NASA

Army

Technical

Memorandum

107145

Technical

Research
Report

Laboratory
ARL-TR-970

Detecting
Gear Tooth Fatigue Cracks
in Advance
of Complete
Fracture

James
Lewis

J. Zakrajsek
Research
Center

Cleveland,

Ohio

and
David

G. Lewicki

Vehicle

Propulsion

Directorate

U.S. Army Research

Laboratory
Lewis Research
Center
Cleveland,

Prepared
1996

Ohio

for the

Technology

Showcase

Diagnostics

and Failure

sponsored

by the Society

Mobile,

Alabama,

April

on Integrated

Monitoring,

Prevention
for Machinery
22-26,

Failure

Prevention

Technology

1996
U.S. ARMY

National

Aeronautics

Space Administration

and
RESEARCH

LABORATORY

DETECTING

GEAR

TOOTH

FATIGUE

COMPLETE

James
National

CRACKS

IN ADVANCE

OF

FRACTURE

J. Zakrajsek

Aeronautics
and Space Administration
Lewis Research
Center
Cleveland,

Ohio

44135

and
David
U.S. Army
Lewis

G. Lewicki

Research
Research

Cleveland,

Abstract:

Results

presented.
bending

of using

An experimental
fatigue.

predictions

of fatigue
signal

tion research.

The damage

tooth
applied

from

fracture

propagation
consisted

failed

purpose

gear tooth

of these

rim fracture

through

both on-line
methods
positive

to respond

to the fatigue

and recorded

Key

Words:

stages

Gear;

Introduction:
propulsion.

of crack

Drive
The need

Fatigue;

notch

in

analytical

for gear fault detecand

fault detection

methods

completed.

The objec-

the fatigue crack, and determine

Results showed that the fault

prior to complete

rim fracture

rim gear tests. In the standard full rim gear test all of the methods responded
in advance of tooth fracture; however,
only three of the methods responded
in the early

through

a small

on the two thin rim gears

of detecting
was given.
crack

are

of gear rim thickness.

and after the tests were

capable
detection

cracks

tests was to verify

full rim test gear. Vibration-based

signal

fatigue

of spur gear specimens

and rate as a function

tests was monitored

of complete

on the standard

to the vibration

methods

to detect

in each test was initiated

direction

a total of three

tives of this effort were to identify

how far in advance of total failure
detection

crack

on the gear. The primary

crack

The vibration
single

methods

44135

test rig was used to fail a number

The gear tooth fatigue

the fillet area of a tooth

were

vibration-based

Ohio

Laboratory
Center

in the thin

to the fatigue crack

to the fatigue crack

propagation.

Diagnostics;

train diagnostics
for a reliable

Failure

prediction

is one of the most

health

and usage

significant

monitoring

areas

system

of research

in rotorcraft

for the propulsion

system

can be seen by reviewing

rotorcraft
accident statistics.
An investigation
of serious rotorcraft
accidents that were a result of fatigue failures showed that 32 percent were due to engine and transmission components
future the safety

[1]. In addition, governmental

aviation authorities
are demanding that in the near
record of civil helicopters
must match that of conventional
fixed-wing
jet aircraft.

This would
plished

require

with the

a thirtyfold
aid of a highly

A key performance
as possible.

increase

element

Research

in helicopter

reliable,

of a HUM

on-line

system

is thus needed

safety.

Health

Practically,

and Usage

is to determine

to develop

this can only be accom-

Monitoring

if a fault exists,

and prove

various

fault

(HUM)

system.

as early and reliably

detection

concepts

and

methodologies.
For rotorcraft

transmissions,

of gear tooth
fracture

damage.
system.

tion techniques
length

A number

of methods

signal.

A variation

using

the energy

non-linear

of the energy
associated

vibration

step in the overall

mance

of the detection

rig at NASA Lewis.

tored and recorded.

which

resulted

compared,

and overall

the fatigue

cracks

Theory

of Fault

in complete

time synchronously

tooth

resolution

Methods:

FM4

was developed

number

of teeth

ponents

(shaft

to detect

frequency

order

sidebands)

ment

(normalized

kurtosis)

[5] pro-

to detect
operator

detection

damage

to track

methods

performance

gear tooth

time
the
with

is an integral

damage.

to determine

the relative

data from

perfor-

a spur gear fatigue

spur gear crack propagation

tests were monitests was to verify analytical
predictions
of

Results

regarding

of each

gear

the performance

vibration

fault

detection

method

of the methods

in this investigation
data was converted

and vibration

incoherent

revolutions

are

in detecting

methods

and harmonics,

pattern

is first constructed
primary

meshing

the time-averaged

signal.

is then applied

to this difference
2

domain.

discussed

in the vibration

signal

by linear

utilized
to digital

vibration
form

and

with the period

of revolu-

interpolation

to provide

of the test gear. This was done to optimize

the data to the frequency

changes

from

The
noise

to the diagnostic

[2]. A difference

first

of these
relative

data was then resampled

over two complete

their

McFadden

of the demodulated

the energy

to experimental

All of the methods

to eliminate

when converting

data was used as the input

using

of this research

fracture.

are made

as it was collected.

averaged

1024 samples

frequency

phase

Method

NA4 and NB4

and rate as a function of gear rim thickness

[8]. Two of the tests
in complete
rim fracture.
One test used a standard full rim test

tion of the spur test gear. The averaged

exactly

detec-

in which

of total fracture.

Detection

data that was processed

Methods

[6] was constructed

to detect

signal from three

purpose
of these

conclusions

in advance

tests,

of gear tooth damage.

on gear teeth.

of their

means

the objective

The vibration
The primary

damage

Verification

as they are applied

fatigue crack propagation

direction
used thin rim gears, which resulted
gear,

gear.

with a comparison

it becomes
methods

general

by Swansson

of an accurate

of the

gear fault

fatigue

on gear teeth.

Ma [7] proposed

a damaged

along

tooth

failure

by applying

detection

using the instantaneous

spectrum.

development

In the view of the above,

damage

ratio reported

with

data

early

isolated

cracks

into complete

catastrophic

propagation

detection

gages.

[3,4] to detect

gear tooth

in the frequency

energy

experimental

Lewis

to detect

crack

to provide

[2] to detect

is the accurate

can propagate

of gear failure

spur gear

crack

system

in a potentially

this mode

special

HUM

if undetected,

can result

several

have been proposed

by Stewart

at NASA

a method

addresses

using

of a reliable

crack,

of which

data from

was monitored

developed

posed

This paper

element

fatigue

both

to vibration

FM4 was developed

were

A gear tooth

or gear rim fracture,

transmission
crack

a critical

This averaged

the

and resampled

below.
resulting

by removing

from damage
the regular

frequency

and harmonics

The fourth

normalized

signal.

on a limited
meshing
along
statistical

For a gear in good condition

comwith
mothe

differenceSignalwould beprimarily Gaussiannoise,resultingin a normalizedkurtosisvalueof 3

(nondimensional).Whenoneor two teethdevelopa defect(suchasa crack,or pitting), a peakor
seriesof peaksappearin the differencesignal,causingthe normalizedkurtosisvalueto increase
beyondthe nominalvalueof 3.
NA4 is a methoddevelopedatNASA Lewis ResearchCenterto detectthe onsetof damage,and
alsoto continueto reactto the damageas it increases[3]. A residualsignalis first constructedby
removingtheregularmeshingcomponents(shaftfrequencyandharmonics,primarymeshingfrequencyandharmonics)from the time-averagedsignal.The fourth statisticalmomentof the residualsignalis thendividedby the currentrun time averagedvarianceof theresidualsignal,raised
to the secondpower.This operationnormalizesthe kurtosisin NA4; however,it is normalized
usingthe varianceof the residualsignalaveragedovertherun up to thecurrenttimerecord,where
NA4 is beingcalculated.With this method,the changesin theresidualsignalareconstantlybeing
comparedto a weightedbaselinefor the specificsystemin "good" condition.This allowsNA4 to
grow with the severityof thefault until the averageof the varianceitself changes.NA4 is dimensionless,with a valueof 3,undernominalconditions.
NB4 is anotherparameterrecentlydevelopedatNASA Lewis [4]. NB4 is similarto NA4 in thatit
usesthe sameoperationto normalizethe kurtosis.The major differenceis thatinsteadof using a
residualsignal,NB4 usestheenvelopeof a bandpassed
segmentof the signal.NB4 is a demodulation technique,in which thesignalis first band-pass
filtered aboutthe dominantmeshingfrequency.
A bandwidthof +17 sidebands was used for the spur gear tests. Using the Hilbert transform, a
complex
part

time signal

is the Hilbert

signal

and

sidebands.

is then created
transform

represents
Amplitude

with a value

Another

demodulation

of the signal.

an estimate
modulation

variations
in the loading.
transient load fluctuations
sionless,

in which

the real part is the band-pass

The

envelope

of the amplitude
in a signal

signal,

is the magnitude

modulation

is most often

present

and the imaginary

of this complex
in the signal

due to periodically

reoccurring

due

time
to the

transient

The theory behind this method is that a few damaged

teeth will cause
which can be observed
in the envelope
of the signal. NB4 is also dimen-

of 3 under
technique

nominal
was

conditions.

developed

to detect

fatigue cracks [5]. The basic theory behind this technique

sidebands
that modulate
the dominant meshing frequency.

local

gear

defects,

such as gear

tooth

is that a gear tooth defect will produce

In this method the signal is band-passed

filtered about a dominant meshing frequency,

including
as many sidebands
as possible. The Hilbert
transform
is then used to convert the real bandpassed
signal into a complex
time signal or analytic
signal. Using the real and imaginary
parts of the analytic signal, the instantaneous
phase (I.P) can
be estimated
from the filtered sidebands.
Teeth with a fatigue crack will cause a lead or lag in tooth
contact during meshing, resulting in transient changes in the gear rotation. These transient changes
in rotation will dominate
the I.P. function.
The peak-to-peak
level of the instantaneous
phase over
one complete

revolution

the I.R at each point

One

method

of the gear is then determined

in order

to quantify

the relative

variance

of

in the run.

investigated

is a variation

to be a robust

of the

indicator

energy

originally

constructed

dividing

the standard

deviation

of the difference

of heavy

meshing

components,

as defined

previously.

ratio

uniform

signal

In this study,
3

technique

[6]. The

energy

wear. The energy

by the standard
the energy

deviation

ratio is found

ratio

ratio is found

was
by

of the regular
by dividing

the

sum of thenon-mesh

related

amplitudes

frequencies

trend

(meshing

amplitudes

seen in the frequency

the damage

in the frequency

spectrum

plus first 6 sidebands).

spectrum

of increasing

by the sum of the mesh

This parameter

amplitudes

related

was used to quantify

at non-mesh

related

the

frequencies

as

developed

for

increased.

A technique

using

the "energy

operator"

was

speech production
modeling,
the energy
recently by Ma [7]. The energy operator
a vibration

signal.

An impulse

tooth is reinforced
this study,

in the time-averaged

by the energy

the time

averaged

quency

using

applied

to the band-passed

operator,

signal

+20 sidebands.

also investigated

The
signal.

in this study.

First

operator
was recently
proposed
for gear defect
is a non-linear
function that reacts to impulsive
vibration

thus allowing

the impulse

is first band-passed

discrete

form

In order

to detect

signal

filtered

of the energy

caused

the primary

operator,

any reinforced

by a damaged

to be more easily

about

as given

impulsive

detection
energy in
gear

detected.

In

meshing

fre-

in Ref. 7 is then

events

in the energy

operator,
the normalized
kurtosis is then applied to the energy operator results. The normalized
kurtosis, as described
earlier, reduces the results to one nondimensional
number with the value of 3
under nominal conditions.
Apparatus

and Gear

Damage

Review:

The spur gears

shown

in Figs.

1 and 2 were part of a series

of crack propagation
tests conducted
on a spur gear fatigue test rig at NASA Lewis Research
Center. To initiate cracks, a notch was placed in the fillet region (loaded side) on one tooth of each
of the test gears.
the position
specimen

The notches

of the maximum
through

predictions
To verify

were located
tensile

bending

of fatigue
the crack

fatigue.

crack

stress.
The

propagation

growth

at a radius

rate, crack

of 40.49 mm (1.594

in.) on the fillet, which

is

The spur gear test rig was then used to fail the spur gear
primary

purpose

direction
detection

of these

tests

and rate as a function

gages

were installed

was to verify

analytical

of gear rim thickness

[8].

on each side of the tooth

with

the notch. As the crack propagated

it broke through each of the nine crack wires that circumferentially
surrounded
the fillet area on each side. The nine crack wires cover the first 1.62 mm (0.064 in.) of
crack length, thus allowing the crack magnitude
and rate to be recorded
as a function of cycles, or
run time. During the tests, vibration
data from an accelerometer
mounted on the gear shaft bearing
housing

was captured

using

an on-line

program

running

on a personal

computer

with an analog

to

digital conversion
board and anti-aliasing
filter. The 28-tooth instrumented
test spur gear meshes
with a 28-tooth standard rim spur gear at a nominal speed of 10 000 rpm in the fatigue test rig. The
spur gears have a face width of 6.35 mm (0.25 in.) and a pitch diameter of 88.9 mm (3.50 in.). Each
test started with a one hour break-in period at a low load level, after which the load was increased
and the test continued
for runs

until complete

fracture

1 and 2. For run 3, a test load of 136 N-m

Runs

1 and 2 used the thin rim gear geometry

crack

gages,

period,
applied.
length

is plotted

thus the crack

as a function
started

to failure.

For runs

(1200

illustrated

in-lbs)

problems

was used

was used.

in Fig. 1. Crack

length,

as recorded

by the

of run time for run 1 in Fig. 3. The first hour was the break-in

the crack

1 and 2, failure

lines connecting

Due to instrumentation

A test load of 89 N-m (786 in-lbs)

on the rear side only at approximately

As seen in this figure,

in Fig. 1. The
length

occurred.

gages

cover

is defined

the last crack

the crack

as the complete

gage

gages

approximately
points

to failure

did not function

plot is available.

1.75 hours

after full load was

the first 50% of the total crack

fracture

of the gear rim, as seen

is for reference
correctly

purposes

only.

for run 2, and no crack

Run 3 used the full rim gear geometry

run time for run 3 in figure
shortly

after the full load was

total crack

length

illustrated

4. The break-in

to failure.

applied.

in figure

period

2. Crack

is not included

In this run, the crack

For run 3 failure

is defined

length

is plotted

gages

cover

as complete

senting

a moderate

crack

time represents

crack

is achieved.

length

Discussion

of Results:

and 3 are illustrated

Results

signal

period.

9 illustrates

point)

from

rate

(first 75%

a region

in Figs.

time-averaged
Figure

growth

of propagation

of accelerated

of applying

crack

the diagnostic

5, 6, and 7, respectively.

for each of the runs

time).

growth

of the tooth,

The last 25% of the crack

the final 82% of total

to crack propagation

8 gives

the frequency

at the start of each test, following

the time-averaged

vibration

each of the runs. The vibration

plots

runs

spectrum

1, 2,
of the

the one hour break-in

for the last data

plots in this figure

as seen in

they cover 75% of the

4, with the first repre-

rate, where

methods

Figure

of

started

only the first 18% of the

fracture

figure 2. Although
the crack gages only cover 18% of the total crack length,
time from the start of the crack to failure. Two regions can be seen in figure
propagation

as a function

in this plot, thus the crack

point

are over one complete

(end

of test

revolution

of

the test gear.

Based

on the results,

fatigue

crack

the vibration
plotted

the gear

in Fig.

(Fig.

5(b))

detect

were

unable

to give early

in the thin rim gear tests. As seen in Fig. 5, the diagnostic

parameters
Each

from run 1 after the initial

and NB4

failure.

one hour break-in

of run time and, at the top of the plots,

5, with

the crack

pending

methods

data

as a function

seen

fault detection

the exception
(Fig.

5(c))

until complete
The kurtosis

of the kurtosis
reacted

of the energy

as a function

of the energy

to the damage.

rim fracture

period.

resulted,

However,

operator

appears

of the

were applied

of crack length

NA4

and NB4 were

no advanced

are

also. As

only parameters

to have reacted

to

of the parameters

operator,

thus giving

indication

NA4

unable

warning

to

of the im-

to the crack early

in the

run, as seen in Fig. 5(f). This very large reaction at the start of crack propagation
is not repeated
in
runs 2 and 3. It is unclear at this time as to why this ideal type of reaction occurred
only on run 1.
Figure

6 plots

propagation
detection

the results

of the parameters

plot is available
methods

for this run, the results

give positive

All of the gear fault

detection

indication
methods

3. Each

of the parameters

length

(top of plot).

As seen

region

of accelerated

crack

crack

length

nondimensional

is achieved
parameters,

As stated

in only

25%

NB4 peaks

all of the methods

in run 3, more

advanced

seen in Fig. 7, NA4

phase

of crack

propagation.

as a function
earlier

crack prior

of the

warning

at a value

of the crack

during

trend

of establishing

above

tooth

period
of crack

to the crack

in the

where

the last 82% of total

time.

Of the

of the energy

normalized,
operator

are referenced

the last stage of crack

the nominal

operator

value

peaks
to the

propagation

catastrophic

of the energy

an exceedance

fault

fracture

one hour break-in

for this potentially

and the kurtosis

1. The

and as a function

substantially

growth

no crack

of the test.

to complete

of 5. All of these parameters

is needed

an increasing

A method

crack

the crack

NB4 (Fig. 7(c)),

that show

react

this is the region

total

seen in run

the initial

of run time,

at a value of 107, the kurtosis

were able to detect

(Fig. 7(b)),

are the only parameters

to the fatigue

in Fig. 7, all of the parameters

growth.

to those

only at or near completion

in Fig. 7 do not include

are plotted

at 32, NA4 peaks at 17, and FM4 peaks

value of 3 under nominal conditions.
Although

are similar

of the damage

reacted

in the full rim spur gear test. The plots

for run

for run 2, also a thin rim gear test. Although

during

event.

As

(Fig. 7(f))
the first

level was used to determine

relative warningtimesfor the threeparameters.This methodusesa valueof five standarddeviations over the meanvaluefor the exceedance
level, wherethe meanlevel andstandarddeviation
arebasedonthe dataprior to crackgrowth[9]. As seenin Fig. 7(f), basedonthis exceedance
level,
thekurtosisof theenergyoperatorgivesthe earliestwarningof damage.It reachesthe exceedance
level at 0.083hours,or at 46% of the total crack propagationtime, at which the crack hasonly
advancedto approximately7%of its total length.As seenin Figs.7(b) and(c),NA4 andNB4 reach
the exceedance
level at 0.111hours,or at 62%of total crackpropagationtime, atwhich the crack
hasonly advancedto approximately11%of its total length.Thewarningtimesbasedon thesethree
parametersare nearlytwice aslong asthatgivenby the otherfault detectionmethods.In addition,
NA4, NB4, andkurtosis of the energyoperatorwere able to detectthe crack during the more
moderatecrackgrowthrateregion.
The additionalcomplianceassociatedwith the thin rim gearsalongwith the geometryof
gears

may have inhibited

plots

the frequency

the parameters

spectrum

from detecting

of the first data

the fatigue

point

after

crack

in runs

the break-in

these

1 and 2. Figure

period

for each

run.

The

spectrums
from the thin rim gear tests, Figs. 8(a) and (b), show a more complex frequency
distribution as compared
to the spectrum
from the full rim gear test (Fig. 8(c)). As seen in Fig. 8(c), the
frequency
harmonics

spectrum
is primarily
composed
of the primary
gear mesh frequency
of the mesh frequencies,
and the corresponding
sidebands
about these

non-uniform
thin rim

geometry

of the thin rim gear coupled

will tend to produce

illustrated

in the plots

shown

each run, thus complete

tooth fracture

complex

with the added

meshing

pattern

in Fig. 9. All of the plots

rim fracture

has occurred

is clearly visible
are nonlocalized

a more

has occurred

in this figure

for run 33 (Fig. 9(c)). The tooth fracture

may not allow the cracked

associated

a standard

with the

rim gear.

are of the last data

for runs i and 2 (Figs.

and highly localized.

The rim fracture
and much more difficult to distinguish

the thin rim gears

compliance
than

(fl = 4.7 kHz),

frequencies.
The
This is
point

induced

impulse

seen in Fig. 9(c)

induced impulse seen in Figs. 9(a) and (b)

in the signal. The additional
flexibility
of

tooth to create

the impulse

in the vibration

signal,

thus compensates
for the fault until complete fracture.
In addition, the nonuniform
geometry
thin rim gear complicates
the vibration
signal, possibly
masking the dynamics
of the tooth
Conclusions:

Based

perimental

on the results

data from

(1) In the thin-rim

give early

spur gear crack

spur gear tests,

indication

of applying

of the fatigue

a variety

propagation

the gear fault

crack

ated with

the thin-rim

gears

influence

of the crack

on the vibration

may have

prior

degrees, prior to complete

in the last stages of crack

(3) The methods

in the standard
as the crack

NA4,

NB4,

detection

techniques
The

for the crack,

detection

and

of the
crack.

techniques

to ex-

conclusions

can be made.

investigated

were unable

additional

compliance

thus minimizing

to

associ-

the dynamic

until total rim fracture.

investigated

reacted

to the fatigue

crack,

in

tooth fracture.
The more robust reactions
to the fatigue crack
propagation,
as the crack accelerated
to complete
fracture.

and the energy

spur gear test. These

was growing

the following

to rim fracture.

(2) In the full rim spur gear test, all of the techniques
varying
occurred

of gear fault

tests,

compensated
signal

for

9(a) and (b)), and complete

operator

techniques

at a moderate

rate.

reacted

gave the earliest

to the fatigue

reactions
crack

to the fatigue

during

the early

crack
stages,

References:
1. Astridge,
2.

D.G.:

Helicopter

Transmissions

- Design

for Safety

and Reliability.

Proc., Pt. G-J Aerosp. Eng. vol. 203, no. G2, 1989, pp. 123-138.
Stewart, R.M.: Some Useful Data Analysis Techniques
for Gearbox
R/10/77,

Machine

versity

Health

of Southampton,

3. Zakrajsek,

to Pitting

Failures

Prevention

to Spiral

Bevel

Prevention

Data.

Office

of Sound

of Naval

Gear Fatigue
Office

Vibration.

Proceedings

Report

and Vibration

MHM/

Research,

Fatigue

Research,
Cracks

J. Vib. Acoust.

Arlington,

H.J.: Application

Data. Proceedings

of Naval

of Gear Fault Detection

of the 47th

Research,

R.F.; and Decker,

P.D.: Detecting

the Meshing

Institute

H.J.; An Analysis

Failure

Group.

Group.

5. McFadden,

D.P.; Decker,

Fatigue

Handschuh,

J.J.;

Group,

Diagnostics.

Eng.

Uni-

July 1977.

Townsend,

J.J.;

Applied
4. Zakrajsek,

Monitoring

Inst. Mech.

Meeting

in Gears
Stress

Techniques

of the Mechanical

Failures

VA., 1994, pp. 93-104.

by Amplitude

Reliab.

as

VA., 1993, pp. 199-208.

of Fault Detection

of the 48th Meeting

Arlington,

Methods

of the Mechanical

and Phase

Design,

vol.

Demodulation

108, no. 2, April,

of
1986,

pp.165-170.
6.

Swansson,
Conference
Australia,

7.

N.S.: Application
of Vibration
Signal Analysis
Techniques
to Signal Monitoring.
on Friction and Wear in Engineering
1980, Institute of Engineers,
Australia.
Barton,
1980, pp. 262-267.

Ma, J.: Energy

ceedings
Vibration

8. Lewicki,

Institute,
D.G.:

for Aerospace
9.

Rose,

Operator

and Other

of the 49th Meeting

Willobrook,

Crack

Fatigue

Failure.

Office

of Naval

Illinois,

propagation

Thin-Rim

H.J.: Vibration

Gears.
Signature

Proceedings
Research,

Demodulation

of the Society

Approaches

for Machinery

Prevention

Detection.

Pro-

Te c h no lo g y.

1995, pp. 127-140.

Studies

to Determine

Ph.D. Dissertation,
and Fatigue
Virginia,

Benign

Case Western

Crack

of the 44th Meeting

Arlington,

to Gear Defect

Failure

Growth

or Catastrophic
Reserve

Analysis

of the Mechanical
1990.

Failure

University,

May

of a Gear Tooth
Failure

Modes

Prevention

1995.

Bending
Group.

C-94-02303

Figure 1 .--Gear

geometry

configuration

for runs I and 2.

C-94-02304

Figure 2.--Gear

100-

o Front side

f-

80 -

[] Rear side
x Complete rim
fracture

60-

100

;_
i
// /
/
/
/
/
/
/

o o_
//
ID
Q.

I
2

I
4

60
o

40

x Complete
fracture

tooth

i//I
Ii

I
-

i
/
I

(1)
Q.

I
8

I
6

as a function

80

0
0.00

0.04

0.08

0.12

L
0.16

Run time, hr

Run time, hr
Figure 3.--Crack
length
run time for run 1.

._ __

//

200

[] Rear side

03

for run 3.

o Front side

t--

configuration

03

geometry

of

Figure 4.--Crack
length
run time for run 3.

as a function

of

Crack length

Crack length
(percent

of total

front

length

(percent

to fracture,

of total

front

(F) & rear (R) gages)

length

to fracture,

(F) & rear (R) gages)

50

50
10-

4
_E
LL.

22

1-

(a)

I
2

0o

I
4

I
6

(b)

I
8

0o

i
2

50

50
1_

3_

oo(C)

5_

Run time, hr

Run time, hr

50-

21F33[;00

4030,
m

2010-

I
2

I
4

I
6

Run time, hr

Run time, hr

50

50
0.25

FIIF
I

0.20
o.e 100_,
80-

O
,B

0.15

O.lO
E

0.05

I
8

(e) i

0.00
0

I
2

I
4

I
6

I
8
Run time,

Run time, hr
Figure 5.mResponse

of gear fault detection

9

parameters

hr

for run 1.

tn

tO

i
i

!--

lb.

o._

r"

drr

c;rr

da:

=
E

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I_

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03

04

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o.

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143

O4

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_O

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c_ c_ o

Crack
(percent

of total

length

Crack

length
to fracture,

front

11

8-

(percent

gage)

of total

length

length
to fracture,

11

15

3.55.88.111Ll13/18100

1 1

3.5
1

18

front

gage)

15

5.88.1
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16
14
12

4
*d"
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10

"

_+5_

2-

1 -

0 (a)
0.00

I
0.04

I
0.08

I
0.12

120

0.04

0.08

0.12

hr

Run time, hr

1115

1115

Run time,

3.5
1

2
0
0.00

I
0.16

5.88.1
1
I

/18
[113 I I

1001

0.16

15
(9
9

100
N--

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8O
m
z

60-

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40 _

0.00

_+5_r

0.04

0.08

0.12

.c_ 0 (d)
0.00

0.16

I
0.04

I
0.08

1115

1115

0.30-

I
0.16

Run time, hr

Run time, hr

3.55.88.11113[18100

I
0.12

=-

1 1

3.5 5.8 8.1 /13/18

35 7

11111

100

f-0.25
X+5_

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>, 0.15
(9

_- 0.10

LU

.__
0.05

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0.00

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0.04

t = .1444 -_
I
I
0.08
0.12

ffi
0

0.16

_"

0.00

0.04

Run time, hr
Figure 7.--Response

0.08

0.12

Run time, hr
of gear fault detection
11

parameters

for run 3.

0.16

-n

bo

Vibration

amplitude

Vibration

amplitude

Vibration

amplitude

REPORT
Public

reporting

gathedng
collection
Davis

burden

for

and maintaining
of information,

Highway,

Suite

this

DOCUMENTATION

collection

of information

is estimated

the data
needed,
and completing
including
suggestions
for reducing

1204,

Arlington,

VA

22202-4302,

and

1. AGENCY USE ONLY (Leave b/ank)

to average

and reviewing
this burden,
to
to

the

Office

1 hour

per

the collection
Washington
of

Form Approved
OMB No. 0704-0188

PAGE
response,

Management

and

the

Send
Services,

Budget,

2. REPORT DATE
January

including

of information.
Headquarters

time

for

comments
Directorate

Paperwork

reviewing

Gear

searching

existing

data

sources,

Reduction

Project

(0704-0188),

Washington,

DC

20503.

3. REPORT TYPE AND DATES COVERED

1996

Technical

4. TITLE AND SUBTITLE

Detecting

instructions,

regarding
this burden
estimate
or any
other
aspect
of this
for
Information
Operations
and Reports,
1215
Jefferson

Memorandum

5. FUNDING NUMBERS

Tooth

Fatigue

Cracks

in Advance

of Complete

Fracture
WU-505-62-36

6. AUTHOR(S)
James

1L162211A47A

J. Zakrajsek

and David

G. Lewicki

8. PERFORMING ORGANIZATION
REPORT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

NASA Lewis Research Center
Cleveland, Ohio 44135-3191
and

E-10075

Vehicle Propulsion Directorate

U.S. Army Research Laboratory
Cleveland, Ohio 44135-3191
9. SPONSORING/MONITORING

10. SPONSORING/MONITORING
AGENCY REPORT NUMBER

AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

Washington, D.C. 20546-0001
and

NASA

U.S. Army Research Laboratory

Adelphi, Maryland 20783-1145

TM-107145

ARL-TR-970

11. SUPPLEMENTARY NOTES

Prepared

for the 1996 Technology

Machinery

Failure

and David

G. Lewicki,

person,

Prevention
Vehicle

James J. Zakrajsek,

Subject

on Integrated
Mobile,

Propulsion

organization

12a. DISTRIBUTION/AVAILABILITY
Unclassified

Showcase

Technology,

Monitoring,

Alabama,

Directorate,
code 2730,

Diagnostics

April 22-26,

U.S.Army

and Failure

Prevention

1996. James J. Zakrajsek,

Research

Laboratory,

NASA

sponsored

by the Society

NASA Lewis Research

Lewis Research

Center.

for

Center

Responsible

(216) 433-3968.
12b. DISTRIBUTION CODE

STATEMENT

- Unlimited

Category

This publication

37

is available from the NASA Center for Aerospace

Information,

(301) 621_)390.

13. ABSTRACT (Maximum 200 words)

Results
used

of using

initiated

through

analytical
signal

based

rim
fault

objectives

fracture

failure
crack

were

were

detection

stages

crack

rim

tooth

bending

of a tooth

propagation

gears

given.

on the gear.

The

primary

Results

of tooth

for gear
tooth

fracture

signal

both

of detecting

showed
rim

fracture;

fault

on-line

however,

and after
crack,

detection

In the standard
only

three

Fatigue;

of these

tests

rim thickness.
The

test rig was

in each

test

was

was

to verify

The

vibration

damage

consisted

full rim

test gear.

Vibration-

the tests

were

and determine

methods
full rim

of the methods

failed

completed.
how

The

far in advance

to respond

gear test

of

to the

all of the methods

responded

to the fatigue

propagation.

15. NUMBER OF PAGES

14

14. SUBJECT TERMS

Gear;

crack

research.

standard

the fatigue

that the fault

gear tests.

of gear

detection
on the

An experimental

fatigue

purpose

and rate as a function

and single

in the thin

are presented.
gear tooth

to the vibration

fracture

cracks
The

direction

capable

fatigue
fatigue.

and recorded

methods

in advance

of crack

area

applied

was
rim

gear

through

monitored

to identify

to complete

to the fatigue

in the early

was

two thin

methods

positive
prior

crack

tests

on the

to detect

specimens

in the fillet

of fatigue

detection

fatigue

notch

of three

of this effort

of total

responded

a small

a total

methods

of spur gear

predictions

from

complete

crack

vibration-based

to fail a number

Diagnostics;

Failure

prediction

16. PRICE CODE

A03

17. SECURITY CLASSIFICATION

OF REPORT
Unclassified
NSN 7540-01-280-5500

18. SECURITY CLASSIFICATION

OF THIS PAGE
Unclassified

19. SECURITY CLASSIFICATION

OF ABSTRACT

20. LIMITATION OF ABSTRACT

Unclassified
Standard Form 298 (Rev. 2-89)
Prescribed by ANSI Std. Z39-18
298-102

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