2022 - Dynamic Characteristics of A Straight Bevel Gear Drive System

Mechanism and Machine Theory 171 (2022) 104779
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Mechanism and Machine Theory

journal homepage: www.elsevier.com/locate/mechmt
Dynamic characteristics of a straight bevel gear drive system

considering multi-state meshing and time-varying parameters
Xiang-Feng Gou *, Gu-Yu Li, Ling-Yun Zhu
School of Mechanical Engineering, Tiangong University, Tianjin 300387, China
A R T I C L E I N F O A B S T R A C T
Keywords: In order to investigate the dynamic characteristics of the straight bevel gear drive system, its
Straight bevel gear torsional-bending-axial dynamics model considered the multi-state meshing characteristics is
Multi-state meshing established. The time-varying load distribution ratio and meshing stiffness of the system are
Dynamic characteristics
calculated by micro element method according to the performance of the straight bevel gear.
Time-varying parameters
Micro element method
Three different Poincaré sections are defined to study the dynamic characteristics of the system.
The mechanism of tooth disengagement and back-side contacting is studied according to the time
history diagram of the total normal force. The nonlinear dynamics equation of the system is
solved by the variable step fourth-order Runge-Kutta method when the bevel gear drive system in
automobile reducer is taken as the research object. The transition process of system dynamic
characteristics and the influences of the meshing frequency, load coefficient and the compre
hensive transmission error are studied by using the time history diagram of the total normal force,
phase portraits, Poincaré maps, bifurcation diagrams and the corresponded top Lyapunov expo
nent (TLE). The chaotic motion found in the research is unfavorable from a practical point of view
which can be avoided by adjusting the value of parameters or the initial value of state variables in
engineering. The research can provide a theoretical basis for the parameter design and dynamic
characteristic control of straight bevel gear drive system.
1. Introduction
The vibration and noise of the gear transmission system have been the focus of experts and scholars with the higher and higher
requirements for its accuracy, bearing capacity and stability in engineering. The backlash reserved in the design of gear transmission
system determines that there are drive-side teeth meshing, tooth disengagement and back-side teeth contacting in its transmission
process. The contact ratio of the gear pair is generally greater than 1.0 which determines the change of the number for meshing teeth
pair in the process of gear transmission. All these results in there are multi-state meshing such as single/double teeth pair drive-side
meshing, tooth disengagement and single/double teeth pair back-side contacting in the gear transmission system. Shi et al. [1]
established the nonlinear dynamics equation considered the multi-state meshing of the spur gear pair. Liu et al. [2] established the
nonlinear dynamics equation including the multi-state meshing of the spur gear pair with the pitch deviation. Zhu et al. [3] established
the nonlinear dynamics equations considered the multi-state meshing of the spur-face gear pair. Changes of dynamic meshing force in
the states such as drive-side meshing, tooth disengagement, back-side contacting and the switching of the meshing pair and the in
fluence of parameters on the nonlinear dynamics of the system were investigated [1–3]. Their researches provided method basis for
* Corresponding author at: TGU: Tiangong University, China.

E-mail address: 20150022@tiangong.edu.cn (X.-F. Gou).
https://doi.org/10.1016/j.mechmachtheory.2022.104779
Received 26 August 2021; Received in revised form 2 February 2022; Accepted 7 February 2022
Available online 16 February 2022
0094-114X/© 2022 Elsevier Ltd. All rights reserved.
X.-F. Gou et al. Mechanism and Machine Theory 171 (2022) 104779
Nomenclature
Rbj (j = p, g) base circle radius of virtual pinion and gear

Raj (j = p, g) addendum circle radius of virtual pinion and gear
Ldi , Lki (i = 1, 2) load distribution ratio of drive-side meshing and back-side contacting
Jo (o = 1, 2, ⋯, Nj ) load distribution in the tooth width direction
λdio ,λkio (i = 1, 2; o = 1, 2, ⋯, Nj ) direction coefficient of friction force of drive-side meshing and back-side contacting
μd , μk friction coefficient of drive-side meshing and back-side contacting
vdio , vkio (i = 1, 2; o = 1, 2, ⋯, Nj ) sliding velocity of drive-side meshing and back-side contacting
Rdpio , Rdgio (i = 1, 2; o = 1, 2, ⋯, Nj ) distances from drive-side meshing point to the center of gears
Rkpio , Rkgio (i = 1, 2; o = 1, 2, ⋯, Nj ) distances from back-side contacting point to the center of gears
αdpio , αdgio (i = 1, 2; o = 1, 2, ⋯, Nj ) pressures angle in the drive-side meshing points
αkpio , αkgio (i = 1, 2; o = 1, 2, ⋯, Nj ) pressures angle in the back-side contacting points
Sdpio , Sdgio (i = 1, 2; o = 1, 2, ⋯, Nj ) friction moments of drive-side meshing
Skpio , Skgio (i = 1, 2; o = 1, 2, ⋯, Nj ) friction moments of back-side contacting
Fnk , Ffk (k = X, Y, Z) component force of positive pressure and friction along three directions
Fnji (j = p, g; i = 1, 2) normal forces acting on teeth along the line of action
Ffji (j = p, g; i = 1, 2) friction forces perpendicular to the line of action
kbjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) bending stiffness
kajio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) axial compressive stiffness
ksjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) shearing stiffness
kfo (o = 1, 2, ⋯, Nj ) fillet-foundation stiffness
kho (o = 1, 2, ⋯, Nj ) Hertzian contact stiffness
σ jio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) angle of the angle between meshing line and tooth centerline
θjo (j = p, g; o = 1, 2, ⋯, Nj ) half of the tooth angle measured on the base circle
Ubjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) bending component
Uajio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) axial compressive component
Usjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) shearing component
bo (o = 1, 2, ⋯, Nj ) tooth width of the current element
Fio (i = 1, 2; o = 1, 2, ⋯, Nj ) normal force acting on the current element
ejio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) tooth thickness of the current element
ycjio , yjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) upper and lower limits of integral for the current element
αjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) load angle of the current element
ξjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) tooth profile parameters on current element
νjio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) polar angle of the tooth profile point on the current element
γ jio (j = p, g; i = 1, 2; o = 1, 2, ⋯, Nj ) angular thickness of the current element at the base radius
E, G, C, ν bevel gear’s modulus of elasticity, transverse modulus of elasticity, shear potential energy coefficient and Poisson’s
ratio
Subscripts
Nj total number of micro elements
i = 1, 2 ith meshing gear pair
b drive-side meshing
k back-side contacting
o = 1, Nj the order of the micro element
j = p, g the pinion (j = p) and gear (j = g)
l = X,Y,Z the direction of X, Y and Z
revealing the dynamic characteristics and transmission stability of gear transmission system.
Bevel gears are used to transfer motion and power between intersecting shafts. Terauchi et al. [4–6] experimentally studied the
dynamic behavior of straight bevel gear such as dynamic load and torque in its transmission process. Karray et al. [7] established a
dynamics model of single-stage bevel gear to study the influence of the local damage on its dynamic characteristics. Kiyono et al. [8]
established a two-degree-of-freedom dynamics model of bevel gear and studied the difference of dynamic characteristics between
bevel gear, spur gear and helical gear. Oda et al. [9, 10] studied the vibration coupling relationship among axial, radial and tangential
directions of bevel gear by measuring the dynamic load and vibration acceleration of bevel gear system. Wang et al. [11] established a
dynamics model of bevel gear transmission system including shaft and bearing by the finite element method and analyzed the effects of
axial, transverse and torsional stiffness of the shaft on its vibration. Li et al. [12] established a dynamics model of 8-DOF spiral bevel
gear transmission system and analyzed its dynamics characteristics by numerical analysis method. Cheng et al. [13, 14] established an
2
improved dynamics model of bevel gear when its contact point trajectory was calculated based on the TCA method. Yassine et al. [15]
analyzed the dynamics characteristics of fault bevel gear system and compared with those of fault free bevel gear system. Li et al.
established the axial-transverse-torsional dynamics models of straight bevel gear-rotor-bearing system [16] and spiral bevel
gear-rotor-bearing system [17] and analyzed the meshing characteristics of the system and the influence of oil film bearing on the
dynamics characteristics of bevel gear system based on the virtual cylindrical gear [18].
Meshing stiffness as an important parameter has also attracted extensive attention of scholars. Tredgold et al. [19] proposed a
method of using virtual cylindrical gear to approximately solve the time-varying meshing stiffness of bevel gear. Dooner et al. [20]
improved the approximation method proposed by Tredgold et al. [19] and extended it to spiral bevel gears and hypoid gears. Lafi et al.
gave the expressions of Hertz contact stiffness, bending stiffness, compression stiffness and shear stiffness of straight bevel gear [21],
introduced it into the dynamics model of two-stage bevel gear drive system and analyzed its natural frequency and vibration type [22].
Motahar et al. [23] introduced the time-varying meshing stiffness into the improved nonlinear dynamics model of bevel gear system by
using the multi-order harmonic balance method. Elkholy et al. [24] calculated the time-varying meshing stiffness of the small end,
middle end and large end of the bevel gear respectively by using the approximation method, but the results have a large deviation from
the finite element simulation.
It can be seen that the modeling and analysis of the nonlinear dynamics for the bevel gear drive system have been studied and some
valuable results have been achieved. But some key factors have not been considered. Firstly, most of dynamics models of the bevel gear
drive system simply represented its meshing process with pitch cone pure rolling approximation [21–23] and ignored the influence of
the geometric characteristics of the tooth profile on the meshing characteristics and meshing state. Secondly, the load distribution ratio
can not be ignored because the load is distributed to the two pair meshing teeth when the system is in the double pair teeth meshing
determined by its contact ratio more than 1.0. However, there is only the calculation method of load distribution ratio of spur gear
reported in Refs [1-3, 25] and helical gear reported by Pedrero et al. [25] and Peng et al. [26], and there is no calculation method of
load distribution rate for bevel gear. Finally, the nonlinear dynamics model of the straight bevel gear drive system with multi-state
meshing including drive-side meshing, tooth disengagement and back-side contacting has not been reported.
The main objective of the paper is to investigate the dynamic characteristics of the straight bevel gear drive system based on its
established torsional-bending-axial dynamics model considering multi- state meshing. Calculation method of time-varying load dis
tribution ratio [1-3, 25, 26] and time- varying meshing stiffness [21, 27-29] according to existing research results of spur and helical
gears are developed in Section 2, respectively. The torsional-bending-axial dynamics models under different meshing states including
time-varying parameters are established in Section 3. The dynamic characteristics of three different meshing states and occurrence
mechanisms of tooth disengagement, back-side contacting are investigated according to phase portraits, Poincaré maps and time
history diagrams of the total normal force in Section 4. The transition process of system dynamic characteristics and the influences of
the meshing frequency, load coefficient and the comprehensive transmission error are studied based on three different Poincaré
sections are analyzed in Section 5. Some conclusions will be drawn in Section 6.
2. Calculation of time-varying parameters
Accurate dynamics model of the bevel gear drive system largely relies on accurate time-varying parameters model. The tooth
profile of bevel gear is different at each position. It makes the calculation of key parameters of bevel gear more complex than that of
spur gear and helical gear. Load distribution ratio and time-varying meshing stiffness of bevel gear are two important parameters. The
accuracy of system dynamics model and the effectiveness of dynamic characteristic analysis of bevel gear directly depend on their
calculation accuracy. Considering the characteristics of bevel gear, the micro element method is used to calculate the system pa
rameters and establish the system dynamics model in this paper. The model of straight bevel gear transmission system and its force
Fig. 1. Simplified physical model of a straight bevel gear drive system.
3
analysis will be introduced before calculating the time-varying parameters.
2.1. Model and force analysis of straight bevel gear
The classical model of a straight bevel gear drive system considered the backlash and bearing elastic support is shown in Fig. 1.
Cartesian coordinate is shown in it. Substantials p and g represent the pinion and gear respectively. The base circle radii of the virtual
pinion and gear, torsional vibration displacements of the pinion and gear, mass moments of inertia for the virtual pinion and gear and
torques acting on them are Rbj , θj , Ij and Tj (j = p,g), respectively. k(τ) is the time-varying stiffness. Cm is the meshing damping co
efficient of the gear pair. en (τ) is the comprehensive transmission error along the meshing direction. 2Dn is the backlash. kjl (j = p,g; l =
X,Y,Z) is the bearing support stiffness coefficient along k direction on the pinion and gear, respectively. Cjl (j = p,g; l = X,Y,Z) is the
bearing support damping coefficient along k direction on the pinion and gear, respectively. Djl (j = p,g; l = X,Y,Z) is the clearance of the
bearings along k direction on the pinion and gear, respectively. Parameters of the system comes from the gearbox of an automobile
produced by Chang’an Automobile in China are shown in Table 1.
It can be seen that the transverse contact ratio εm =1.353 of the system is more than 1.0 and less than 2.0 as calculated according to
parameters shown in Table 1. It results in the alternating of the single pair and double pair teeth meshing. There are different meshing
states of the system determined by the backlash. They are drive-side meshing, tooth disengagement and back-side contacting. These
lead to five meshing states such as single and double pair drive-side meshing, tooth disengagement, single and double pair back-side
contacting in the straight bevel gear drive system. The force and nonlinear dynamics model are different in different meshing states.
Force analysis diagrams of the straight bevel gear are illustrated in Fig. 2. The forces acting on the gear are only shown in the figure
because the forces acting on the pinion and the gear are mutual forces and reaction forces. δp and δg are the pitch cone angles of the
pinion and gear, respectively. αn is the normal pressure angle. Xp and Xg , Yp and Yg , Zp and Zg are the vibration displacements of the
pinion and gear alonge the direction of X, Y, Z, respectively. Fn and Ff are the normal force and the frictional force acting on the teeth of
the straight bevel gear pair, respectively. Fnl and Ffk (l = x, y,z) are their components in the k direction, respectively. Fn and Ff are the
′ ′
resultant force of Fnx , Fny and Ffx , Ffy , respectively. β = π /2 − αn can be obtained according to Fig. 2. Relative displacement of the gear
pair along the normal direction of meshing point can be defined as Eq. (1).
Xn = a1 Xp − a2 Xg + a3 Yp − a4 Yg − a5 Zp + a6 Zg + rp θp − rg θg − en (τ) (1)
Where, a1 = cosδp sinαn , a2 = cosδg sinαn , a3 = sinδp sinαn , a4 = sinδg sinαn , a5 = cosδp ⋅sinαn , a6 = cosδg sinαn . rp and rg are the radii of
the meshing point on the pinion and gear, respectively. θp and θg are the torsional displacements of the pinion in X direction and gear in
Y direction, respectively.
The total normal force and its components at the meshing point for the straight bevel gear can be obtained by Eq. (2).
⎧
⎪
⎪ F = k(τ)f (Xn ) + Cm Ẋ n
⎨ n
Fnx = − Fn sinαn cosδg
(2)
⎪
⎪ F = Fn sinαn sinδg
⎩ ny
Fnz = − Fn cosαn
Where, f(Xn ) is the backlash function as shown in Eq. (3).
⎧
⎨ Xn − D n , Xn > D n
f (Xn ) = 0, − D n ≤ Xn ≤ D n (3)
⎩
Xn + Dn , Xn < − Dn
The frictional force and its components at the meshing point for the straight bevel gear can be obtained by Eq. (4).
Table 1
Parameters of the straight bevel gear drive system from an automotive differential.
Parameters Pinion Gear
Module (mm) 4 4
Number of teeth 10 16
Pressure angle(◦ ) 25 25
Tooth width b/(mm) 10 10
Pitch angle(◦ ) 32.0054 57.9946
Transverse contact ratio 1.353
Outer cone distance(mm) 37.736
Axis angle(◦ ) 90
Addendum coefficienth∗a 1.0
Young’s modulus E(GPa) 206
Poisson’s ratio v 0.3
4
Fig. 2. Force analysis diagrams of the straight bevel gear: (a) in 3-dimensional space; (b) in XOY plane.
⎧
⎪
⎪ Ff = λ(τ)μFn
⎨
Ffx = − Ff cosαn cosδg
(4)
⎪
⎪ F = Ff cosαn sinδg
⎩ fy
Ffz = Ff sinαn
Where, λ(τ) is the friction direction coefficient and will be introduced in Section 3.1.
The height and width of the straight bevel gear tooth are different at each point of the tooth. The micro element method will be used
to calculate the force and parameters due to too large error of the direct simplification calculation. Taking the gear as an example, the
division of bevel gear micro elements and related parameters are shown in Fig. 3. Nj is the total number of micro elements. i = 1, 2
represents the number of meshing teeth pair. o = 1, 2, ⋯, Nj is the order of the micro element. Fio (i = 1,2) is the normal force acting on
the current element. αjio (i = 1,2;) is the load angle of the current element for the ith teeth pair on the pinion and gear. E is the elastic
modulus of the bevel gear, G is the transverse elastic modulus of the bevel gear and C is the shear potential energy coefficient of the
bevel gear. bo = b/Nj is the tooth width of the current element as b is the tooth width. ycjio and yjio (i = 1,2) are the upper and lower
limits of integral for the current element of the ith teeth pair on the pinion and gear, respecitvely. ejio (y)(i = 1,2) are the tooth thickness
of the current element for the ith teeth pair on the pinion and gear. A represents the mesh-in point. D represents the mesh-out point. P is
the pitch point. B and C represent the alternating point between the single and double pair teeth meshing determined by the contact
ratio between 1.0 and 2.0.
2.2. Time-varying load distribution ratio
The load distribution ratio will be calculated based on the micro element method according to the method for solving the load
distribution ratio of helical gears [25, 26]. The tooth of bevel gear can be simplified into countless micro elements (each micro element
is equivalent to a spur gear). The load distribution ratio of bevel gear can be calculated according to the principle of minimum potential
Fig. 3. Diagram of micro element extraction method and parameters meaning of straight bevel gear.
5
energy by superposition of the potential energy for each micro element. The total potential energy of gear, U can be obtained by
superposition of micro element potential energy, Uo. The potential energy of each micro element, Uo includes bending potential en
ergy, Uajio(i = 1,2), compression potential energy, Ubjio(i = 1,2) and shear potential energy, Usjio(i = 1,2) and they can be obtained by
Eqs. (5), (6), (7), (8).
Nj
∑ Nj
∑ ( )
U= Uo = Uapio + Uagio + Ubpio + Ubgio + Uspio + Usgio (5)
o=1 o=1
∫ ycjio
( )2 ∫ ( )2
6Fio 2 cos2 αjio ycjio − y 6Nj Fio2 cos2 αjio ycjio ycjio − y
Uajio = dy = dy (6)
Ebo yjio e3jio (y) Eb yjio e3jio (y)
∫ ycjio
( )2 ∫ ycjio
( )2
Fio 2 sin2 αjio ycjio − y Nj Fio2 sin2 αjio ycjio − y
Ubjio = dy = dy (7)
2Ebo ypio e3jio (y) 2Eb ypio e3jio (y)
∫ ycjio ∫ ycjio
CFio 2 cos2 αjio 1 CNj Fio2 cos2 αjio 1
Usjio = dy = dy (8)
2Gbo yjio e3jio (y) 2Gb yjio e3jio (y)
The unitary potential on the current micro element of bevel gear, u(ξcio ) (i = 1, 2) can be obtained by Eq. (9).
Nj
∑ ( )
u(ξcio ) = uapio + uagio + ubpio + ubgio + uspio + usgio (9)
o=1
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
Where, ycjio =Rbjo /cosαjio (i = 1,2), αjio (τ) = 2π ξjio /zj − γjio /2(i = 1,2), ξjio = 0.5zj r2cjio /R2bjo − 1/π(i = 1,2). γjio = π /zj +4xinvαn
/zj +2inv(αt ) (i = 1,2) as x is rack displacement coefficient, αn is normal pressure angle and αt is transverse pressure angle. ejio (y) =
2rcjio sin[γjio (y) /2](i = 1,2), γjio (y)=γjio − 2νjio (y)(i = 1,2). The meaning of these parameters and their calculation principle can be found
in Ref. [25].
The inverse unitary potential energy of bevel gear can be obtained as Eq. (10) according to the principle of elastic potential energy
and Lagrange method.
2 ∑
∑ Nj Nj
2 ∑
∑
( ) / ( )
νs = νo ξpio , ξgio = 1 uo ξpio , ξgio (10)
i=1 o=1 i=1 o=1
The average load distribution ratio of bevel gear can be calculated as Eq. (11) according to the micro element method.
Nj
/ Nj
∑ ( ) ∑2 ∑
( )
L= νo ξpio , ξgio νo ξpio , ξgio (11)
o=1 i=1 o=1
There are three meshing states including drive-side meshing, tooth disengagement and back-side contacting determined by the
backlash. The load distribution ratio of bevel gear considered multi-state meshing characteristics can be calculated by Eq. (12).
⎧
⎨ Ld (τ), (Xn ≥ Dn , Fn > 0)
L = 0, (|Xn | < Dn , Fn = 0) (12)
⎩
Lk (τ), (Xn ≤ − Dn , Fn < 0)
Fig. 4. Diagrams of the inverse unitary potential and load distribution ratio along the working depth for the straight bevel gear: (a) inverse unitary
potential; (b) load distribution ratio.
6
Where, Ld (τ) and Lk (τ) are the load distribution ratio under drive-side meshing state and back-side contacting, respectively. Dn is the
half backlash of the bevel gear pair.
The straight bevel gear pair used in an automobile differential is taken as the research object and its parameters are shown in
Table 1. The inverse unitary potential and load distribution ratio along the working depth of the bevel gear can be obtained according
to Eqs. (10) and (11) and shown in Fig. 4.
It can be seen that the inverse unitary potential and load distribution ratio of the straight bevel gear are time-varying along the
working depth. The load distributes in different proportions on the two meshing teeth pair when the system is in the double teeth pair
meshing state and acts on the one meshing teeth pair when the system is in the single teeth pair meshing state. Tooth profiles including
tooth height and tooth thickness of bevel gear increase gradually from small end to large end which determines that its load also
changes along the direction of tooth width. The meshing diagram of straight bevel gear along the tooth width direction is shown in
Fig. 5. It is assumed that the unitary load of the bevel gear varies linearly from small end to large end ignoring the load boundary effect.
The contact line of the tooth surface is pressed from Op A to Op A . The pressed depth of any point on the contact line, Ao (A o ) is do =
′ ′
rbo sinθo when θo is the pressed angle of contact line in tooth width direction and rbo = rbpo /sinδp is the distance from the meshing point
on the contact line to the rotation center of the pinion. The linear load along tooth width can be obtained by Eq. (13).
3sinδp rbpo
Jo = ( ) (13)
3 3
rbpm − rbpn cosαn
Where, rbpm and rbpn are the pitch radii in the small end and large end of the straight bevel gear, respectively. rbpo is the base circle
radius at any point along the tooth width of the straight bevel gear.
Load distribution ratio of each meshing point for the straight bevel gear during meshing is shown in Fig. 6. Fig. 6(a) is its three-
dimensional calculated result and Fig. 6(b) is its nephogram on full tooth profile. It can be seen that the load distribution ratio of
the straight bevel gear is strong time-varying and parameter-varying. This accurate calculation method and the result is helpful to
obtain the accurate nonlinear dynamics model.
2.3. Time-varying meshing stiffness
Meshing stiffness is a time-varying parameter which changes being dependent on the spatial position of the meshing point along the
action line. The tooth profile of bevel gear is very complex, so it is too difficult to calculate directly by potential energy method. The
micro element method is used to approximate the time-varying meshing stiffness of bevel gears. The bevel gear is simplified into
numerous virtual cylindrical gears along the tooth width by using the micro element method because the model of plane involute bevel
gear is adopted in this paper. The time-varying meshing stiffness of bevel gear obtained by using micro element method can not only
reflect the stiffness change of bevel gear in meshing time, but also reflect the influence of the tooth shape of bevel gear on it.
Hertzian contact stiffness kho , bending stiffness kbjio (i = 1,2), axial compressive stiffness kajio , shearing stiffness ksjio and fillet-
foundation stiffness kfo of the oth micro element for the straight bevel gear pair with double teeth and single tooth meshing zones
are formulated by Eqs. (14)-(18), respectively.
1 4(1 − ν2 )
= (14)
kho π Ebo
∫ θjo
{ [ / ( ) ] / }2 ( )
1 3 cosσjio l1 Rbjo + cosθjo − cosα + θjo − α sinα − h1 sinσjio Rbjo θjo − α cosα
= [ ( ) ]3 dα (15)
kbjio − σjio 2Ebo sinα + θjo − α cosα
∫ ( )
1 θjo
θjo − α cosαsin2 σjio
= [ ( ) ] dα (16)
kajio − σjio 2Ebo sinα + θjo − α cosα
Fig. 5. Meshing diagram of the straight bevel gear.
7
Fig. 6. Load distribution ratio at any meshing point of the straight bevel gear: (a) three dimensional diagram on full tooth profile, (b) nephogram on
full tooth profile.
∫ θjo
( )
1 1.2(1 + ν) θpo − α cosαcos2 σ pio
= [ ( ) ] dα (17)
kspio − σjio Ebo sinα + θpo − α cosα
1 cos2 α [ ( / )2 ( / ) ( )]
= L ∗ uf Sf + M ∗ uf Sf + P ∗ 1 + Q ∗ tan2 α (18)
kfo Ebo
E and v in Eqs. (14)-(18) represent Young’s modulus and Poisson’s ratio, respectively. θjo in Eqs. (15)-(17) are half of the tooth angle
measured on the base circle of the oth pinion and gear, and can be written as Eq. (19).
/
θjo = 0.5π zjo + invα (19)
σjio (i = 1,2) in Eqs. (16)-(18) is coangle of the angle between the meshing line and the tooth centerline of the ith gear pair for the oth
micro element, and can be written as Eq. (20).
⎧
⎪ 3π zpo cosα
⎪
⎪ σ p2o = θpo + − invα + tanarccos √̅̅̅̅̅̅
⎪
⎪ 2zpo A∗
⎪
⎪
⎪
⎪
⎨ zgo cosα π zpo
σ g2o = tanarccos − − invα − θpo (20)
⎪ zgo + 2 2zgo zgo
⎪
⎪ /
⎪
⎪
⎪ σ p1o = σp2o + 2π zpo
⎪
⎪
⎪
⎩ /
σ g1o = σg2o − 2π zgo
( ( )
) ) z cosα
Where, A ∗ = (zpo + 2h∗a + (zpo + zgo ) − 2 zpo + 2h∗a (zpo + zgo )cos arccos zgogo+2h∗ − α ,θpo = ωp t is the rotation angle of pinion for
a
the oth micro element.

In Eq. (18), uf = Rbpo (1 /cosσ jio − 1) is a time-varying parameter and the remainder parameters are constant (see Refs. [30, 31]).
Therefore, the total effective time-varying stiffness k(τ) of the straight bevel gear pair can be obtained by the Eq. (21) according to
micro element method.
Fig. 7. Time-varying meshing stiffness: (a) from the method proposed in this study, (b) from the method used in Ref. [21].
8
Fig. 8. Time-varying meshing stiffness: (a) three dimensional diagram on full tooth profile, (b) nephogram on full tooth profile, (c) three
dimensional diagram on double meshing zone AB, (d) nephogram on meshing zone AB, (e) three dimensional diagram on meshing zone BC, (f)
nephogram on meshing zone BC, (g) three dimensional diagram on meshing zone CD, (h) nephogram on meshing zone CD. Here, the value of b starts
from 0 at the small end of the bevel gear.
9
Nj
∑ /( / / / / / / / / )
k(τ) = 1 1 kho + 1 kbpio + 1 kbgio + 1 kapio + 1 kagio + 1 kspio + 1 ksgio + 1 kfo (21)
o=1
Meshing area of the tooth profile can be divided into three parts and two types. AD is the meshing area of tooth profile in tooth
height direction. It is composed of single pair teeth meshing zone BC, double pair teeth meshing zones AB and CD. The time spent in the
whole meshing area is tAD = εm T0 [1–3]. Here T0 = 2π /(ωP zP ) is an alternation period of single and double pair teeth meshing. The time
spent in the single pair teeth meshing zone is tBC =(2 − εm )T0 . The one spent in the double pair teeth meshing zone is tAB = tCD = (εm −
1)T0 . The time-varying mesh stiffness of the gear system during a full meshing period from mesh-in point A to mesh-out point D are
obtained in Fig. 7 when its parameters are taken as Table 1. Comparing the calculation results from the method proposed in this paper
(as shown in Fig. 7(a)) with those from the method used in Ref. [21] (as shown in Fig. 7(b)), it can be seen that the value of the former is
less than that of the latter, but its order of magnitude is the same. It is because the fillet-foundation stiffness is considered in the method
proposed in this paper. This shows that the fillet-foundation stiffness can not be ignored in the calculation of time-varying stiffness of
bevel gear.
The tooth profile of bevel gear is different at each position which leads to the parametric change of time-varying meshing stiffness.
The results shown in Fig. 7 can not reflect the parametric variation of bevel gear meshing stiffness. Three dimensional diagrams and
nephograms of time-varying meshing stiffness on different position are calculated based on micro element method proposed in this
paper and shown in Fig. 8. Figs. 8(a) and (b) show the calculation results of time-varying meshing stiffness on full tooth height and
width. Figs. 8(c)-(h) show the local calculation results of time-varying meshing stiffness in different meshing areas on the full tooth
width. b = 0 and b = 10 represent the small end and big end, respectively. They can reflect the time-varying and parametric varying of
meshing stiffness. It helps to obtain the accurate dynamics results and also proved that the calculation method based on micro element
method is more accurate.
3. Torsional-bending-axial dynamics modeling of the straight bevel gear drive system considered multi-state meshing
3.1. Torsional-bending-axial dynamics model of the straight bevel gear drive system under drive-side meshing state
A pair of meshed bevel gears can be approximately regarded as two virtual cylindrical gears meshed on the normal surface (back
cone) of the meshing point according to the meshing principle of bevel gears. The stress condition of bevel gear under drive-side
meshing state is shown in Fig. 9(a). The pinion drives the gear along the meshing line N1N2 in this state. FNji (j = p,g; i = 1,2) are
the normal forces acting on the pinion (j = p) and gear (j = g) along the meshing line N1N2, respectively. Ffji (j = p,g; i = 1,2) are the
friction forces acting on the pinion (j = p) and gear (j = g) perpendicular to the meshing line N1N2, respectively. The conditions of the
straight bevel gear being in the drive-side meshing state are: (1) The total normal forces acting on the two teeth of the gear should be
more than 0, i.e. FNg1 + FNg2 > 0 when the direction N1→N2 is assumed to be the positive direction of the normal force. (2) The relative
displacement of the system should be more than half of the backlash, i.e. Xn > Dn . The torsional-bending-axial dynamics model of the
Fig. 9. Diagrams of the straight bevel gear drive system in different meshing states: (a) drive-side meshing, (b) back-side contacting, (c) tooth
disengagement.
10
straight bevel gear drive system under drive-side meshing state can be established in Eq. (22) according to the 2nd Newton’s law.
⎧
⎪
⎪
⎪
⎪ ( )
⎪
⎪
⎪ mp Ẍ p + cpx Ẋ p + kpx f2( Xp) + Fnx1 + Fnx2 + Ffx1 + Ffx2 = 0
⎪
⎪
⎪
⎪ mp Ÿ p + cpy Ẏ p + kpy f2 Yp + Fny1 + Fny2 + Ffy1 + Ffy2 = 0
⎪
⎪ ( )
⎪
⎪ mp Z̈ p + cpz Ż p + kpz f2 Zp + Fnz1 + Fnz2 + Ffz1 + Ffz2 = 0
⎪
⎪
⎪
⎨ ′
Ip θ̈ p + FNp1 Rbp + FNp2 ( Rbp) + Ffp1 Sdp1 + Ffp2 Sdp2 = Tp (22)
⎪
⎪ mg Ẍ g + cgx Ẋ g + kgx f2 Xg − Fnx1 − Fnx2 − Ffx1 − Ffx2 = 0
⎪
⎪
⎪
⎪ mg Ÿ g + cgy Ẏ g + kgy f2((Y))− Fny1 − Fny2 − Ffy1 − Ffy2 = 0
⎪
⎪
⎪
⎪ mg Z̈ g + cgz Ż g + kgz f2 Zg − Fnz1 − Fnz2 − Ffz1 − Ffz2 = 0
⎪
⎪ ′
⎪
⎪
⎪
⎪ Ig θ̈ g − FNg1 Rbg − FNg2 Rbg − Ffg1 Sdg1 − Ffg2 Sdg2 = − Tg
⎪
⎪
⎩
The normal forces acting on meshing teeth along the meshing line N1N2 can be obtained by Eq. (23).
FNpi = FNgi = Ldi (τ)Fn , (i = 1, 2) (23)
Where, Ldi (i = 1, 2) is the load distribution ratio of the ith meshing teeth pair. The total normal force can be calculated more
accurately according to Eq. (24) based on the micro element method in physics and combined with the tooth profile characteristics of
bevel gear.
Nj
∑ Nj
∑ Nj
[ ] ∑
Fn = Fno = ko (τ)f (Xno ) + Cgo Ẋ mo = Jo Fno (24)
o=1 o=1 o=1
Where, Fn o is the normal force of the current element of bevel gear.

The friction forces acting on meshing teeth pendicular to the meshing line N1N2 can be calculated by Eq. (25).
Ffpi = Ffgi = λdi (τ)Ldi (τ)μd Fn , (i = 1, 2) (25)
Where, μd is the friction coefficient of bevel gear along the tooth width direction. λdi (τ) is the friction direction coefficient. Com
ponents in Eqs. (2) and (4) can be calculated according to Eqs. (26) and (27) based on the micro element method.
⎧ Nj Nj
⎪ ∑ ∑ [ ]
⎪
⎪ Fnxi = Fnxio = − Ldi (τ)Fno sinαdgio (τ)cosδg
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪
⎨ ∑ Nj ∑ Nj
[ ]
Fnyi = Fnyio = Ldi (τ)Fno sinαdgio (τ)sinδg (26)
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪ Nj Nj
⎪
⎪ ∑ ∑
⎪
⎩ Fnzi = − Fnzio = − Ldi (τ)Fno cosαdgio (τ)
o=1 o=1
⎧ Nj Nj
⎪ ∑ ∑ [ ]
⎪
⎪ Ffxi = Ffxio = − λdio (τ)μd Ldi (τ)Fno cosαdgio (τ)cosδg
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪
⎨ ∑Nj ∑ Nj
[ ]
Ffyi = Ffyio = λdio (τ)μd Ldi (τ)Fno cosαdgio (τ)sinδg (27)
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪ Nj Nj
⎪
⎪ ∑ ∑
⎪
⎩ Ffzi = Ffzio = λdio (τ)μd Ldi (τ)Fno sinαdgio (τ)
o=1 o=1
λdio (τ) = sign[vdio (τ)] in Eq. (27) is the friction direction coefficient of the oth element for the pinion and gear in drive-side meshing
state as sign() is the sign function. vdio (τ) = Rdpio (τ)ωp sinαdpio (τ) -Rdgio (τ)ωg sinαdgio (τ)is the relative sliding velocity of the oth element for
the pinion and gear in drive-side meshing state. Where, Rdpio (τ) and Rdgio (τ) are the distances from meshing points to the center of the
pinion and gear of the oth element in drive-side meshing state, respectively and can be calculated according to Eqs. (28)- (30).
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
[( ) ]2
Rdp1o (τ) = R2bpo + Rbpo + Rbgo tanαn − R2ago − R2bgo + Rbpo ωp τ (28)
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
(√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅ )2
Rdg1o (τ) = R2bgo + R2ago − R2bgo − Rbpo ωp τ (29)
Rdj2o (τ) = Rdj1o (τ + T0 ) (30)
Rbpo and Rbgo in Eqs. (28) and (29) are the base circle radii of the oth element for the pinion and gear along the tooth width direction
of the bevel gear, respectively. They can be calculated according to the base circle radius of the virtual spur gear corresponding to the
oth element for the pinion and gear along the tooth width direction of the bevel gear, rbpo and rbgo and their pitch cone angles, δp and δg
11
as Eq. (31), respectively.

/
Rbjo = rbjo cosδj (31)
αdpio (τ) and αdgio (τ) in Eq. (27) are the pressure angles of the pinion and gear for the oth element in drive-side meshing state,
respectively and can be calculated according to Eqs. (32)- (33).
[ / ]
αdj1o (τ) = arccos Rbjo Rdj1o (τ) (32)
αdj2o (τ) = αdj1o (τ + T0 ) (33)
Sdpio (τ) and Sdgio (τ) in Eq. (22) are the friction arms of the pinion and gear for the oth element in drive-side meshing state,
respectively and can be calculated according to Eqs. (34), (35) (36).
( ) √̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
Sdp1o (τ) = Rbpo + Rbgo tanαn − R2ago − R2bgo + Rbpo ωp τ (34)
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
Sdg1o (τ) = R2ago − R2bgo − Rbpo ωp τ (35)
Sdj2o (τ) = Sdj1o (τ + T0 ) (36)
The dimensionless form of the torsional-bending-axial dynamics model of the straight bevel gear drive system under drive-side
meshing state in Eq. (22) can be described as Eq. (37).
⎧
⎪
⎪
⎪
⎪
⎪
⎪ ( )
⎪
⎪ ẍp + 2ζ11 ẋp + k11 f2 ( xp ) − [k(t)(x − D) + 2ζẋn ]fdx = 0
⎪
⎪
⎪
⎪ ÿp + 2ζ12 ẏp + k12 f2 yp + [k(t)(x − D) + 2ζẋn ]fdy = 0
⎪
⎪ ( )
⎪
⎪
⎨ z̈p + 2ζ13 żp + k13 f2 ( zp ) − [k(t)(x − D) + 2ζẋn ]fdz = 0
ẍg + 2ζ21 ẋg + k21 f2 ( xg ) + [k(t)(x − D) + 2ζẋn ]fdx = 0 (37)
⎪
⎪
⎪
⎪ ÿg + 2ζ22 ẏg + k22 f2 yg − [k(t)(x − D) + 2ζẋn ]fdy = 0
⎪
⎪ ( )
⎪ z̈g + 2ζ23 żg + k23 f2 zg + [k(t)(x − D) + 2ζẋn ]fdz = 0
⎪
⎪
⎪ 2
⎪
⎪ ẍn − a1 ẍp + a2 ẍq − a3 ÿp + a4 ÿq + a5 z̈p − a6 z̈q + [k(t)(x − D) + 2ζẋn ]fdn = F + εω cos(ωt)
⎪
⎪
⎪
⎪
⎩
∑ Nj
Where, fdx = cosδg o=1 Jo [Ld1 (t)sinαdg1o (t) + λd1o (t)μd cosαdg1o (t) + Ld2 (t)sinαdg2o (t) + λd2o (t)μd cosαdg2o (t)], fdy =
∑Nj ∑Nj
sinδg o=1 Jo [Ld1 (t)sinαdg1o (t) + λd1o (t)μd cosαdg1o (t) + Ld2 (t)sinαdg2o (t) + λd2o (t)μd cosαdg2o (t)], fdz = o=1 Jo [Ld1 (t)cosαdg1o (t) +
∑Nj ∑Nj
λd1o (t)μd sinαdg1o (t) + Ld2 (t)cosαdg2o (t) + λd2o (t)μd sinαdg2o (t)] fdn = , o=1 po Jo + o=1 [R′bp Sdp1o (t) /Ip + R′bg Sdg1o (t) /I]Lb1 (t)λb1o (t)μd Jo me +
∑N j
o=1 [Rbp Sdp2o (t) /Ip + Rbg Sdg2o (t) /I] ⋅ Lb2 (t)λb2o (t)μd Jo me , me = Ip Ig /(Rbp Ig +Rbg Ip ) is the equivalent mass. Introducing the following
′ ′ ′ 2 ′ 2
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅
non-dimensional parameters: ωn = kav /me is the natural frequency of the system, where kav is the average meshing stiffness. ω = ωh
/ωn is the dimensionless meshing frequency, where ωh is meshing frequency. en (τ) = εcos(ωt) is the transmission error which the static
transmission error and the first-order harmonic component are considered only [1-3, 12] and ε is its dimensionless fluctuation co
efficient. The dimensionless backlash, D = Dn /D, can be obtained when a feature size, D, is defined. The remainders of dimensionless
parameters are xp = Xp /D, xg = Xg /D, yp = Yp /D, yg = Yg /D, zp = Zp /D, zg = Zg /D, xn = Xn /D, k11 = kpx /(mp ω2n ), k12 = kpy /(mp ω2n ),
k13 = kpz /(mp ω2n ), k21 = kgx /(mg ω2n ), k22 = kgy /(mg ω2n ), k23 = kgz /(mg ω2n ), k(t) = k(τ)/(me ω2n ), ζ11 = ζpx /(2mp ωn ), ζ12 = ζpy /(2mp ωn ),
ζ13 = ζpz /(2mp ωn ), ζ21 = ζgx /(2mg ωn ), ζ22 = ζgy /(2mg ωn ), d = dpx /D = dpy /D = dpz /D = dgx /D = dgy /D = dgz /D, ζ23 = ζgz /(2mg ωn ), ζ
= Cm /(2me ωn ), F = (R′bp Ig Tp + R′bg Ip Tg )/(R′ 2bp Ig + R′ 2bp Ip ), F = F/(me Dω2n ), pj = Rbpj /R′bp = Rbgj /R′bg , t = τ/ωn . The bearing clearance
function can be written as Eq. (38).
⎧q − d q>d
⎨
f2 (q) = 0 − d≤q≤d (38)
⎩
q+d q<− d
Where, q represents xp , yp , zp , xg , yg and zg .
3.2. Torsional-bending-axial dynamics model of the straight bevel gear drive system under back- drive contacting state
Back-side contacting in the bevel gear transmission system is shown in Fig. 9(b). At this time, the pinion is driven along the
contacting line M1M2 by the back tooth profile of gear. FNji (j = p,g; i = 1,2) are the normal forces acting on the pinion (j = p) and gear
(j = g) along the contacting line M1M2, respectively. Ffji (j = p,g; i = 1,2) are the friction forces acting on the pinion (j = p) and gear (j =
g) perpendicular to the contacting line M1M2, respectively. The conditions of the straight bevel gear being in the back-side contacting
state are: (1) The total normal forces acting on the two teeth of the gear should be less than 0, i.e. FNg1 + FNg2 < 0 when the direction
12
M1→M2 is assumed to be the positive direction of the normal force. (2) The relative displacement of the system should be less than half
of the negative backlash, i.e. Xn < − Dn . The torsional-bending-axial dynamics model of the straight bevel gear drive system under
back-side contacting state can be established in Eq. (39).
⎧
⎪
⎪
⎪
⎪ ( )
⎪
⎪
⎪ mp Ẍ p + cpx Ẋ p + kpx f2( Xp) + Fnx1 + Fnx2 + Ffx1 + Ffx2 = 0
⎪
⎪
⎪
⎪ m Ÿ + cpy Ẏ p + kpy f2 Yp + Fny1 + Fny2 + Ffy1 + Ffy2 = 0
⎪
⎪ p p ( )
⎪
⎪ mp Z̈ p + cpz Ż p + kpz f2 Zp + Fnz1 + Fnz2 + Ffz1 + Ffz2 = 0
⎪
⎪
⎪ ′
⎨
Ip θ̈ p − FNp1 Rbp − FNp2 ( Rbp) − Ffp1 Sdp1 − Ffp2 Sdp2 = Tp (39)
⎪
⎪ mg Ẍ g + cgx Ẋ g + kgx f2 Xg − Fnx1 − Fnx2 − Ffx1 − Ffx2 = 0
⎪
⎪ ( )
⎪
⎪ mg Ÿ g + cgy Ẏ g + kgy f2 Yg − Fny1 − Fny2 − Ffy1 − Ffy2 = 0
⎪
⎪ ( )
⎪
⎪ mg Z̈ g + cgz Ż g + kgz f2 Zg − Fnz1 − Fnz2 − Ffz1 − Ffz2 = 0
⎪
⎪
⎪
⎪ ′
⎪
⎪ Ig θ̈ g + FNg1 Rbg + FNg2 Rbg + Ffg1 Sdg1 + Ffg2 Sdg2 = − Tg
⎪
⎪
⎩
The calculation process of symbols in Eq. (39) is similar to that of drive-side meshing. Their meanings and calculation processes are
listed in Appendix A in order to save space and highlight key points. The dimensionless form of the torsional-bending-axial dynamics
model of the straight bevel gear drive system under back-side contacting state in Eq. (39) can be described as Eq. (40).
⎧
⎪
⎪
⎪
⎪
⎪
⎪ ( )
⎪
⎪ ẍp + 2ζ11 ẋp + k11 f2 ( xp ) − [k(t)(x + D) + 2ζẋn ]fkx = 0
⎪
⎪
⎪
⎪ ÿp + 2ζ12 ẏp + k12 f2 yp + [k(t)(x + D) + 2ζẋn ]fky = 0
⎪
⎪ ( )
⎪
⎪
⎨ z̈p + 2ζ13 żp + k13 f2 ( zp ) − [k(t)(x + D) + 2ζẋn ]fkz = 0
ẍg + 2ζ21 ẋg + k21 f2 ( xg ) + [k(t)(x + D) + 2ζẋn ]fkx = 0 (40)
⎪
⎪
⎪
⎪ ÿg + 2ζ22 ẏg + k22 f2 yg − [k(t)(x + D) + 2ζẋn ]fky = 0
⎪
⎪ ( )
⎪
⎪ z̈g + 2ζ23 żg + k23 f2 zg + [k(t)(x + D) + 2ζẋn ]fkz = 0
⎪
⎪ 2
⎪
⎪ ẍn − a1 ẍp + a2 ẍq − a3 ÿp + a4 ÿq + a5 z̈p − a6 z̈q + [k(t)(x + D) + 2ζẋn ]fkn = F + εω cos(ωt)e
⎪
⎪
⎪
⎪
⎩
∑Nj
Where, fkx = cosδg o=1 Jo {Lk1 (t)[sinαkg1o (t) + λk1o (t)μk cosαkg1o (t)] + Lk2 (t)[sinαkg2o (t) + λk2o (t)μk cosαkg2o (t)]}, fky
∑Nj ∑Nj
=sinδg o=1 Jo {Lk1 (t)[sinαkg1o (t) + λk1o (t)μk cosαkg1o (t)] + Lk2 (t)[sinαkg2o (t) + λk2o (t)μk cosαkg2o (t)]}, fkz = J
o=1 o {L k1 (t)[cosα kg1o (t) +
∑Nj ∑ Nj
λk1o (t)μk sinαkg1o (t)] + Lk2 (t)[cosαkg2o (t) + λk2o (t)μk sinαkg2o (t)]}, fkn = o=1 po Jo + o=1 [R bp Skp1o (t) /Ip +R bg Skg1o (t) /Ig ]Lk1 (t)λ
′ ′
∑Nj
k1o (t)μk Jo me + o=1 [R bp Skp2o (t) /Ip +R bg Skg2o (t) /Ig ]Lk2 (t)⋅ λk2o (t)μk Jo me and other dimensionless parameters are taken as Section 3.1.
′ ′
3.3. Torsional-bending-axial dynamics model of the straight bevel gear drive system under tooth disengagement state
The bevel gear transmission system in the tooth disengagement state is shown in Fig. 9(c) when its relative displacement along the
direction of the meshing line N1N2 is − Dn < Xn < Dn . At this time, the bevel gear teeth are out of contact and the force acting on the
bevel gear transmission system is equal to 0 except the input and output torque on the pinion and gear as shown in Eq. (41).
⎧
⎪
⎪
⎪
⎪
⎪
⎪ ( )
⎪
⎪
⎪ mp Ẍ p + cpx Ẋ p + kpx f2 Xp = 0
⎪
⎪
⎪ ( )
⎪
⎪ mp Ÿ p + cpy Ẏ p + kpy f2( Yp) = 0
⎪
⎪
⎪
⎪ mp Z̈ p + cpz Ż p + kpz f2 Zp = 0
⎪
⎪
⎨
Ip θ̈p = Tp ( ) (41)
⎪ mg Ẍ g + cgx Ẋ g + kgx f2( Xg) = 0
⎪
⎪
⎪
⎪
⎪ mg Ÿ g + cgy Ẏ g + kgy f2( Yg) = 0
⎪
⎪
⎪
⎪ m Z̈ + cgz Ż g + kgz f2 Zg = 0
⎪
⎪ g g
⎪
⎪
⎪
⎪ Ig θ̈g = − Tg
⎪
⎪
⎪
⎪
⎩
The dimensionless torsional-bending-axial dynamics model in the tooth disengagement state can be nondimensionalized as Eq. (42)
when dimensionless parameters are taken as Section 3.1.
13
⎧
⎪
⎪
⎪
⎪
⎪
⎪ ( )
⎪
⎪ ẍp + 2ζ11 ẋp + k11 f2 ( xp ) = 0
⎪
⎪
⎪
⎪
⎪ ÿp + 2ζ12 ẏp + k12 f2( yp) = 0
⎪
⎪
⎪
⎨ z̈p + 2ζ13 żp + k13 f2 ( zp ) = 0
ẍg + 2ζ21 ẋg + k21 f2 ( xg ) = 0 (42)
⎪
⎪
⎪
⎪ ÿg + 2ζ22 ẏg + k22 f2 yg = 0
⎪ z̈ + 2ζ ż + k f ( z ) = 0
⎪
⎪
⎪
⎪ g 23 g 23 2 g
⎪
⎪ ẍn − a1 ẍp + a2 ẍq − a3 ÿp + a4 ÿq + a5 z̈p − a6 z̈q = F + εω2 cos(ωt)
⎪
⎪
⎪
⎪
⎪
⎩
3.4. Dimensionless normalized torsional-bending-axial dynamics model of the straight bevel gear drive system
The dimensionless torsional-bending-axial dynamics models of the straight bevel gear drive system under drive- side meshing,
back-side contacting and tooth disengagement state have been established in Eqs. (37), (40) and (42), respectively. These three
meshing states are caused by backlash and can be distinguished by backlash function. Single pair teeth meshing and double pair teeth
meshing are determined by the contact ratio more than 1.0. They can be described by meshing state function. Based on these, the
dimensionless normalized torsional-bending-axial dynamic model of the straight bevel gear drive system can be obtained as Eq. (43).
⎧
⎪
⎪
⎪
⎪
⎪
⎪ ( )
⎪
⎪ ẍp + 2ζ11 ẋp + k11 f2 ( xp ) − rx (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0
⎪
⎪
⎪
⎪ ÿp + 2ζ12 ẏp + k12 f2 yp + ry (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0
⎪
⎪ ( )
⎪
⎪
⎨ z̈p + 2ζ13 żp + k13 f2 ( zp ) − rz (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0
ẍg + 2ζ21 ẋg + k21 f2 ( xg ) + rx (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0 (43)
⎪
⎪
⎪ ÿg + 2ζ22 ẏg + k22 f2( yg) − ry (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0
⎪
⎪
⎪
⎪ z̈g + 2ζ23 żg + k23 f2 zg + rz (t, xn )[k(t)f (xn ) + 2ζẋn ] = 0
⎪
⎪
⎪
⎪ ẍn − a1 ẍp + a2 ẍq − a3 ÿp + a4 ÿq + a5 z̈p − a6 z̈q + h(t, xn )[k(t)f (xn ) + 2ζẋn ] = F + εω2 cos(ωt)
⎪
⎪
⎪
⎪
⎪
⎩
Where, f(xn ) is dimensionless backlash function as Eq. (44).

⎧
⎨ xn − D, xn > D
f (xn ) = 0, − D ≤ xn ≤ D (44)
⎩
xn + D, xn < − D
rl (t, xn ) (l = x, y, z) in Eq. (43) are meshing state functions in l direction and can be described as Eq. (45).
{
rld (t, xn ), nT0 ≤ t < n(εm − 1)T0 doublepairteethmeshing
rl (t, xn ) = (45)
rls (t, xn ), n(εm − 1)T0 ≤ t < (n + 1)T0 singlepairteethmeshing
Where, rld (t, xn ) and rls (t, xn ) are meshing state function of double pair teeth meshing and meshing state function of single pair teeth
meshing in i direction, respectively. They are determined by the relationships between relative displace and backlash, the size and
direction of total normal force. They can be obtained by Eqs. (B-1)-(B-6) in Appendix B, respectively.
h(t, xn ) in Eq. (43) is meshing state function along the direction of normal force and can be described as Eq. (46).
{
hdt (t, xn ), nT0 ≤ t < (εm − 1)T0 doublepairteethmeshing
h(t, xn ) = (46)
hst (t, xn ), (εm − 1)T0 ≤ t < (n + 1)T0 singlepairteethmeshing
Where, hdt (t, xn ) and hst (t, xn ) are meshing state function of double pair teeth meshing and meshing state function of single pair teeth
meshing along the direction of normal force, respectively. They can be obtained by Eqs. (B-7) and (B-8) in Appendix B, respectively.
4. Analysis of dynamic characteristics for the system under different meshing states
Backlash is the root cause of drive-side meshing, tooth disengagement and back-side contacting. The appearance of these three
meshing states is accompanied by the change of dynamic meshing force and the change of relative displacement and velocity. It ul
timately affects the dynamic characteristics and transmission stability of the gear transmission system. The dynamic characteristics of
the straight bevel gear drive system will be analyzed when a typical case is selected from each of the three meshing states in this section
before investigating its nonlinear dynamics. Phase portrait and Poincaré map for every case can be obtained by 4-order Runge-Kutta
method in C language according to Eq. (44). Time history diagram of the total normal force, diagrams of normal forces and load
distribution ratio along the meshing position are used to illustrate its change mechanism.
14
4.1. Drive-side meshing
The system is in drive-side meshing state when the dimensionless parameters are taken as F = 0.08, ε=0.022, ζ=0.1, ω=1.3, D = d
= 1.0, ζ11 =ζ12 =ζ13 =0.04, ζ21 =ζ22 =ζ23 =0.06, k11 =k12 = k13 =0.16, k21 =k22 =k23 =0.16, μd =μk =0.05 and k(t) calculated according to
the method in Section 2.3. Its phase portrait, Poincaré map, time history diagram of the total normal force and load distribution ratio
along the meshing position are shown in Fig. 10. It can be seen that the system is period-1 motion and its relative displacement is more
than D = 1.0 from Fig. 10(a). That is the system is in drive-side meshing state and there is not tooth disengagement and back-side
contacting. Correspondingly, the total normal force shows the variation law of period-1 on a longer time scale and there are
obvious fluctuations in a short time scale as shown in Fig. 10(b). It is this fluctuation that leads to the unsmooth phase trajectory of the
system. This fluctuation is caused by tooth switching in the process of gear transmission as shown in Fig. 10(c) which is a partial
enlargement of the marked part in Fig. 10(b). Point A is the mesh-in point, B is the switching point from double pair teeth meshing to
single pair teeth meshing because pair i-1 meshes out, C is the switching point from single pair teeth meshing to double pair teeth
meshing because pair i + 1 meshes in and D is the mesh-out point when pair i is taken as an example. The total normal force is
distributed to two meshing pair teeth according to the load distribution ratio in the double pair teeth meshing areas, AB and CD. It
fluctuates in the switching points, B and C.
4.2. Tooth disengagement
Tooth disengagement appears in the system when the dimensionless parameters are taken as ε=0.05, ζ=0.04, k21 =k22 =k23 =0.2
and values of other parameters are same as in drive-side meshing. Its phase portrait, Poincaré map, time history diagram of the total
normal force, diagrams of normal forces and load distribution ratio along the meshing position are shown in Fig. 11. The cause of the
appearance of tooth disengagement is that its phase trajectory crosses the boundary, xn = D although the system is period-1 motion as
shown in Fig. 11(a). Correspondingly, its total normal force equals to 0 or is less than 0 slightly as shown in Fig. 11(b). The marked part
Fig. 10. Dynamic characteristics of the straight bevel gear drive system under drive-side meshing state: (a) phase portrait and Poincaré map (“●”),
(b) time history diagram of the total normal force, (c) diagrams of normal forces and load distribution ratio along the meshing position corresponded
to part c in Fig. b.
15
Fig. 11. Dynamic characteristics of the straight bevel gear drive system with tooth disengagement: (a) phase portrait and Poincaré map (“●”), (b)
time history diagram of the total normal force, (c) diagrams of normal forces and load distribution ratio along the meshing position corresponded to
part c in Fig. b.
c is enlarged in Fig. 11(c). The tooth disengagement occurs at the switching point B as the total normal force suddenly changes to less
than 0 and continues to decrease. It suddenly increases to 0 at point MP in the zone BC. Pair i + 1 does not enter the meshing at point C
and results in tooth disengagement.
4.3. Back-side contacting
Tooth disengagement and back-side contacting appear in the system when the dimensionless parameters are taken as F = 0.035,
ζ=0.04, ω=1.8, k21 =k22 =k23 =0.2 and values of other parameters are same as in drive-side meshing. Its phase portrait, Poincaré map,
time history diagram of the total normal force, diagrams of normal forces and load distribution ratio along the meshing position are
shown in Fig. 12. It can be seen that tooth disengagement and back-side contacting appear in the system because its phase trajectory
crosses the boundary, xn = D and xn = − D as shown in Fig. 12(a). The motion of the system is chaos. Correspondingly, its total normal
force equals to 0 or is less than 0 largely as shown in Fig. 12(b). There are two ways of tooth disengagement and back-side contacting in
the system. It assumes that the moving direction of the phase trajectory is counterclockwise. The first one is that the phase trajectory
enters tooth disengagement from back-side contacting by crossing through the boundary x=-D and then enters drive-side meshing by
crossing through the boundary x = D as shown in Fig. 12(c). At this time, the total normal force increases from negative value (x<D,
Fn<0, back-side contacting) to zero (x = D, Fn=0, tooth disengagement) and then to positive value (x>D, Fn>0, drive-side meshing) at
point CP. It suddenly decreases to zero at point MP and tooth disengagement appears again. The second one is that the phase trajectory
enters tooth disengagement from drive-side meshing by crossing through the boundary x = D and then enters back-side contacting by
crossing through the boundary x=-D as shown in Fig. 12(d). At this time, the total normal force decreases from positive value (x>D,
Fn>0, drive-side meshing) to zero (x = D, Fn=0, tooth disengagement) and then to negative value (x<D, Fn<0, back-side contacting) at
point CP. It suddenly increases to zero at point MP and tooth disengagement appears again. It can be seen that the fluctuation of the
total normal force results in back-side contacting and tooth disengagement. Back-side contacting and tooth disengagement occur
repeatedly with the fluctuation of the total normal force in this motion.
16
Fig. 12. Dynamic characteristics of the straight bevel gear drive system with tooth disengagement: (a) phase portrait and Poincaré map (“●”), (b)
time history diagram of the total normal force, (c) diagrams of normal forces and load distribution ratio along the meshing position corresponded to
part c in Fig. b, (d) diagrams of normal forces and load distribution ratio along the meshing position corresponded to part d in Fig. b.
17
It can be seen that the emergence of different meshing states has an inevitable internal relationship with the motion types of the
system. It is necessary to further investigate the internal relationship between the motion of the system and its meshing state.
5. Influence of parameters on the dynamic characteristics of the system
There are three different meshing states, drive-side meshing, tooth disengagement and back-side contacting in the straight bevel
gear drive system. Tooth disengagement and back-side contacting lead to sudden change of the total normal force. It leads to drive-side
or back-side impact and decreases the stability of the system. In order to investigate the influence of different parameters on the vibro-
impact characteristics, three different Poincaré sections are defined as follows:
{( ) }
(1)Timemappingsection, Γn = xp , ẋp , yp , ẏp , zp , żp , xg , ẋg , yg , ẏg , zg , żg , xn , yn , t ∈ R14 × R+ , mod (t, 2π / ω) = 0
{( ) }
(2)Drive − sideimpactsection, Γp = xp , ẋp , yp , ẏp , zp , żp , xg , ẋg , yg , ẏg , zg , żg , xn , yn , t ∈ R14 × R+ , xn = D
{( ) }
(3)Back − sideimpactsection, Γq = xp , ẋp , yp , ẏp , zp , żp , xg , ẋg , yg , ẏg , zg , żg , xn , yn , t ∈ R14 × R+ , xn = − D .
Poincaré mapping corresponding to sections Γn , Γp and Γq can be obtained by solving Eq. (43) numerically. The motion and impact
characteristics of the system obtained by numerical solution are characterized and marked by the symbol n-p-q where n presents the
number of motion periods in the section Γn , p presents the number of the drive-side impact in the section Γp and q represents the
number of the back-side impact in the section Γq . The influences of meshing frequency, load coefficient and comprehensive trans
mission error coefficient on the impact and meshing characteristics of the system will be analyzed according to phase portraits,
Poincaré maps, bifurcation diagrams, spectrums of top Lyapunov exponent (TLE) and time history diagrams of the total normal force.
5.1. Influence of meshing frequency, ω
Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum with the increasing of the meshing
frequency, ω are shown in Fig. 13 when the dimensionless parameters are taken as F = 0.14, ε=0.2, ζ=0.05, D = d = 1.0,
ζ11 =ζ12 =ζ13 =0.04, ζ21 =ζ22 =ζ23 =0.06, k11 =k12 =k13 =0.16, k21 =k22 =k23 =0.2, μd =μk =0.05 and k(t) is calculated according to the
method in Section 2.3. It can be seen that the system is in stable 1–0–0 motion when meshing frequency, ω is small. There is only drive-
side meshing and no tooth disengagement and back-side contacting. The phase trajectory grazes with the boundary, x = D as shown in
Fig. 14(a) when meshing frequency increases to ω=0.79 (point A1 in Fig. 13). It leads to tooth disengagement and the system is in
Fig. 13. Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum of the straight bevel gear drive system with
the increasing of meshing frequency, ω: (a) bifurcation diagram in section Γn ; (b) TLE spectrum corresponding to (a); (c) bifurcation diagrams in
section Γp (in blue) and Γq (in green); (d) TLE spectrum corresponding to (c).
18
Fig. 14. Phase portraits (in blue) and Poincaré maps (in red) of the system with different meshing frequency, ω: (a) phase portrait and Poincaré map
as ω=0.79, (b) Poincaré map as ω=0.87, (c) Poincaré map as ω=0.89, (d) phase portrait and Poincaré map as ω=1.43, (e) Poincaré map as ω=1.52,
(f) Poincaré map as ω=2.12, (g) phase portrait and Poincaré map as ω=2.381, (h) phase portrait and Poincaré map as ω=2.49, (i) phase portrait and
Poincaré map as ω=2.6.
1–1–0 motion. That is the system motion is period-1 motion and the drive-side impact occurs one time in one period of the system
motion. The total normal force is more than 0 as shown in Fig. 15(a).
Hopf bifurcation (as shown in Fig. 14(b), ω=0.87) leads the period-1 motion to chaos (as shown in Fig. 14(c), ω=0.89) when
meshing frequency increases to ω=0.87 (point A2 in Fig. 13). There is not back-side contacting and impact in quasi-periodic motion as
shown in Figs. 14(b) and 15(b). Back-side contacting and impact appears in chaotic motion as shown in Figs. 14(c) and 15(c). This
chaotic motion degenerates to period-1 motion by saddle-node bifurcation which is judged by its TLE decreasing from positive value to
negative one directly (as shown in Fig. 13(b) and (d)) when meshing frequency increases to ω=1.16 (point A3 in Fig. 13). The system
motion is 1–1–0 because there is tooth disengagement and no back-side contacting. The period-1 motion doubles to period-2 motion
when meshing frequency increases to ω=1.352 (point A4 in Fig. 13). The number of tooth disengagement and drive-side impact in
creases with the increase in the number of motion period. The system motion is 2–2–0.
The motion 2–2–0 transitions to 2–1–0 (as shown in Fig. 14(d)) because the grazing (point A5 in Fig. 13) results in the decreasing of
the number for tooth disengagement and drive-side impact when the meshing frequency increases to ω=1.43. This motion comes into
chaotic motion when meshing frequency increases to ω=1.52 (point A6 in Fig. 13) by saddle-node bifurcation because its TLE increases
from negative value to positive one directly (as shown in Fig. 13(b) and (d)). Back-side contacting and impact appear in the chaotic
motion as shown in Figs. 14(e) and 15(e).
This chaotic motion transitions to a new chaotic motion when the meshing frequency increases to ω=2.008 (point A8 in Fig. 13) by
a periodic motion window (interval A7A8 in Fig. 13). The topological structure of the new chaotic motion (as shown in Fig. 14(f)) is
different from which shown in Fig. 14(e). It degenerates to motion 6–2–2 by inverse doubling bifurcation when the meshing frequency
increases to ω=2.226 (point A9 in Fig. 13). Jumping at point A10 (ω=2.314) only changed the fluctuation of the state parameters to a
lesser extent. Then it degenerates to motion 3–1–1 by inverse doubling bifurcation when the meshing frequency increases to ω=2.381
(point A11 in Fig. 13). Tooth disengagement and back-side contacting exist in the interval A7A11. The number of the drive-side impact
equals to the one of the back-side impact. They are less than the period number of the motion.
This 3–1–1 motion (as shown in Fig. 14(g)) transitions to transient chaos by saddle-node bifurcation at point A12 and degenerates to
motion 2–2–0 immediately. There is a transient chaotic motion in interval A13A14 and it transitions to the motion 2–2–0 again at point
A14 as shown in Fig. 14(h). It does not chage the motion type before and after it. The motion 2–2–0 inverse-doubles to 1–1–0 at point
A15 when meshing frequency increases to ω=2.6. The system is 1–1–0 when the meshing frequency is more than 2.6 as shown in Fig. 14
19
Fig. 15. Time history diagrams of the total normal force with different meshing frequency, ω: (a) ω=0.79, (b) ω=0.87, (c) ω=0.89, (d) ω=1.43, (e)
ω=1.52, (f) ω=2.12, (g) ω=2.381, (h) ω=2.49, (i) ω=2.6.
(i). The system is relatively stable although several motion transitions have occurred because there is no back-side contacting in this
interval. The number of the drive-side impact equals to the one of the period number of the motion because the tooth disengagement
existing in this interval.
There are two reasons why the data in Fig. 13(a) is partially missing in Fig. 13(c). The first one is that there is no tooth disen
gagement in the system such as the bifurcation diagram before point A1. At the same time, the system motion is n-0–0. The second one
is that tooth disengagement exists in the system such as the bifurcation diagrams in intervals A1A6 and A7A10. It happens in the motion
n-p-q as p<n and p∕ =0.
It can be seen that tooth disengagement causes drive-side impact from the above analysis. Grazing is the main way to cause tooth
disengagement. It changes the number of drive-side impact and back-side impact. Back-side impact occurs with back-side con
tacting and they mainly occur in long-period motion and chaotic motion. However, there is no back-side contacting and impact in
the transient chaotic motion.
5.2. Influence of the dimensionless load coefficient, f
Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum with the increasing of the dimen
sionless load coefficient, F are shown in Fig. 16 when ω=2.0 and values of other dimensionless parameters are taken as same in Section
5.1. The system is in the instable chaotic motion when the dimensionless load coefficient, F<0.002 is so small that it is close to no-load.
Its Poincaré map and time history diagram of the total normal force as F = 0.0019 are shown in Fig. 17(a) and (b), respectively. It can
be seen that the system is in tooth disengagement state for a long time and the time of drive-side meshing and back-side contacting is
very short. This is because the load is very small and the slight impact of drive-side or back-side will cause tooth disengagement. This is
also the fundamental reason for the rattling of gear transmission system under light load.
The chaotic motion including drive-side meshing, tooth disengagement and back-side contacting degenerates to motion 1–1–0
when the dimensionless load coefficient increases to F = 0.0019. Back-side contacting disappears with the disappearing of the chaotic
motion. It doubles to motion 2–2–0 which its phase portrait and Poincaré map are shown in Fig. 17(c) and comes into chaotic motion
which its Poincaré map are shown in Fig. 17(d) when the dimensionless load coefficient increases to F = 0.036. Another three chaotic
motions with different topological structures appear in interval B4B6 with the increasing of the dimensionless load coefficient as shown
in Fig. 17(e) and (f). Inverse doubling bifurcation leads the chaotic motion to motion 6–2–2 when the dimensionless load coefficient
20
Fig. 16. Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum of the system with the increasing of the
dimensionless load coefficient, F: (a) bifurcation diagram in section Γn ; (b) TLE spectrum corresponding to (a); (c) bifurcation diagrams in section Γp
(in blue) and Γq (in green); (d) TLE spectrum corresponding to (c).
increases to F = 0.1374. A transient chaotic motion leads the motion to 3–2–0 and the back-side contacting and impact disappeared.
The motion 3–2–0 transitions to chaotic motion by saddle-node bifurcation judged according to its TLE as shown in Fig. 16(c) when
the dimensionless load coefficient increases to F = 0.1528. The chaotic motion degenerates to quasi-peridic motion by phase lock
which its Poincaré map is shown in Fig. 17(g). It degenerates to motion 2–1–0 by Hopf bifurcation as shown in Fig. 17(h) when the
dimensionless load coefficient increases to F = 0.3494. The grazing of the phase trajectory and boundary x = D leads the motion to
stable motion 1–0–0 as shown in Fig. 17(i) when the dimensionless load coefficient increases to F = 0.4482.
It can be seen that the saddle-node bifurcation and grazing change the meshing states of the system. They lead the disappearing of
the back-side contacting or tooth disengagement. The dynamic characteristics of the system are very sensitive to the dimensionless
load coefficient. Very small load causes tooth disengagement and back-side contacting and it results in instability of the system. The
back-side contacting and tooth disengagement will disappear when the load is large. The occurrence of tooth disengagement and back-
side contacting is not only related to the magnitude of the dimensionless load coefficient but also depends on the motion type of the
system.
5.3. Influence of the fluctuation coefficient of the comprehensive transmission error, ε
Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum with the increasing of the fluctuation
coefficient of the comprehensive transmission error, ε are shown in Fig. 18 when ω=2.0, F = 0.13 and values of other dimensionless
parameters are taken as same in Section 5.1. The system is in the motion 1–0–0 when the fluctuation coefficient of the comprehensive
transmission error, ε<0.087. The motion of the system is simple and stable because there is no tooth disengagement and back-side
contacting. The grazing of the phase trajectory and the boundary x = D results in the tooth disengagement and it transitions to mo
tion 1–1–0 when the fluctuation coefficient of the comprehensive transmission error increases to ε=0.087 (point C1 in Fig. 18). Its
phase portrait and Poincaré map are shown in Fig. 19(a). Its total normal force is greater than or equal to 0 as shown in Fig. 20(a).
The motion 1–1–0 doubles to the motion 2–2–0 when the fluctuation coefficient of the comprehensive transmission error increases
to ε=0.117 (point C2 in Fig. 18). The grazing of the phase trajectory and boundary x = D decreases one time of the tooth disengagement
and it transitions to motion 2–1–0 when the fluctuation coefficient of the comprehensive transmission error increases to ε=0.195
(point C3 in Fig. 18). Its phase portrait and Poincaré map are shown in Fig. 19(b). Its total normal force is greater than or equal to 0 as
shown in Fig. 20(b). Doubling bifurcation leads the system to chaos with the increasing of the comprehensive transmission error. Its
Poincaré map is shown in Fig. 19(c) as ε=0.126. It degenerates to the motion 2–1–0 by saddle-node bifurcation according to its TLE
when the fluctuation coefficient of the comprehensive transmission error increases to ε=0.21 (point C5 in Fig. 18). It doubles to the
motion 4–2–0 when the fluctuation coefficient of the comprehensive transmission error increases to ε=0.224 (point C6 in Fig. 18). Its
phase portrait and Poincaré map are shown in Fig. 19(d) as ε=0.225.
21
Fig. 17. Dynamic characteristics of the system with different load coefficient, F: (a) Poincaré map as F = 0.002, (b) time history diagram of the total
normal force as F = 0.0019, (c) phase portrait (in blue) and Poincaré map (in red) as F = 0.0315, (d) Poincaré map as F = 0.05, (e) Poincaré map as
F = 0.087, (f) Poincaré map as F = 0.129, (g) Poincaré map as F = 0.32, (h) Poincaré map as F = 0.3469, (i) phase portrait (in blue) and Poincaré
map (in red) as F = 0.4482.
Doubling bifurcation leads the system to chaos again when the fluctuation coefficient of the comprehensive transmission error
increases to ε=0.232 (point C7 in Fig. 18). Its Poincaré map is shown in Fig. 19(e) as ε=0.233 and back-side contacting occurs in the
system. A chaotic attractor with a new topology appears in the system when the fluctuation coefficient of the comprehensive trans
mission error increases to ε=0.264 (point C8 in Fig. 18).
It can be seen that the dynamic characteristics of the system become more and more complex with the increase of the fluctuation
coefficient of the comprehensive transmission error because tooth disengagement and back-side contacting gradually appeared in the
system with its increasing. The transmission stability of the system also deteriorates. Therefore, small error should be selected to ensure
the stability of the system in the design of the straight bevel gear drive system.
6. Conclusions
The torsional-bending-axial dynamics model of the straight bevel gear drive system is established considered the multi-state
meshing, time-varying load distribution ratio, time-varying meshing stiffness and backlash. The time-varying load distribution ratio
and time-varying meshing stiffness are calculated by the micro element method according to the performance of the straight bevel gear
drive system. The influences of meshing frequency, load coefficient and the comprehensive transmission error on the dynamic
characteristics are investigated based on Poincaré mapping theory, Lyapunov theory and bifurcation theory. Some conclusions are as
follows.
Firstly, the torsional-bending-axial dynamics model of the straight bevel gear drive system established in the paper can be used to
accurately reveal the dynamic characteristics of the system combine the three different Poincaré sections defined. The time-varying
load distribution ratio and time-varying meshing stiffness obtained by the micro element method can accurately reflect its time-
varying and parametric laws. They vary along tooth width and tooth height.
Secondly, saddle-node bifurcation and grazing bifurcation change the times of tooth disengagement and back-side impact so as to
change the transmission stability of the system. Hopf bifurcation, doubling bifurcation and inverse doubling bifurcation have little
effect on the transmission stability of the system.
Thirdly, the meshing frequency affects the transmission stability of the system by changing its motion type and back-side contacting
mainly occurs in chaotic motion except transient chaotic motion. The dynamic characteristics of the system are very sensitive to the
22
Fig. 18. Bifurcation diagrams in three different Poincaré sections and the corresponded TLE spectrum of the system with the increasing of the
comprehensive transmission error, ε: (a) bifurcation diagram in section Γn ; (b) TLE spectrum corresponding to (a); (c) bifurcation diagrams in
section Γp (in blue) and Γq (in green); (d) TLE spectrum corresponding to (c).
Fig. 19. Phase portraits (in blue) and Poincaré maps (in red) of the system with different comprehensive transimission error, ε: (a) Poincaré map as
ε =0.087, (b) phase portrait and Poincaré map as ε =0.1195, (c) Poincaré map as ε =0.126, (d) Poincaré map as ε =0.225, (e) phase portrait and
Poincaré map as ε =0.233, (f) phase portrait and Poincaré map as ε =0.264.
dimensionless load coefficient and the occurrence of tooth disengagement and back-side contacting is not only related to the
magnitude of the dimensionless load coefficient but also depends on the motion type of the system. The dynamic characteristics of the
system become more and more complex and the transmission stability of the system also deteriorates with the increase in the fluc
tuation coefficient of the comprehensive transmission error. The chaotic motion found in the research is unfavorable from practical
point of view. They can be avoided by adjusting the value of meshing frequency and the load, improving the manufacturing and
installation accuracy to reduce the fluctuation coefficient of the comprehensive transmission error or selecting the reasonable initial
23
Fig. 20. Time history diagrams of the total normal force with different comprehensive transimission error, ε: (a) ε =0.087, (b) ε =0.1195, (c)
ε =0.264.
value of state variables in engineering.

Finally, drive-side impact and back-side impact are mainly caused by tooth disengagement. There will be no drive-side impact and
the system will be in a stable drive-side meshing state without tooth disengagement. Back-side impact will appear only when the
amplitude of tooth disengagement reaches a certain degree.
Declaration of Competing Interest
The authors declare that they have no known competing financial interests or personal relationships that could have appeared to
influence the work reported in this paper.
Acknowledgments
This investigation is financially supported by the Natural Science Key Foundation of Tianjin, China (Grant no. 19JCZDJC38700),
and by the National Natural Science Foundation of China (Grant no. 51365025).
Appendix A Meanings of symbols and their calculation processes under back-side contacting
The normal forces acting on contacting teeth along the contacting line M1M2 under back-side contacting state can be calculated by
Eq. (A-1).
FNpi = FNgi = Lki (τ)Fn , (i = 1, 2) (A-1)
Where, Lki (i = 1, 2) is the load distribution ratio of the ith meshing teeth pair. Fn is the total normal force along the contacting line
M1M2 under back-side contacting state.
The friction forces acting on contacting teeth pendicular to the meshing line M1M2 under back-side contacting state can be
calculated by Eq. (A-2).
Ffpi = Ffgi = λki (τ)Lki (τ)μk Fn , (i = 1, 2) (A-2)
Where, μk is the friction coefficient of bevel gear along the tooth width direction under back-side contacting state. λki (τ) is the
friction direction coefficient under back-side contacting state. Components under back-side contacting state in Eq. (40) can be
calculated according to Eqs. (A-3) and (A-4) based on element method.
⎧ Nj Nj
⎪ ∑ ∑
⎪
⎪ Fnxi = Fnxio = − Lki (τ)Fno sinαkgio (τ)cosδg
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪
⎨ ∑ Nj ∑ Nj
Fnyi = Fnyio = Lki (τ)Fno sinαkgio (τ)sinδg (A-3)
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪ Nj Nj
⎪
⎪ ∑ ∑
⎪
⎩ Fnzi = − Fnzio = − Lki (τ)Fno cosαkgio (τ)
o=1 o=1
⎧ Nj Nj
⎪ ∑ ∑
⎪
⎪ Ffxi = Ffxio = − λkio (τ)μk Lki (τ)Fno cosαkgio (τ)cosδg
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪
⎨ ∑Nj ∑ Nj
Ffyi = Ffyio = λkio (τ)μk Lki (τ)Fno cosαkgio (τ)sinδg (A-4)
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪ Nj Nj
⎪
⎪ ∑ ∑
⎪
⎩ Ffzi = Ffzio = λkio (τ)μk Lki (τ)Fno sinαkgio (τ)
o=1 o=1
24
λkio (τ) in Eq. (A-4) is the friction direction coefficient of the oth element for the pinion and gear in back-side contacting state and can
be calculated according to Eq. (A-5).
λkio (τ) = sgn[vkio (τ)] (A-5)
Where, vkio (τ) is the relative sliding velocity of the oth element for the pinion and gear in back-side contacting state and can be
calculated according to Eq. (B-6).
vkio (τ) = Rkpio (τ)sinαkpio (τ)ωp − Rkgio (τ)sinαkgio (τ)ωg (A-6)
Where, Rkpio (τ) and Rkgio (τ) are the distance from meshing point to the center of the pinion and gear of the oth element in back-side
contacting state, respectively and can be calculated according to Eqs. (A-7), (A-8), (A-9).
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
(√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅ )2
Rkp1o (τ) = R2bpp + R2apo − R2bpo − Rbgo ωg τ (A-7)
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
[( ) ]2
Rkg1o (τ) = R2bgo + Rbpo + Rbgo tanαn − R2apo − R2bpo + Rbgo ωg τ (A-8)
Rkj2o (τ) = Rkj1o (τ + T0 ) (A-9)
αkpio (τ) and αkgio (τ) in Eq. (A-6) are the pressure angles of the pinion and gear for the oth element in back-side contacting state,
respectively and can be calculated according to Eqs. (A-10)- (A-11).
[ / ]
αkj1o (τ) = arccos Rbjo Rkj1o (τ) (A-10)
αkj2o (τ) = αkj1o (τ + T0 ) (A-11)
Skpio (τ) and Skgio (τ) in Eq. (40) are the friction arms of the pinion and gear for the oth element in back-side contacting state,
respectively and can be calculated according to Eqs. (A-12), (A-13), (A-14).
√̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
Skp1o (τ) = R2apo − R2bpo − Rbgo ωg τ (A-12)
( ) √̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅̅
Skg1o (τ) = Rbpo + Rbgo tanαn − R2apo − R2bpo + Rbgo ωg τ (A-13)
Skj2o (τ) = Skj1o (τ + T0 ) (A-14)
Appendix B Calculation of symbols for meshing state function in Eq. (43)
⎧ ∑Nj
{ [ ][ ]}
⎪
⎪ cosδg Jo Ld1 (t) sinαdg1o (t) + λd1o (t)μd cosαdg1o (t) + Ld2 (t) sinαdg2o (t) + λd2o (t)μd cosαdg2o (t) , (xn ≥ D, Fn > 0)
⎪
⎪
⎪
⎨ o=1
rxd (t, xn ) = 0, (|xn | < D, Fn = 0)
⎪
⎪ { }
⎪
⎪ ∑ Nj
[ ] [ ]
⎪
⎩ cosδg Jo Lk1 (t) sinαkg1o (t) + λk1o (t)μk cosαkg1o (t) + Lk2 (t) sinαkg2o (t) + λk2o (t)μk cosαkg2o (t) , (xn ≤ − D, Fn < 0)
o=1
(B-1)
⎧ ∑Nj
[ ]
⎪
⎪ cosδ Jo sinαdgo (t) + λdo (t)μd cosαdgo (t) , (xn ≥ D, Fn > 0)
⎪
⎪ g
⎪
⎨ o=1
rxs (t, xn ) = 0, (|xn | < D, Fn = 0) (B-2)
⎪
⎪
⎪
⎪ ∑Nj
[ ]
⎪
⎩ cosδg Jo sinαkgo (t) + λko (t)μk cosαkgo (t) , (xn ≤ − D, Fn < 0)
o=1
⎧ ∑Nj
{ [ ][ ]}
⎪
⎪ Jo Ld1 (t) sinαdg1o (t) + λd1o (t)μd cosαdg1o (t) + Ld2 (t) sinαdg2o (t) + λd2o (t)μd cosαdg2o (t) , (xn ≥ D, Fn > 0)
⎪ sinδg
⎪
⎪
⎨ o=1
ryd (t, xn ) = 0, (|xn | < D, Fn = 0)
⎪
⎪
⎪
⎪ ∑Nj
{ [ ] [ ]}
⎪
⎩ sinδg Jo Lk1 (t) sinαkg1o (t) + λk1o (t)μk cosαkg1o (t) + Lk2 (t) sinαkg2o (t) + λk2o (t)μk cosαkg2o (t) , (xn ≤ − D, Fn < 0)
o=1
(B-3)
25
⎧ ∑Nj
[ ]
⎪
⎪ Jo sinαdgo (t) + λdo (t)μd cosαdgo (t) , (xn ≥ D, Fn > 0)
⎪ sinδg
⎪
⎪
⎨ o=1
rys (t, xn ) = 0, (|xn | < D, Fn = 0) (B-4)
⎪
⎪
⎪
⎪ ∑Nj
[ ]
⎪
⎩ sinδg Jo sinαkgo (t) + λko (t)μk cosαkgo (t) , (xn ≤ − D, Fn < 0)
o=1
⎧∑ Nj
{ [ ] [ ]}
⎪
⎪ Jo Ld1 (t) cosαdg1o (t) + λd1o (t)μd sinαdg1o (t) + Ld2 (t) cosαdg2o (t) + λd2o (t)μd sinαdg2o (t) , (xn ≥ D, Fn > 0)
⎪
⎪
⎪
⎨ o=1
rzd (t, xn ) = 0, (|xn | < D, Fn = 0) (B-5)
⎪
⎪
⎪∑
⎪ Nj
{ [ ] [ ]}
⎪
⎩ Jo Lk1 (t) cosαkg1o (t) + λk1o (t)μk sinαkg1o (t) + Lk2 (t) cosαkg2o (t) + λk2o (t)μk sinαkg2o (t) (xn ≤ − D, Fn < 0)
o=1
⎧∑ Nj
[ ]
⎪
⎪ Jo cosαdgo (t) + λdo (t)μd sinαdgo (t) , (xn ≥ D, Fn > 0)
⎪
⎪
⎪
⎨ o=1
rxs (t, xn ) = 0, (|xn | < D, Fn = 0) (B-6)
⎪
⎪
⎪∑
⎪ Nj
[ ]
⎪
⎩ Jo cosαkgo (t) + λko (t)μk sinαkgo (t) , (xn ≤ − D, Fn < 0)
o=1
⎧∑ Nj ∑ Nj
[ ′ / / ]
⎪
⎪ po Jo +
′
R bp Sdp1o (t) Ip + R bg Sdg1o (t) Ig Ld1 (t)λd1o (t)μd Jo me +
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪
⎪ ∑
⎪ Nj
[ ′ / / ]
⎪
⎪ ′
⎪
⎪ R bp Sdp2o (t) Ip + R bg Sdg2o (t) Ig Ld2 (t)λd2o (t)μd Jo me , (xn ≥ D, Fn > 0)
⎪
⎪
⎨ o=1
hdt (t, xn ) = 0, (|xn | < D, Fn = 0) (B-7)
⎪
⎪
⎪
⎪ ∑Nj ∑ Nj
[ ′ / / ]
⎪
⎪ ′
⎪
⎪ po Jo + R bp Skp1o (t) Ip + R bg Skg1o (t) Ig Lk1 (t)λk1o (t)μk Jo me +
⎪
⎪
⎪
⎪ o=1 o=1
⎪
⎪ Nj
⎪
⎪ ∑ [ ′ / ′ / ]
⎩ R bp Skp2o (t) Ip + R bg Skg2o (t) Ig Lk2 (t)λk2o (t)μk Jo me , (xn ≤ − D, Fn < 0)
o=1
⎧∑ Nj ∑Nj
[ ′ / / ]
⎪
⎪ po Jo +
′
R bp Sdpo (t) Ip + R bg Sdgo (t) Ig λdo (t)μd Jo me , (xn ≥ D, Fn > 0)
⎪
⎪
⎪
⎨ o=1 o=1
hdt (t, xn ) = 0, (|xn | < D, Fn = 0) (B-8)
⎪
⎪
⎪
⎪ ∑Nj ∑Nj
[ ′ / / ]
⎪
⎩ ′
po Jo + R bp Skpo (t) Ip + R bg Skgo (t) Ig λko (t)μk Jo me , (xn ≤ − D, Fn < 0)
o=1 o=1
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2022 - Dynamic Characteristics of A Straight Bevel Gear Drive System

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Mechanism and Machine Theory 171 (2022) 104779

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Mechanism and Machine Theory

Dynamic characteristics of a straight bevel gear drive system

* Corresponding author at: TGU: Tiangong University, China.

Rbj (j = p, g) base circle radius of virtual pinion and gear

2. Calculation of time-varying parameters

Fig. 1. Simplified physical model of a straight bevel gear drive system.

analysis will be introduced before calculating the time-varying parameters.

2.1. Model and force analysis of straight bevel gear

2.2. Time-varying load distribution ratio

2.3. Time-varying meshing stiffness

Fig. 5. Meshing diagram of the straight bevel gear.

the oth micro element.

Where, Fn o is the normal force of the current element of bevel gear.

Rdj2o (τ) = Rdj1o (τ + T0 ) (30)

as Eq. (31), respectively.

αdj2o (τ) = αdj1o (τ + T0 ) (33)

Sdj2o (τ) = Sdj1o (τ + T0 ) (36)

Where, f(xn ) is dimensionless backlash function as Eq. (44).

4.1. Drive-side meshing

4.2. Tooth disengagement

4.3. Back-side contacting

5. Influence of parameters on the dynamic characteristics of the system

5.1. Influence of meshing frequency, ω

5.2. Influence of the dimensionless load coefficient, f

5.3. Influence of the fluctuation coefficient of the comprehensive transmission error, ε

value of state variables in engineering.

Declaration of Competing Interest

Rkj2o (τ) = Rkj1o (τ + T0 ) (A-9)

αkj2o (τ) = αkj1o (τ + T0 ) (A-11)

Skj2o (τ) = Skj1o (τ + T0 ) (A-14)

Appendix B Calculation of symbols for meshing state function in Eq. (43)

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