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Direct Gear Design® for Automotive Applications

Direct Gear Design® for Automotive Applications

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05/11/2014

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 1
Paper 05P-149
Direct Gear Design
 ® 
for Automotive Applications
Alexander L. Kapelevich
AKGears, LLC
Thomas M. McNamara
Thermotech Company
Copyright © 2005 SAE International
ABSTRACT
This paper presents Direct Gear Design – an alternativemethod of analysis and design of involute gears whichseparates gear geometry definition from tool selection toachieve the best possible performance for a particular product and application. This method has successfullybeen applied for a number of automotive applications.Some examples will be presented at the end of thepaper.
INTRODUCTION
The direct design approach, which uses the operatingconditions and performance parameters as a foundationfor the design process, is common for most parts of mechanisms and machines (for example, crankshafts,rods, etc.).
Fig. 1 These crankshaft and rods are examples of direct design
Ancient engineers successfully used Direct Gear Design.They knew the desired gear ratio and center distance,and available power source (e. g. water current, wind,horse power). They used them to define the gear parameters: diameters, number and shape of the teethfor each gear. Then they manufactured gears andcarved their teeth using available materials, technology,and tools.
Fig.2 Ancient Direct Gear Design
It is important to note that the gear and tooth geometrywere defined (or designed) first. The manufacturingprocess and tools then formed or cut this geometry inwood, stone, or metal. In other words, gear parameterswere primary and the manufacturing process and toolparameters were secondary. This is the essence of Direct Gear Design.During the technological revolution of the 19
th
century,the gear generating process was developed. Thisprocess uses a gear rack profile as a cutting edge of thehob that is in mesh with the gear blank.
 
 2
Fig.3 Gear hobbing
Gear hobbing is a reasonably accurate and highlyproductive manufacturing process. With someexceptions, gears that are cut by the same tool canmesh together. Hobbing machines require complicatedand expensive tools. Common parameters of the cuttingtool (generating rack) such as the profile (pressure)angle, diametral pitch, tooth addendum and dedendum(Fig.4) were standardized and have become thefoundation for gear design. This has made gear design
indirect,
depending on the pre-selected (typicallystandard) set of cutting tool parameters.
Fig.4 Generating rack parameters
This “traditional” gear design approach has its benefitsincluding:
Interchangeability of the gears
Low tool inventory
Simple gear design processOnce the tool is chosen, the only way to affect the gear tooth profile is to change the position of the tool relativeto the gear blank. This will change the tooth thickness,root diameter, outer diameter, and strength of the tooth.This tool positioning is called addendum modification or X-shift. It is used to balance the gear strength andreduce sliding.Table 1 presents a typical drawing specification,describing a traditionally designed spur gear. Most of itsparameters belong to the tool or generating processparameters. Very few parameters actually belong to thegear.Table 1Tool or GeneratingProcessParameter Gear Parameter NUMBER OF TEETH XSTANDARD NORMAL PITCH XPRESSURE ANGLE XSTANDARD PITCHDIAMETERXBASE DIAMETER XADDENDUM MODIFICATION(X-SHIFT)XFORM DIAMETER XROOT DIAMETER XOUTSIDE DIAMETER XTOOTH THICKNESS ONSTANDARD PITCHDIAMETERXADDENDUM XWHOLE DEPTH XTraditional gear design based on standard toolparameters provides “universality” which is acceptablefor many gear applications. However, it does not providethe best possible performance for any particular gear application because it is constrained by predefinedtooling parameters.Traditional tool based gear design is not the onlyavailable approach to design gears. There is another approach - Direct Gear Design.The theoretical foundation of modern Direct Gear Design was developed by Dr. E.B. Vulgakov in hisTheory of Generalized Parameters [1]. Practicalengineering implementation of this theory wascalled Direct Gear Design [2].
Direct Gear Design is an application driven gear development process with primary emphasison performance maximization and costefficiency without concern for any predefinedtooling parameters.
The Direct Gear Design method typically includes:
Gear Mesh Synthesis
FEA Modeling, Load Sharing, and StressCalculation
Efficiency Maximization
Bending Stress Balance
Fillet Profile Optimization
1. GEAR MESH SYNTHESIS1.1. Gear Tooth
Direct Gear Design defines the gear tooth without usingthe generating rack parameters like diametral pitch,module, or pressure angle. The gear tooth (Fig.5) isdefined by two involutes of the base circle d
b
and thecircular distance (base tooth thickness) S
b
betweenthem. The outer diameter d
a
limits tooth height to avoidhaving a pointed tooth tip and provides a desired toothtip thickness S
a
. The non-involute portion of the toothprofile, the fillet, does not transmit torque, but is a criticalelement of the tooth profile. The fillet is the area with themaximum bending stress, which limits the strength anddurability of the gear.
 
 3
 
Fig.5 Tooth parameters
1.2. Gear Mesh
Two involute gears can mesh together (Fig.6) if theyhave the same base circle pitch.Other parameters of a gear mesh are:
Center distance a
w
 
Operating pitch diameters d
w1
and d
w2
 (diameters with pure rolling action and zerosliding)
Tooth thicknesses on the operating pitchdiameters S
w1
and S
w2
 
Operating pressure angle
α
w
(involute profileangle on the operating pitch diameters)
Contact ratio
ε
α
 
Fig.6 Mesh parameters
There is a principal difference in the pressure angledefinitions in traditional and Direct Gear Design. Intraditional gear design, the pressure angle is the toolingrack profile angle. In Direct Gear Design, the pressureangle is the mesh parameter. It does not belong to onegear. If the mesh condition (the center distance, for example) changes, the pressure angle changes as well.
 
1.3. Conversion to Spur Gear Mesh
Direct Gear design is applicable for all kinds of involutegears: spur, helical, bevel, worm, etc.In order to optimize the tooth geometry of non-spur gears, the real pair of gears is converted to the virtualspur pair of gears. The virtual spur gears have theidentical tooth profiles as the real gears in normalsection, but with a different number of teeth. There is anassumption that the relative performance improvementof the virtual spur gears leads to an improvement of thereal gears.The following formulas are used to define the virtualnumbers of teeth:
Helical gears: N
v
= N/cos^
3
(β),
N is the realnumber of teeth,
β
is the operating helix angle
Straight bevel gears: N
v
= N/cos
(γ),
 
γ
is theoperating cone angle
Spiral bevel gears: N
v
= N/cos(
γ
)/cos^
3
(β)
 
Worm gears: N
wv
= N
w
/cos^
3
(90
o
-
β
) and N
wgv
=N
wg
/ cos^
3
(β);
N
w
is the number of starts of theworm, N
wg
is the number of teeth of the wormgear 
1.4. Direct Gear Design Input Data
Unlike in traditional gear design (where input dataincludes the pre-selected, typically standard cutting toolparameters), in Direct Gear Design all input data arerelated to the gears or the gear mesh at nominaloperating conditions.Data, describing physical size of the gears and their teeth are:
Number of Teeth for the Pinion and the Gear 
 
Nominal Operating Diametral Pitch
or 
NominalOperating Module
(for metric gears) Tooth configuration parameters are:
Nominal Operating Pressure Angle
(for gears withasymmetric teeth the nominal operating pressure anglesare different for drive side and coast side
 
of the teeth).
Top Land Coefficients
 
for the Gear and the Pinion
-The top land coefficient is the nominal top land multipliedby the Nominal Operating Diametral Pitch or divided byNominal Operating Module (for metric gears)
Nominal Contact Ratio
(for drive side of the teeth) –can be used in input data instead of the Top LandCoefficients.
Preliminary Tooth Thickness Ratio -
is the ratiobetween the pinion and the gear tooth thicknesses at thenominal pitch diameters. This parameter affects the topland size distribution between the pinion and the gear.The final Tooth Thickness Ratio can also be defined bythe bending stress balance procedure.
Tip Radius Coefficients
 
for the Gear and the Pinion
-The tip radius coefficient is the nominal tip radiusmultiplied by the Nominal Operating Diametral Pitch or divided by the
 
Nominal Operating Module (for metricgears). The tip radius coefficients are typically equal, but

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