Hertzian Damping, Tooth Friction

and Bending Elasticity in Gear

D. C. H. Yang
Assistant Professor.
Assoc. Mem. ASME
Impact Dynamics
This investigation presents an analytical and computer-aided study on the dynamics
J. Y. Lin of meshing gears with backlash. Based on the rotary gear impact model of Yang and
Graduate Student Sun, a modified model with additional considerations of bending deflection, axial
compression, and Coulomb friction is developed. Despite the complexity in gear
Mechanical Aerospace and geometry, formulas for modeling these phenomena are all analytically derived. A
Nuclear Engineering Department,
computer simulation package is developed for this model. Consequently gear impact
University of California,
LosAnglees, CA 90024 dynamics and the relative importance among the included considerations are
studied. Results show that the energy loss due to the Hertzian damping is usually
larger than that from the Coulomb friction, and the axial compressive energy is
negligible in comparison to tooth bending energy. It is believed that the model and
the finding in this study contribute toward understanding of impact behaviors of
high-speed geared systems with frequent stop-and-start or intermittent motions.

1 Introduction
Gear is one of the most common mechanisms for transmit- is geometrically different from the rectilinear model of Azar
ting power and motion. Usage of gears can be found in and Crossley [4]. By taking advantage of involute tooth pro-
numerous industrial applications and also in our daily lives. file, it has successfully taken material compliance, energy
Because of advances in modern technologies, high-speed and dissipation, and the alternation of number of contact pairs in-
high-precision control systems and machinery such as in- to account.
dustrial robots demand a thorough understanding of gear Yet the previous impact dynamic models [1-4] lack the con-
meshing dynamics with frequent stop-and-start type of mo- sideration of tooth bending, axial compression, and Coulomb
tion. There are many issues involved in the dynamics of friction which should also exist in meshing gears. In this study,
meshing gears, such as backlash, material compliance, energy based on Yang and Sun's rotary model, we want to include
dissipation, tooth geometry and meshing friction, etc. these absences in our consideration. In addition, via simula-
Backlash between gear teeth may be due to the relative tion, we will quantitatively evaluate the contributions of all
deformations, vibrations, misalignments, and clearances factors included in the model to the system's dynamics.
among gears and their shafts. However, in most cases,
backlash is also a necessity for the application of lubricant and
the prevention of jammed conditions [1-4]. Equally impor- 2 Modeling of Spur Gear Dynamics
tant, in high-speed operation including frequent impact, are In order to consider the effect of friction, we add a fric-
compliance and energy dissipation. The compliance depends tional force into the original Yang and Sun rotary model, as
mainly on the material property and the tooth geometry [5-8]. shown in Fig. 1. For involute tooth profile, the line of action,
The energy dissipation can be classified into two categories: A^ (or A y , which is the common tangent of the two base
the loss from the damping effect of the elastic parts in the circles, is always the common normal of the contact surfaces.
system [1, 9-11] and the loss from the frictional effect of the The direction of the frictional force which is on the direction
moving parts in the system [12, 13]. of sliding motion should then always be perpendicular to this
In 1971, Dubowsky and Freudenstein [2, 3] developed a rec- line of action. Referring to Fig. 1, because backlashes exist
tilinear model called "Impact Pair" to analyze the dynamic between teeth, the dynamic equations of the gear pair during
response of a mechanical system with clearance. Using meshing depend on three different geometrical situations.
Dubowsky's model, Azar and Crossley [4] later studied the
dynamic behaviors of meshing gears including the effects of (1): Rbxdx-Rb262>B
backlash, time-varying stiffness, and damping of the gear JMt) = Ty(t) - [F(t) + G(t)]Rbl -FfWXiW
teeth. Recently, Yang and Sun [1] developed a dynamic model
for spur gear systems with backlash. The model is circular and J A ( 0 = T2(t) + [F(t) + G(t)]Rb2 + Ff(t)[lp -X, (t)] (1)
(2): B>Rbl6i-Rb282>-B
Jx6l(t) = Tl(t)
Contributed by the Mechanisms Committee and presented at the Design
Engineering Technical Conference, Columbus, Ohio, October 5-8, 1986, of THE J2e2U) = T2(t) (2)
AMERICAN SOCIETY OF MECHANICAL ENGINEERS. Manuscript received at ASME
Headquarters, July 10, 1986. Paper No. 86-DET-64. (3): R^-R^d^B

Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1987, Vol. 109/189

Copyright © 1987 by ASME

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms
 3 Derivation of Elastic Force Via Contact Potential
Energies
Equations (l)-(3) represent an analytical model for the
system dynamics of meshing gear. In these equations, the ex-
pressions of the three internal forces, namely, the elastic force,
F(t); the Hertzian damping force, G(t); and the friction
force, Fj(t), are unknowns and need to be derived. In the
following, we use a potential energy method to analytically
derive the elastic force.
The total potential energy stored in the meshing gear system
can be classified into three parts: Hertzian energy, bending,
energy and axial compressive energy. The Hertzian energy
represents the energy stored in the vicinity of the contact due
to the tooth elastic deformation. The bending energy is due to
the bending deflection of the teeth and the axial compressive
energy is caused by the compressive strain in the axial direc-
tion of the teeth. To obtain F(t), we can first derive these
three potential energies, and then find F(t) by using energy,
force, and stiffness relationships.
3.1 Hertzian Energy. According to Hertzian law, the
elastic compression- of two isotropic elastic bodies can be ap-
proximated by two paraboloids in the vicinity of the contact
[14, 15]. From a result derived by Yang and Sun [1], the stiff-
ness of Hertzian contact of two meshing teeth is practically a
constant along the entire line of action independent to both
the position of contact and the depth of interpenetration. This
constant, denoted by Kh, is given by
irEL
K (4)
*=MT^)
where E, L, v represent Young's modulus, tooth width, and
Poisson's ratio, respectively.
The Hertzian potential energy results from this deformation
Fig. 1 Modified rotary model for spur gear impact dynamics
can then be obtained from
1 F2
jlel (t) = r , (t) + [F(t) + G(t)]Rbl +F/(t)xl'(t) U„=- (5)

J2d2(t) = T2(t)-[F(t) + G(t)]Rb2-Ff(t)[lp-Xl'(t)] (3) 3.2 Bending and Axial Compressive Energies. For in-

Nomenclature
Kh = stiffness of the Hertzian contact
A = point of contact lp = distance between C, and C2 on the line of
*P = point of contact of the second contact pair action
B = backlash M,- = moment associated with the parallel
C, = tangent point between TV! and base circle 1 shifting of Fai
C[ = tangent point between N2 and base circle 1 rrij = modulus of gear i
D = damping factor N\, N2 = common normals (lines of action)
E = Young's modulus O, = geometric center of gear i
e = coefficient of restitution Rbi = radius of the base circle of gear i
F,F(t) = elastic force between contact teeth ThTj(t) = external torque applied to gear i
Fai = axial tooth force of gear ;' t0 = base circular pitch
Fbi = bending tooth force of gear i Uh — Hertzian potential energy
FpFf(t) = friction force between contact teeth Ua = axial energy
F/P(t) = friction force between teeth of the second Ub = bending energy
contact pair V-, = initial relative impact velocity
F„(t) elastic force between teeth of the second Vs = sliding velocity
contact pair Xj, Xl (t) = distance between Ct and contact point on
G,G(t) Hertzian damping force between contact
teeth X{, X{(t) = distance between C[ and contact point on
G„(t) damping force of the second contact pair
distance between the contact point and the Z, = number of teeth on gear i
gear center line a0 = pressure angle
J, = mass moment of inertia of gear / j3,- = angle between lines OjCj and 0,Aj
Ka = effective stiffness in the tooth axial 5 = depth of interpenetration
direction Sjfiiit) = angular displacement of gear ('
Kb = effective stiffness in the tooth transverse 8b = half of the tooth angle
direction 4>t = angle between OlCl and Ol02
K„ = effective stiffness of a tooth v = Poisson's ratio

190/Vol. 109, JUNE 1987 Transactions of the ASME

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 base circle "-$:(iS> (15)

where Ubl is bending energy and Ual is axial compressive

energy. If we substitute Fbl, Fal, and M, in equations (6)-(8)
into equations (14)-(15), the bending and axial compressive
energies can be written as

F2 F2
Uh
f
Jo
2EIlx
2
[(/, — A^COS^! - / i j s i n ^ ) , ] ^ ^ -2K
h
(16)

F1 , F2
U, (17)
•-i: 2EA smz4>\dx= 2K
al
where
1 _ f'l 1
[(/, -x)cos4>l -Ajsin^jpdx: (18)
# M J O ~EI^X

^r = So'-^; s i n 2 0 >^ (19)

These two effective stiffnesses are integrated along the line of

tooth length. The integrands, Ilx and Alx, are formulated in
Fig. 2 Elastic force on a tooth of gear 1 terms of variable x with great complexity. It is desirable to re-
express these integrands as functions of 6, the angular posi-
tion, which will be the independent variable in later computer
simulation. The results are
volute tooth profile, the contact force exerted during gear
>9
meshing is always along the line of action. This force can be i w C(T)
decomposed into two components, Fal and Fbl (as shown in -dr (20)
Kbi J-*! EIi(T)
Fig. 2), which are parallel and perpendicular to the central line
of tooth, respectively. In order to take into account the
bending effect of the force component Fal, we shift the force
to the central line of the corresponding tooth by adding an
—=r
Km l
-*in
- T)COST
EAX(T)
i?61sin20[C?T (21)

associated torque Mt. Force Fbl and torque Mx result in where

bending deflection. Force Fal causes axial compressive strain.
From the geometry as shown in Fig. 2, we can obtain equa- C(r)=Rll\cos<f>l\^- - + COS0 6I - COST
tions for calculating Fbl, M l t and Fal as follows:
Fbl=F cos4>, (6) + (9bl - r)sinr — ^ s i n ^ ! [(dbl - T)COST] (22)
Fal=Fsm<j>l (7)
M, =Falhl (8) / , (T) = — R l l L [ s m T + (BH - T)COST]3 (23)
where 4>l is the angle between the line OlCl and the tooth cen-
tral line and hx is the distance between the contact point and Ai (T)=2LRbl[smr+ (0 6 , -T)COST] (24)
the central line. Angle </>, can be related to 6X as Equations (6)-(24) form a set of procedures for obtaining
^if^+ao (9) the bending and compressive energies stored in gear 1. To find
these corresponding energies stored in the corresponding tooth
As shown in Fig. 1, the sign of dx in equation (9) depends on
on gear 2, Ubl and Ua2, we only need to change all subscripts
whether the line of action is A^ or N2; it is positive for iV, be-
in equations (6)-(24) from 1 to 2 and redefine <f>2 as
ing the line of action and negative for N2. Using the property
of involute curve, the lengths hx, llt and Xx in Fig. 2 can be
calculated from the following equations: +2=-S^--0M (25)
RH
h{=Rbl[{ebl+4>l)Q.os4>i-sm4>l] (10) where
h =RbiWbi +</>i)sin</>1 +cos0, -cos0 M ] (11) X, -lp Xt (26)
Xt =(<!>!+0bl)Rbl (12) and
where dbl is half of the tooth angle measured on the base circle
of gear 1 and can be calculated as - + inva„ (27)
2Z,

"61 -- + mvun (13)

2Z, 3.3 Effective Spring Constant and Elastic Force. The
where Z, is the number of teeth of gear 1, inv represents the total potential energy in a pair of meshing teeth is a summa-
involute function, and a 0 is the pressure angle. tion of the Hertzian, bending, and compressive energies and
The potential energy stored in tooth 1 as shown in Fig. 2 can can be written as
be found by
_f'i (M±
UJb{
h,= \- l-^-)dx F2 / 1 1 1 1
-\~ Jo KIEL,
' lx ' (28)
2 \Kh Kbl Kal Kb2 K„J
'l\ 1 In this equation all stiffnesses involved in the right-hand side
[Fbl(ll-x)-Ml]idx (14)
Jo 2EL\x are already derived in the previous two sections. Therefore,

Journal of Mechanisms, Transmissions, and Automation in Design JUNE1987, Vol.109/191

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 the effective stiffness, Ke, for one pair of teeth in contact can
be obtained by using
1 1 1 1 1 1
= + + + + (29)
ir ir i^ ir T~ ir
Ae Kh Kbl Aal Kb2 Ka2
Finally, the unknown elastic force between two meshing gears
can be calculated from
F(t) = Ke8 (30)
where 5 represents the interpenetration between two contact
teeth and is defined by
8=\Rbldl~Rb262\-B for IR^O, -Rb2d21>5
6 = 0 otherwise. (31)

4 Modeling of Hertzian Damping Effect

The second internal force in equations (l)-(3) for meshing
gears is the Hertzian damping force, G{t). When two elastic
bodies impact on each other most of the elastic strain energy is
restored, but a portion of it will be dissipated in heat because
of random molecular vibration. This phenomenon is very
complex; different formulas have been suggested in previous
studies [9-11, 16]. Based on Lee and Wang's model (i.e.,
G(t)=D88) [16] and Goldsmith's impact experimental data
[15], a formula for estimating the damping factor can be
derived [1, 11] as

where Vt is the initial relative impact velocity between the

meshing teeth and e is the coefficient of restitution which can
be approximated as
e = 1 - 0.022 r ? 3 6 (33)
Thus the damping force for Hertzian contact can be modeled
as
G(t)=D88 (34)
Fig. 3 Sliding velocity of meshing teeth
5 Modeling of Friction Effect
The last unknown internal force in the dynamic model,
equations (l)-(3), is the frictional force, Ff(t). Let/represent
the friction coefficient between two meshing teeth, then the relative to gear 2. The friction force Ff(t) will therefore have a
friction force should be of direction opposite to the direction of Vs.
In equation (35), we also need to assign a value for the fric-
Ff(t)=f[F(t)+G(t)] (35) tion coefficient. This value can be obtained from experiment.
where [F(t) + G(t))] is the resultant normal force which has For gear operations, it was recommended that when the oil
components modeled by equation (30) and equation (34). This with higher viscosity was used, the friction coefficients are in
equation can only be used to determine the magnitude of the the range of 0.04 to 0.06 for medium and high-speed ranges
frictional force. The direction of the frictional force should be (about 500-1800 rpm) [12].
opposite to that of the relative sliding velocity between two
teeth surfaces at contact and is always perpendicular to the 6 The Variation of the Number of Contact Pairs
line of action.
All the foregoing discussions are based on one pair of teeth
The sliding direction can be determined by knowing the dif- in contact. Usually, when two gears mesh, the number of pairs
ference between the velocities of the corresponding contact of meshing teeth will alternate between one and two. In the
points on the direction perpendicular to the line of action. previous Yang and Sun model [1], this phenomenon of alter-
Referring to Fig. 3, let VAl and VA2 be velocities of points Al nation was treated by doubling the tooth stiffness when two
and A2, respectively. From the figure, we have pairs of teeth were in contact. However, this method is no
VM=6lO~^l (36) longer adequate here. This is because additional properties in-
cluding bending, friction, and damping are considered in this
and
investigation, and these new considerations are all angular
VA2 = 62O^A2 (37) position-dependent.
The sliding velocity, which is perpendicular to the line of ac- Assume that there are two pairs of teeth in contact at the
tion, can therefore be calculated by same time. Let the contact points of the first pair and the
second pair be A and Ap, respectively. The distance between A
Vs= K^ sin/3, - VA2sin(32 = 01O1Alsin^ and Ap along the line of action should be equal to the base cir-
-62O^A2anp2 = 6l<^Ai -Q2C2A2 = QXXX -B2{l„~Xx) (38) cular pitch, t0, and can be calculated by
C0 = 7rm, +cosa 0 (41)
where (3, denotes the angle between lines OjCi and 0;A{. The
sign of the value of Vs indicates the sliding direction of gear 1 where mx is the modulus of gear 1. Referring to Fig. 1, the

192/Vol. 109, JUNE 1987 Transactions of the ASME

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 distance from C, to the contact point Ap should then be given second pair of contact can then be calculated from the same
as formulations used for the first pair. Consequently, the
dynamic equations for two pairs of teeth in contact are
Xlp=X1+t0 (42)
Using the value of Xlp, the corresponding elastic force Fp(t), (1): Rbldl~Rb2d2>B
damping force Gp(t), and frictional force Ffp(t) for the M(') == T, ( 0 - [F(t)+G(t)]Rbi -Ff(t)Xl (0
~[Fp(t) + Gp(t)]Rbl-Ffp(t)Xip(t)
0.06-1 (JJLM) J2e2(t)=T2(t) + [F(t) + G(t)]Rb2+Ff{t)[lp-Xl(t)}
+ [Fp(t)+GpU)]Rb2+FfP(t)VP-Xlp(t)] (43)
(2): B>Rbldl-Rb262>-B
/ , e 1 ( 0 = 7' 1 (0
J262(t) = T2(t) (44)
(3): Ru.h-RbJi>B
M ( 0 =• Ts ( 0 + [F(t)+G(t)]Rbl +F/(t)X1 '(0
+ [FpU)+Gp(t)]Rb[+F/p(t)Xlp'(t)
J262(t) = T2(t) ~[F(t) + G(t)]Rb2- Ff(t)[lp-Xx' (t)]
-[Fp{t) + Gp(t)]Rb2-FSp(t)[lp-Xlp' (t)\ (45)

7 Computer Simulation for System Responses

A program is written in FORTRAN and uses Runge-Kutta
method by calling a subroutine DVERK of the IMSL software
package in simulating this gear dynamics. The design
parameters are chosen as follows: Density, p = 7 . 8 x l 0 - 6
kg/mm; Young's modulus, El =E2 = 2.068 x 108 N/mm;
Poisson's ratio, c, =J> 2 = 0 . 3 ; radii of gears, /-, =20 mm and
r2 = 80 mm; pressure angle, a 0 = 20 deg; number of teeth,
Z, = 20 and Z2 = 80; thickness of gears, L = 10 mm; backlash,
5 = 0.05 mm; and friction coefficient, / = 0.04.
Three types of input torques conditions are used: zero exter-
nal torques, constant external torques, and sinusoidal external
torques, as summarized in Table 1.
TIME IN MILLISECONDS

Fig. 4(a) Case 1 Relative displacement along the line of action 7.1 Case 1: Free Vibration. As shown in Fig. 4(a), the
penetration decreases very fast, which means that energy
dissipates quickly. This phenomenon indicates that the damp-
0.09- (RaJ-•)

(rad./S)
O.OB-

0.07^

0.06^
h
0.05-

0.01-

o.os-;

0.02-
$1
^ - ^ ^ ^
0.01-

0.00-

-0.01-

-0.02-
5 10 is ao
TIME IN MILLISEC0N0S TIME IN HILLISEC0NDS

Fig. 4(b) Case 1 Angular displacements Fig. 4(c) Case 1 Angular velocities

Journal of Mechanisms, Transmissions, and Automation in Design JUNE1987, Vol. 109/193

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 C/JLM)

TIME IN HILLISECQNOS
10 IS 2D 25 3D 35 HO
Fig. 5(a) Case 2 Relative displacement along the line of action TIME IN MILLISECONDS

Fig. 6(a) Case 3 Relative displacement along the line of action

6<H ( R a d . / S )

f
ri A
A
1
j/\AAA^VXAAA/
uV V \-

0 5 10 15 20 25 30

TIME IN MILLISECONDS

Fig. 5(b) Case 2 Angular velocities

ing term plays an important role in the system. The angular

ID IS 20 25 30 35
displacement and angular velocity of gears 1 and 2 are shown TIME IN MILLISECONDS
in Figs. 4(b) and 4(c), respectively. Because the inertia of gear
Fig. 6(b) Case 3 Angular velocities
2 is much larger than that of gear 1, the fluctuations of
angular displacement and velocity in gear 2 are smaller than
those in gear 1. The fluctuation observed in gear 1 is rather
substantial, which clearly reflects the impact phenomenon. Load. The relative displacement and angular velocities are
given in Figs. 5(a) and 5(b). Figure 5(a) shows that at the
7.2 Case 2: Constant Torque Input and Constant beginning of the simulation, impacts alternate between lines of

194/Vol. 109, JUNE 1987 Transactions of the ASfVIE

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 CASE 2

CASE 3

CASE 1

FfllCTlOW COEFFICIENT
STOH-CnSE 1
SGURRE=CR5E 2
TR1RHGLE-CR5E 3

Fig. 7 Dissipated friction and damping energy ratio

Table 1 design specifications. The only exception here is that the fric-
tion coefficient is considered as a parameter; its value is
T{(t) T2(t) Initial speed (rad/s)
assigned from 0.01 to 0.09 with the increment of 0.01. Figure 7
Case (N — mm) (N - mm) shows the results. The horizontal axis is the friction coefficient
0, S2
and the vertical is the ratio of friction loss/damping loss.
1 0 0 50 0 Lines with stars and triangles are for Case 1 (free vibration)
2 50 -50 50 0
3 200 sin. (10000 0 0 0 and Case 3 (sinusoidal excitation), respectively. Clearly, in
these two cases, the energy loss due to the Hertzian damping is
the predominant one in comparison to the friction loss. The
former is about 7 to 67 times larger than the latter as the fric-
tion coefficient changes from 0.09 to 0.01. For Case 2, as
action Nl and N2. After about 5 ms, impacts occur only on shown by the line with squares, when external torques are ap-
N{. This is because sufficient energy has been lost due to plied to the meshing gears, the importance of friction effect in-
damping and friction effects; consequently, the normal impact creases substantially. In this case, the ratio between damping
force becomes small and not enough to overcome the applied and friction is about from 29 to 3, depending on the assigned
torque. Eventually the two teeth will penetrate into each other value for the friction coefficient. From the figure, we also can
on one side with an elastic deformation and meanwhile move find that the energy ratio is almost linearly related to the fric-
with a constant acceleration due to the two external torques. tion coefficient.
7.3 Case 3: Sinusoidal Torque Input. The dynamic 8.2 Elastic Energies. Another comparison is made on the
response of the relative displacement is shown in Fig. 6(a). The importance among the elastic energies. As shown in Fig. 8, the
one with lower frequency and higher magnitude corresponds horizontal axis represents the angular position of a tooth
to the driving sinusoidal torque. The vibration with higher fre- meshing cycle, from the beginning of engagement to the
quency and lower amplitude is caused by the tooth impact. release from contact. Periods with angles from - 1 to about 12
Figure 6(b) shows the angular velocities of both gears under deg and from about 17 to 29 deg are in two-pair contact, and
this sinusoidal excitation. angles from 12 to 17 deg are in one-pair contact. The vertical
axis tells the energy ratio. Four curves are drawn. The line
8 Comparisons of Major Factors Based on Energies with " + " signs represents the ratio of Hertzian deformation
energy to the bending energy of one-pair teeth in contact only.
The proposed gear dynamic model contains five major con- The shape of the curve reflects the change of the effective
cerns, namely, bending deflection, Hertzian deformation, ax- bending stiffness of two meshing teeth. According to tooth
ial compression, Hertzian damping, and friction effect. In this geometries, this effective stiffness starts with a relatively small
section, we want to compare their contributions to the value to its peak value at 22 deg of its contact angle and then
system's energy. Contributions from bending deflection, decreasing. The curve with triangles is the system energy ratio
Hertzian deformation, and axial compression are measured by between Hertzian deformation energy to bending energy. This
the corresponding stored energies; those from Hertzian damp- curve shows that in real cases, i.e., when gear contact ratio is
ing and friction effect are evaluated by the corresponding about 1.6, the variation of the effective bending stiffness will
dissipated energies. be smoothed out by the engagement of the second contact
8.1 Dissipated Energies. The relative importance be- pair. On the average, the bending energy is about 4 to 11 times
tween the two dissipated energies is evaluated by examining as high as the Hertzian deformation.
their ratio, friction loss/damping loss. We repeat those three The lower two curves are the energy ratios between the axial
simulations given in the previous section with the same gear compressive energy and the bending energy. They have the

Journal of Mechanisms, Transmissions, and Automation in Design JUNE 1987, Vol. 109/195

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms

 HERTZIAN / BENDING (SYSTEM)
HERTZIAN / BENDING (ONE PAIR)
AXIAL COMPRESSIVE / BENDING (SYSTEM)
AXIAL COMPRESSIVE / BENDING (ONE PAIR)

+'

9 ]0 11 12 13 11 15 16 17 16 19 20 21 22 23 21 25 26 27 28 29
RNGULRR POSITION (DECREE!

PLU5=HERTZ1RH / BEH01HG (CHE PAIR)

7P.1HHGIE-HEH7Z1RU / 8EK01NG (STSIEH)
57RR*RX1RL COMPRESSIVE / BEHOlflG [CUE PRIR1
SQURRE-RX1RL COMPRESSIVE / BEH01NG (5TSTEH1

Fig. 8 Ratios of elastic potential energies

same pattern as the Hertzian/bending ratio curves. However, 3 Dubowsky, S., and Freudenstein, F., "Dynamic Analysis of Mechanical
the magnitude of the compressive energy is much smaller. It Systems With Clearances, Part 2: Dynamic Response," ASME Journal of
Engineering for Industry, Vol. 93, February 1972, pp. 310-316.
represents only about 2-3 percent of the bending energy, and 4 Azar, R. C , and Crossley, F. R. E., "Digital Simulation of Impact
is practically negligible. Phenomenon in Spur Gear System," ASME Journal of Engineering for In-
dustry, Vol. 99, August 1977, pp. 792-798.
5 Cornell, R. W., "Compliance and Stress Sensitivity of Spur Gear Teeth,"
9 Concluding Remarks ASME Journal of Mechanical Design, Vol. 103, April 1981, pp. 447-459.
Based on Yang and Sun's rotary model [1], in this study we 6 Terauchi, Y., and Nagamura, K., "Study on Deflection of Spur Gear
Teeth," Bulletin of the JSME, Vol. 23, October 1980, Paper No. 184-17.
have successfully integrated the new considerations of bending 7 Terauchi, Y., and Nagamura, K., "Study on Deflection of Spur Gear
deflection, axial compression, Coulomb friction, and the Teeth," Bulletin of the JSME, Vol. 24, February 1981, Paper No. 188-24.
alternation of number of contact pairs. Despite the complexity 8 Shigley, J. E., Design of Mechanical Elements, 3rd edition, 1977, pp.
in gear geometry, formulas for modeling of these newly in- 424-428.
9 Hunt, K. H., and Crossley, F . R. E., "Coefficient of Restitution Inter-
cluded factors are all analytically derived without applying preted as Damping in Vibroimpact," ASME Journal of Applied Mechanics,
any simplification. A simulation package is developed for this Vol. 97, June 1975, pp. 440-445.
model. Via this package, we are able to study the behaviors of 10 Veluswami, M. A., Crossley, F . R. E., and Horray, G., "Multiple Im-
gear impact dynamics and the relative importance among pacts of a Ball Between Two Plates, Part 2: Mathematic Modeling," ASME
Journal of Engineering for Industry, August 1975, pp. 828-835.
these major factors. 11 Herbert, R. G., and McWhannell, D. C , "Shape and Frequency Com-
This model may be considered as a contribution toward the position of Pulses From an Impact Pair," ASME Journal of Engineering for In-
improvement of the modeling of gear impact dynamics, and dustry, Vol. 99, August 1977, pp. 513-518.
should be useful in the study of high-speed geared systems 12 Ishibashi, A., and Yoshino, H., "Power Transmission Efficiencies and
Friction Coefficients at Teeth of Novikov-Wildhaber and Involute Gears,"
with frequent stop-and-start motions. ASME JOURNAL OF MECHANISMS, TRANSMISSIONS, AND AUTOMATION IN DESIGN,
Vol. 107, March 1985, pp. 74-81.
References 13 Benedict, G. H., and Kelley, B. W., "Instantaneous Coefficients of Gear
Tooth Friction," Trans. ASLE, Vol. 4, 1961, pp. 59-70.
1 Yang, D. C. H., and Sun, Z. S., " A Rotary Model For Spur Gear 14 Timoshenko, and Goodier, Theory of Elasticity, 3rd edition, 1970.
Dynamics," ASME JOURNAL OF MECHANISMS, TRANSMISSIONS, AND AUTOMA- 15 Goldsmith, W., IMPACT, The Theory and Physical Behavior of Col-
TION IN DESIGN, 85-DET-2, 1985. liding Solid, Edward Arnold, London, 1960.
2 Dubowsky, S., and Freudenstein, F., "Dynamic Analysis of Mechanical 16 Lee, T. W., and Wang, A. C , "On the Dynamics of Intermittent Motion
Systems With Clearances, Part 1: Formulation of Dynamic Model," ASME Mechanisms, Part 1: Dynamic Model and Response," ASME Paper No.
Journal of Engineering for Industry, Vol. 93, February 1971, pp. 305-309. 82-DET-64, 1982.

196/Vol. 109, JUNE 1987 Transactions of the ASME

Downloaded From: http://mechanicaldesign.asmedigitalcollection.asme.org/ on 04/15/2015 Terms of Use: http://asme.org/terms