coatings
Article
Comparative Study on Transmission Performance of
Manganese Phosphate Coated Gears
Guangxin Li 1 , Yong Chen 1, *, Libin Zang 1, *, Rui Liu 1 , Dongying Ju 2 , Yimin Wu 1 and Yanjun Tan 3






Citation: Li, G.; Chen, Y.; Zang, L.;
Liu, R.; Ju, D.; Wu, Y.; Tan, Y.
Comparative Study on Transmission
Performance of Manganese
Phosphate Coated Gears. Coatings
2021, 11, 1026. https://doi.org/
10.3390/coatings11091026
Academic Editor: Diego
Martinez-Martinez
Received: 29 July 2021
Accepted: 23 August 2021
Published: 26 August 2021
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Copyright: © 2021 by the authors.
Licensee MDPI, Basel, Switzerland.
This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
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4.0/).
Coatings 2021, 11, 1026. https://doi.org/10.3390/coatings11091026
1 Tianjin Key Laboratory of Power Transmission and Safety Technology for New Energy Vehicles, School of
Mechanical Engineering, Hebei University of Technology, Tianjin 300130, China; ligx1229@163.com (G.L.);
a1121132650@yeah.net (R.L.); wuyimin2000@126.com (Y.W.)
2 Saitama Institute of Technology, Fusaiji 1690, Saitama 369-0293, Japan; dyju@it.ac.jp
3 Zhejiang Geely Powertrain Research Institute, Ningbo 315336, China; tanyanjun@geely.com
* Correspondence: chenyong1585811@163.com (Y.C.); zanglibin906@163.com (L.Z.)
Abstract: As an important part of transmission systems, coatings can improve the physical properties
of gear surface. It is meaningful to research the effect of coating on the transmission performance
of gears. In this paper, eight-degree-of-freedom dynamic response model of helical cylindrical
gear is established considering friction, and the influence of friction factors on dynamic response is
explored. The tribological properties and lubrication characteristics of the coating are investigated
and compared with uncoated. The transmission performances of manganese phosphate conversion
coated gears are studied experimentally. The results show that the coefficients of friction of Mn–P[C]
coatings are reduced by 19%, the average amplitude and root mean square of vibration acceleration
are obviously decreased, and the transmission efficiency is improved. The manganese phosphate
conversion coating is beneficial to the transmission performance of gears.
Keywords: manganese phosphate coating; tribological property; transmission performance;
vibration response
1. Introduction
Gear transmission systems are widely applied in the mechanical transmission field
of automobiles, rail transit, ships and aircrafts, owning to the advantages of excellent
transmission stability and efficiency [1,2]. With the development of new energy vehicles,
extra requirements are put forward for the gear transmission systems, such as heavy load,
high speed and light weight. The performance of the gear tooth surface has an important
influence on the improvement of gear transmission performance [3,4]. The research shows
that the tribological properties between gear surfaces can prolong the fatigue life and
improve the transmission efficiency of gears. Gear coating surface strengthening technology
is a feasible and effective solution [5–7].
The development of surface coating technology improves the friction and lubrication
environment between tooth surfaces, which also provides a new way to further extend the
service life and transmission performance of gears [8,9]. The coated gear can significantly
improve the load-carrying capacity of the tooth surface and fatigue life of gears, but the
research on the influence of the vibration characteristics of the transmission system is less.
The vibration mechanism of coated cylindrical helical gear is very complex, which is closely
related to the dynamic behavior of gear [10,11]. Therefore, it is meaningful to study the
transmission performance of coated gear in practical application environment.
The manganese phosphate conversion coatings have the function of wear resistance
and lubrication during gear meshing [12–14]. Coating characterization usually includes
microstructure, coating thickness, surface morphology, mechanical properties and bonding
strength. Manganese phosphate conversion coating on the surface of alloy steel substrate
can effectively reduce the friction coefficient [15,16]. In order to improve the fatigue life
https://www.mdpi.com/journal/coatings
Coatings 2021, 11, 1026 2 of 12

of gears, manganese phosphate conversion coating as a solid lubricating coating has been
applied to gear transmission, and excellent practice has been achieved [17]. Moreover,
experimental results show that manganese phosphate coating of different thickness also
have certain effects on the fatigue life of gears [18]. The engineering application test
research of the coating on the performance of gear transmission efficiency and vibration
response is worthy of further discussion.
The dynamic vibration characteristics are related to variable mesh stiffness, coefficient
of friction (COF), backlash and transmission error [19,20]. The time-varying mesh stiffness
is one of the key factors to study the dynamic response of coated gears. Finite element
method [21–23], analytical method [24,25] and software simulation method are applied
to calculate the mesh stiffness excitation [26]. There is few experimental study on the
transmission performance for the coated gears.
The dynamic model of multi degree of freedom (DOF) gear system considering multi
factors can effectively reflect the dynamic characteristics of gear. Xiao et al. [4] established
the dynamic model of 6-DOF coated spur gear, and analyzed the influence of coating
on the amplitudes of vibration displacements and velocities of gear transmission system.
Wang et al. [27] built an 8-DOF spur gear system, and the nonlinear characteristics of the
system were characterized by bifurcation diagram, Poincare map and spectrum diagram.
A 6-DOF dynamic model of helical gear is obtained [28], including torsional, bending
and axial coupling motion of helical gear system. Meanwhile, the influences of dynamic
transmission error of helical gear on vibration stability are analyzed. Jiang et al. [29]
presented a 6-DOF helical gear model considering time-varying sliding friction and mesh
stiffness, which was used to simulate the dynamic characteristics of spalling helical gear
pair. The results show that the sliding friction has an effect on the frequency domain
response of the helical gear, and increases the peak to peak value of the vibration response.
Reviewing amounts of related literature scholars and researchers mainly used dynamic
simulation methods to build dynamic model of gear system and analyze gear response
characteristics. Compared to the uncoated gear, the manganese phosphate coated gear
has an important influence on the friction characteristics and elastic modulus of the tooth
surface. Therefore, it is very important to study the influence of coating factors on the
transmission performance of helical gear in industrial application.
Driven by the motivation mentioned above, herein, a dynamic model of 8-DOF coated
helical cylindrical gear is established considering tooth surface friction, mesh stiffness,
transmission error and damping, and the influencing factors of gear dynamic response are
analyzed. The friction characteristics and elastic modulus of coated alloy steel were ob-
tained through experiments, and the appropriate coating thickness guides the preparation
of manganese phosphate conversion coated gear. The transmission performances including
running-in performance, efficiency, average amplitude and root mean square value of
vibration acceleration are compared and analyzed between uncoated and manganese phos-
phate coated transmission gears. The results show that the manganese phosphate thick
coating can reduce the vibration acceleration response and improve transmission efficiency.

2. Dynamic Model of Helical Gear

Sliding friction has been reported to be an important factor of gear vibration and noise.
As helical cylindrical gear rotating, the gear meshing will produce axial dynamic meshing
force due to the spiral angle. When analyzing tooth friction, the system should consider
the longitudinal vibration (X direction). Thus, the meshing bending–torsion–axial coupled
vibration model of gear system is established. A rigid body dynamics model with 8-DOF
for helical cylindrical gear considering tooth surface friction is shown in Figure 1.
 Ignoring the support of the bearing and the box, the helical gear transmission system
is simplified as a mass-spring damping system. Each gear contains one degree of freedom
rotating around the Z axis and three translational degrees of freedom along the X, Y, Z
Coatings 2021, 11, 1026 3 of 12
direction, respectively. The system includes helical gear mass, rotational inertia, stiffness,
damping and base circle radius.

Y
IPmp
kpx kpz
Tp
Cpx
Op Cpz Meshing plane
Pinion
kpy Cpy

β Igmg

Z kgz
Og
Cgz
Cgx
Contact wire X
kgy kgx
Gear
Cgy

Figure 1. Nonlinear dynamic model of cylindrical helical gear transmission.

Figure 1. Nonlinear dynamic model of cylindrical helical gear transmission.

The generalized
Ignoring the support displacement array
of the bearing and ofthe
vibration
box, thesystem
helicalingear
three-dimensional space
transmission system
isis:simplified as a mass-spring damping system. Each gear contains one degree of freedom
{ }
T
{ δ } = x p y p z p θ p xg y g z g θ g
rotating around the Z axis and three translational degrees of freedom
direction, respectively. The system includes helical gear mass, rotational inertia, stiffness,
along the X, Y, Z
(1)
damping
where xi,andyi, zbase circle
i, θi (i = p,g)radius.
is the vibration displacement in X, Y, Z direction and torsional
The generalized
vibration displacement displacement array
in Z direction atofthevibration
midpoint system
Op and in Og
three-dimensional space
of the pinion and is:
driven
gears, respectively.  T
The 8-DOF dynamic equation {δ} = of x pcylindrical
y p z p θ p x ghelical
y g z g θgear
g (1)
is expressed as the following:
m pis
where xi , yi , zi , θ i (i =p,g) + cvibration
x pthe px x p + k pxdisplacement
 x p = Fpx in X, Y, Z direction and torsional
vibration displacement in Z 
m  y + c py y p + k py y p = − Fpy and Og of the pinion and driven
direction at the midpoint Op
gears, respectively.  p p
The 8-DOF dynamic  m equation
z + c zof +cylindrical
 k pz z p = −helical
Fpz gear is expressed as the following:
 p p pz p
 I pθp + Fm py pR xpp −
..
+(cRpxpxtan
.
p +α −xHp =
) FFpxpx= −Tp
 k px

 .. .

m y + c y + k y = − Fpy (2)
mg xg + cgxp x..pg + kpygx x. pg = −pyFpxp



m p z p + c pz z p + k pz z p = − Fpz



..
m  y + c F yR g p+− = Fαpy− H ) Fpx = − Tp
k gy( Rypg tan

I +
 g p g p mgxpy
θ
.. . (2)
x + c x + k gx x g = − Fpx

m
 g g 
z + c 
z
g g
gz y
..
g + k gx g
gz gz . = F pz
 m g g + c gx y g + k gy y g = Fpy


I θ − F mRg z g++( R

.. .

 c gz ztang +αk gz
+zH ) FFpxpz= −Tg

g =


 g g .. gy g g


Ig θ g − Fgy R g + ( R g tan α + H ) Fpx = − Tg
The meshing force between teeth includes elastic meshing force and viscous meshing
force,
Thesomeshing
the dynamic forcemeshing
between force teeth acting
includes onelastic
the gear is expressed
meshing as: viscous meshing
force and
force, so the dynamic meshing force acting on the gear is expressed as:
The longitudinal dynamic meshing force FX is given by:

Fx = λ f Fy (3)

where λ is directional coefficient of tooth friction. f is the equivalent friction coefficient.

Coatings 2021, 11, 1026 4 of 12

The circumferential dynamic meshing force Fy is given by:

. . .
Fy = k py (y p − y g − ey ) + c py (y p − y g − ey ) (4)

Axial dynamic meshing force Fz is given by:

. . .
Fz = k pz (z p − z g − ez ) + c pz (z p − z g − ez ) (5)

Taking the pinion as an example, the relationship between the vibration displacement
of point P and the generalized displacement is defined by:

 xp = xp + θp Rp

yp = yp + θp Rp (6)
 z p = z p − y tan β

p

where RP is the radius of the base circle of the driving pinion. β is helical angle of heli-
cal gear.
Translational vibration mesh stiffness, damping and meshing error are expressed as:

 k py = k m cos β k pz = k m sin β
c py = cm cos β c pz = cm sin β (7)
ey = e cos β ez = e sin β


where km , cm , e are normal stiffness, normal damping and normal meshing error, respectively.
Therefore, the dynamic meshing forces in radial, circumferential and axial directions
can be obtained:
Fpx = λ f Fpy (8)

. . . . .
Fpy = cos β k m y p + θ p R p − y g − θg R g − ey +cm (y p + θ p R p − y g − θ g R g − ey )] (9)
 

Fpz = sin βh k m z p − zg − y p + θ p R p − y g + θ g R g tan β −ioez
. . . . . . . (10)
+cm z p − z g − y p + θ p R p − y g + θ g R g tan β − ez

where mi , Ii (i = p,g) are the mass and moment of inertia of the pinion and driven gears,
respectively. α is the engagement angle. H is the distance from the meshing point to
the node.
Based on the above analysis, the equation of torsional vibration degree of freedom of
pinion can be expressed:
..   
Ip θ p = λ f ( R p tan α −H ) − R p · cos β k m (y p + θ p Ri
p − y g − θ g R g − ey )
. . . . . (11)
+cm y p + θ p R p − y g − θ g R g − ey − Tp

The calculation formula of contact stiffness coefficient of gear is:

4 1
K= R2 E (12)
3
where R is the comprehensive radius of curvature, E is comprehensive elastic modulus.
It can be concluded from the formula that the variation of tooth surface COF and mesh
stiffness will affect the torsional vibration response of helical gear. Therefore, the friction
properties of manganese phosphate surface modified coating were tested to explore the
effect of coating on gear vibration response.
 It can be concluded from the formula that the variation of tooth surface COF and
mesh stiffness will affect the torsional vibration response of helical gear. Therefore, the
friction properties of manganese phosphate surface modified coating were tested to ex-
Coatings 2021, 11,plore
1026 the effect of coating on gear vibration response. 5 of 12

3. Coating Characteristics
3. Coating Characteristics
3.1. Coating Preparation
3.1. Coating Preparation
The surface particle size and coating thickness of manganese phosphate conversion
coatings prepared by Thedifferent
surface particle size andprocesses
phosphating coating thickness
are alsoofdifferent.
manganese phosphate
Different conversion
thick-
coatings prepared by different phosphating processes are also different. Different thick-
nesses of manganese phosphate conversion coatings can be obtained by controlling the
nesses of manganese phosphate conversion coatings can be obtained by controlling the
phosphating temperature and reaction time. Manganese phosphate conversion coating
phosphating temperature and reaction time. Manganese phosphate conversion coating
was prepared onwasthe surfaceonofthe
prepared standard friction
surface of samples
standard frictionby chemical
samples conversion
by chemical platingplating
conversion
method according
method according to the preparation process of reference [16]. Through phos-
to the preparation process of reference [16]. Through the different the different
phating reaction time andreaction
phosphating temperature,
time andthree kinds ofthree
temperature, the kinds
coating arecoating
of the prepared on the on the
are prepared
surface of standard
surface friction samples
of standard φ24samples
friction mm × 7.9ϕ24mm × 7.9 mm
mmwhich material
whichis AISI 52100
material is AISIalloy
52100 alloy
stell. Manganese phosphate conversion coatings disc specimens
stell. Manganese phosphate conversion coatings disc specimens with different thicknesseswith different thicknesses
are shown
are shown in Figure 2. in Figure 2.

Figure 2. Manganese
Figure 2. Manganese phosphate
phosphate conversion conversion
coating samplescoating samples
with different with different
thickness. thickness.
(a) Uncoated, (a) Uncoated,
(b) Mn-P[A], (c) Mn-P[B],
(b) Mn-P[A], (c) Mn-P[B], (d) Mn-P[C].
(d) Mn-P[C].
From the macro morphology of the coating, it can be seen that the color of manganese
From the macro
phosphatemorphology of the coating,
coating is gradually deepenedit can bethe
with seen that the
increase color of
in coating manganese
thickness. The density
phosphate coating
of theiscoating
graduallyis andeepened
importantwith the increase
parameter in coating
to characterize thickness.The
the thickness. Theweight
den- of the
sity of the coating is an
coating importantbyparameter
is measured the weighingto method
characterize thethe
[30], and thickness. The weight
average density of the of
coating is
obtained. The
the coating is measured thickness
by the weighingof coatings
method is obtained
[30], andthrough scanning
the average electron
density microscopy
of the coat- [16].
ing is obtained.The
Thedensities
thicknessof three manganese
of coatings is phosphate conversion
obtained through coatings with
scanning different
electron thicknesses
micros-
are shown in Table 1.
copy [16]. The densities of three manganese phosphate conversion coatings with different
thicknesses areTable
shown in Table
1. Sample 1. of manganese phosphate conversion coating.
density

2)
Table 1. Sample densitySample Coating Density
of manganese phosphate Thickness (µm)
(g/mcoating.
conversion Label
Uncoated sample 0.0 - Steel
Sample Coating sampleCoating
1 Density (g/m
2.5 )
2 Thickness (µm)
3~5 LabelMn-P[A]
Uncoated sample
Coating sample 2 0.0 6.1 - 6~8 Steel Mn-P[B]
Coating sample 3 10.5 12~15 Mn-P[C]
Coating sample 1 2.5 3~5 Mn-P[A]
Coating sample 2 6.1 6~8 Mn-P[B]
3.2. Elastic Modulus
Coating sample 3 10.5 12~15 Mn-P[C]
In order to obtain the parameter properties of the coating material, the transmission
gear material 20MnCrS5 was used as the base material, the same heat treatment process
3.2. Elastic Modulus
was adopted for the transmission gear, and the nano indentation instrument was used to
In order totest
obtain the parameter
the surface properties
elastic modulus of the coating
of phosphating material,
coating the transmission
with different thickness. The data
gear material 20MnCrS5 was used as the base material, the same heat treatmentreference
of pressure displacement curve is processed according to the method of process[31].
was adopted for theIntransmission
order to reducegear,
the error
andofthetestnano
data,indentation
six points on the coating surface
instrument were randomly
was used to
test the surface elastic modulus of phosphating coating with different thickness. The dataloading
selected for indentation test. Each experiment was repeated for five times. The
time is 10 s and the duration is 15 s. Figure 3a shows the average nanoindentation depth
of pressure displacement curve is processed according to the method of reference [31].
curves and standard deviation of Mn-P[A], Mn-P[B] and Mn-P[C] coatings at 500 mN,
In order torespectively.
reduce theThe error of test data, six points on the coating surface were ran-
results show that the average indentation depths of Mn-P[A], Mn-P[B]
domly selectedand forMn-P[C]
indentation test.
are 2170 nm, Each
3149experiment
nm and 3794 was repeated for five times. The
nm, respectively.
loading time is 10 s and the duration is 15 s. Figure 3a shows the average nanoindentation
 P[B] and Mn-P[C] are 2170 nm, 3149 nm and 3794 nm, respectively.
Based on the method established by Oliver, the elastic modulus of the coating was
obtained according to the displacement curve. Figure 3b shows the elastic modulus of
different coating thicknesses. With the increase in coating thickness, the elastic modulus
decreases gradually. Mn-P[A] with smaller thickness has the largest elastic modulus,
Coatings 2021, 11, 1026 6 of 12
which is 165 Gpa. The elastic modulus of Mn-P[B] coating is 139 Gpa, and that of Mn-P[C]
coating with maximum coating thickness is 121 Gpa.
Coatings 2021, 11, x FOR PEER REVIEW 6 of 12

(a) 4500 (b) 200

Modulus of elasticity（Gpa）
depth curves and standard deviation of Mn-P[A], Mn-P[B] and Mn-P[C] coatings at 500

Indentation depth（nm）
4000 175
mN, respectively. The results show that the average indentation depths of Mn-P[A], Mn-
P[B]3500
and Mn-P[C] are 2170 nm, 3149 nm and 3794 150nm, respectively.

Based on the method established by Oliver,125the elastic modulus of the coating was
3000
obtained according to the displacement curve. Figure 3b shows the elastic modulus of
2500 100
different coating thicknesses. With the increase in coating thickness, the elastic modulus
decreases
2000 gradually. Mn-P[A] with smaller thickness
75 has the largest elastic modulus,
which is 165 Gpa. The elastic modulus of Mn-P[B] coating is 139 Gpa, and that of Mn-P[C]
1500 50
Mn-Ph[U]
coating with maximumMn-Ph[F]
coating Mn-Ph[S]
thickness is 121 Gpa. Mn-Ph[U] Mn-Ph[F] Mn-Ph[S]

(a)The
Figure3.3.(a)
Figure Theaverage
averagenanoindentation
nanoindentationdepth;
depth;(b)
(b)The
The elastic modulus.
(a) (b) elastic modulus.
4500 200

Modulus of elasticity（Gpa）
Based onofthe method established by Oliver, the elastic modulus of the coating was
Indentation depth（nm）

4000
3.3. Coefficient Friction 175
obtained according to the displacement curve. Figure 3b shows the elastic modulus of
In3500
differentorder to simulate
coating the friction
thicknesses. With thecondition
increase of in
manganese
150 phosphate
coating thickness, theconversion coat-
elastic modulus
ing in pure
decreases sliding contact of transmission system and obtain the COF under high load
3000 gradually. Mn-P[A] with smaller thickness125 has the largest elastic modulus, which
and pure sliding condition, the “ball-disk” point contact method
is 165 Gpa. The elastic modulus of Mn-P[B] coating is 139 Gpa, and that of Mn-P[C] coating was adopted. Then, the
COF
withofmaximum
different thickness
2500 coatingsiswere
coating thickness obtained by
121 Gpa. Schwing–Reib–Verschleiß rig (SRV-
100
V, Optimal Instruments, Munich, Germany) friction tester. During the test, the substrate
2000 75
material of upper
3.3. Coefficient and lower sample is AISI 52100 steel, which performs reciprocating slid-
of Friction
1500 movement. The lower sample is three different
ing friction 50 thickness manganese phos-
In order to simulate
Mn-Ph[U] the friction
Mn-Ph[F] condition of manganese
Mn-Ph[S] phosphate
Mn-Ph[U] conversion
Mn-Ph[F] coating
Mn-Ph[S]
phate conversion coating discs, which are in fixed state. The
in pure sliding contact of transmission system and obtain the COF under high load and test parameters refer to ASTM
D7421-11
Figure
pure 3. [32].
sliding(a) TheSRV-V
average
condition, test conditions
“ball-disk”are
nanoindentation
the shown
depth;
point (b) in
contact TheTable
elastic2.modulus.
method Theadopted.
was specific parameters
Then, the COF andof
steps of SRV-V
different sliding
thickness friction
coatings weretestobtained
are detailed in reference [16]. When rig
by Schwing–Reib–Verschleiß the(SRV-V,
normalOptimal
load is
3003.3.N,Coefficient
the variation
Instruments, curve
of Friction
Munich, of COFfriction
Germany) with the timeDuring
tester. of different thickness
the test, coatings
the substrate are ob-of
material
tained. Each
upperInand order set
lower of tests is
sample isthe
to simulate performed
AISI three
52100condition
friction times
steel, which and the average COF
performs reciprocating
of manganese values
sliding shown
are
phosphate conversion friction
coat-
inmovement.
Figure 4.
ing in pureThe lower
sliding sampleofistransmission
contact three different thickness
system andmanganese
obtain the phosphate
COF underconversion
high load
coating
and pure discs, which
sliding are in fixed
condition, state. The test
the “ball-disk” pointparameters refer towas
contact method ASTM D7421-11
adopted. Then,[32].
the
SRV-V
COF0.16of different thickness coatings were obtained by Schwing–Reib–Verschleiß rigSRV-V
test conditions are shown in Table 2.
Mn-P[A]The specific parameters and steps of (SRV-
sliding friction test are detailed Mn-P[B][16]. When the normal load is 300 N, the
V, Optimal Instruments, Munich,inGermany)
reference
Mn-P[C]
friction tester. During the test, the substrate
variation curve of COF with the time of different thickness coatings are obtained. Each set
Coefficient of friction

material of upper and lower sample is AISI Steel 52100 steel, which performs reciprocating slid-
of 0.14 is performed three times and the average COF values are shown in Figure 4.
tests
ing friction movement. The lower sample is three different thickness manganese phos-
phate conversion coating discs, which are in fixed state. The test parameters refer to ASTM
Table 2. Parameters of COF test.
D7421-11
0.12 [32]. SRV-V test conditions are shown in Table 2. The specific parameters and
steps of
TemperatureSRV-V sliding friction test are detailedOil
Pressure in Volume
reference [16]. When
Sliding Speed the normal load is
Load (N) Stroke (mm)
300 N, (◦ C)
the variation curve of COF(GPa) with the time(mL) of different thickness
(m/s) coatings are ob-
0.1080Each set of tests
tained. 300 is performed 3.1 three times and 0.3 the average0.1 COF values are 2 shown
in Figure 4.
0 5 10 15 20 25 30 35 40
Mn-P[A]
0.16 Time (min)
Mn-P[B]
Mn-P[C]
Figure 4. The curve of friction coefficient with different thickness coating.
Coefficient of friction

Steel
0.14

0.12

0.10

0 5 10 15 20 25 30 35 40
Time (min)

Figure4.4.The
Figure Thecurve
curveof
offriction
frictioncoefficient
coefficientwith
withdifferent
differentthickness
thicknesscoating.
coating.
 Table 2. Parameters of COF test.

Temperature Pressure Oil Volume Sliding Speed Stroke

Coatings 2021, 11, 1026 Load (N) 7 of 12
(°C) (GPa) (mL) (m/s) (mm)
80 300 3.1 0.3 0.1 2

ItItcan
canbebeseen
seenfrom
fromthe
thecurve
curvethatthatthe
theCOF
COFcurve
curveofofMn-P[A]
Mn-P[A]sample
samplefluctuates
fluctuatesgreatly
greatly
atatthe
theinitial
initialstage.
stage.With
Withthetheincrease
increaseinintest
testtime,
time,the
theCOF
COFshows
showsa adownward
downwardtrend.
trend.After
After
3535min,
min,thethecurve
curvegradually
graduallyflattens.
flattens.The
Theaverage
averagesliding
slidingCOF
COFofofthe
theuncoated
uncoatedsample
sampleis is
between
between0.131 0.131andand0.142.
0.142.InInthethesteady
steadystage,
stage,the
theCOF
COFofofMn-P[A],
Mn-P[A],Mn-P[B]
Mn-P[B]and
andMn-P[C]
Mn-P[C]
are stable at 0.124, 0.107 and 0.096, respectively. Compared with the
are stable at 0.124, 0.107 and 0.096, respectively. Compared with the uncoated sample, uncoated sample, thethe
COF
COFofofthe thethick
thickcoating
coatingisisthethelowest,
lowest,which
whichisisreduced
reduced byby
about
about19%.
19%.

4.4.Performance
PerformanceofofGear
GearTransmission
Transmission
4.1. Gear Performance Test Bench
4.1. Gear Performance Test Bench
Through the previous theoretical analysis and coating characteristics test, the Mn-P[C]
Through the previous theoretical analysis and coating characteristics test, the Mn-
has a smaller elastic modulus and coefficient of friction. The solid lubrication coating can
P[C] has a smaller elastic modulus and coefficient of friction. The solid lubrication coating
improve the tribological characteristics, reduce the coefficient of friction, and improve the
can improve the tribological characteristics, reduce the coefficient of friction, and improve
gear transmission performance. According to the practical application support conditions
the gear transmission performance. According to the practical application support condi-
of the first speed gear of the seven-speed dual-clutch transmission, a double motor gear
tions of the first speed gear of the seven-speed dual-clutch transmission, a double motor
transmission performance test bench was built, as is shown in Figure 5. The transmission
gear transmission performance test bench was built, as is shown in Figure 5. The trans-
performance of high concentration carbonitriding heat-treated 20MnCrS5 helical gear
mission performance of high concentration carbonitriding heat-treated 20MnCrS5 helical
and thick-coated gear was evaluated. The influence of manganese phosphate conversion
gear and
coating on thick-coated gear performance
the transmission was evaluated.
of The influence
gears of manganese phosphate conver-
was analyzed.
sion coating on the transmission performance of gears was analyzed.

Figure 5. Gear transmission performance test bench.

Figure 5. Gear transmission performance test bench.
Thetest
The testbench
benchconsists
consistsofofa adriving
drivingmotor,
motor,loadloadmotor,
motor,torque
torqueand andspeed
speedsensors,
sensors,
gearbox, oil temperature control system and main console. There are
gearbox, oil temperature control system and main console. There are two three-axis two three-axis vibra-
tion acceleration
vibration sensors
acceleration on the
sensors on rear end end
the rear cover of the
cover of input shaftshaft
the input and and
the front-end cover
the front-end
cover of the output shaft of the gearbox to monitor and collect the vibration data inIn
of the output shaft of the gearbox to monitor and collect the vibration data in real-time.
order to meet
real-time. the requirements
In order to meet the of the actual operation
requirements condition
of the actual of the condition
operation transmission of gear,
the
the technical parameters of the motor of the test bench are shown
transmission gear, the technical parameters of the motor of the test bench are shown inin Table 3. The test
conditions are 2500 r/min and 240 N·m, oil injection lubrication and constant
Table 3. The test conditions are 2500 r/min and 240 N·m, oil injection lubrication and oil tempera-
ture of oil
constant 80 °C. The uncoated
temperature of 80 ◦and thick-coated
C. The uncoated gear pairs were installed,
and thick-coated gear pairsrespectively. The
were installed,
dynamic characteristics
respectively. The dynamic of characteristics
the gears wereofcompared
the gearsunder the same operating
were compared under theenviron-
same
ment. environment.
operating
 4.2. Running-In Characteristic
In order to verify the effect of coating on the surface properties of gear after running-
in, the surface roughness Ra and Rq of uncoated and thick-coated pinion were measured
through Tokyo precision SURFCOM NEX 001SD-12 instrument (Tokyo, Japan). Measure
Coatings 2021, 11, 1026
three different teeth are measured, and three times for each tooth surface. After two8hours of 12

of stable running, the tooth surface roughness of two pairs of pinions was measured again.
As shown in Figure 6, it shows the tooth surface roughness of uncoated and thick-coated
gears3.before
Table andparameters
Technical after running-in.
of motor.
Before running-in, the Ra value of manganese phosphate conversion thick coating is
26.5% Technical Parameter
higher than that of uncoated gear,Driving Motor
and the Rq value is basicallyLoad MotorThe results
the same.
showRated
that speed
the manganese
(r/min) phosphate conversion
3000 coating can increase the1000gear tooth sur-
faceMaximum
roughness.speed (r/min)
After running-in, the tooth 6000
surface roughness of the two2000 gears decreased.
TheMaximum
roughness torque
Ra of ·m)
(Nuncoated gear decreased420 by 19.5% to 0.343 μm. Rq1260 decreased by 37.4%
maximum power (Kw) 132 132
to 0.353 μm. However, after running-in, the roughness of the thick coated gear decreases
by 77.6%, with an average of 0.121 μm. Rq decreased 73.0% to 0.149 μm. The results indi-
4.2.
cateRunning-In Characteristic
that the tooth surface roughness of the two pairs of gears is improved and becomes
smoother
In orderafter running-in.
to verify After
the effect ofrunning-in,
coating on thethe surface
tooth surface roughness
properties of gearofafter
the running-
gear with
in, the coating
thick surface roughness
is 35.3%~42.2%Ra and Rq ofofuncoated
of that the gear and thick-coated
without coating. pinion
As shownwereinmeasured
Figure 3a,
through
with the Tokyo precision
increase in theSURFCOM
thicknessNEX 001SD-12 instrument
of manganese phosphate(Tokyo, Japan).
conversion Measure
coating, the
three different teeth are measured, and three times for each tooth surface.
nanoindentation depth increases. It indicates that the manganese phosphate conversion After two hours
ofcoating
stable running,
belongs to thesoft
tooth surface
coating. roughness
The of two pairs
initial roughness of of
thepinions was measured
gear increases again.
after coating.
As shown inafter
However, Figure 6, it shows
running-in, thethe tooth
initial surface roughness
roughness is removed ofand
uncoated andsurface
the tooth thick-coated
rough-
gears
ness before andobviously.
decreases after running-in.

1.0
Ra Rq

0.8
Roughness

0.6

0.4

0.2

0.0
Steel-Before Steel-After Coated-Before Coated-After

Figure6.6.Roughness
Figure Roughnessbefore
beforeand
andafter
afterrunning-in
running-intest.
test.

4.3. Before
Transmission Efficiency
running-in, the Ra value of manganese phosphate conversion thick coating is
26.5%Thehigher than that of uncoated
factors that affect gear, and theefficiency
gear transmission Rq valueinclude
is basically
gearthe same. The
accuracy, results
lubricating
show that the manganese phosphate conversion coating can increase the gear
oil properties, bearing clearance, machining error, assembly error and so on. The gearbox tooth surface
roughness.
is tested by After running-in,
adopting the samethetypetooth surface roughness
of lubricating of the two
oil and bearing, gearsaccording
installed decreased.to
The roughness Ra of uncoated gear decreased by 19.5% to 0.343 µm.
the same assembly requirements. The transmission efficiency is obtained under the sameRq decreased by
37.4% to 0.353
and stable µm. However,
lubricating after running-in,
oil temperature. The speed the
of roughness
the drivingofmotor
the thick coated
is 2500 gear
r/min, and
decreases by 77.6%, with an average of 0.121 µm. Rq decreased 73.0%
the torque of the load motor is 240 N·m. Through the bench torque and speed sensors, to 0.149 µm. The
the
results indicate
speed and that
torque theoftooth
data surface
the input androughness
output end ofofthe
thetwo pairs of gears
transmission gearis improved
are collected,
and becomes smoother after running-in. After running-in, the tooth surface roughness
respectively. The transmission efficiency of the gear pair is calculated according to the
of the gear with thick coating is 35.3%~42.2% of that of the gear without coating. As
following formula:
shown in Figure 3a, with the increase in the thickness of manganese phosphate conversion
coating, the nanoindentation depth increases. It indicates that the manganese phosphate
conversion coating belongs to soft coating. The initial roughness of the gear increases after
coating. However, after running-in, the initial roughness is removed and the tooth surface
roughness decreases obviously.

4.3. Transmission Efficiency

The factors that affect gear transmission efficiency include gear accuracy, lubricating
oil properties, bearing clearance, machining error, assembly error and so on. The gearbox
is tested by adopting the same type of lubricating oil and bearing, installed according to
the same assembly requirements. The transmission efficiency is obtained under the same
and stable lubricating oil temperature. The speed of the driving motor is 2500 r/min, and
the torque of the load motor is 240 N·m. Through the bench torque and speed sensors, the
speed and torque data of the input and output end of the transmission gear are collected,
Coatings 2021, 11, x FOR PEER REVIEW 9 of 12

Coatings 2021, 11, 1026 9 of 12

 2π Tin nin
 Pin =
 60
respectively. The transmission efficiency of the gear pair is calculated according to the
 2π Tout nout
following formula:  Pout = (13)
  Pin = 6060
2πTin nin

 P P= 2πTout nout
(13)
 η =out inPin× 100%
60
η =P Pout × 100%


out

where T
where and TTout
Tin and arethe
outare thetorque
torqueofofdriving
driving motor
motor and
and load
load motor,
motor, nin nand
respectively.
respectively. in and
nout
nare are the speed of driving motor and load motor,
out the speed of driving motor and load motor, respectively. respectively.
The
The data
data acquisition
acquisition frequency
frequency ofof the
the speed
speed and
and torque
torque isis 11 Hz,
Hz, and
and the
the transmission
transmission
efficiency
efficiency is calculated for 30 s continuously when the running condition isisstable.
is calculated for 30 s continuously when the running condition stable. AsAs
shown
shown in in Figure
Figure 7,7, the
the average
average transmission
transmission efficiency
efficiency ofof the
the thick-coated
thick-coated gear
gear pair
pair is
is
98.28%, which is 0.58% higher than that of the uncoated
98.28%, which is 0.58% higher than that of the uncoated gear pair. gear pair.

100
Uncoated
Transmission efficiency(%)

Thick coating
99

98

97

96

95
0 5 10 15 20 25 30
Time(s)

Figure 7.
Figure 7. Comparison
Comparison of
of gear
gear transmission
transmission efficiency.
efficiency.

4.4.
4.4. Vibration
Vibration Characteristics
Characteristics
After
After the
the gear
gear running-in,
running-in, the
the vibration
vibration acceleration
acceleration signals
signals at
at the
the input
input and
and output
output
ends
ends are collected under the same working conditions. Sensor 1 is attached to the input
are collected under the same working conditions. Sensor 1 is attached to the input
end
end bearing
bearing cover,
cover, and
and sensor
sensor 22 is
is attached
attached toto the
the output
output end
end bearing
bearing cover.
cover. The
The sampling
sampling
frequency
frequency is is 12,000
12,000 Hz,
Hz, and
and the
the data
data is
is collected
collected for
for two
two seconds
seconds atat an
an interval
interval ofof two
two
minutes, which makeup a group. In total, 8640 data points are taken for
minutes, which makeup a group. In total, 8640 data points are taken for each group each group of data,
of
and
data,20and
groups of dataof
20 groups are taken
data arefor comparative
taken analysis analysis
for comparative of averageof vibration amplitudeam-
average vibration X
and root mean square value Xrms .
plitude X and root mean square value Xrms.
As shown in Figure 8, the average amplitude and standard deviation of vibration
As shown in Figure 8, the average amplitude and standard deviation of vibration
acceleration of 6 channels are shown, and the calculation formula is as follows:
acceleration of 6 channels are shown, and the calculation formula is as follows:
Coatings 2021, 11, x FOR PEER REVIEW 10 of 12
1n n
1 ∑ | xi |

X= (14)
X = n ix i (14)
2.0
n i
Uncoated Thick coating
The average vibration amplitude of uncoated gear is 1.12 g~1.63 g, and that of thick
Average amplitude (g)

coated
1.5 gear is 0.58 g~0.95 g. The vibration amplitude of uncoated gear is higher than that
of thick coated gear. Compared with uncoated gear, the average amplitude of the input
end1.0decreases by 34.29%, 40.56% and 41.55% in the X, Y and Z directions, respectively.
The average amplitude of the output end is reduced by 43.35%, 35.17% and 49.77%, re-
spectively.
0.5
In the axial direction, the reduction in vibration amplitude is the most obvious.

0.0
1_X 1_Y 1_Z 2_X 2_Y 2_Z

Figure8.8.Average
Figure Averageamplitude
amplitudeand
andstandard
standarddeviation
deviationofofvibration
vibrationacceleration.
acceleration.

The
Theaverage
root meanvibration
squareamplitude of uncoated
value is used gear is 1.12
to characterize g~1.63energy,
the signal g, and that
whichof thick
is ex-
coated gear is 0.58 g~0.95
pressed as the following: g. The vibration amplitude of uncoated gear is higher than that
of thick coated gear. Compared with uncoated gear, the average amplitude of the input
n
1
X rm s =
n
x
i =1
i
2
(15)

The root mean square value of 6 channels of gear vibration signal is processed, and
the results are shown in Figure 9. The root mean square amplitude of uncoated gear is in
 1.5

Average amplitude
1.0

Coatings 2021, 11, 1026 0.5 10 of 12

0.0
1_X 1_Y 1_Z 2_X 2_Y 2_Z
end decreases by 34.29%, 40.56% and 41.55% in the X, Y and Z directions, respectively. The
Figure 8. Average amplitude and standard deviation of vibration acceleration.
average amplitude of the output end is reduced by 43.35%, 35.17% and 49.77%, respectively.
In the axial direction, the reduction in vibration amplitude is the most obvious.
The root mean square value is used to characterize the signal energy, which is ex-
The root mean square value is used to characterize the signal energy, which is ex-
pressed as the following:
pressed as the following: s
1 1n n 2 2
X rm s ==
Xrms ∑xi xi
n in=1i=1
(15)
(15)

Theroot
The rootmean
meansquare
squarevalue
valueof of66channels
channelsof ofgear
gearvibration
vibrationsignal
signalisisprocessed,
processed,and
and
theresults
the resultsare
areshown
shownin inFigure
Figure9.9.The
Theroot
rootmean
meansquare
squareamplitude
amplitudeof ofuncoated
uncoatedgear
gearisisin
in
the
therange
rangeofof1.63
1.63g~2.34
g~2.34 g,
g, while
while thethe root
rootmean
meansquare
squareamplitude
amplitudeof ofthe
thethick
thickcoated
coatedgear
gear
isisin
inthe
therange
rangeofof0.88
0.88g~1.47
g~1.47 g.
g. In the X,
In the X, YYand
andZZdirections,
directions,the
theinput
inputend
enddecreases
decreasesbyby
35.49%,
35.49%,41.29%
41.29%and
and37.1%,
37.1%,respectively.
respectively.The Theoutput
outputend
enddecreases
decreasesbyby40.44%,
40.44%,33.03%
33.03%and
and
42.65%,
42.65%,respectively.
respectively.

2.5
Uncoated Thick coating
Root mean square (g)

2.0

1.5

1.0

0.5

0.0
1_X 1_Y 1_Z 2_X 2_Y 2_Z

Figure9.9.Root
Figure Rootmean
meansquare
squarevalue
valueand
andstandard
standarddeviation
deviationof
ofvibration
vibrationacceleration.
acceleration.

From the
From the above helical
helical gear
geardynamic
dynamicmodel,
model,it it
can bebe
can seen thatthat
seen thethe
coefficient of fric-
coefficient of
tion andand
friction meshmesh stiffness have
stiffness havean an
influence
influenceon on
thethe
torsional
torsional vibration
vibration response.
response. After the
After
helical
the geargear
helical tooth surface
tooth is treated
surface withwith
is treated manganese
manganese phosphate conversion
phosphate conversion coating, due
coating,
due to property
to the the property of soft
of soft coating,
coating, the the
toothtooth surface
surface roughness
roughness andand coefficient
coefficient of friction
of friction are
are reduced.
reduced. On theOn other
the other
hand,hand, the elastic
the elastic modulus
modulus of coated
of coated gear isgear is greatly
greatly reduced, reduced,
result-
resulting
ing in theinreduction
the reduction in gear
in gear meshmesh stiffness
stiffness andand damping.
damping. According
According to to
thethe conclusion
conclusion of
of reference
reference [4],[4],
thethe elastic
elastic modulus
modulus is reduced,
is reduced, thethe dynamic
dynamic meshing
meshing forceforce is increased,
is increased, and
and the torsional
the torsional angleangle vibration
vibration acceleration
acceleration amplitude
amplitude is reduced
is reduced in combination
in combination with
with the
the torsional
torsional dynamic
dynamic equation.
equation.

5.
5. Conclusions
Conclusions
In
Inthis
thispaper,
paper,the
the8-DOF
8-DOFdynamic
dynamicequation
equationofof
helical gear
helical considering
gear friction
considering factor
friction is
factor
established. The effect of the coating elastic modulus and COF on the dynamic response
is established. The effect of the coating elastic modulus and COF on the dynamic response is
investigated.
is investigated.Through
Through thethe
sample test
sample ofofmanganese
test manganesephosphate
phosphateconversion
conversioncoating,
coating,the
the
tribological properties of the coating are obtained. The gear transmission performance is
tribological properties of the coating are obtained. The gear transmission performance is
present through the bench test of the coated gear. The following conclusions are obtained.
present through the bench test of the coated gear. The following conclusions are obtained.
1. Manganese phosphate conversion coating can reduce the elastic modulus of materials.
By comparing three kinds of coating samples with different thicknesses, the elastic
modulu of Mn-P[C] sample is the least.
2. Through the SRV-V friction tester, the COF tends to decrease with the thickness of
the coating, and the COF of the thick coating decreases by 19%. After running-in,
the tooth surface of the coated gear become smoother and the roughness decreases
obviously.
3. The amplitude of average vibration acceleration and root mean square value of
gear with thick manganese phosphate conversion coating are reduced significantly.
Moreover, the transmission efficiency is improved by 0.58%. The coating is beneficial
to gear transmission performance.
Coatings 2021, 11, 1026 11 of 12

Author Contributions: Conceptualization, Y.C. and L.Z.; methodology, G.L. and L.Z.; software, G.L.;
validation, G.L., Y.T. and R.L.; formal analysis, G.L.; investigation, G.L.; resources, Y.C.; Y.T.; data
curation, G.L. and R.L.; writing—original draft preparation, G.L.; writing—review and editing, Y.C.,
Y.W. and D.J.; visualization, G.L.; supervision, Y.W.; project administration, Y.C.; funding acquisition,
Y.W. and Y.C. All authors have read and agreed to the published version of the manuscript.
Funding: This research was funded by National Key R&D Program of China (NO. 2018YFE0207000).
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: The gear data set supplied by Yong Chen under license and so cannot
be made freely available. Requests for access to these data should be made to the author.
Conflicts of Interest: The authors declare no conflict of interest.

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