EIJAER1010

INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL
Volume 1, No1, 2010
© Copyright 2010 All rights reserved Integrated Publishing Association
RESEARCH ARTICLE ISSN 09764259
Design, Modelling and Manufacturing of Helical Gear
B.Venkatesh 1 V.Kamala 2 A.M.K.Prasad 3
1
Assoc.Prof, MED, Vardhaman College of Engg, Hyderabad, India
2
Professor, MED, MJCET, Hyderabad; DGM (Retd), BHEL R&D, Hyderabad, India
3
Professor, & Head, MED, Osmania college of Engg, Osmania University, Hyderabad, India
bvt_2275@yahoo.co.in
ABSTRACT
Marine engines are among heavyduty machineries, which need to be taken care of in the best
way during prototype development stages. These engines are operated at very high speeds
which induce large stresses and deflections in the gears as well as in other rotating
components. For the safe functioning of the engine, these stresses and deflections have to be
minimized. In this work, structural analysis on a high speed helical gear used in marine
engines, have been carried out. The dimensions of the model have been arrived at by
theoretical methods. The stresses generated and the deflections of the tooth have been
analyzed for different materials. Finally the results obtained by theoretical analysis and
Finite Element Analysis are compared to check the correctness. A conclusion has been
arrived on the material which is best suited for the marine engines based on the results.
Basically the project involves the design, modelling and manufacturing of helical gears in
marine applications. It is proposed to focus on reduction of weight and producing high
accuracy gears.
Key words: Gear design, Computer aided analysis, Gear hobbing, Gear shaving, Structural
analysis
1. Introduction
A gear is a rotating machine part having cut teeth, which mesh with another toothed part in
order to transmit torque. 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, magnitude, 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 nonrotating toothed part, called a rack, thereby producing translation
instead of rotation. The gears in a transmission are analogous to the wheels in a pulley. An
advantage of gears is that the teeth of a gear prevent slipping. When two gears of unequal
number of teeth are combined, a mechanical advantage is produced, with both the rotational
speeds and the torques of the two gears differing in a simple relationship. In transmissions
which offer multiple gear ratios, such as bicycles 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 gear ratio is continuous rather than discrete, or when the device does not
actually contain any gears, as in a continuously variable transmission.
2. Design Methodology
In order to design a helical gear system the following procedure should be followed; the input
conditions are power, speed, helix angle, gear ratio.
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Volume 1, No1, 2010
Step: 1 Gear design starts with material selection. Proper material selection is very important;
aluminium has been selected as a material. If the material for gear and pinion is same then the
design should be based since it is weak.
Step: 2 Find out the minimum central distance based on the surface compression stress is
a≥ (i+1)3√ (0.7/σc) 2 E (Mt) iψ……. [Design data]
Here Mt=torque transmitted by the pinion=97420(KW/N)*Kd*K
Where Kd*K=1.3 , ψ=b/a………..[Design data]
Step: 3 Minimum normal modules may e determined as
mn≥1.15Cosβ {Mt/Yv σb ψm Z1} ^1/3..[design data]
Assume Z1=18, ψm=b/mn=10 from ..[design data]
Virtual number of teeth Zv=Z1/cos3β ,
Lewis form factor Yv=0.1540.192/Zv ….[ Design data]
Number of teeth on pinion Z1=2acosβ/mn*(i+1) , Number of teeth on gear Z2=iZ1
Diameter of pinion D1=mn*Z1/cosβ , Diameter of gear D2=mn*Z2/cosβ
Centre distance a=D1+D2/2 , Face width b= ψa
Step: 4 checking the calculations:
a): based on the compressive stress, σc=0.7(i+1)/a*√{(i+1/ib)*E[mt]}
b): based on the bending stress, σb=0.7(i+1) (Mt)/{a.b.mn.Yv}
Here the bending and compressive stress values obtained are less than the material property
values, then the design is safe
2.1 Theoretical design calculation
The theoretical design calculations are performed using the input parameters such as power
for marine high speed engine, pinion speed, gear ratio, helix angle, pressure angle etc. i.e
Power P = 9000 KW, Speed of Pinion N = 3500 rpm, Gear Ratio i = 7, Helix Angle, β =
25oMinimum centre distance based on surface compression strength is given by
2
é 0 . 7 ù E [ M t ]
a ³ ( 7 + 1 ) ê
3
ú x
ë s c û i y
[Table 8 PSG]
2.2 Material Selection
Let the material for Pinion & Gear is Aluminum Alloy ;
Its design compressive stress & bending stresses are [σc = 25000 kgf/cm 2 ], [σb = 3500
kgf/cm 2 ] [12]
2.2 Material Selection
Let the material for Pinion & Gear is Aluminum Alloy ;
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Volume 1, No1, 2010
Its design compressive stress & bending stresses are [σc = 25000 kgf/cm2], [σb = 3500
kgf/cm2] [15]
2.2.1 Properties for Aluminum Alloy
Density of Aluminum Alloy (ρ) = 3900 kg/m 3
Young’s Modulus = 340 x 10 3 N/mm2 Poisson’s Ratio (v) = 0.220
i = 7 , ψ =b/a ,ψ = 0.3 , [MT] = MT kd k ,MT = 97420 KW/N, kd k = 1.3 [15]
[MT] = MT kD k = (97420x9000x1.3)/3500 = 325661.14 kgfcm
Now, minimum centre distance based on the surface compressive strength is given by
é 0.7 ù
(i + 1)x 3 ê ú xE [ M t ]
ë s c û
a ³
( i y )
a > 27.66 cm = 28 cm
Minimum module based on beam strength:
[ M t ]
Mn > 1.15cosβx3Ö Y v s b y m Z 1 [Table 8, PSG]
Let Z1 = 18, ψm = 10, Virtual number of teeth Zv = Z1 / cos 2 β = 18/0.744 = 25 from [Table
11, PSG design data book]
Lewis form factor Yv (for Zv = 25) = 0.4205
[ 325661 . 14 ]
mn > 1.15cos25x3Ö 0 . 4205 x 3500 x 10 x 18
mn > 1.11 cm , mn > 11.16 mm , But for mn = 1116 mm, σc and σb are > [σc] & [σb] also
FS < FD
which makes design unsafe.
So mn = 18 mm = 1.8 cm
2a cos b
= 3 . 5
No. of teeth of pinion, Z1 = m n ( i + 1 )
But in order to avoid interference, Zt is taken as 18, No. of teeth on gear, Z2 = iZ1 = 126
m n 1 . 8
xZ 1 = x 18 = 35 . 74 cm
Diameter of the pinion (d1) = cos b cos 25
Diameter of the gear (d2) = id 1 = 7 x 35.74 =250.2 cm
d 1 + d 2
= 142 . 99 cm
Centre distance (a) = 2
Face width b = ψ.a = 0.3 x142.99=42.899 cm
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Volume 1, No1, 2010
Checking Calculations:
i + 1 i + 1
xE [ M t ] £ [ s c ]
σc = 0.7x a ib
i + 1
[ M t ] £ [ s c ]
σb= 0.7x abM n Y v
Based on the Compressive Stresses
i + 1 ( i + 1 ) xEx [ M T ]
a ( ib ) £ [ s c ]
σc= 0.7x
( i + 1 ) x [ M T ]
£ [ s b ]
σb= 0.7x ( abxmxnxYv )
Based on the compressive stress
0 . 7 x8 x 325661 . 14
= 150 . 303 N / mm 2
σc = 143 * 43 * 1
. 8 * 0
. 4205
Based on bending stress σb = 220.35 N/mm 2
From the calculations, σc and σb are > [σc] & [σb] values of given material,
i.e., Aluminum alloy [98%Al2O3, 0.40.7%Mn, 0.40.7&Mg].Therefore our design is safe.
Addendum, mn = 18 mm, Dedendum = 1.25 x mn = 22.5 mm,
Tip circle diameter of the pinion=d1+ (2 x addendum) =357.4 + 36 = 393.4 mm
Tip circle diameter of gear = d2 + (2 x addendum) = 2502.4+ 36 = 2538.46 mm
Root circle diameter of pinion = d1 (2 x addendum) = 357.4 – 36 = 321.4 mm
Root circle diameter of gear = d2 (2 x addendum) = 2502.4– 36 = 2466.4 mm
When the gear transmits the power P, the tangential force produced due to the power is given
by
Pxk s pxD
p xN p px 357 . 4 x 3500
F t = V = = = 65 . 51 m / s
v , 60 x 1000 60 x 1000
9000 x 10 3 x 2
F t = = 274749 . 26 N
65 . 51
Lewis derived the equation for beam strength assuming the load to be static when the gear is
running at high speeds; the gears may be subjected to dynamic effect. To account for the
dynamic effect, a factor Cv known as Velocity factor or dynamic factor is considered.
Pxk s xCv
F D = F t xCv =
The design tangential force along with dynamic effect is given by V
The velocity factor Cv is developed by Barth. It depends on the pitch line velocity and the
workmanship in the manufacture and is given by
5 . 5 + V
C v =
5 . 5
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Volume 1, No1, 2010
For V > 20 m/s , Where FT = 274749.26 N, Ks = 2, V = 65.5m/s
5. 5 + 65 . 51
C v = = 2 . 47
5 . 5
FD = 274749.26x 2.4 = 679084.7315 N ,
According to Lewis equation, the beam strength of helical gear tooth is given by
FS = [σb].b.π.mn.yv and FS = (3500) x 42.8 x П x 18 x 0.4205 =3570318.5 N
Since, FS > FD, Our design is safe.
When the power is transmitted through gears, apart from static (steady) load produced by the
power, some dynamic loads are also applied on the gear tooth due to reasons like inaccuracies
of tooth profiles and deflections of tooth under load. Considering the above conditions
Buckingham derived equation to find out the maximum load acting on the gear tooth and is
given by FD = Ft + Fi, Where Fd = Maximum dynamic load, Ft = Static load produced by the
power, Fi = Incremental load due to dynamic action, Incremental load depends on the pitch
line velocity, face width, of a gear tooth, gear materials, accuracy of cut and the tangential
load and is given by
0 . 164 V m ( cb cos 2 b + Ft ) Cos b
Fi =
0 . 164 V m + 1 . 485 cb cos 2 b + F t
where, Vm = Pitch line velocity in m/s,b = Face width of the gear tooth in mm
C = Dynamic factor (or) Deformation factor in N/mm. Deformation factor “C”, [15]
Here, C = 11860 x e, C = 11860 x 0.026, = 308.36 N/mm
Ft = 137572.60 N, m = 65.51 x 103 mm/sec ,b = 428.9 mm ,β = 25 0 Fd = Ft + Fi
0 . 164 V m ( cb cos 2 b + F t ) Cos b
Fd = F t +
0 . 164 V m + 1 . 485 cb cos 2 b + F t
1540999543
F d = 274749. 26 + = 273754 . 19 N
11315 . 76937
Since Fs > Fd, our design is safe.
One of the most predominant gear failures is the failure of gear tooth due to pitting. This
pitting failure occurs when the contact stresses between the two meshing teeth exceed the
surface endurance strength of the material. In order to avoid this type of failure the
proportions of gear tooth and the surface properties such as surface hardness should be
selected in such a way that the wear strength of the gear tooth is more than the effective load
between the meshing teeth.
Based on Hertz theory of contact stresses, Buckingham derived an equation for wear strength
of gear tooth which is given by
d 1 .b.Q.Kw
Fw = cos 2 b
where; Fw = Max or limiting load for wear in Newton’s
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Volume 1, No1, 2010
d1 = pitch circle diameter of pinion in mm, b = Face width of the pinion in mm, Q = Ratio
2i
= 1 . 75
factor = ( i + 1 )
Kw = 2.553 N/mm2 [Table 25.37 JDB]
d1 = 357.4mm, b = 428.9 mm
d .b.Q.Kw
685180.942 8
1
2
= 834168 . 62 N
= cos 25
2
Fw = cos b
Fd = 273754.19 N since Fw > Fd our design in safe.
3. Modelling
A model is generated using CATIA software and then it is retrieved into ANSYS using IGES
files. Helical Gear teeth as shown in fig:1
Figure 1: Image showing the model prepared in CATIA
A complete helical gear is obtained as shown in figure 2
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Volume 1, No1, 2010
Figure 2 : Image showing the designed helical gear
3.1 Analysis
Significant Development in analysis of strength properties of gear transmission follows the
achievements in computation design, simulation of meshing and tooth contact analysis made
by Lewiki,Handschuh.They carried out 2D analyses using finite element method, boundary
element methods & Compared the results to experimental ones validated crack simulation
based on calculated stress intensity factors and mixed mode crack angle prediction. In
practice, simplified formulas are usually used in gear transmission design. They enables
estimation of stresses at tooth root with accuracy acceptable for engineering design. In every
case, strength properties of gear transmissions are strongly influenced by gear geometry,
applied manufacturing processes, and dimensional accuracy of manufactured gears.
3.2 Gear Manufacturing
Gears are manufactured by various processes. These are, casting, stamping, rolling, extruding,
and machining. Gears can also be produced by powder metallurgy. Among the above said
process, machining process in most commonly used. It is an accurate method. Basically gears
are produced by machining by a) Forming method. b) Generating method.
3.2.1 Forming Method
In this method a form cutter is used. The formed cutter may be single point cutting tool or a
multipoint milling cutter. The cutting edges formed cutter has been finished to the shape
between the gear teeth being cut. Forming method is used for producing very small number
of gears. Gears produced by forming are less accurate. Forming process is simple and cheaper.
This method is takes more time.
3.2.2 Gear Generating Process
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Volume 1, No1, 2010
This method of gear manufacturing is based on the fact that any two involute gears of the
same module will mesh together. Here one of the meshing gears is made as the cutter. The
other gear rotates and also reciprocates along the width of the gear blank. Because of the
relative rolling motion between cutter and the blank, gear teeth are generated on the gear
blank. The gear may be generated by rack cutter, pinion cutter or a hob. Using the generated
method, profile of the gear teeth can be very accurately produced. The following generating
methods used for gear production are Gear shaping, Gear planning, Gear hobbing.
3.2.3 Gear Hobbing
It is a process of generating a gear by means of a rotating cutter called hob. The hob has
helical threads. Grooves are cut in the threads parallel to the axis. This will provide the edges.
Proper rake and clearance angle are ground on these cutting edges. The rotating hob acts like
a continuously moving rack as it cuts. The blank is mounted on a vertical arbour. The hob is
mounted in a rotating arbour. The hob axis is tilted the hob lead angle so that its teeth are
parallel to the axis of the gear blank.
Then = (90º1).Where 1 = helix angle of the hob thread. NOTE: (hob lead angle = 90º hob
helix angle)
The hob is rotated at suitable cutting speed. It is fed across the blank face. The hob and blank
are made to rotate in correct relationship to each other; they rotate like a worm and worm
gear in mesh. For one relation of the hob, the blank rotates by one tooth. (In case of single
start hob).
For helical gears, the axis of the hob is inclined to horizontally. Where a= θ + (90º1). (If the
helix of the hob and the helix of the gear to be cut are different. One is right and another is
left handed.)
a= θ (90º1) (if the helix of the hob and the helix of the gear to be cut are both right handed
or both is left handed.)
Where, a = helix angle of the helical gear to be cut.,1 = helix angle of the hob.
The gear hobbing technique is used for generating spur, helical and worm gears. Gear
hobbing is used in automobiles, machine tools, various components, instruments, clocks and
other equipment.
In the present the helical gears were produced by gear hobbing technique and finished by
gear shaving operation.
The gear teeth generating process by milling machine is shown in fig 3
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Volume 1, No1, 2010
Figure 3: Image showing milling machine
The gear teeth generating process by hobbing process is shown figure 4
Figure 4: Image showing the hobbing process
The gear finishing process is shown in the figure 5
Figure 5: Image showing the gear finishing process
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Volume 1, No1, 2010
3.2.4 Finishing Process
Gears manufactured by different machining processes will have rough surfaces. The
machined gears may have errors in tooth profiles, concentricity and helix angles. For quiet
and smooth running of gears, these errors and rough surfaces should be removed. Gear
finishing operations are done for this purpose. The various gear finishing processes like gear
burnishing, gear shaving etc.
3.2.5 Gear Burnishing
Is a method of finishing of gear teeth which are not hardened. This is a cold working process.
This method is used to improve the surface finish of the gear teeth. This also increases the
hardness at the teeth surface. The teeth of burnishing gears are very hard, smooth and
accurate. They are arranged at 120º position around the work gear. The gears are rotated in
one direction for some period. Then they are rotated in the reverse direction for the some
period. The pressure is applied by the harder burnishing teeth on the work gear.
3.2.6 Gear Shaving
This is the most common method of gear finishing. In this method a very hard gear shaving
cutter is used to remove fine chips from the gear teeth. The shaving cutter may be in the form
of a rack or a pinion. The rotary method using pinion cutter is used on all types of gears. The
rotating cutter will have helical teeth of about 15º helix angle. The cutter has a number of
serrations on its periphery. These act as cutting edges. In the rotary type of gear shaving the
work gear is held between centres and is free to rotate. The shaving cutter meshes with the
work gear. The axis of the cutter is inclined to the gear at an angle equal to the helix angle of
the cutter (θ) when the cutter rotate, the cutter reciprocates in a direction parallel to the gear
axis. The cutting edges of the shaving cutter remove burrs, nicks and high points on the
surface of the work gear. It can remove from the teeth flank, chips up to 0.1mm thick.
4. Results and discussions
Theoretical design is carried out using standard design formulae as per AGMA procedure and
carried out analyses by ANSYS and analysis carried out using ANSYS .The following table.1
shows the comparison the theoretical design values with ANSYS values.
Table1. Comparison of theoretical and ANSYS design values
S.No Parameter Design values Ansys values

1 Bending stress 220.35N/mm 2 205.576N/mm 2
2 Compressive 150.303N/mm 2 139.076/mm 2

stress
3 Vonmisses 2000N/mm 2 260.92N/mm 2

stress
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Volume 1, No1, 2010
4 Deflection 0.058752 mm
From the table.1, it is observed that the bending stress, compressive stress, vonmisses
stresses of ANSYS values are less than the design values. Hence the design is safe. Then the
gears are manufactured using gear hobbing technique and finished by gear shaving operation.
5. Conclusions
1. Bending, compressive, Vonmisses stresses were obtained by theoretical and Ansys
software for Aluminum alloy. The obtained stresses by ANSYS are less than that of the
theoretical calculations.
2. From the results, it is observed that the bending and compressive stresses of aluminum
alloy (ceramics) are less than that of the other material like steel.
3. Aluminum alloy reduces the weight up to 5567% compares to the other materials
4. Aluminum is having unique property (i.e. corrosive resistance), good surface finishing,
hence it permits excellent silent operation.
5. Weight reduction is a very important criterion, in order to minimize the UN balanced
forces setup in the marine gear system, there by improves the system performance.
6. Hence aluminum alloy is best suited for marine gear in the highspeed applications.
7. The designed gear set have been manufactured using gear hobbing technique and finished by
gear shaving operation and tested for the strength of the gear teeth.
Acknowledgements
First author is grateful to Dr.T.Srinivasulu, Principal VCE shamshabad and Dr.G.V.Rao Head
Mechanical Engineering Department for their valuable support. He is also thankful to the
management of the institute for the encouragement, support, and cooperation during the
entire work.
6. References
1. Emmanuel RIGAUD, Ecole Centrale de Lyon., 1999,”Modelling and analysis of Static
Transmission Erroreffect of wheel body deformation and interactions between adjacent
loaded teeth,” hal – 00121847, Version 122 Dec 2006.
2. Zeping Wei., 2004”Stresses and Deformations in Involute spur gears by Finite Element
method,” M.S, Thesis, College of Graduate Studies and research, University of Saskatchewan,
Saskatchewan.
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Volume 1, No1, 2010
3. PSG,2008, “Design data,” Kalaikathir Achchagam publishers, Coimbatore India
4. Joseph E.Shigley.charles R.Mischike, 2003, Mechanical Engineering design, Tata
McGraw Hill.
5. Andrzej kawalec, Jerzy Wiktor., 2006, “Comparative analysis of tooth root strength
Using ISO and AGMA
6. Standards in spur and helical gears with FEM based verification,” ASME Journal of
Mechanical Design,Vol 128/114
7. Lazar Chalik, DE, 1996, “Preloaded Gearing for high speed application” Vol 88, ASME
Power transmission &Gearing conference
8. P.N.Rao, 2003, “Manufacturing Technology,” 2 nd Edition, Tata Mc Grew Hill

9. Metals Handbook, 1990, “ Properties and Selection: Nonferrous Alloys and Special
Purpose Materials,” ASM International Vol.2, 10th Ed.
10. R.E. Sanders, Technology Innovation in aluminum Products, The Journal of the Minerals,
53(2):21–25, 2001
11. Stephen F. Pollard, Boatbuilding with Aluminum, International marine/Ragged Mountain
Press; 1 edition, 1993
114

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INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL

S.No Parameter Design values Ansys values

2 Compressive 150.303N/mm 2 139.076/mm 2

3 Vonmisses 2000N/mm 2 260.92N/mm 2

6. Hence aluminum alloy is best suited for marine gear in the highspeed applications.

8. P.N.Rao, 2003, “Manufacturing Technology,” 2 nd Edition, Tata Mc Grew Hill

Vous aimerez peut-être aussi

EIJAER1010

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INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL

S.No Parameter Design values Ansys values

2 Compressive 150.303N/mm 2 139.076/mm 2

3 Von­misses 2000N/mm 2 260.92N/mm 2

6. Hence aluminum alloy is best suited for marine gear in the high­speed applications.

8. P.N.Rao, 2003, “Manufacturing Technology,” 2 nd Edition, Tata Mc Grew Hill

Vous aimerez peut-être aussi

3 Vonmisses 2000N/mm 2 260.92N/mm 2

6. Hence aluminum alloy is best suited for marine gear in the highspeed applications.