Multibody System Dynamics 12: 285–301, 2004.

C 2004 Kluwer Academic Publishers. Printed in the Netherlands.
285

A Roller Chain Drive Model Including Contact

with Guide-Bars

SINE L. PEDERSEN1 , JOHN M. HANSEN1 and JORGE A.C. AMBRÓSIO2

1 Department of Mechanical Engineering, Solid Mechanics (MEK, FAM), Technical University of
Denmark, Nils Koppels Allé, Building 404, DK-2800 Kgs. Lyngby, Denmark;
E-mail: slp@mek.dtu.dk; http://www.fam.mek.dtu.dk/
2 Instituto de Engenharia Mecânica (IDMEC), Instituto Superior Técnico, Av. Rovisco Pais,

1041-001 Lisboa, Portugal

(Received 29 July 2003; accepted in revised form 27 February 2004)

Abstract. A model of a roller chain drive is developed and applied to the simulation and analysis
of roller chain drives of large marine diesel engines. The model includes the impact with guide-bars
that are the motion delimiter components on the chain strands between the sprockets. The main
components of the roller chain drive model include the sprockets with different sizes and the chain
made of rollers and links, which are represented by rigid bodies, mass particles and springs–damper
assemblies respectively. The guide-bars are modelled as rigid bodies with a roller-guide contact
representation as continuous force. The model of the roller-chain drive now proposed departs from
an earlier model where two contact/impact methods are proposed to describe the contact between the
rollers of the chain and the teeth of the sprockets. These different formulations are based on unilateral
constraints and continuous force methods, respectively.
In the unilateral constraint methodology the kinematic constraints are introduced in the system
anytime a contact between the rollers and the sprockets is detected. The condition for the constraint
addition is based on the relative distance between the roller centre and the sprocket centre, i.e. a
constraint is added when such distance is less than the pitch radius. The unilateral kinematic constraint
is removed when its associated constraint reaction force, applied on the roller, is in the direction of
the root of the sprocket teeth. In order to improve the numerical efficiency of the methodology only
the first and last roller seated on each sprocket and the two free rollers nearest to the sprocket are
checked for capture or release. It is assumed that all the rollers in the chain, between the first and last
seated rollers are in contact with the sprocket.
In the continuous force method the roller-sprocket contact, is represented by forces applied on each
seated roller and in the respective sprocket teeth. These forces are functions of the pseudo penetrations
between roller and sprocket, impacting velocities and a restitution coefficient. In the continuous force
method, an arc of circle approximates the geometry of the tooth profile. In both models it is assumed
that all the rollers of a chain strand are not in contact with any particular sprocket. The contact between
the rollers of the chain strands and the guide-bars is modelled with the continuous force model. The
methodology is implemented in a computational code to study the dynamics of the drive, including
the chain flexibility, transversal and longitudinal vibrations and contact forces between the chain and
sprockets. The models proposed effectively represent the polygonal effect, always present in this type
of drives, and therefore, all vibration dynamics associated to it. The inclusion of the guide-bars allows
the usage of the chain drive model in situations relevant for implementation of the real diesel engines
in large maritime vessels.
Keywords: multibody dynamics, contact force model, flexible links, polygonal effect
286 S. L. PEDERSEN ET AL.

1. Introduction
The dynamics of the roller chain drives is characterized by a complex behaviour
with impacts between the chain links and sprockets and by discontinuities in the
system components velocities giving rise to transversal and longitudinal vibrations
on the spans of the chain. These events are the responsible factors for part of
the noise presented by mechanical devices that use roller chains and ultimately
by the wear of the roller chain drives. Though roller chains have been used for
a long time as a reliable mechanical component to transmit power and to handle
materials mechanically, only in the last decades their dynamical behaviour started
to be studied [1]. The main reason for this situation is that their dynamics is very
complex, making it impossible to find general analytical procedures able to describe
thoroughly the problem. With the development of faster computers some recent
efforts have been put forward in order to better understand different aspects of
these mechanical components [2]. In a review of the state-of-art Wang and Liu
[1] identify many of the investigations that have been carried out and realize that
integrated models describing the full dynamics of the system are necessary.
The major difficulties in the study of the roller chain drives are related with the
form that the roller chain wraps around the sprockets forming a polygon. This effect,
called polygon action, together with the impact between rollers and sprockets are
responsible for the noise and vibration on the roller chain drive. The influence on
the system dynamics of the impulsive forces that act on the rollers and sprockets at
the moment of their engagement and which results in a discontinuity of the roller
velocity has been the subject of different investigations by Turnbull and Fawcett [3],
and Chew [4]. The combined action of the polygonal effect and the roller impact
leads to the development of longitudinal and transverse vibrations on the chain
strands in which the flexibility of the links plays an important role.
Veikos and Freudenstein [2] proposed a discrete model, which takes into account
the polygonal action. The driving span of the chain is modelled by lumped masses
connected by linear springs and considers the coupling between the longitudinal
and transversal vibrations and the moving boundary conditions. However, the effect
of chain guides in the drive and the angular speed fluctuation of the driving sprocket
are not considered. Fritz and Pfeiffer [5] present a methodology where the roller-
sprocket and the guide-chain contacts are treated as unilateral constraints.
In this study an integrated model describing the complex dynamics of the roller
chain drive including chain guides and moving sprockets is proposed. The roller
chain drive model, based on a multibody dynamics formulation, has one driving
sprocket and one or more driven sprockets. The complete chain is modelled by
lumped masses connected by spring-damper uniaxial elements. The methodology
proposed for the roller-sprocket contacts is penalty forces, which use the continuous
force model proposed by Lankarani and Nikravesh [6]. Through the application of
this, it is shown that the full dynamics of the roller-chain drive is captured and the
contact problem is fully characterized.
A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 287

Figure 1. Roller-chain links (a) actual construction, (b) numerical model.

2. Roller Chain Drive Model

A typical roller-chain drive is composed of one chain that wraps around two or more
sprockets. The roller chain is made of alternating inner and outer links assembled
in pivots by bearing pins and bushes as shown in Figure 1(a). For the purposes of
the study presented here, the mass of the chain is assumed to be lumped at the roller
locations. Springs and dampers with constant stiffness and damping coefficients
model the links as shown in Figure 1(b). In this model the clearances between pin
and bushing are neglected as well as the rotational inertia of the rollers about their
centre of gravity.
In this study it is assumed that during engagement the chain pitch equals the
sprocket pitch. Effects like chain wear and the pitch elongation during engagement
are neglected. The engagement process of the rollers with the sprocket teeth is
sketched in Figure 2.
When the links are seated on the sprocket the system composed by two sprockets
and the roller-chain can be viewed as a four-bar-linkage with a flexible connecting
rod. Even if the velocity of the driving sprocket is constant the driven sprocket
velocity will fluctuate. This is known as the polygonal effect and it is responsible for
the transverse and longitudinal vibrations that develop in the chain. The excitation
resulting from the impact of the roller when it seats on the sprocket and the polygonal
effect are the responsible part for the noise and vibration of the roller-chain drive.
In order to have a correct model of the vibration behaviour of the chain and the

Figure 2. Numerical representation of the roller engagement in the sprocket.

288 S. L. PEDERSEN ET AL.

tension fluctuation special attention must be paid to the correct engagement and
disengagement description.
In the model that is developed here both the driving side and the slack side of the
chain are represented. No assumption is made that limits the number of sprockets
in the drive, the minimum number of teeth engaged at a certain time or the variance
of the angular velocity of the driving sprocket. Moreover the location of the centre
of the sprockets can be fixed or be time dependent. This allows the introduction of
active tensioners in the roller-chain drive.

2.1. E QUATIONS OF MOTION FOR THE ROLLER- CHAIN DRIVE

Let the roller-chain be modelled as a system of particles connected by translation

springs and dampers. Referring to Figure 2, the rollers that are not seated on the
sprockets or on the guide-bars constitute a particle system free in space. Their
equations of motion are
    
mr 
 ẍ1 
 
 f x1 − f xn 

  
 
 
 

 m r  ÿ 
  1   y1 f − f yn − m r g 

 .  . .
 . .  . . = .
. (1)
  
 
 

    f xn − f xn−1 
mr
  
 ẍn 
 



m
r ÿ
n f − f
yn yn−1 −m g
r

where n is the number of non-seated rollers, and the f-terms are the forces acting
between the rollers. These terms are given by
     
f xi δxi δ̇
fi = =k + c xi (2)
f yi δ yi δ̇ yi

where the δ-terms are the elongation of the individual chain links. These terms can
be written in terms of the positions and velocities of the links. For example, as may
be deduced from Figure 2, the spring forces may be written as
    

 L 0 L 0 


 (xi+1 − xi ) 1 − L − (xi − xi−1 ) 1 − 

i+1 L i
fi = k     (3)

 L0 L0  

 (yi+1 − yi ) 1 − − (yi − yi−1 ) 1 − 

L i+1 Li

The equations of motion for the rollers in contact with either the sprockets or
the guide-bars are the same as for the free rollers, Equation (1), but with additional
forces included on the right hand side. The guide-bars are fixed at a given position
and do not contribute further to the equations of motion.
For a sprocket having a mass m s , a mass moment of inertia Js , an external applied
force, fs , and a torque n s , the equations of motions are given in Equation (4), in
A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 289

Figure 3. Forces due to the link flexibility acting on roller i.

which ω̇s is the angular acceleration. The external forces are made up from the forces
with which the chain affect the sprocket and from optional directly applied forces.
    
ms 
 ẍs 
   f xs 

 
 m s  ẍs = f ys (4)

 
 
 

Js ω̇s ns

Let the sprocket s, represented in Figure 3; have a body fixed coordinate system
(ξ, η)s attached to its centre of mass. Then the location and angular orientation
of the sprocket with respect to the inertial (x, y)-frame is described by vector
T
qs = xs , ys , θs .

3. Roller-Sprocket Contact Model

In an earlier model the engagement of a roller in a sprocket was modelled by the
introduction of a kinematic constraint between them in the numerical description of
the roller-chain drive [11]. However, this methodology introduces discontinuities
in the roller velocity and acceleration, which decreases in the integration time step,
eventuality leading to a stall of the integration process. An alternative procedure to
describe the capture of the roller by a sprocket is to use a non-linear force contact
model that can take into account the impact that occurs during engagement.
Based on the Hertzian contact theory [8] several models have been proposed
which take into account the energy dissipation due to heat, noise, vibrations or
localized deformations. Lankarani and Nikravesh [6] proposed an impact-contact
model that besides providing an accurate description of the physical phenomena
is numerically stable, leading to an efficient computer performance. The contact
model proposed here to describe the roller-sprocket engagement is based on the
model by Lankarani and Nikravesh and it takes into account the specificity of the
roller-chain dynamics.
290 S. L. PEDERSEN ET AL.

Figure 4. Pseudo penetration of a roller into a sprocket.

3.1. T HE CIRCULAR TOOTH PROFILE

For a roller-chain drive having a chain pitch equal to the sprocket pitch the capture
of a roller by the sprocket is instantaneous, i.e., the roller will seat at the low part
of the tooth profile, without rolling into it from some neighbouring position. This
is seldom the case in a normal chain-roller drive due to the wear of the chain or
because the links are not rigid and elongate as a result of the dynamic loading. In
the numerical model now presented for the contact a pseudo-penetration of a roller
in a tooth profile is measured and in turn gives raise to contact forces that tend to
balance the remaining forces over the bedded roller.
Consider the motion of the roller relative to the tooth profile as depicted by
Figure 4. Due to the finite time step used in the integration procedure, the roller that
was not in contact with the sprocket at time step t-t is detected to be interfering
with a sprocket tooth at time step t. The deviation of a roller i from its correct
seating position in time step t, denoted here by δ, is

δ = rs + r j − ri (5)

which is written in full as

   
δx xs + cos (θs + jα) (Rs + R) − xi
δ= = (6)
δy ys + sin (θs + jα) (Rs + R) − yi
where Rs is the radius of the pitch circle, R is the difference between the radius
of the circular tooth profile Rt and the radius of the roller Rr , i.e. R = Rt − Rr .
The amount of the pseudo penetration in the tooth is given by

δc = δ − R (7)

where δ is the 2-norm of the vector δ. The normal vector to the contact surface
A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 291

is given by

δ
n= (8)
δ

The point of application of the contact force on the roller is the centre of the
roller. On the sprocket however the point of application in the tooth is in local
coordinates relative to the sprocket coordinate system given by

ssP = A−1
s (ri − rs ) (9)

where matrix As is the transformation matrix given by

 
cos(θs ) − sin(θs )
As = (10)
sin(θs ) cos(θs )
The point of application of the force on the sprocket is in global coordinates
given by

rsP = rs + As ssP (11)

The velocity of the roller at the contact point is

ṙrp = ṙr (12)

The velocity of the sprocket at the contact point is

 
d rs + As ssP 
ṙsp = = ṙs + ωs Bs ssP (13)
dt

where ωs = θ̇s and ωs Bs is the time derivative of the transformation matrix As . The
relative velocity at the contact point is given by
 
vrel = ṙsp − ṙrp n (14)

3.2. C ONTACT -IMPACT FORCE MODEL

Let the contact force on the roller be a function of the pseudo penetration and
relative velocity of penetration given by [6]
 
fr = K δcn + Dvrel n (15)

where D is a damping coefficient and K is a generalized stiffness coefficient that

depends on the geometry of the surfaces in contact and their material properties.
292 S. L. PEDERSEN ET AL.

Figure 5. Force displacement relationship accounting for hysteresis.

The contact force on the sprocket is fs = −fr and the rotational moment on the
centre of the sprocket is given by
 
n s = ssp  f t (16)

where f t is the projection of the contact force tangential to the sprocket pitch circle
given by

f t = fTr ut (17)

where the normal vector in tangential direction is ut = (−sin(θs + jα), cos(θs + jα)),
see Figure 4.
The damping coefficient D introduces the hysteresis form of the energy dissi-
pation leading to the energy loss pictured by Figure 5. Lankarani and Nikravesh [6]
propose a damping coefficient in the form of

3K (1 − e2 )
D= (−)
δcn (18)
4vrel

where the restitution coefficient e = 1 for a fully elastic contact and e = 0

for a fully plastic contact. The relative approach velocity between the roller and
(−)
sprocket is denoted by vrel . The non-linear contact force is obtained by substituting
Equation (18) into Equation (17)
 
3(1 − e2 ) vrel
fr = K 1 + (−)
δcn n (19)
4 vrel

The stiffness coefficient K for the contact between the roller and the tooth profile
is derived using the Hertz contact theory [8]. The elements in contact are modelled
as cylinders with parallel axes and made of homogeneous elastic material. For
the contact between two cylinders the pseudo penetration δc as a function of the
A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 293

force is [10]
   
1 − νr2 1 − νs2
P +  
Er Es  L 3 (Rr + Rt ) 
δc = ln  z  + 1  (20)
Lz  1 − νr2 1 − νs2 
P Rr Rt +
Er Es

where P is the compression load between the cylinders, L z is the thickness of the
sprocket tooth, Rr and Rt are the roller and tooth radii respectively, E r and E s are
the Young’s modulus and ν r and ν s are the Poisson’s ratios. From Equation (20) an
average value of the stiffness coefficient K is chosen, by assuming a linear relation
K = P/δc in the approximate area of the contact forces.
The relation between the load and the deformation of the roller-sprocket contact
is non-linear. In the numerical implementation of the force contact model an average
value for the stiffness coefficient is used throughout the analysis during the contact
period. In the continuous contact force methodology all the rollers are treated as
free particles in space and the equations of motions are given by Equation (1), with
the contact forces added on the right hand side for the rollers in contact with either
a sprocket or a guide-bar.

4. Contact with Guide-Bars

The contact between the roller chain strands and the guide-bars is modelled with the
continuous contact force model. The coordinates of the end points of the flat part
of the guide-bars are specified so that the tangential vector to the contact surface is
given by
rgi − rg j
t= (21)
Lg

where L g is the length of the flat part of the guide-bar, rgi and rg j are the global
coordinates of the end points, as seen in Figure 6. The normal vector to the contact
surface is given by
 
−t y
n=t= (22)
tx

At the rounded ends the normal vector to the contact surface is given by
ri − rge
n=
ri − rge 

where ri and rge are the global coordinates of respectively the roller and the centre
of the arc of the rounded ends of the guide-bar, as described by Figure 6.
294 S. L. PEDERSEN ET AL.

Figure 6. Roller contact with guide-bar.

The detection of contact is split into three parts, i.e., the two rounded end parts
and the flat part of the guide-bars. In order for contact to appear between the roller
and the flat part of the guide-bar the necessary conditions are

 T
 d t < Lg
Contact conditions A: dT t > 0
 T
d n<0
and the amount of the pseudo penetration is evaluated as
δc = −dT n (23)

The relative velocity is equal to the velocity of the roller, because the guide-bar
position is fixed. The contact force is calculated by Equation (19), being the stiffness
coefficient calculated from Equation (20) using material data for the guide-bar and
roller; and letting the radius Rt → ∞, when there is contact between a cylindrical
and a flat body.
Contact between the roller and the rounded ends of the guide-bar may develop.
The following four conditions have to be fulfilled for the contact to appear in the
left end of the guide-bar
A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 295


 dT t < 0

 dT t > −R
ge
Contact conditions B:

 d n<0
T

δ > 0
c

There is contact between the roller and the right end of the guide-bar if the
following four conditions are fulfilled


 dT t < L g + Rge
 T
 d t>0
Contact conditions C:

 d T
n<0

δ > 0
c

where δc is the pseudo penetration given by

δc = Rge − ri − rge  (24)

The contact force is calculated using the same model applied for the flat part of
the guide-bar.

5. Application to a Roller-Chain Drive

The methodology is now applied to the simulation of a two-stroke diesel marine
engine roller-chain drive, represented in Figure 7. The drive is standard in the en-
gines that have between 4 and 12 cylinders for a power range of 1760 to 78000 kW.
The roller-chain drive, composed by four sprockets and a chain made of 122 links.
The sprocket in the top of the chain drive is part of the pre-tensioning system and
it is located 0.370 m to the right of the crankshaft and 3.122 m above it during
normal operating conditions. Each link of the chain, with a pitch of 0.0889 m and
a mass of 3.01 Kg, is modelled as a flexible element with a stiffness of 815 MN/m,
according to the experimental data obtained from the manufacturer, presented in
Table 1.
The roller-chain drive is assumed to be idle and to have an operating speed of
120 r.p.m. The methodology proposed here is implemented in a computer code
and applied to the roller-chain drive described. The model of the roller-chain drive,
represented in Figure 8, uses a colour code where dark colours correspond to
rollers in contact with either a sprocket or a guide-bar and grey represents the free
rollers. The model is simulated during a time period of 20 seconds being accelerated
from rest during 2 seconds until the crankshaft reaches a constant angular velocity
of 2 Hz.
296 S. L. PEDERSEN ET AL.

Table I. Data for the roller-chain drive.

Sprocket data
Inertia mom.
Position (m) Radii (m) Num. of Teeth Mass (kg) (kgm2 )

(0.000, 0.000) 0.849325 60 850 435

(0.556, 2.022) 0.425245 30 759 82
(0.370, 3.122) 0.397 28 183 15
(−0.556, 2.022) 0.425245 30 759 82
Circular tooth profile radius 0.0286 m
Chain data
Mass for each link 3.01 kg
Pitch 0.0889 m
Roller radius 0.027 m
Stiffness 815 MN/m
Young’s Modulus 206 GN/m
Poisson’s ratio 0.3
Guide-bar data
Young’s Modulus 3 MN/m
Poisson’s ratio 0.5

Figure 7. Actual engine and blueprint of the roller-chain drive.

A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 297

Figure 8. Computer model of the roller-chain drive with representation of the contact forces.

Figure 9. The displacement of segment number one without application of the guide-bar.

Depending on the purpose of the analysis, sets of relevant results are com-
posed by the variation of the transverse displacements of the driving and driven
strands of the chain, the angular velocity variation of the driven sprockets or the
forces developed between links or in the impact between rollers and sprocket teeth.
The transversal displacement of a chain strand between two sprockets is shown in
298 S. L. PEDERSEN ET AL.

Figure 10. The displacement of segment number one with application of the guide-bar.

Figure 9 and 10, for the system without guide-bars and with guide-bars respectively.
The indentation of the guide-bars into the chain strands is set to the mean value of
the displacement of the chain strand without guide-bars, shown in Figure 9, which
for segment one is 0.0027 m.
The link force between two adjacent rollers is shown in Figure 11. There it is
observed that the tension of the chain is approximately 20 kN. It is also observed

Figure 11. The link force between two adjacent rollers.

A ROLLER CHAIN DRIVE MODEL INCLUDING CONTACT WITH GUIDE-BARS 299

that the tension on the chain changes according to the existence of contact with a
sprocket or to the lack of it.
In Figure 12 the contact forces on a roller are shown, for the contact between
a roller and the sprockets and between a roller and the guide-bars. The contact
forces are higher when there is contact between a roller and the sprocket, than for
the contact between the guide-bars and the roller. This is due to the low Young’s
modulus of the guide-bar, which is made of rubber.

Figure 12. The contact force on a roller due to the sprockets (top) and the guide-bars (bottom)
respectively.
300 S. L. PEDERSEN ET AL.

6. Conclusions
New formulations for the simulation of the dynamics of roller-chain drives have
been described in this work. With this model it is possible to perform a dynamic sim-
ulation of the roller-chain/sprocket system, including the polygonal effect, which
appears when the individual chain links engages and disengages with the sprock-
ets, the roller impact at engagement, the flexibility of the links and the coupling
between axial and transverse vibrations. Moreover, the formulation allows for the
introduction of balance wheels in the roller-chain drives, which are sources of extra
excitations on the drive.
The application to the roller-chain drive of a large marine engine demonstrates
the level of modelling that is possible to achieve with the purposed formulation. The
variation of the link forces and analysis of the transversal oscillations of the chain
strands exemplify the type of results necessary for the design of the roller-chain
drives in terms of fatigue and wear.
The continuous contact force model includes the tooth flexibility, modelled by
the circular tooth profile and the actual shape of the teeth is to be implemented for
further investigations. The model does, however, not include for example clearance
between pin and bushing, the rotational inertia of the link elements. Further results
of the application of the methodology described are necessary in order to compare
their relative merits and their sensitivity to the initial data set of the roller-chain
drive.

Acknowledgements
The applications represent the on-going work that resulted from many fruitful
discussions with Per Rønnedal and Mikkel Preem of MAN B&W, Copenhagen SV.
The support of the Foundation for the Science and Technology (FCT) through the
project EME/33710/99-00 on Development of non-lubricated roller chain drives
with optimal surface treatment conditions is gratefully acknowledged.

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