EIJAER1012

INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL
Volume 1, No 2, 2010
© Copyright 2010 All rights reserved Integrated Publishing Association
RESEARCH ARTICLE ISSN 09764259
Modeling and Analysis of Aluminum A360 Alloy Helical Gear for Marine

Applications
B.Venkatesh 1 , V.Kamala 2 A.M.K.Prasad 3
1 Associate Professor, 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
Gears are one of the most critical components in mechanical power transmission systems. Today’s
competitive business in the global market has brought increasing awareness to optimize the gear
design. The gears are generally used to transmit power or torque and the efficiency of transmission is
very high when compared to other kind of transmissions. The helical gear offers high contact and
more friction which avoids slippage when compared to spur gear. To estimate the bending stress,
threedimensional solid models for different number of teeth are generated by CATIA that is powerful
and modern modeling software and the numerical solution is done by ANSYS, which is a finite
element analysis package. The analytical investigation is based on Lewis stress formula. The aim of
the present study is to focus on reduction of weight and there by reducing the unbalance forces setup
in the system.
Key words: Gear design, Computer aided analysis, high speed helical gear, dynamic analysis
1. Introduction
The motion from one shaft to another shaft may be transmitted with belts, ropes and chains. These
methods are mostly used when the two shafts are having long center distance. But if the distance
between the two shafts is very small, then gears are used to transmit motion from one shaft to another.
In case of belts and ropes, the drive is not positive. There is slip and creep that reduces velocity ratio.
But gear drive is a positive and smooth drive, which transmit velocity ratio. Gears are used in many
fields and under a wide range of conditions such as in smaller watches and instruments to the heaviest
and most powerful machineries like lifting cranes. Gears are most commonly used for power
transmission in all the modern devices. These toothed wheels are used to change the speed or power
between two stages (input and output). They have gained wide range of acceptance in all kinds of
applications and have been used extensively in the highspeed marine engines. In the present era of
sophisticated technology, gear design has evolved to a high degree of perfection. The design
and manufacture of precision cut gears, made from materials of high strength, have made it
possible to produce gears which are capable of transmitting extremely large loads at extremely
high circumferential speeds with very little noise, vibration and other undesirable aspects of
gear drives. Helical gears are the modified form of spur gears, in which all the teeth are cut at a
constant angle, known as helix angle, to the axis of the gear, where as in spur gear, teeth are cut
parallel to the axis. Helical gears are also employed to transmit power between two shafts parallel to
the axis. The following are the requirements that must be met in the design of gear drive. The gear
teeth should have sufficient strength, so that they will not fail under static and dynamic loading during
normal running conditions. The gear teeth should have clear characteristics so that their life is
satisfactory, the use of space and material should be economical. The alignment of the gears and
124
deflections of the Shafts must be considered, because they affect the Performance of the gears. The
lubrications of the gears must be satisfactory. Currently the popular standards are ISO and AGMA.
These standards vary in selected approaches as well as models and methods resulting in different
design solutions obtained for the same gear under the same set of working conditions. Gear
transmissions affect energy consumption during usage, vibration, noise and warranty costs among
others factors. These factors are critical in modern competitive, manufacturing, especially in the
aviation industry which demands exceptional operations requirements concerning high
reliability and strength, low weight and energy consumption, low vibrations and noise. Considering
their reliability and efficiency are some of the most important factors, problems of distributions of
loads and consequently, distribution of stresses in the whole gear transmission, particularly in teeth
of mating gears, need to be thoroughly analyzed. Gear transmissions are widely used in various
industries and their efficiency and reliability are critical in the final product performance
evaluation.
2. Design methodology
2.1 Gear design based on “AGMA” Procedure: The design of helical gear is almost similar to spur
gear design with slight modifications in Lewis and Buckingham equations due to helix angle.
According to Lewis equation, the beam strength of helical gear tooth is given by
Fb= [ b ]
s × b × pm n × y v , Where [ s b ]=Allowable contact stress in N/mm 2 ,b=Face width of gear blank =10
mn ,Mn=Normal module which must be standardized., yv=Lewis form factor which depends on the
æ Z ö
çç ÷
3 ÷
virtual number of teeth Z = è Cos b ø , For safe working, the beam strength should be greater than
v
the design tooth load
F t ´ K s ´ C v
F D = F t ´ K s ´ C v =
FD which is given by v , The values of Ka, Cv, v etc., are calculated
similar to spur gears. The dynamic load acting on helical gear tooth may be found out using
Fd = F t +
(
21 v Cb cos 2 b + F t cos b )
21 v + Cb cos 2 b + F t
Buckingham equation as and the wear tooth load is given by
d 1 × b × Q × K w
F w =
Cos 2 b
The values of Q and Kw etc., are all common with spur gears. The design procedure is also very
similar to spur gears.
3. Results and discussion
3.1 Theoretical design calculations
Here the theoretical calculations for design are performed by using the input parameters such as power
for marine high speed engine P=9000KW, speed of the pinion = 3500 rpm, gear ratio = 7 and helix
angle β = 25 0
Minimum center distance based on surface compression strength is given by
2
é 0 . 7 ù E [ M t ]
a ³ ( 7 + 1 ) 3 ê ú x
ë s c û i y
[Table 8, PSG]
125
Calculations for aluminum alloy [98%Al2O3, 0.40.7%Mn, 0.40.7&Mg]
Material Selection: Let the material for Pinion & Gear is Aluminum Alloy.
Its design compressive stress & bending stresses are [σc = 25000 kgf/cm2], [σb = 3500 kgf/cm2] [17]
Properties for Aluminum Alloy: Density of Aluminum Alloy (ρ) = 3900 kg/m 3
Young’s Modulus = 340 x 103 N/mm 2 ,Poisson’s Ratio (v) = 0.220 ,i = 7,ψ = 0.3 , [Table 9, 10 PSG ]
[MT] = MT kdk ,MT = 97420 KW/N
kd k = 1.3 ,[MT] = MT kDk = (97420 x 9000x1.3)/3500 = 325661 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 > 59.59 cm = 60 cm
Minimum module based on beam strength:
Mn > 1.15cosβx{ [Mt]/(Yv σb Ψm Z1) 1/3 } [Table 8, PSG ]
Let Z1 = 18, ψm = 10[Table 11, PSG 8.14]
Virtual number of teeth Z v = Z 1/cos 2 β = 18/0.744 =25
Lewis form factor Yv (for Zv = 25) = 0.4205
mn > 1.15cos25x{ 325661.14/(0.4205x3500x10x18)} 1/3
> 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 , No. of teeth of pinion, Z1 = (2a cos β )/ mn (i+1) = 12
But in order to avoid interference, Z1 is taken as 18, No. of teeth on gear, Z2 = iZ1 = 126
Diameter of the pinion = (mn xZ1)/cos β = (1.6x18)/cos 25 =35.74cm
Diameter of the gear (d2) = I d1 = 7 x 35.74 = 250.24 cm, Center distance (a) = (d 1+d2 )/2 = 142.99cm
Face width b = ψ.a = 0.3 x 142.99= 43 cm
Checking Calculations:
i + 1 i + 1
xE [ M t ] £ [ s c ]
σc = 0.7x a ib
σb = 0.7x {(i+1)/(a.b.Mn.Yv)}[Mt] ≤ [σc]
Based on the Compressive Stresses:
σc = (0.7x8x325661.14)/(88.4x43x0.4205) = 228.35 N/mm 2
126
Based on the bending stress σb = 178.59 N/mm 2
from the calculations, σc and σb are ≤ [σc] & [σb] values of given materials, 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 + 3.6 = 393 mm
Tip circle diameter of gear = d2 + (2 x addendum) = 2502 + 3.6 = 2538 mm
Root circle diameter of pinion = d1 (2 x addendum) = 357.4 – 3.6 = 321.4 mm
Root circle diameter of gear = d2 (2 x addendum) = 2502 – 3.6 = 2466 mm
When the gear transmits the power P, the tangential force produced due to the power is given by Ft
=(Pxks)/v
pxD
p xN p px 357 . 4 x 3500 9000 x 10 3 x 2
V = = = 65 . 42 m / s F t = = 275145 . 21 N
60 x 1000 60 x 1000 , 65 . 42
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. The design tangential force along
with dynamic effect is given by
Pxk s xCv
F D = F t xCv =
V
The velocity factor Cv is developed by Barth. It depends on the pitch line velocity and the
workmanship in the manufacture and its is given by Cv = (5.5 + v 1/2 ) / 5.5 for V > 20 m/s.
Where Ft = 275145.21 N, Ks = 2, V = 65.42 m/s ,
5. 5 + 65 . 42
C v = = 2 . 47
5 . 5
FD = 275.145 x 2.47 = 679771.90 N
According to Lewis equation, the beam strength of helical gear tooth is given by
FS = [σb].b.π.mn.yv = (1.75 x 341) x 430 x П x 18 x 0.4205 = 6101677.663 N (or)
FS = [σb].b.π.mn.yv = 4000 x 43 x π x 1.5 x 0.4205 = 4089938.94 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 desired an equation to find out the maximum load acting on the gear tooth
which 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 its 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. [17]
Here, C = 11860 x e , C = 11860 x 0.026 = 308.36 N/mm ,Ft = 137572.60 N,
127
Vm = 65.42 m/s = 65.42 x 103 mm/sec , b = 38.16 cm = 381.6 mm , β = 25 0 , Fd = Ft + Fi

0 . 164 V m ( cb cos 2 b + F b ) Cos b
Fd = F t +
0 . 164 V m + 1 . 485 cb cos 2 b + F t
0 . 164 x 65 . 42 x ( 308 . 36 x 430 x cos 2 25 + 137572 . 60 ) Cos 25
F d = 137572 . 60 +
0 . 164 x 65 . 42 + ( 1 . 485 308 . 36 x 430 x cos 2 25 + 137572 . 60 )
2396542 . 95
F d = 137572. 60 + = 140776 . 62 N
747 . 98
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 Fw = (d 1.b.Q.Kw)/ cos 2 β , Where; Fw = Max or limiting load for wear in
Newtons,
d1 = Pitch circle diameter of pinion in mm ,b = Face width of the pinion in mm
Q = Ratio factor = 2i /(i+1) = 1.75 ,Kw = 2.553 N/mm 2 [Table 25.37 JDB]
d 1 .b.Q.Kw
d 1 = 357.4mm ,b = 430 mm , Fw = cos b 2
F w =357.4x430x1.75x2.553/cos 2 25 =900086.75N , Fd = 140776.62 N Since Fw > Fd our design in
safe.
3.2 Solid Modeling and FEM Package
Solid Modeling is geometrical representation of a real object without losing information the real object
would have. It has volume and therefore, if some one provides a value for density of the material, it
will have mass and inertia. Unlike the surface model, if one makes a hole or cut in a solid model, a
new surface is automatically created and the model recognizes which side of the surface is solid
material. The most useful thing about solid modeling is that it is impossible to create a computer
model that is ambiguous or physically nonrealizable .A model is created using CATIA software and
then it is retrieved into ANSYS using IGES files. The proportions of gear coming out from theoretical
design and which are used to create the model.
3.3 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.
128
3.3.1 Vibration analysis
It is used to test the material against random vibrations, shock and impact. Each of the incidents may
act on the natural vibration frequency of the material, which in turn, may cause resonance and
subsequence failure.
3.3.1.2 Modal analysis: It is the application of the FEM, used to determine the vibration
characteristics (natural frequencies and mode shapes) of a structure of a machine component while it is
being designed. The natural frequencies and mode shapes are important parameters in the design of a
structure for dynamic loading conditions. Modal analysis is the ANSYS family of products and it is a
linear analysis. Any nonlinearity, such as Plasticity and contact (gap) elements are ignored even if they
are defined. You can choose from several mode extraction methods: subspace, Block Lanczos, power
Dynamics, reduced, unsymmetrical, and damped. The damped method allows you to include dampin
in the structure.
Figure 3.1: Von misses stress for Aluminum alloy
Figure 3.2: Mode shape1 for Aluminum alloy
129
Figure 3.3: Mode shape 2 for Aluminium Alloy
130
131
The Table 3.1 & graph shows the modal analysis for aluminum alloys
132
Table 3.1: Modal analysis for Aluminium alloys
Frequency Displacement
6500 4.812
8507 7.421
9535 7.233
9661 7.373
9954 6.122
10057 6.62
10284 6.711
12094 9.538
12096 9.854
12657 8.926
3.3.1.2 Modal analysis: It is the application of the FEM, used to determine the vibration
characteristics (natural frequencies and mode shapes) of a structure of a machine component while it is
being designed. The natural frequencies and mode shapes are important parameters in the design of a
structure for dynamic loading conditions. Modal analysis is the ANSYS family of products and it is a
linear analysis. Any nonlinearity, such as Plasticity and contact (gap) elements are ignored even if they
are defined. You can choose from several mode extraction methods: subspace, Block Lanczos, power
Dynamics, reduced, unsymmetrical, and damped. The damped method allows you to include damping
in the structure.
4. Conclusions
1. Vonmisses stress was obtained by theoretical and Ansys software for Aluminum alloy, values
obtained from ANSYS are less than that of the theoretical calculations.
2. The natural frequencies and mode shapes are important parameters in the design of a structure for
dynamic loading conditions, which are safe and less than the other materials like steel.
3. Aluminum alloy reduces the weight up to 5567% compared 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.
133
Gr aph Dis place m e nt V s Fre que ncy
140 00
120 00
100 00
80 00
Series1
Series2
60 00
40 00
20 00
0
1 2 3 4 5 6 7 8 9 10
D i sp la ce ment
Figure 3.11: Graph showing Modal analysis for Aluminium alloy
6. Hence aluminum alloy is best suited for marine gear in the high speed applications.
7. As a future work, harmonic and transient analysis of the gear can be performed to find out the effect
of various cyclic loading conditions along with temperature variations.
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.
5. References
1. J.O.Nordiana, S.O.Ogbeide, N.N.Ehigiamusoe and F.I.Anyasi., 2007,”Computer aided design

of a spur gear, “Journal of Engineering and Applied Sciences 2 (12); pp 17431747.
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.
3. Darle W.Dudley, 1954, Hand book of practical gear design
4. Alec strokes, 1970, High performance of gear design
5. Maitra, G.M, 2004, Hand Book of Gear Design, TataMcGrawHill, New Delhi..
6. S.Md.Jalaluddin., 2006, “Machine Design, “Anuradha publications, Chennai.
7. Thirupathi Chandrupatla, Ashok D.Belegundu, “Introduction to finite element in Engineering” ,
2003
8. PSG, 2008.”Design data,” Kalaikathir Achchagam publishers, Coimbatore, India.
9. S.Mahalingam, R.E.D Bishop, 1974, “Dynamic loading of Gear tooth”, Journal of sound and
vibration, 36(2), pp179189
10. S.H.Choi, J.Glienicke, D.C.Han, K.Urlichs, April 1999, “Dynamic Gear Loads due to coupled
lateral, Torsional and Axial Vibrations in a helical Geared System” , Journal of vibration and
acoustics, Vol 121 /141.
134

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INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL

Modeling and Analysis of Aluminum A360 Alloy Helical Gear for Marine

Vm = 65.42 m/s = 65.42 x 103 mm/sec , b = 38.16 cm = 381.6 mm , β = 25 0 , Fd = Ft + Fi

Figure 3.3: Mode shape 2 for Aluminium Alloy

Figure 3.4: Mode shape 3 for Aluminium Alloy

Figure 3.5: Mode shape 4 for Aluminium Alloy

Figure 3.6: Mode shape 5 for Aluminium Alloy

Figure 3.9: Mode shape 8 for Aluminium Alloy

Table 3.1: Modal analysis for Aluminium alloys

Gr aph Dis place m e nt V s Fre que ncy

1. J.O.Nordiana, S.O.Ogbeide, N.N.Ehigiamusoe and F.I.Anyasi., 2007,”Computer aided design

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