.

In this paper a dynamic model that includes the friction calculated by Xus variable friction
coefficient formulae for herringbone gears is proposed. This Model can be used on the
dynamic analysis of the variable speed process. In this model, the position of the contact lines
4 | P a g e

and the relative sliding velocity are determined by the angular displacement of the gear pair
rather than the mean angular motion. Moreover, the translational and angular displacements
are chosen as generalized coordinates to construct the dynamic models, which make the
dynamic analysis of a variable speed process possible. The tooth profile error excitation is
usually expressed by a fourier series by a fundamental frequency equal to the tooth mesh
frequency, or is not included in dynamic models. However, in this model to analyze the
effects of the tooth profile error excitation on the dynamic behavior of herringbone gears
during a variable speed process, the profile error excitation is assumed to depend on the
position along the contact line and to vary with the angular displacement of the driving gear.
In other words the error excitation is a binary function with variables for both the angular
displacement of the driving gear and the location on the contact line. Finally the acceleration
process of an example involving a pair of herring =bone gears is numerically calculated using
the model proposed in this paper. The dynamic responses are compared with those from a
model utilizing a constant friction coefficient and without friction where the profile error
excitation are included and ignored.


















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Chapter 2. LITERATURE SURVEY

Friction is believed to be one of the sources of gear vibration and noise, especially under
high-torque and low-speed conditions, as a result of the direction reversal of the friction
between the contact teeth. Directly coupling a tribology model into a dynamic model is an
accurate method for calculating the friction excitation. However, this is time-consuming. To
overcome this difficulty, some friction coefficient formulae are developed to calculate the
dynamic friction between the contact teeth. Drozdov and Gavrikov, ODonoghue and
Cameron, Misharin, and Benedict and Kelley, all proposed their own friction coefficient
formulae; ISO also proposes a formula. Xu et al. proposed a friction coefficient formula
based on a non Newtonian elasto hydrodynamic lubrication (EHL) model that considered the
lubricants absolute viscosity at the oil inlet temperature, effective radius of the contact point,
entraining velocity, slide-to-roll ratio, surface roughness, and maximum Hertzian pressure
and validated it using an experiment.

Vaishya and Singh reviewed various modeling strategies that have been historically adopted
and then illustrated issues for spur gears by assuming equal load sharing among the contact
teeth. Velex and Cahouet proposed a model that included friction for spur and helical gears
based on a finite element procedure and pointed out the potentially significant contribution of
friction to translational vibrations, especially at low to medium speeds. He et al. proposed a
more accurate model for spur gears that included realistic mesh stiffness and friction, which
showed that the dynamic response could even be amplified in some cases because of
interactions between the mesh and friction forces for the tip relief gears. Furthermore, He et
al. developed a contact dynamic model for helical gears that captures the friction reversal due
to the relative speed reversal. The assumption was made explicitly or implicitly that the
position of the contact lines and the relative sliding velocity were determined by the mean
angular motion of the gear pair. Therefore, these models could only be used in the vibration
analysis of a transmission system operating at a stable angular velocity, and not for a variable
speed process.

In this paper, a dynamic model that includes the friction calculated by Xus variable friction
coefficient formula for herringbone gears is proposed. This model can be used in the dynamic
analysis of a variable speed process. In this model, the position of the contact lines and the
relative sliding velocity are determined by the angular displacement of the gear pair, rather
than the mean angular motion. Moreover, the translational and angular displacements are
chosen as generalized coordinates to construct the dynamic model, which makes the dynamic
analysis of a variable speed process possible. The tooth profile error excitation is usually
expressed by a Fourier series with the fundamental frequency equal to the tooth mesh
frequency, or is not included in dynamic models. However, in this model, to analyze the
effects of the tooth profile error excitation on the dynamic behavior of herringbone gears
during a variable speed process, the profile error excitation is assumed to depend on the
position along the contact line and to vary with the angular displacement of the driving gear.\

6 | P a g e

Chapter 3. THEORY

1. GEARS

A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh with
another toothed part in order to transmit torque, in most cases with teeth on the one gear
being of identical shape, and often also with that shape on the other gear. Two or more gears
working in tandem are called a transmission and can produce a mechanical advantage
through a gear ratio and thus may be considered a simple machine. Geared devices can
change the speed, torque, and direction of a power source. The most common situation is for
a gear to mesh with another gear; however, a gear can also mesh with a non-rotating toothed
part, called a rack, thereby producing translation instead of rotation.

The gears in a transmission are analogous to the wheels in a crossed belt pulley system. An
advantage of gears is that the teeth of a gear prevent slippage. When two gears mesh, and one
gear is bigger than the other (even though the size of the teeth must match), a mechanical
advantage is produced, with the rotational speeds and the torques of the two gears differing in
an inverse relationship. In transmissions which offer multiple gear ratios, such as bicycles,
motorcycles, and cars, the term gear, as in first gear, refers to a gear ratio rather than an actual
physical gear. The term is used to describe similar devices even when the gear ratio is
continuous rather than discrete, or when the device does not actually contain any gears, as in
a continuously variable transmission.

2. COMPARISION WITH OTHER DRIVE MECHANISMS

The definite velocity ratio which results from having teeth gives gears an advantage over
other drives (such as traction drives and V-belts) in precision machines such as watches that
depend upon an exact velocity ratio. In cases where driver and follower are proximal, gears
also have an advantage over other drives in the reduced number of parts required; the
downside is that gears are more expensive to manufacture and their lubrication requirements
may impose a higher operating cost.

3. CLASSIFICATION OF GEARS

Gears can be broadly classified into internal and external gears. An external gear is one with
the teeth formed on the outer surface of a cylinder or cone. Conversely, an internal gear is
one with the teeth formed on the inner surface of a cylinder or cone. For bevel gears, an
internal gear is one with the pitch angle exceeding 90 degrees. Internal gears do not cause
output shaft direction reversal.
Further Classification of gears will result in them being classified as
follows:


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Spur Gear

Spur gears or straight-cut gears are the simplest type of gear. They consist of a cylinder or
disk with the teeth projecting radially, and although they are not straight-sided in form (they
are usually of special form to achieve constant drive ratio, mainly involute), the edge of each
tooth is straight and aligned parallel to the axis of rotation. These gears can be meshed
together correctly only if they are fitted to parallel shafts.


Figure no.1 Spur Gear

Helical Gear

Helical or "dry fixed" gears offer a refinement over spur gears. The leading edges of the teeth
are not parallel to the axis of rotation, but are set at an angle. Since the gear is curved, this
angling causes the tooth shape to be a segment of a helix. Helical gears can be meshed in
parallel or crossed orientations. The former refers to when the shafts are parallel to each
other; this is the most common orientation. In the latter, the shafts are non-parallel, and in this
configuration the gears are sometimes known as "skew gears".

The angled teeth engage more gradually than do spur gear teeth, causing them to run more
smoothly and quietly. With parallel helical gears, each pair of teeth first make contact at a
single point at one side of the gear wheel; a moving curve of contact then grows gradually
across the tooth face to a maximum then recedes until the teeth break contact at a single point
on the opposite side. In skew gears, teeth suddenly meet at a line contact across their entire
width causing stress and noise. Skew gears make a characteristic whine at high speeds.
Whereas spur gears are used for low speed applications and those situations where noise
8 | P a g e

control is not a problem, the use of helical gears is indicated when the application involves
high speeds, large power transmission, or where noise abatement is important. The speed is
considered to be high when the pitch line velocity exceeds 25 m/s.


Figure no. 2 Helical Gear
Bevel Gear

A bevel gear is shaped like a right circular cone with most of its tip cut off. When two bevel
gears mesh, their imaginary vertices must occupy the same point. Their shaft axes also
intersect at this point, forming an arbitrary non-straight angle between the shafts. The angle
between the shafts can be anything except zero or 180 degrees. Bevel gears with equal
numbers of teeth and shaft axes at 90 degrees are called mitre gears.

Bevel gears are primarily used to transfer power between intersecting shafts. The teeth of
these gears are formed on a conical surface. Standard bevel gears have teeth which are cut
straight and are all parallel to the line pointing the apex of the cone on which the teeth are
based. Spiral bevel gears are also available which have teeth that form arcs. Hypocycloid
bevel gears are a special type of spiral gear that will allow nonintersecting, non-parallel shafts
to mesh. Straight tool bevel gears are generally considered the best choice for systems with
speeds lower than 1000 feet per minute: they commonly become noisy above this point.

Spiral bevel gears can be manufactured as Gleason types (circular arc with non-constant tooth
depth), Oerlikon and Curvex types (circular arc with constant tooth depth), Klingelnberg
Cyclo-Palloid (Epicycloide with constant tooth depth) or Klingelnberg Palloid. Spiral bevel
gears have the same advantages and disadvantages relative to their straight-cut cousins as
helical gears do to spur gears. Straight bevel gears are generally used only at speeds below
5 m/s (1000 ft/min), or, for small gears, 1000 r.p.m.

9 | P a g e


Figure no. 3 Bevel Gear

Hypoid Gear

Hypoid gears resemble spiral bevel gears except the shaft axes do not intersect. The pitch
surfaces appear conical but, to compensate for the offset shaft, are in fact hyperboloids of
revolution. Hypoid gears are almost always designed to operate with shafts at 90 degrees.
Depending on which side the shaft is offset to, relative to the angling of the teeth, contact
between hypoid gear teeth may be even smoother and more gradual than with spiral bevel
gear teeth, but also have a sliding action along the meshing teeth as it rotates and therefore
usually require some of the most viscous types of gear oil to avoid it being extruded from the
mating tooth faces, the oil is normally designated HP (for hypoid) followed by a number
denoting the viscosity. Also, the pinion can be designed with fewer teeth than a spiral bevel
pinion, with the result that gear ratios of 60:1 and higher are feasible using a single set of
hypoid gears. This style of gear is most commonly found driving mechanical differentials;
which are normally straight cut bevel gears; in motor vehicle axles.


Figure no. 4 Hypoid gear



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Worm Gear

Worm gears resemble screws. A worm gear is usually meshed with a spur gear or a helical
gear, which is called the gear, wheel, or worm wheel. Worm-and-gear sets are a simple and
compact way to achieve a high torque, low speed gear ratio. For example, helical gears are
normally limited to gear ratios of less than 10:1 while worm-and-gear sets vary from 10:1 to
500:1. A disadvantage is the potential for considerable sliding action, leading to low
efficiency.

Worm gears can be considered a species of helical gear, but its helix angle is usually
somewhat large (close to 90 degrees) and its body is usually fairly long in the axial direction;
and it is these attributes which give it screw like qualities. The distinction between a worm
and a helical gear is made when at least one tooth persists for a full rotation around the helix.
If this occurs, it is a 'worm'; if not, it is a 'helical gear'. A worm may have as few as one tooth.
If that tooth persists for several turns around the helix, the worm will appear, superficially, to
have more than one tooth, but what one in fact sees is the same tooth reappearing at intervals
along the length of the worm. The usual screw nomenclature applies: a one-toothed worm is
called single thread or single start; a worm with more than one tooth is called multiple thread
or multiple start. The helix angle of a worm is not usually specified. Instead, the lead angle,
which is equal to 90 degrees minus the helix angle, is given.

In a worm-and-gear set, the worm can always drive the gear. However, if the gear attempts to
drive the worm, it may or may not succeed. Particularly if the lead angle is small, the gear's
teeth may simply lock against the worm's teeth, because the force component circumferential
to the worm is not sufficient to overcome friction. Worm-and-gear sets that do lock are called
self locking, which can be used to advantage, as for instance when it is desired to set the
position of a mechanism by turning the worm and then have the mechanism hold that
position. An example is the machine head found on some types of stringed instruments.

If the gear in a worm-and-gear set is an ordinary helical gear only a single point of contact
will be achieved. If medium to high power transmission is desired, the tooth shape of the gear
is modified to achieve more intimate contact by making both gears partially envelop each
other. This is done by making both concave and joining them at a saddle point; this is called a
cone-drive or "Double enveloping". Worm gears can be right or left-handed, following the
long-established practice for screw threads.









11 | P a g e


Figure no. 5 Worm gear

Rack and Pinion Gear

A rack is a toothed bar or rod that can be thought of as a sector gear with an infinitely large
radius of curvature. Torque can be converted to linear force by meshing a rack with a pinion:
the pinion turns; the rack moves in a straight line. Such a mechanism is used in automobiles
to convert the rotation of the steering wheel into the left-to-right motion of the tie rod(s).
Racks also feature in the theory of gear geometry, where, for instance, the tooth shape of an
interchangeable set of gears may be specified for the rack (infinite radius), and the tooth
shapes for gears of particular actual radii are then derived from that. The rack and pinion gear
type is employed in a rack railway.


Figure no. 6 Rack and Pinion Gear

Sun and Planet Gear

In epicyclical gearing one or more of the gear axes moves. Sun and planet gearing was a
method of converting reciprocating motion into rotary motion in steam engines. It was
famously used by James Watt on his early steam engines in order to get around the patent on
the crank but also had the advantage of increasing the flywheel speed so that a lighter
flywheel could be used. In the illustration, the sun is yellow, the planet red, the reciprocating
arm is blue, the flywheel is green and the driveshaft is grey.


12 | P a g e


Figure no. 7 Sun and Planet gear

Herringbone Gear

A herringbone gear, a specific type of double helical gear, is a special type of gear which is a
side to side (not face to face) combination of two helical gears of opposite hands. From the
top the helical grooves of this gear looks like letter V. Unlike helical gears they do not
produce an additional axial load.


Figure no. 8 Herringbone gear







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Chapter 4

HERRINGBONE GEAR OR DOUBLE HELICAL GEAR

A herringbone gear, a specific type of double helical gear, is a special type of gear which is a
side to side (not face to face) combination of two helical gears of opposite hands. From the
top the helical grooves of this gear looks like letter V. Unlike helical gears they do not
produce an additional axial load. Like helical gears, they have the advantage of transferring
power smoothly because more than two teeth will be in mesh at any moment in time. Their
advantage over the helical gears is that the side-thrust of one half is balanced by that of the
other half. This means that herringbone gears can be used in torque gearboxes without
requiring a substantial thrust bearing. Because of this herringbone gears were an important
step in the introduction of the steam turbine to marine propulsion.

Precision herringbone gears are more difficult to manufacture than equivalent spur or helical
gears and consequently are more expensive. They are used in heavy machinery. Where the
oppositely angled teeth meet in the middle of a herringbone gear, the alignment may be such
that tooth tip meets tooth tip, or the alignment may be staggered, so that tooth tip meets tooth
trough. The latter alignment is the unique defining characteristic of a Wuest type herringbone
gear, named after its inventor.

A disadvantage of the herringbone gear is that it cannot be cut by simple gear hobbing
machines, as the cutter would run into the other half of the gear. Solutions to this have
included assembling small gears by stacking two helical gears together, cutting the gears with
a central groove to provide clearance, and (particularly in the early days) by casting the gears
to an accurate pattern and without further machining. With the older method of fabrication,
herringbone gears had a central channel separating the two oppositely-angled courses of
teeth. This was necessary to permit the shaving tool to run out of the groove. The
development of the Sykes gear shaper made it possible to have continuous teeth, with no
central gap. The W.E. Sykes and Farrel Gear Machine companies dissolved in 1983-84. It has
been standard industry practice to obtain an older machine and rebuild it if necessary to
create this unique type of gear. There is at least one machine, a chevron (herringbone) gear
cutter made by Farrel, that is fully functional and operated by Precision Boring Company of
Clinton, Michigan. (www.precisionboring.com/press-parts-repair.php) Recently, the Bourn
and Koch company has developed a CNC controlled derivation of the W.E. Sykes design
called the HDS1600-300. This machine, like the Sykes Gear Shaper, has the ability to
generate the true apex without the need for a clearance groove cut around the gear. This
allows the gears to be used in positive displacement pumping applications, as well as power
transmission.




14 | P a g e

Chapter 5

CONSTRUCTION OF A DYNAMIC MODEL

1. Analysis of mesh process of a Helical Gear

A herringbone gear can be considered to be a combination of two helical gears with opposite
hands. Thus, for the clarity of illustration, the meshing process for a pair of helical gears is
investigated to obtain formulae for the effective radius and tangential velocity of the contact
point. The meshing process of the helical gears is illustrated in Fig. 9, where
1
and
2
are
the angular velocities of the right-hand driving gear and left-hand driven gear, respectively.
N
1
N
1
N
2
N
2
is theoretical plane of action, and B
1
B
1
B
2
B
2
is the transverse contact area.
K
1
K
2
is the contact line, and
b
is the base helix angle. Figure 9(b) illustrates the motion of
the contact line when
a

b
, whereas Fig. 9(c) illustrates the motion of the contact line when

a
<
b
, where
a
and
b
are the transverse contact ratio and overlap ratio, respectively. K
1

K
2
and K
1
K
2
represents different locations of the contact line in the plane of action.



Figure no. 9 Illustration of meshing process of helical gears

15 | P a g e

The instantaneous contact of the helical gears could be approximately simulated using two
truncated cones with opposite orientations, as shown in Fig. 10. Here,
t1
and
t2
are the radii
of curvature of the equivalent circular truncated cones of the driving and driven gears,
respectively. N
1
N
1
and N
2
N
2
, which are the same as in Fig. 9, are the spin axes of the
equivalent circular truncated cones, and L is the position coordinate of point K on the contact
line.


Figure no. 10 Contact between circular truncated cones with opposite
Orientations

The transverse radii of curvature of K for the driving and driven gears are derived as Eqs. (1)
and (2), respectively.

.. 1

.. 2

The normal radii of curvature of K for the driving and driven gears are derived as Eqs. (3)
and (4), respectively.

. 3

. 4








16 | P a g e

Utilizing Eqs. (3) and (4), the effective radius of curvature of K can be expressed as below

. 5

. 6

. 7

Where

) . 8

is the angular displacement of the driving gear. When

is equal to

, which denotes
the initial angular displacement of the driving gear, the first meshing tooth pair begins to
mesh. The meshing tooth pairs are shown in Fig. 11 and denoted by i, i = 1, 2ceil(

),
where the ceil function rounds

to the nearest (higher) integer value; mod(x, y)=x-

yfloor(x/y), where the oor function rounds the value of x/y down to the nearest (lower)
integer value.

is the total contact ratio, which can be calculated using

+ , r
b1
and
tn
1
are the base radius and tooth number of the driving gear, respectively, whereas r
b2
is the
base radius of the driven gear.

, p
b
, b, and
b
denote the transverse pitch pressure angle,
transverse base pitch, face width, and base helix angle, respectively.


Figure no. 11 Snapshot of pair of helical gears in plane perpendicular
to axis of rotation and containing point K

17 | P a g e

Figure 11 shows a snapshot of a pair of helical gears in a plane that is perpendicular to the
axis of rotation and contains point K. For the sake of clarity, only the velocity of the driving
gear at point K is illustrated in Fig. 11.

The transverse pressure angles of K for the driving and driven gears are given by Eqs. (8) and
(9), respectively.

) 8

) ... 9

The tangential velocities of K for the driving and driven gears are given by Eqs. (10) and
(11), respectively.

. 10

.. 11

Utilizing Eqs. (10) and (11), the entrainment velocity and slide-to roll ratio of K can be
defined as Eqs. (12) and (13), respectively.

... 12

13

The above geometrical and motion analyses are conducted for a case in which the driving
gear is right-handed. To expand the application range of the above analysis results to a left-
handed driving gear, the positive rotating orientation of the driving gear and the starting point
of L are defined in Fig. 12.


2. Model Formulation

The lumped-parameter dynamic model for herringbone gears, as shown in Fig. 13, will be
considered in this paper. In this paper, gears are represented by rigid wheels that are
supported by compliant bearings and connected to each other through elastic elements. The
effects of damping and gravity are ignored, along with the tilting motion. The coordinate
system is chosen as follows: the x-axis is in the off-line-of-action direction, the y-axis is
parallel to the line of action, and the z-axis is parallel to the gear rotational axis. If the
stiffness of the gear substrate is large, the relative displacement between sides can be ignored,
and it is not necessary to construct the dynamic model by separating the two sides of the
herringbone gear.
18 | P a g e


Figure no.12 Definition of positive rotating orientation of driving gear
and starting point of L: (a) right hand and (b) left hand


Figure no. 13 Lumped-parameter dynamic model of herringbone
gears, including friction





19 | P a g e

Therefore, four degrees of freedom can depict the motion of the gears, including the
translation motion along the x, y, and z axes and the rotating motion about the z-axis, as
shown in Fig. 13. F
y
, F
z
, and f denote the y-direction and z-direction components of the
meshing force and the tooth friction, respectively. Figure 13 shows how these act on gear 1.
k
xj
, k
yj
, and k
zj
are the x-direction, y-direction, and z-direction supporting stiffness values for
gear j(j=1, 2), where gear 1 is the driving gear, and gear 2 is the driven gear. x
j
,y
j
, z
j
, and
j

denote the x-direction, y-direction, and z-direction translational displacements and the
angular displacement of gear j(j=1,2), respectively. With [x
1
, y
1
, z
1
,
1
, x
2
, y
2
, z
2
,
2
] chosen
as generalized coordinates, the equations of motion are given as Eq. (14), where T
1
and T
2
are
the driving and driven moments, respectively, whereas M
1
and M
2
are the moments of
friction acting on gear 1 and gear 2, respectively. The positive directions of the generalized
coordinates are depicted as shown in Fig. 13.


Figure no. 14 Illustration of motion of contact line of Herringbone
Gears





20 | P a g e

{

.. 14


3. Calculation of meshing forces, frictions and moment of frictions

The motion of the contact line of the herringbone gears is illustrated in Fig. 14, where
subscripts l and r represent the left-hand and right-hand half teeth of the herringbone gears,
respectively. B
1
B
1
B
2
B
2
and B
1
B
1
B
2
B
2
are the transverse contact areas. K
1
K
2
and K
1

K
3
are the lines of contact. K
1
K
2
, K
1
K
2
, K
1
K
3
, and K
1
K
3
represent different
locations of the contact lines in the plane of action.

3.1 Calculation of meshing forces

yia
and
zia
(a=l, r) denote the deformations of the ith (i=1,2ceil(

)) meshing tooth pair in

the y-direction and z-direction, respectively. e
yia
and e
zia
(a=l, r) denote the y-direction and z-
direction components of the profile error excitation of the ith meshing tooth, respectively.
yia

and
zia
(a=l, r) can be derived as below equation

{

. 15

The normal deformation
ia
(a=l,r) of the ith (i=1,2ceil(

)) tooth pair is defined as

..16

Here, k
ua
(a=l, r) denote the mesh stiffness per unit length along the contact line of the left-
hand and right-hand halves of the meshing tooth pair, respectively. The y-direction
component of the meshing force of the ith meshing tooth pair F
yi
is derived as follows:
\



21 | P a g e

If

.. 17

The y-direction component of the meshing force between two gears F
y
is given as

19

The z-direction component of the meshing force of the ith meshing tooth pair F
zi
is derived as
follows:

If

.. 20

where s, a
1
, b
1
, a
2
, b
2
, a
3
, and b
3
are the same as those in Eq. (17).







22 | P a g e

If

21
where s, a
1
, b
1
, a
2
, b
2
, a
3
, and b
3
are the same as those in Eq. (18).

The z-direction component of the meshing force between two gears F
z
is given as

22

If the mesh stiffness per unit length is expressed as a binary function with variables for both
the angular displacement of the driving gear and the position on the contact line, the
variability of the mesh stiffness per unit length can be included in the model. If different
mesh stiffness values per unit length are set for the two sides of the herringbone gears, the
mesh stiffness difference between the sides will also be included.

3.2 Calculation of tooth friction

In this paper, Xus formula based on a thermal, non Newtonian EHL model, as shown in Eq.
(23), is utilized to calculate the friction. If the RMS value is large, the friction coefficient
obtained by the formula may be considerably larger or unrealistic. Therefore, before the
formula is utilized, the friction coefficient value obtained by the formula should be checked.

||

. 23

where

(

||

||

..24

Here,

is the absolute viscosity at the oil inlet temperature in centipoises; S is the RMS
composite surface roughness in micrometers; R is the effective radius of the curvature in
meters; V
e
is the entrainment velocity in meters per second; SR is the slide-to roll ratio; P
h
is
the Hertzian pressure in gigapascals calculated using Eq. (25); and b
k
= -8.92, 1.03,1.04, -
0.35, 2.81, -0.10, 0.75, -0.39, and 0.62 for k=1, 2,,9, respectively.
23 | P a g e

25

where E is the effective modulus of elasticity, and W is the load per unit length along the
contact line.
Equation (23) calculates the absolute value of the friction coefficient. To capture the direction
reversal of the friction, the friction coefficient should be defined using Eq. (26). A typical
friction coefficient curve for Xus formula is shown in Fig. 15.

). 26

Here if x>0, sgn(x)=1; if x=0, sgn(x)=0; and if x<0, sgn(x)= -1.
In addition,
via
(a=l,r) denote the friction coefficients of the left-hand and right-hand halves
of the ith meshing tooth pair. The friction of the ith meshing tooth pair can be derived as
follows:


Figure no. 16 Typical friction coefficient curve for Xus formula


If

27

where s, a
1
, b
1
, a
2
, b
2
, a
3
, and b
3
are the same as those in Eq. (17).



24 | P a g e

If

where s, a
1
, b
1
, a
2
, b
2
, a
3
, and b
3
are the same as those in Eq. (18).

The friction between two gears f is given as

29

3.3 Calculation of moment of friction

The values of the moment arm of the friction acting on gear j (j=1,2) at point K
a
(a=l, r) are
denoted by
tkaj
, which can be computed using Eqs. (1) and (2). M
ji
denotes the moment of
friction between the ith meshing tooth pair acting on gear j. M
ji
can be derived as follows:

If

. 30







25 | P a g e

If

31

The moment of friction acting on gear j is given as

.. 32


























26 | P a g e

Chapter 6.

SIMULATING PROFILE ERROR EXCITATION WITH PSEUDO RANDOM
NUMBERS

The normal deviation from a perfect teeth profile can introduce excitation, namely, profile
error excitation, into the dynamic model, which can be projected in the directions of the
action line and rotating axis of the herringbone gears. The profile error excitation is usually
expressed using a Fourier series with the fundamental frequency equal to the tooth mesh
frequency, or is not included in dynamic models and is assumed to be invariable along the
contact line. The profile error excitations are usually variable along the contact line because
of the randomness of manufacture error or longitudinal modification. Ajmi and Velex
considered the profile error excitations to depend on the position along the face width and to
vary with time. Because the model proposed here is designed for use with a variable speed
process, during which the mesh frequency is variable, the profile error excitations are
assumed to vary with both the angular displacement of the driving gear (denoted by
1
) and
the position along the contact line (denoted by L). In other words, the error excitation is a
binary function with variables of
1
and L. A realistic binary error excitation function can be
measured using an advanced instrument. However, such an instrument is not normally
available.

Therefore, in this paper, the profile error excitation is assumed to be normally distributed and
simulated with pseudo-random numbers to include the effect of profile error excitation on the
dynamic response of herringbone gears. If different seeds are used for the random number
generator, different error excitations can be obtained for the left-hand and right-hand half
parts. A profile error excitation matrix is generated in the MATLAB software, as shown in
Fig. 19, and then the profile error excitation value of (
1
, L) is obtained by interpolation. The
profile error excitation function varies with
1
at a cycle of 2
l
cm (t
n1
,t
n2
)/ t
n1
, where l cm is
the function of the least common multiple of t
n1
and t
n2
, which are the tooth numbers of the
driving and driven gears, respectively. Therefore, only a cycle of the profile error matrix is
generated in practical application.



27 | P a g e


Figure no. 17 Time domain responses of angular acceleration of driving gear when profile error
excitations are included (a) shows results for model with variable friction coefficient; (b) shows
results for model with constant friction coefficient of 0.02; (c) shows results for model without
friction




Figure no. 19 Simulated profile error excitation with pseudo-random
Numbers

28 | P a g e



Figure no. 20 Time domain responses of translational displacements of driving gear when profile error
excitations are included ((a), (d), and (g) show results for model with variable friction coefficient; (b),
(e), and (h) show results for model with constant friction coefficient of 0.02; c, f, and i show results
for model without friction)

29 | P a g e



Figure no. 21 WignerVille distributions of translational displacements of driving gear when profile
error excitations are included: (a), (d), and (g) show results for translational displacements of
drivinggear in x-direction, y-direction, and z-direction for model with variable friction coefficient,
respectively; (b), (e), and (h) show results for translational displacements of driving gear in xdirection,
y-direction, and z-direction for model with constant coefficient of 0.02, respectively; (c), (f), and (i)
show results for translational displacements of driving gear in x-direction, y-direction, and z-direction
for model without friction, respectively

30 | P a g e


Figure no. 22 WignerVille distributions of angular accelerations of driving gear when profile error
excitations are included: (a) shows results for model with variable friction coefficient; (b) shows
results for model with constant friction coefficient of 0.02; (c) shows results for model without
friction


Figure no. 23 Time domain responses of angular velocity of driving gear when profile error
excitations are included (blue solid line shows results for model with variable friction coefficient; red
dashed line shows results for model with constant friction coefficient of 0.02; black dotted line shows
results for model without friction)












31 | P a g e

Chapter 7.

COMPUTATIONAL AND ANALYSIS OF ACCELERATION PROCESS FOR
EXAMPLE

The acceleration process of an example of herringbone gears is computed and analyzed. The
parameters are listed in Table 1. To simplify the calculation, the mesh stiffness per unit
length along the contact line is assumed to be constant by referencing the literature . The
initial angular displacements of the driving and driven gears, h10 and h20, should satisfy the
relationship:
10
=(z
2
/ z
1
)
20
. The dynamics responses are compared with those of a model
utilizing a constant friction coefficient and without friction in cases where the profile error
excitations are included and ignored.

Figure 20 illustrates the time domain responses of the translational displacements of the
driving gear in the x-direction (offline- of-action direction), y-direction (line-of-action
direction), and z-direction (rotational axis), which are denoted by x
1
, y
1
, and z
1
, respectively,
when the profile error excitations are included. The x-direction displacement is zero if the
friction is ignored, as shown in Fig. 20(c). The amplitude of x
1
for a variable friction
coefficient is smaller than that for a constant friction of 0.02, maybe because the mean value
of the variable friction coefficient is slightly smaller than 0.02, which will be validated by
Fig. 23. Compared with the model without friction, the amplitudes of y
1
for variable and
constant friction coefficients are smaller, maybe because the friction suppresses the vibration
in the line-of-action direction, like damping. The amplitudes of y
1
for variable friction
coefficient are larger than that for constant friction, maybe because the variable friction
coefficient enhances the fluctuation of friction and reduces the friction damping effect. The
differences among the amplitudes of z
1
for the variable and constant friction coefficients and
without friction are not very significant or as regular as those for x
1
and y
1
in the time
domain, because the vibration in the z-direction is mainly excited by profile error, as shown
in (Figs. 24(g)24(i)). If the profile error excitations are ignored, the displacement in the z-
direction will disappear. In a word, friction affects the time domain responses of the
translational displacements for the driving gear. Furthermore, the variable friction coefficient
has a different effect than the constant friction coefficient.

32 | P a g e



Figure no. 25 Time domain responses of translational displacements and angular acceleration of
driving gear when profile error excitations are ignored (a), (d), (g), and (j) show results for model with
variable friction coefficient; (b), (e), (h), and (k) show results for model with constant friction
coefficient of 0.02; (c), (f), (i), and (l) show results for model without friction

Figure 21 illustrates WignerVille distributions (WVD) of the translational displacements of
the driving gear in the x-direction, y-direction, and z-direction when the profile error
excitations are included. The dynamic responses during the acceleration process are unstable.
From the viewpoint of engineering signal processing, they are unsteady signals. Therefore,
the frequency components are investigated using WVD. A main frequency of 365 Hz
emerges in the WVD of x
1
. There are two peak values in the WVD of the variable friction
coefficient, whereas there are three for a constant friction coefficient of 0.02. The variable
friction coefficient decreases the energy density globally and changes the emerging time and
continuing duration of the peak values. Three main frequencies of 137 Hz, 255 Hz, and 380
Hz exist in the WVD of y1. At the frequency of 255 Hz, there is nearly no difference between
the variable friction coefficient, constant friction coefficient of 0.02, and the case without
friction. Compared with the model without friction, the amplitudes of y
1
for the variable and
constant friction coefficients are smaller at 137 Hz. The variable friction coefficient enhances
the energy density all along the time axis compared with the constant friction coefficient at
137 Hz. At the frequency of 380 Hz, compared with the model without friction, the
amplitudes of y
1
for the variable and constant friction coefficients are smaller. The variable
friction coefficient improves the magnitude and changes the emerging time and continuing
duration of the peak value of energy density compared with the constant friction coefficient at
33 | P a g e

380 Hz. Only one main frequency of 130 Hz emerges in the WVD of z
1
. The energy density
distributions for the variable and constant friction coefficients are obviously different from
that in the case without friction. The energy density increases along the time axis in the WVD
of the variable friction coefficient and decreases for the constant friction coefficient, whereas
it nearly remains stable in the WVD without friction. The energy density peak values of z
1
for
the variable and constant friction coefficients are larger than that for the case without friction,
maybe because friction enhances the vibration in the z-direction, acting as an excitation. The
energy density peak value of z
1
for the variable friction coefficient is larger than that for the
constant friction coefficient, maybe because the variation in the friction coefficient enhances
the fluctuation of friction excitations. In a word, the energy distributions for the models with
friction are distinguished from that without friction in the WVDs of the translational
displacements, which has a direct effect on the vibration and noise of the transmission
system. Moreover, compared with the constant friction coefficient, the variable friction
coefficient changes the energy density distribution.

Figure 22 illustrates the time domain responses of the angular acceleration of the driving
gear, denoted by
1
, when the profile error excitations are included. The amplitudes of
1
for
the variable and constant friction coefficients are smaller than that without friction, maybe
because the friction suppresses the vibration in the peripheral direction like damping. The
amplitude for the variable friction coefficient is larger than that for the constant friction
coefficient, maybe because the variable friction coefficient enhances the fluctuation of
friction and reduces the friction damping effect. Figure 22 illustrates the WVD of the angular
acceleration of the driving gear. Three main frequencies of 137 Hz, 255 Hz, and 380 Hz
emerge in the WVD of
1
. The energy densities for the variable and constant friction
coefficients are slightly smaller than that for the case without friction at 137 Hz. Moreover,
the energy density of the variable friction coefficient is higher and decreases more slowly
than that of the constant friction coefficient. The differences at frequencies of 255 Hz and 380
Hz are not as distinct as those at 137 Hz between the variable friction coefficient, constant
friction coefficient, and the case without friction. In a word, friction affects the dynamic
responses of the angular motion. Furthermore, the effects of the variable and constant friction
coefficients are different.

Figure 23 illustrates the time domain responses of the angular velocity of the driving gear,
denoted by x
1
, when the profile error excitations are included. At the beginning of the
simulation, there is nearly no distinction between the variable friction coefficient, the
constant friction coefficient of 0.02, and the case without friction. However, over time, the
difference becomes more distinct. The mean values of x
1
increases almost linearly with
fluctuation, validating the feasibility of using the proposed model in the analysis of a variable
speed process for herringbone gears. The slope of the curve without friction is slightly larger
than that with friction, which reflects the damping effect of friction. The slope of the curve
for the variable friction coefficient is slightly larger than that for the constant friction
coefficient of 0.02, which validates that the mean value of the variable friction coefficient is
only slightly smaller than 0.02.

34 | P a g e

Figure 24 illustrates the time domain responses of the translational displacements and angular
acceleration of the driving gear in the case where the profile error excitations are ignored. A
comparison of Figs. 20(a) and 20(b) and Figs. 24(a) and 24(b) shows that the difference in the
amplitudes of x
1
between the variable and constant friction coefficients is more significant
than that in the case where the profile error excitations are included. It is also observed that
the amplitudes of y
1
and
1
with friction are obviously smaller than those without friction,
maybe because the damping effect of friction becomes more obvious when the profile error
excitations are ignored. The difference between the amplitudes of y
1
for the variable and
constant friction coefficients is more obvious than that in the case where the profile error
excitations are included; the same trend is also found for
1
. If the profile error excitations are
ignored, the axial displacements z
1
for herringbone gears will disappear, just like spur gears,
as shown in Figs. 24(g)24(i). Figure 25 illustrates the WVD of the translational
displacements and angular acceleration of the driving gear. In Fig. 25, the same trend for
energy density distribution variation is observed as in the time domain responses. It can be
observed from Figs. 2023 and Figs. 24 and 25 that the profile error excitation enhances the
vibration, whether the friction (calculated using a variable or constant friction coefficient) is
considered or not. Moreover, the differences between the variable friction coefficient,
constant friction coefficient, and the case without friction are not very obvious when the
profile error excitations are included. Thus, it is concluded that the contribution of the friction
to vibration is lower than that of the profile error excitation. In a word, the friction significantly
affects the dynamic responses, and the differences between the variable and constant friction
coefficients are obvious, especially when the error excitations are ignored.








35 | P a g e



Figure. no 25 WignerVille distributions of translational displacements and angular acceleration of
driving gear when profile error excitations are ignored (a), (d), and (g) show results for translational
displacements in x-direction and y-direction and angular acceleration of driving gear for model with
variable friction coefficient, respectively; (b), (e), and (h) show results for translational displacements
in x-direction and y-direction and angular acceleration of driving gear for model with constant
coefficient of 0.02, respectively; (c), (f), and (i) show results for translational displacements in x-
direction and y-direction and angular acceleration of driving gear for model without friction,
respectively




36 | P a g e



Figure no. 26 Time domain responses of meshing force (a)(c) show results for model with variable
friction coefficient, with constant friction of 0.02, and without friction, respectively, when profile
error excitations are included; (d)(f) show results for model with variable friction coefficient, with
constant friction of 0.02, and without friction, respectively, when profile error excitations are
Ignored




Figure no. 27 WignerVille distributions of meshing force (a)(c) show results for model with
variable friction coefficient, with constant friction of 0.02, and without friction, respectively, when
profile error excitations are included; (d)(f) show results for model with variable friction coefficient,
with constant friction of 0.02, and without friction, respectively, when profile error excitations are
ignored

37 | P a g e

Figure 26 illustrates the time domain responses of the meshing force. The amplitudes of the
meshing forces for variable and constant friction coefficients are smaller than that in the case
without friction, maybe because the friction suppresses the meshing force fluctuation, like
damping. The amplitude for the variable friction coefficient is larger than that for the constant
friction coefficient, probably because the variable friction coefficient enhances the fluctuation
of friction and reduces the friction damping effect. Figure 27 illustrates the WVD of the
meshing force. A main frequency of 137 Hz emerges in the WVD. The energy densities for
the variable and constant friction coefficients are smaller than that for the case without
friction at 137 Hz. Moreover, the energy density of the variable friction coefficient is larger
and decreases more slowly than that of the constant friction coefficient. By comparing Figs.
26(a)26(c) and Figs. 26(d) and 26(e) or Figs. 27(a)27(c) and Figs. 27(d) and 27(e), it can
also be observed that the meshing force differences between the variable friction coefficient,
constant friction coefficient, and the case without friction are more obvious when the profile
error excitations are ignored. Moreover, the profile error excitation enhances the meshing
force fluctuation, whether the friction (calculated by a variable or constant friction
coefficient) is considered or not. In a word, the friction suppresses the meshing force
fluctuation, and the differences between the variable friction coefficient, constant friction
coefficient, and the case without friction are obvious, especially when the error excitations
are ignored

























38 | P a g e

Chapter 8.

ADVANTAGES AND DISADVANTAGES OF A DYNAMIC MODEL

Can be used in the dynamic analysis of variable speed process of a herringbone gear
transmission
Analysis can be carried out including various friction coefficients
Analysis based on tooth profile error excitation can be carried out
The position of contact line and relative sliding velocity are determined by the angular
displacement
The friction is calculated using variable friction coefficient
A more accurate dynamic response is obtained
Improves the reliability and service life of the transmission system
Captures the friction reversal due to the relative speed reversal.


Based on various assumption such as profile error excitation is assumed to depend on
the position along contact line and to vary with the angular displacement of the gear
pair
Takes into account only Xu et al Coefficient based on a non Newtonian
Elasto Hydrodynamic Lubricant
Expensive to carry out compared to constant friction analysis





















39 | P a g e

Chapter 9.

ADVANTAGES AND DISADVANTAGES OF HERRINGBONE GEARS

Herringbone gears are a type of double helical gear, meaning that they have both a left
hand and right hand element to cancel thrust or side loading on their bearings. A true
herringbone has a 30 helix angle, 20 transverse pressure angle, and an AGMA stub
whole depth factor. They may have a center groove between the two hands, but this is
not absolutely necessary. Herringbone gears are cut on specialized machines that cut
both hands at the same time, precisely locating the apex of the two helixes.
Herringbone gears, overcome the problem of axial thrust presented by 'single' helical
gears by having teeth that set in a 'V' shape. Each gear in a double helical gear can be
thought of as two standard, but mirror image, helical gears stacked. This cancels out
the thrust since each half of the gear thrusts in the opposite direction. They can be
directly interchanged with spur gears without any need for different bearings.
Double helical gears give an efficient transfer of torque and smooth motion at very
high rotational velocities.


A disadvantage of herringbone gears is the high cost due to special gear shaping
equipment and special cutting tools.
Also during assembling a gear box ,aligning is to be given special attention.





















40 | P a g e

Chapter 10.

CONCLUSION

In this paper, a dynamic model that included the friction and tooth profile error excitation for
herringbone gears was proposed. This model could be used in the dynamic analysis of a
variable speed process. From the numerical simulation of the dynamic model, the following
conclusions were obtained:

Friction obviously affects the dynamic characteristics during the variable
process of herringbone gears, such as by acting as a source of vibration in the off-line-of-
action direction and suppressing the meshing force fluctuation and vibration in the line-of-
action and circumference directions like damping. These effects are especially significant
when the profile error excitations are ignored.
Although the contribution of the friction to vibration is lower than that of
the profile error excitation, the dynamic responses are especially affected by friction when the
profile error excitations are ignored.
The dynamic responses obtained using a variable friction coefficient are
different from those obtained using a constant friction coefficient. The variable friction
coefficient enhances the fluctuation of friction and reduces the friction damping effect. The
differences between the variable and constant friction coefficients are especially obvious in
the case where the profile error excitations are ignored. Therefore, the friction should be
included in a variable speed process dynamic model, and the variation in the friction
coefficient should not be ignored, especially when the profile error excitations are ignored.
The profile error excitation is the source of vibration in the axial
direction. If the profile error excitations are ignored, the axial displacements of herringbone
gears will disappear, just like spur gears.

The dynamic model proposed in this paper can also be used for spur gears by setting the helix
angle to zero and for helical gears by setting either half width of the herringbone gears to
zero.

41 | P a g e

Chapter 11.

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42 | P a g e

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