International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING 6340(Print), ISSN

N 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

AND TECHNOLOGY (IJMET)

ISSN 0976 6340 (Print) ISSN 0976 6359 (Online) Volume 4, Issue 5, September - October (2013), pp. 88-102 IAEME: www.iaeme.com/ijmet.asp Journal Impact Factor (2013): 5.7731 (Calculated by GISI) www.jifactor.com

IJMET
IAEME

CRACK PATH PREDICTION OF GEAR TOOTH WITH DIFFERENT PRESSURE ANGLES -NUMERICAL STUDY
BASIM M.FADHIL Petroleum Engineering Department, Faculty of Engineering, Koya University, Erbil, Kurdistan Region, Iraq,

ABSTRACT A finite element study was conducted to investigate the influence of the gear pressure angle associated with rim thickness on gear tooth crack initiation and propagation besides the fatigue life. Three values of pressure angles (15o, 20o, and 22o) are taken in account associated with three values of rim thickness. A finite element programs FRANC2D and ABAQUS were used to simulate gear tooth initiation and propagation. The analysis used principles of linear elastic mechanics. FRANC program had a unique feature to automated crack propagation using automated re-meshing scheme. The computed stress intensity factors used for determine crack propagation direction. With a simple Paris equation, fatigue life, has been calculated. The results show that the gear pressure angle associated with rim thickness has a significant effect on the crack initiation position and crack propagation path in addition of fatigue life. Keywords: pressure angle, crack propagation, gear tooth, finite element. 1. INTRODUCTION

Gears form the man mechanical elements in power transmission and are frequently responsible for gear box failure. They are designed in general according to standard such as. Generally the tooth failure can takes place under cycling loading that may cause bending fatigue. Reducing the mechanical elements weight designers especially those that are used in aircrafts and helicopters may form a significant goal for designers, and one of these elements are gears, so with appropriate design of gear may help to meet this goal. So some gear designs use thin rim, but with too thin rim may lead bending fatigue. The gear life depends mainly on appropriate design to pervert bending fatigue [1, 2]. A computational model has been used for determination of service life of gears with regard to bending fatigue in a gear tooth root, shows that gear tooth fillet radius affects the polymer gear performance severely [3]. a study was conducted to follow the crack propagation in the tooth foot of
88

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

a spur gear by using Linear Elastic Fracture Mechanics (LEFM) and the Finite Element Method (FEM)[4].Lewicki et al. [5, 6] studied, numerically and experimentally, how to validate predicted results by considering the gear body rim thickness and gear speed effects on the crack propagation angle when the crack occurs in a gear tooth foot.Sfakiotakis et al. Sfakiotakis et al. [7], Goldez et al. [8], simulate, in quasi-static behavior, the stiffness of a toothed wheel couple, where one of the gears contains a crack. They analyze the evolution of the stress intensity factors on the profile of the pinion, based on the contact point position in the toothed couple. Kramberger et al. [9], predict the gear service life in fatigue, in the presence of an initial crack in the tooth foot. The FEM has been used to simulate the crack propagation based on LEFM, and in the correlation displacement method to determine the relation between intensity factor and length of the crack. The objective of this study was to determine the effect of gear pressure angle associated with rim thickness on the crack initiation location and crack propagation path with different load values and different rim thicknesses. 2. BASICS OF FRACTURE MECHANICS Consider three kinds of loading on a cracked plate (Fig. 1). For mode I, the loads are subjected perpendicular to the crack plane and try to open the crack. Mode II indicates to in-plane shear loading or sliding. Mode III refers to out-of-plane loading or tearing. Linear elastic fracture mechanics, as the name means, is depends on a linear elastic material with no plastic deformation.

Fig .1. Three kinds of loading on a cracked body (a) Mode I. (b) Mode II (c) Mode III. Williams (1957) [10] showed that the stress portioning and displacement area in front of a crack tip in an isotropic linear elastic material can be written as

1 2

1 2

where ij are the elements of the stress tensor, ui are the displacements and are location coordinates (Fig. 2), KI, KII, and KIII are the stress intensity factors for mode I, mode II, and mode III, respectively, is the shear modulus, and fijI, fijII, fijIII, giI, giII, and giIII are known functions.
89

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

For the investigation, the analysis was reduced to a two-dimensional problem and supposed only mode I and mode II loading. From Eq. (1), the stress ahead of the crack tip can be explained by the stress intensity factor. The stress intensity factor is related to load and geometry. A number of methods can be used to estimate the stress intensity factor such as Greens functions, weight functions, boundary integral equations, finite element method (FEM), or experimental techniques. For other than simple geometry and loading, closed-form solutions for the stress intensity factor are not available and methods such as FEM or experiments are used. With the growing capacities of computers today FEM techniques have become extremely popular. Also from Eq. (1), the stress distribution near the crack shows a1/r singularity. By using the FEM technique with traditional finite elements, a big number of elements close to the crack tip are need for high accuracy [11]. Work by Henshell and Shaw (1975) [12] and Barsoum (1976) [13] overcame this deficiency. A sixnode triangular element have been used, besides the mid-side nodes on sides adjacent to the crack tip moved from the mid-position to one-quarter of the length (Fig. 3). It has been shown by these investigations that this kind of mesh modeled the inverse square-root singularity of stress flied near a crack tip. The output of the finite element method is determined nodal displacements for which nodal forces, stresses, and strains can be calculated. For fracture mechanics, stress intensity factors are of essential significant and can be estimated as well depends on the forces and nodal displacements. Numerous methods to determine stress intensity factors have been established based on the nodal values.

Fig.2. Axes of coordinate ahead of Crack tip.

Fig.3. Isoparametric quarter-node, six-node triangular, elements used for the zone near a Crack tip.

One common method to determine stress intensity factors is called the displacement correlation method. By related the displacement relationship of Eq. (2) with the is placement relationship of the finite element analysis using quarter node elements, it can be indicated [14] that the stress intensity factors as a function of the nodal displacements are 2 4 1 3

90

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

2 4 1 21

4 5 6

3 4 for plane strain 3 for plane stress 1

Where E is the modulus of elasticity, v is Poissons ratio, L is the element length, and ui and vi are nodal displacements in the x and y directions, respectively (Fig. 3).Once the mode I and II stress intensity factors are known, the predicted crack propagation angle can be estimated under mixed mode loading. The technique of Erdogan and Sih [15] was states that the crack extension begins at the crack tip and moves (grows) in the radial direction in the plane normal to the direction of the maximum tangential tensile stress. Mathematically, the predicted crack propagation angle can be written as 8 2 4

The predicted crack propagation angle is defined relative to the coordinate system shown in Fig. 2 and setting = m. In Fig. 2, is shown in the positive sense. 3. SURFACE LIFE OF GEAR TOOTH 3.1 CRACK NUCLEATION LENGTH The life of gear tooth can be divided into crack nucleation period Ni and into crack propagation period Np [16]. N=Ni+Np (8)

Where Ni represents the number of cycles required for microcrack initiation till reach the ath.while Np represents the numbers of cycles required for crack propagation from the initial to critical length where tooth fracture takes place. Kitagawa-Takahashi plot of applied stress range required for crack growth is a suitable representative for the fatigue crack growth, (Fig.4).

91

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

Fig.4. Kitagawa-Takahashi plot In the region of constant value of threshold stress intensity range Kth, linear elastic fracture mechanics (LEFM) can be used to analysis the fatigue crack growth. The threshold crack length ath, below which LEFM is not valid, may be estimated approximately as [8] 1 9

Where FL is the fatigue limit, see Fig. 1. The threshold crack length ath thus defines the transition point between short and long cracks, i.e. the transition point between the initiation and propagation periods in engineering applications. However, a wider range of values have been selected for ath in the literature, usually between 0.05 and 1 mm for steels where high strength steels have the smallest values [9]. 3.2 FATIGUE CRACK GROWTH Most of the life of the component is spent while the crack length is relatively small. In addition, the crack growth rate increases with increased applied stress. The application of LEFM to fatigue is based upon the assumption that the fatigue crack growth rate, da/dN, is a function of the stress intensity range K=Kmax_Kmin where a is the crack length and N is the number of load cycles. In this study the simple Paris equation is used to describe of the crack growth rate [17] 10

Where C and m are material parameters. In respect to the crack propagation period Np according to Eq. (9), and with integration of Eq. (10), one can obtain the number of loading cycles Np to tooth fracture

11

92

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

Eq. (11) indicates that the required number of loading cycles Np for a crack to propagate from the initial length ath to the critical crack length ac can be explicitly determined, if C, m and K(a) are known. C and m are material parameters and can be obtained experimentally, usually by means of a three-point bending test according to the standard procedure ASTM E 399-80 [18]. For simple cases the dependence between the stress intensity factor and the crack length K=f (a) can be determined using the methodology given in the literature [17, 18]. For more complicated geometry and loading cases it is necessary to use alternative methods. In this work the finite element package FRANC2D [19] has been used for simulation of the fatigue crack growth. A unique feature of FRANC2D is the automatic crack propagation capability. 4. PRACTICAL MODEL The crack growth was accomplished on the gear wheel with basic data given in Table 1. The gear is made of high-strength alloy steel 14CiNiMo13- with Youngs modulus E = 2.07105 MPa, Poisons ratio = 0.3.Table 2 shows the material parameters for crack propagation. Table 1. Basic data of treated spur gear pair [20] Magnitude Value Number of teeth for pinion Z1=28 Number of teeth for wheel Z2=28 Module m=3.175 Flank angle of tool =20o Table 2. Material parameters for crack propagation [20] Magnitude Value Threshold stress intensity range =122Nmm-3/2 Fracture toughness Material parameter of Paris equation Material exponent of Paris equation Fatigue limit 5. NUMERICAL MODEL According to the gear parameter in the table 1 ,and via the AutoCAD code a complete twodimensional gear was created .in order to obtain the correct boundary conditions ,just three tooth are included in the model with three different values of pressure angles(15o,20o,and 22o)and three different rim thickness (0.3h,0.5h and 1h),where (h) is the tooth hight.Boundary conditions of the left and right edge portions are kept fixed Figs(). The three gear tooth coordinates used as input data to create finite element mesh with CASCA program .FRANC then used this mesh and accomplished crack propagation simulations. FRANC (FRacture Analysis Code) computer program described by Wawrzynek (1991) [21] was used in this study. FRANC is a general purpose finite element code for the static analysis of cracked structures. FRANC is designed for two-dimensional problems and is capable of analyzing plane strain, plane stress, or axi-symmetric problems. Figs.(5) illustrate KIc=2954 Nmm-3/2 C=3.128E-13 M=2.954 FL=450MPa

93

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

Fig.5. Teeth with pressure angle equals to 15oand the rim thickness equal to 0.3h.

Fig.6. Teeth with pressure angle equal to 15oand the rim thickness equal to 0.5h

Fig.7. Teeth with pressure angle equal to 15oand the rim thickness equal to 1h

. Fig.8. Teeth with pressure angle equal to 20oand the rim thickness equal to 0.3h.

Fig.9. Teeth with pressure angle equal to 20oand the rim thickness equal to 0.5h.

Fig.10. Teeth with pressure angle equal to 20oand the rim thickness equal to 1h

. Fig.11. Teeth with pressure angle equal to 22oand the rim thickness equal to 0.3h.

Fig.12. Teeth with pressure angle equal to 22oand the rim thickness equal to 0.5h

Fig.13. Teeth with pressure angle equal to 22oand the rim thickness equal to 1h.

the nine finite element models with three different pack ratio (0.3h,0.5h and 1h) and three different pressure angles (15o,20o and 22o) respectively ,also with boundary conditions on the left and right edges. in order to model the crack in the structure ,FRANC uses a technique called(delete and fill)to perform this .to illustrate the rule ,first adopt a finite element mesh for an uncracked model (Fig.14a) ,then the user would define the position of the initial crack by specifying the node of the mouth where the maximum principal stress and the coordinate of the crack tip (crack size)(Fig.14b).then the program will delete the elements near the crack tip (Fig.14c).By identifying the number of the element, the program will insert a rosette of quarter point ,six-node triangular element around the crack tip (Fig.14d).eventually the program (FRANC)will fill the remaining area by six triangular elements(Fig.14d).

94

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

Fig.14.Scheme of crack modeling of computer.(a)Uncracked mesh.(b)User defined FRANC of the initial crack.(c)deletion of element near crack tip .(d)Rosette of triangular elements.(e)Final mesh of cracked surface. FRANC can then calculate stress intensity factors using the displacement correlation method and the predicted crack propagation angle using the maximum tangential stress theory. Another feature of FRANC is the automatic crack growth capability. After an initial crack is inserted in a mesh, FRANC models a propagated crack as a number of straight line segments. For each segment, FRANC models the crack tip using a rosette of quarter point elements. FRANC then solves the finite element equations, calculates the stress intensity factors, and calculates the crack propagation angle. FRANC then places the new crack tip at the calculated angle and at a userdefined crack increment length. The model is then re-meshed using the delete and fill method described above. The procedure is repeated a specific number of times as specified by the user. It should be noted that the local x-y coordinate system of Figs. 2 and 3 moves with the crack tip as crack propagation is numerically simulated. The analysis used 8-node and plane stress, quadrilateral finite elements. In this study the tooth load was placed at the location of the highest point of single tooth contact on the cracked tooth with three different values 600N/mm, 800N/mm and 1000N/mm (Fig.15). F

Fig.15 Load acting at the highest point of the single contact 6. RESULTS AND DISCUSSION 6.1 CRACK INITIATION LOCATION AND CRACK PROPAGATION PATH The initial crack has been assumed to be perpendicular to the tooth surface (or perpendicular to the surface) and corresponds to the threshold crack length ath with 0.02mm.due to crack increment size to be specified in advance, crack increment length is taken to be 0.1 mm to the critical length of crack.

95

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

6.1.1 GEAR WITH PRESSURE ANGLE EQUAL TO15O The crack initiation location depends on the maximum principal stress position, with rim thickness equal to 0.3h the maximum principal stress was at the minimum area which between the teeth where the crack initiate and propagate toward the rim edge cause the gear fracture (Fig.16)

Fig.16.Crack initiation position for gear with pressure angle equal to15o and rim thickness equal to 0.3h.

Fig.17. Crack initiation position for gear with pressure angle equal to15o and rim thickness equal to 0. 5h.

Fig.18.Crack initiation position for gear with pressure angle equal to15o and rim thickness equal to 1h.

While with rim thickness was equal to 0,5h and 1h the crack initiated at the left tooth flank and propagated toward the right flank (figs.17 and 18). 6.1.2 GEAR WITH PRESSURE ANGLE EQUAL TO 20O With rim thickness 0.3h and 0.5h the crack initiate at area between teeth and propagate toward the rim edge, as shown in figs.19and 20. At rim thickness equal to 1h, the crack initiate at the root fillet where the maximum principal stress (tension) and propagate toward the right flak (Fig.21).

Fig.19. Crack initiation position for gear with pressure angle equal 20o and rim thickness equal to 0.3h.

Fig.20. Crack initiation position for gear with pressure angle equal to20o and rim thickness equal to 0.5h.

Fig.21. Crack initiation position for gear with pressure angle equal to20o and rim thickness equal to 1h.

6.1.3 GEAR WITH PRESSURE ANGLE EQUAL TO22O Crack initiation location and crack propagation path for gear with pressure angle 22o is the same for the previous case Fig.22, 23, and24.

96

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

Fig.22. Crack initiation position for gear with pressure angle equal to22o and rim thickness equal to 0.3h.

Fig.23. Crack initiation position for gear with pressure angle equal to22o and rim thickness equal to 0.5h.

Fig.24. Crack initiation position for gear with pressure angle equal to 22o and rim thickness equal to 1h.

The crack initiation location and propagation path does not differ with the load value (600N/mm, 800N/mm and 1000N/mm) for all cases. With rim thickness equal to 0.5h, the predicted crack propagation path was unstable for gears with pressure angle 20o and 22o. 6.2 STRESS INTENSITY FACTOR VERSUS CRACK LENGTH 6.2.1 RIM THICKNESS =0.3h Figs. 25-27 illustrate the stress intensity factor values that numerically computed versus the crack length for rim thickness equal to 0.3h with pressure angles 15o, 20o and 22o and with different load values (600N,800N and 1000N).gear with pressure angle 22o has the less values of KI.

3000
0 .5

0 .5

2500 2000 1500 1000 500 0 0 1 2 3 Crack length[ mm] Pr.angle=15 Pr.angle=20 Pr.angle=22
0 .5

3500 3000 2500 2000 1500 1000 500 0 0 1 2

2000 K I [M p a m m ] 1500 1000 500 0 0 1 2 3 Crack Length[ mm] Pr.angle=15 Pr.angle=20 Pr.angle=22
Pr.angle=15 Pr.angle=20 Pr.angle=22 3 Crack Length [mm]

K I [M P a m m

Fig.26. The stress intensity factor vs. crack length for rim thickness equal to 0.3h with pressure angles 15o, 20o, and 22o at load equal to 800N/mm.

K I [ M Pam m

Fig.27. The stress intensity factor vs. crack length for rim thickness equal to 0.3h with pressure angles 15o,20o,and 22o at load equal to 1000N/mm.

Fig.25. The stress intensity factor vs. crack length for rim thickness equal to 0.3h with pressure angles 15o,20o,and 22o at load equal to 600N/mm.

6.2.2 RIM THICKNESS =0.5h Due to the unstable crack for gears with pressure angle 20o and 22o, the stress intensity factor does not meet the fracture toughness (KIc=2954N mm-3/2).while the gear with pressure angle =15o the stress intensity factor reach the fracture toughness and the crack is stable(Figs.28-30) .

97

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

4000
K I [M P a m m

0 .5

K I [M P a m m

2000 1000 0 0 2 4

3000 2000 1000 0

Pr.angle=20 Pr.angle=22

K I [M p a m m

3000

Pr.angle=15 Pr.angle=20 Pr.angle=22

0 .5

0 .5

4000

Pr.angle=15

5000

4000 3000 2000 1000 0

0 1 2 3 4 5

Pr.angle=15 Pr.angle=20 Pr.angle=22

Crack Length[ mm]

Crack length [mm]

Crack length [mm]

Fig.28. The stress intensity factor vs. crack length for rim thickness equal to 0.5h with pressure angles 15o,20o,and 22o at load equal to 600N/mm.

Fig.29. The stress intensity factor vs. crack length for rim thickness equal to 0.5h with pressure angles 15o,20o,and 22o at load equal to 800N/mm.

Fig.30. The stress intensity factor vs. crack length for rim thickness equal to 0.5h with pressure angles 15o, 20o, and 22o at load equal to 1000N/mm.

6.2.3 RIM THICKNESS =1h With rim thickness equal to1h, the crack was stable and the stress intensity factor reach the fracture toughness for the three gear types. Gear with pressure angle 22o has the lower value of KI regardless of load value (Figs.31-33).

3750
0 .5

K I [M P a m m

K I [M p a .m m

2250 1500 750 0 0 2 4 Crack Length[ mm] Pr.angle=15 Pr.angle=20 Pr.angle=22 6

Pr.angle=15 Pr.angle=20 Pr.angle=22 0 2 4 6

K I[ M p a .m m

0 .5

3000

3500 3000 2500 2000 1500 1000 500 0

3500 3000 2500 2000 1500 1000 500 0 0

0 .5

Pr.angle=15 Pr.angle=20 Pr.angle=22 2 4 Crack length[ mm] 6

Crack Length[ mm]

Fig.31. The stress intensity factor vs. crack length for rim thickness equal to 1h with pressure angles 15o, 20o, and 22o at load equal to 600N/mm.

Fig.32. The stress intensity factor vs. crack length for rim thickness equal to 1h with pressure angles 15o, 20o, and 22o at load equal to 800N/mm.

Fig.33. The stress intensity factor vs. crack length for rim thickness equal to 1h with pressure angles 15o, 20o, and 22o at load equal to 1000N/mm.

6.3 NUMBER OF CYCLES 6.3.1 RIM THICKNESS =0.h Fig.34. show the number of cycles that numerically computed by FRANC versus pressure angle with different values of loads. Obviously the difference of number of cycles for the three pressure angles is significant. With increasing the load a noticeable decreasing in the number of loading cycle appear.

98

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

12000 10000 8000 6000 4000 2000 0 15 20 22 Pressure angle[degree]

N o :o f cy c les

600N 800N 1000N

Fig.34. Computed number of cycles vs. pressure angle with different values of loads at rim thickness equal to 0.3h.

100000 No: of cycles 80000 60000 40000 20000 0 15 20 22 Pressure angle[degree] 600 N 800 N 1000 N

Fig.35. Computed number of cycles vs. pressure angle with different values of loads at rim thickness equal to 0.5h. 6.3.2 RIM THICKNESS = 0.5h Due to the instability of crack with this rim thickness for gears with pressure angles 20oand o 22 , the number of cycles does not reflect the accurate number of cycles, nevertheless, the gear with pressure angle 22o has the highest number of loading cycles(Fig.35). 6.3.3 RIM THICKNESS =1h Fig.36. illustrate that the gear with pressure angle 22o with the three different loading values, has the highest number of loading cycles.

100000 No:of cycles 80000 60000 40000 20000 0 15 20 22 Pressure angle[degree]

600 N 800 N 1000 N

Fig.36. Computed number of cycles vs. pressure angle with different values of loads at rim thickness equal to 1h.

99

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

6. 4 COMPARISON OF CRACK INITIATION LOCATION AND CRACK PATH PREDICTION TO EXPERIMENTS Fig.37a and b. shows the experimental results taken from [effect of rim thickness.]. Reasonable agreement between numerical (present study) and experimental result. But for thin rim thickness, the numerical determined crack initiation location and path significantly differs from experimental results due to a fabricated notch in tooth fillet region of test gear to promote crack initiation.

(a)

(b)

Fig.37. experimental sample of crack propagation path. (a) Tooth fracture at rim thickness equal to 1h and more, (b) rim fracture at rim thickness equal to o.3h. In order to confirm the result in this study numerically, three finite elements models has been performed by ABAQUS package related for teeth with pressure angles 15o, 20o, and 22o with rim thickness equal to 0.5h where it is considered as critical rim thickness where the crack being instable.Fig.38-40.show a good agreement with the present results especially for the crack initiation location.
Crack initiation

Fig.38. Crack initiation location and crack propagation for pressure angle equal to 15o conducted by ABAQUS.
Crack initiation

Fig.39. Crack initiation location and crack propagation for pressure angle equal to 20o conducted by ABAQUS.

100

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME
Crack initiation

Fig.40. Crack initiation location and crack propagation for pressure angle equal to 22o conducted by ABAQUS. 7. CONCLUSIONS A numerical study was performed to investigate the effect of the pressure angle associated with different rim thickness on crack initiation location and crack propagation path of gear tooth. Gear tooth crack initiation and propagation was simulated using finite element program based computer which used principles of linear elastic mechanics .stress intensity factors were computed and used to determine crack propagation direction beside the fatigue life. Comparison with previous experimental study has been done to validate the predicted results. The following conclusions were made: 1) The pressure angle plays an important role for specifying the crack initiation location regardless of the rim thickness. 2) For rim thickness equal to 0.5h, an instability takes place for gears with pressure angles 20oand 22o. 3) For rim thickness equal to 1h, tooth with pressure angle 22o has the lower stress intensity factors comparing to others for the same values of crack length. 4) The pressure angle has a significant effect for increasing the fatigue life, where increasing the pressure angle a noticeable increase of fatigue life will takes place. REFERENCES [1] [2] [3] [4] [5] J. Kramberger *, M. Sraml, S. Glodez, J. Flasker, I. Potrc Computational model for the analysis of bending fatigue in gears,computer and structure,82(2004),pp.2261-2269. Sran Podrug,Sreko Glode, Damir Jelaska Numerical Modelling of Crack Growth in a Gear Tooth Root Journal of Mechanical Engineering, 57(2011)7-8, 579-586. S. Senthilvelan, R. Gnanamoorthy,Effect of gear tooth fillet radius on the performance of Injection molded Nylon 6/6 gears, Materials and Design 27 (2006) 632639. S. Zouari M. Maatar T. Fakhfakh M.Haddar Following Spur Gear Crack Propagation in the Tooth Foot by Finite Element Method J Fail. Anal. and Preven. (2010) 10:531539. David G. Lewicki, Roberto Ballarini, Effect of Rim Thickness on Gear Crack Propagation Path, Army Research Laboratory Technical Memorandum 107229 Technical Report ARL TR1110, (1996). Lewicki, D.: Effect of Speed (Centrifugal Load) on Gear Crack Propagation. U.S. Army Research Laboratory, Glenn Research Center, Cleveland, OH (2001) Sfakiotakis, V.G., et al.: Finite Element Modeling of Spur Gearing Fractures. Machine Design Laboratory, Mechanical &Aeronautics Engineering Department, University of Patras, Patras, Greece (2001). Goldez, S., et al.: A Computational Model for Determination of Service Life of Gears. Faculty of Mechanical Engineering, University of Maribor, Maribor, Slovenia (2002).

[6] [7]

[8]

101

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 5, September - October (2013) IAEME

[9] [10] [11] [12] [13] [14]

[15] [16] [17] [18] [19] [20]

[21]

[22]

[23]

[24]

[25]

Kramberger, J., et al.: Computational Model for the Analysis of Bending Fatigue in Gears. Faculty of Mechanical Engineering, University of Maribor, Maribor, Slovenia (2004). Williams, M.L., On the Stress Distribution at the Base of a Stationary Crack, Journal of Applied Mechanics, (1957), Vol. 24, No. 1, Mar.,pp. 109114. Chan, S.K., Tuba, I.S., and Wilson, W.K., On the Finite Element Method in Linear Fracture Mechanics, Engineering Fracture MechanicsVol. 2, No. 1-A, ,( 1970), pp. 117. Henshell, R.D., and Shaw, K.G., Crack Tip Finite Elements Are Unnecessary, International Journal for Numerical Methods in Engineering,( 1975), Vol. 9, pp. 495507. Barsoum, R.S., On the Use of soparametric Finite Elements in Linear Fracture Mechanics, International Journal for NumericalMethods in Engineering, Vol. 10, (1976),No. 1, pp. 2537. Tracey, D.M., Discussion of On the Use of Isoparametric Finite Elements in Linear Fracture Mechanics by R.S. Barsoum, International Journal for Numerical Methods in Engineering, Vol. 11,( 1977) 1977,, pp. 401402. Erdogan, F., and Sih, G.C., On the Crack Extension in Plates Under Plane Loading and Transverse Shear, Journal of Basic Engineering, Vol. 85,( 1963), pp. 519527. Shang DG, Yao WX, Wang DJ. A new approach to the determination of fatigue crack initiation size. Int J Fatigue, 20,(1998),pp.683687. Ewalds HL, Wanhill RJ. Fracture mechanics. London:Edward Arnold Publication; 1989. ASTM E 399-80, American standard, standard test method for plane-strain fracture toughness of metallic materials. FRANC2D, User_s Guide, Version 2.7, Cornell University, 1998. Podrug, S., Jelaska D., Glode, S. Influence of different load models on gear crack path shapes and fatigue lives. Fatigue and Fracture of Engineering Materials and Structures, vol. 31, (2008), pp. 327-339. Wawrzynek, P.A., Discrete Modeling of Crack Propagation:Theoretical Aspects and Implementation Issues in Two and Three Dimensions, Ph.D. Dissertation, Cornell University. (1991). Prabhat Kumar Sinha, Mohdkaleem, Ivan Sunit Rout And Raisul Islam, Analysis & Modelling Of Thermal Mechanical Fatigue Crack Propagation of Turbine Blade Structure International Journal of Mechanical Engineering & Technology (IJMET), Volume 4, Issue 3, 2013, pp. 155 176, ISSN Print: 0976 6340, ISSN Online: 0976 6359, Published by IAEME Akash.D.A, Anand.A, G.V.Gnanendra Reddy And Sudev.L.J, Determination Of Stress Intensity Factor For A Crack Emanating From A Hole In A Pressurized Cylinder Using Displacement Extrapolation Method International Journal of Mechanical Engineering & Technology (IJMET), Volume 4, Issue 2, 2013, pp. 373 - 382, ISSN Print: 0976 6340, ISSN Online: 0976 6359, Published by IAEME Manjeet Singh, Dr. Satyendra Singh Estimation of Stress Intensity Factor of A Central Cracked Plate International Journal of Mechanical Engineering & Technology (IJMET), Volume 3, Issue 2, 2012, pp. 310 - 316, ISSN Print: 0976 6340, ISSN Online: 0976 6359, Published by IAEME Dr J M Prajapati And P A Vaghela Factor Affecting The Bending Stress At Critical Section of Asymmetric Spur Gear International Journal of Mechanical Engineering & Technology (IJMET), Volume 4, Issue 4, 2013, pp. 266 - 273, ISSN Print: 0976 6340, ISSN Online: 0976 6359, Published by IAEME

102