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Fatigue testing of transmission gear

Article in Eksploatacja i Niezawodnosc - Maintenance and Reliability · March 2015

DOI: 10.17531/ein.2015.2.6

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Weresa E, Seweryn A, Szusta J, Rak Z. Fatigue testing of transmission gear. Eksploatacja i Niezawodnosc – Maintenance and Reliability
2015; 17 (2): 207–214, http://dx.doi.org/10.17531/ein.2015.2.6.

Emil Weresa
Andrzej Seweryn
Jarosław Szusta
Zdzisław Rak
Fatigue testing of transmission gear
Doświadczalne badania trwałości zmęczeniowej
przekładni zębatych*
This paper presents the results of experimental tests of fatigue life of selected gears, performed on a test stand equipped with a
hydraulic universal testing machine. The tests were performed on skew and straight cylindrical gears, made of EN AW-2017A and
EN AW-7057 aluminium, and 40HM steel. Moreover, fatigue life curves for selected gears were presented, and the mechanisms of
the occurrence of damage were analysed. Relationships describing the maximum value of torque during a loading cycle in relation
to the number loading of cycles until the gear is damaged were also proposed.
Keywords: Life cycle fatigue, gear box, experiment, cracking, damage.

W pracy przedstawiono wyniki badań doświadczalnych trwałości zmęczeniowej wybranych przekładni zębatych, wykonanych na
opracowanym stanowisku badawczym wyposażonym w hydrauliczną maszynę wytrzymałościową. Badania przeprowadzono na
walcowych kołach o zębach prostych i skośnych, wykonanych ze stopów aluminium EN AW-2017A i EN AW-7057 oraz stali 40HM.
Ponadto zaprezentowano wykresy trwałości zmęczeniowej wybranych przekładni zębatych oraz przeanalizowano mechanizmy
powstawania uszkodzeń. Zaproponowano także zależności określające maksymalną wartość momentu skręcającego w cyklu ob-
ciążenia od liczby cykli obciążenia do uszkodzenia przekładni.
Słowa kluczowe: Trwałość zmęczeniowa, przekładnia zębata, eksperyment, pęknięcia, uszkodzenia.

1. INTRODUCTION age to the whole device. Fatigue calculations for gears usually consist
in determining the fatigue life of the tooth base [7]. The computational
Working loads of construction elements, especially cyclically procedure consists in determining the infinite fatigue life of a gear,
changing loads, cause nucleation and the development of damage in which is expressed as the value of the normal stress at tooth base which
the material, which often leads to fatigue destruction of the whole the rim material can transfer without breaking it during at least 3x106
element [9, 10]. In the case of uniaxial or proportional biaxial loads, loading cycles [3]. This value is too small, as gears often work in such
the damage cumulates on privileged surfaces; the life of material is manner that the number of loading cycles is considerably higher. For
determined on the basis of the results of standard tests presented in comparative calculations, the values of infinite fatigue life obtained in
the form of fatigue curves [14, 15]. The prediction of fatigue life of tests of smooth samples at uniaxial tension-compression or uniaxial
construction elements that operate in conditions of nonproportion- pulsation from-zero bending are used [17]. Another method for the
ate loads (which occurs in the case of cylindrical gears) is a huge determination of fatigue life of gear teeth requires the creation of a
computational problem [5, 12]. The difficulties are connected with fatigue life curve on the basis of experimental tests of real gear pairs
the necessity to formulate and experimentally verify general crite- in operating conditions [10]. Most of the available papers connected
ria descriptions allowing for the cumulation of damage on different with fatigue tests of gears are based on calculations with the use of the
physical surfaces, and to establish the surface of crack initiation and finite element method. There are fewer papers devoted to experimen-
the crack criterion [10, 19]. tal verification and fatigue tests of real life gears.
The development of damage, and then the initiation of fatigue This paper proposes an own design of a test stand that differs sig-
cracking in gears is particularly intensive in two areas: in the area of nificantly from the solutions currently in use. Employing a hydraulic
contact of gear teeth (from contact pressures) and at the base of the universal testing machine and a torsion torque sensor resulted in an
loaded tooth (from twisting and shearing). accurate representation of mating of individual contact pairs [20]. The
In the former case, gear damage is the result of local crumbling on stand allows to determine the fatigue life of gears, i.e. the relationship
the surfaces of the mating teeth (mainly pitting wear caused by high between the maximum torsion torque during a cycle and the number of
values of contact, normal, and tangential stresses) [18]. In the latter loading cycles causing the initiation of fatigue cracking on the contact
case, damage to the element is the result of fracture to the teeth base surface or at the base of the tooth, using only one gear for the tests.
(propagation of fatigue cracking until the whole of the tooth breaks
off). It should be added that fatigue cracking in mating gears may ap-
2. STANDS FOR FATIGUE TESTING OF GEARS
pear both in the outer layer of the tooth, and inside the material - near
the border between the outer layer and the core [4]. Up to now, the most commonly used stand for experimental test-
Prediction of the development of fatigue damage in gears as early ing of the fatigue life of gears has been the power-closed-loop test
as at the stage of their design allows to determine the lifespan of a stand, often called the circulating power stand [11]. A scheme of the
given gear in conditions of normal operation, and avoid serious dam- “power-closed-loop” gears is shown in Fig. 1. It consists of two one-

(*) Tekst artykułu w polskiej wersji językowej dostępny w elektronicznym wydaniu kwartalnika na stronie www.ein.org.pl

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step gears with the same transmission ratios, the so-called test gears 1
and closing gears 2, two torsion bars 3 and 4, tightening clutch 5 and
medium-power electric motor (generally 6 to 12 kW) 6. In the test
gears there are the two tested gears, while in the closing gears – the Fig.3. Block scheme of a stand for testing gigacycle fatigue life [8]
gears closing the circuit whose life is much higher in comparison with
the test gears. One of the key elements of the power-closed-loop stand The results of the experimental tests on the described stands are,
is the loading unit. For this purpose, tightening clutch 5 is used the above all, the relationships between the maximum value of torsion
most commonly, enabling the turning of bars 3 of the gears with the (propulsive) torque during a loading cycle and the number of loading
appropriate torque. cycles until the destruction, obtained on the discussed stand.
Example fatigue characteristics are presented in Fig. 4. Line 1
represents infinite fatigue life. In the case of curve 2 the necessity for
determining fatigue life also in the range of a very high number of
cycles can be easily observed [13].

Fig. 1. Power-closed-loop stand 1 – test gears, 2 – closing gears, 3 – torsion

bars, 4 – bar plug for the connection with the motor, 5 – tightening
clutch, 6 – motor [11]

Fig. 4. Fatigue life curve of toothed gears; 1 – infinite fatigue life, 2 – giga-
The scheme of the construction of the classic stand is shown in cycle fatigue life [13]
Figure 2. It consists of test gears 1, clutch or loading brake 3 mounted
on one of the gear shafts, and motor 2 (e.g. electric), which forces the
load torque of the gears. Classic stands find their use in dimensionally
3. METHODOLOGY OF TOOTHED GEARS TESTING
small gears, which yield small load torques.
In the latest version of the stand for testing toothed gears, a hy-
draulic method of loading is used. This allows to load the tested gears
with a constant torque, similarly to the classic stand with mechanical
tightening pre-set before commencing the test (Fig. 2). This solution
allows to apply torsion torque in a changeable (programmed) man-
ner, automatically during the performance of a test (without stopping
the stand). This change may occur in a continuous, discrete, or even
random manner.

Fig. 5. Test stand device for the determination of the fatigue life of gears; 1 –
mounting base, 2 – gears, 3 – clutch, 4 – torque sensor, 5 – crankshaft
mechanism.

The paper presents an original stand for the determination of the

Fig. 2. Classic stand for toothed gears testing, 1 – body of the tested toothed fatigue life of gears. When designing it, the authors’ aim was to re-
gears, 2 – motor, 3 – loading clutch or electromechanical brake, 4 – flect the operating and technical conditions of the tested pair of gears
clutch [3] as accurately as possible. The presented test stand consists of base
1 mounted to the holder of the universal testing machine (MTS 322
Stands for tests in the gigacycle range usually consist of: a com- Test Frame), which allows to apply a programmable load curve. To
puter, an analogue-to-digital converter, a device inducing oscillations the base, by means of adequately profiled flanges, gears body 2 is
(e.g. inductor), with a frequency of 20 kHz or more, and the tested mounted, inside which the tested pair of gears is located. The output
toothed gears. A block scheme of this kind of stand is presented in shaft of the gears is mounted by means of clutch 3 with torque sensor
Figure 3 [8]. 4 that collects data during the test. The drive shaft of the gears is con-
nected through crankshaft mechanism 5 with a second holder of the

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universal testing machine, thus closing the kinematic

chain of the load [20].
In the presented solution, in order to apply load,
crankshaft mechanism 5 is used, which changes pro-
grammed reciprocating motion of the inductive actuator
of the universal testing machine into rotational motion
of the drive shaft of tested gears 2. The torsion torque
at the output shaft is recorded in real time by means of
strain torque sensor 4. The measurement circuit enables
acquisition of the value of the measurement signal from
the torque sensor and the value of the respective forc-
ing load.
The presented stand allows to determine the fatigue
life of toothed gears representing real operating con-
ditions, i.e. the susceptibility of shafts, bearing nodes,
and elements of torque transfer. Moreover, a single pair Fig. 7. View of the test stand; 1 – universal testing machine, 2 – body of the stand, 3 – tested
of mating gears allows to determine the whole fatigue gears
characteristic of the gears. Each point on the fatigue
curve is determined on a single pair of mating teeth, or two at most
in the case of two pairs of teeth intermeshing. After finishing the test
at a given load level, the gear shaft rotates, so that the next undam-
aged pair of teeth intermeshes, then the process of cyclic loading is
repeated. Owing to this approach it is possible to reduce the cost of
fatigue tests by lowering the number of test samples (gears).
The initial parameters in the presented stand model are: maximum
torque Msmax applied by maximum linear displacement of the actua-
tor of the universal testing machine to the drive shaft of the gears,
and the frequency of load application f. The initial angle of rotation
of shaft αg is determined indirectly from the geometry of the crank
mechanism. The influence of the following parameters on the fatigue
life of the gears can be determined on the described stand: gear ratio,
type of cooling and lubricating fluid, material properties, teeth shape,
and processing technology. During the tests recorded are the torsion
torque of the gears’ output shaft versus time curve, the number of
loading cycles, and the angle of rotation of αg.
The scheme of the method for the determination of the fatigue
life of wheels of the tested gears on the presented stand are shown in
Figure 6. The view of the test stand is shown in Figure 7.
Fig. 8. Example load curves implemented in the performed tests

age caused by initiation and propagation of fatigue cracks in the tooth

base or on the contact surface of teeth is determined.

4. EXPERIMENTAL TESTS OF FATIGUE LIFE OF GEARS

The experimental tests were carried out on both straight and skew
cylindrical gears. The gears made of EN AW-2017A and EN AW-7057
aluminium alloys had straight teeth with a normal module of 1.5 mm,
while the gears made of 40HM steel had skew teeth and a module of
1 mm.
The fatigue tests were carried out in the laboratory of the Depart-
ment of Mechanics and Applied Computer Science at Faculty of Me-
Fig. 6. Scheme of fatigue tests of gears chanical Engineering of Białystok University of Technology. For each
of the load levels, three repetitions were performed. The value of the
The testing process may be disrupted by imperfections in the determined loading cycles until fatigue cracking is initiated is shown
workmanship of the tested gears, material inhomogeneity, and play in table 2 and Figure 10.
in bearing nodes. The next stage of the experiment were tests of skew gears. The
Figure 8 shows example curves of the from-zero torque loading results of the tests are presented in Figure 13 and table 6.
the tested gears and the respective curves of force and displacement On the basis of the performed tests, two different mechanisms of
of the actuator of the universal testing machine. The character of the fatigue damage to gears were observed. In the first one, cracking of
torque curve is similar to one occurring in real life operating condi- the tooth base occurred. Fatigue cracks occurred above the bottom
tions. Initiation and development of fatigue cracks causes an increase land of tooth. This mechanism occurred in the case of loads caused
of the susceptibility of the mating gear teeth, and thus an increase of by torsion torque Ms with higher amplitudes. In this mechanism, the
the angle of shaft rotation αg. On its basis, the moment of gear dam- dominant stresses are those caused by teeth bending.

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Table 2. Results of tests of fatigue life of gears no. 1

Number of loading cycles until the gear are dam-

Loading aged Nf
Msmax [Nm]
Sample1 Sample 2 Sample 3

95 1 1 2

70 190 280 226

40 24238 26854 27736

20 533304 524200 568112

10 1200542 986735 1699242

5 24523101 14121002 13569321

Fig. 9. View of straight-tooth samples used for the tests – gears no. 1 (Tab. 1)

Table 1. Parameters of straight gears – gears no. 1

Parameters Gears I Gears II

No. of teeth – Z 32 18
Tooth module – m 1.5 mm 1.5 mm
Pitch diameter – dp 48 mm 27 mm
Extremal diameter – dz 51 mm 30 mm

Surface roughness – Ra 0.63 0.63

Angle of intermeshing – α 20° 20°

Material EN AW-2017A

Technology of execution boundary

Lubrication SAE 75W90

Fig. 11. Gears fatigue life curve – gears no. 2 (Tab. 3)

Table 3. Parameters of straight gears – gears no. 2.

Parameters Gears I Gears II

No. of teeth – Z 32 18

Tooth module – m 1.5 mm 1.5 mm

Pitch diameter – dp 48 mm 27 mm
Extremal diameter – dz 51 mm 30 mm

Surface roughness – Ra 0.63 0.63

Angle of intermesching – α 20° 20°

Material EN AW-7075

Technology of execution boundary

Lubrication SAE 75W90

Fig. 10. Gears fatigue life curve – gears no. 1 (Tab. 1) Figures 15–16 present example fatigue cracks of tooth base (the
first mechanism of damage to the toothed gear); both in the case of
Figure 14 presents the trajectories of cracks observed in the tests straight gears (Fig. 15), and skew gears (Fig. 16).
and the respective values of maximum load. The curves of the trajec- The second observed mechanism of gear damage is wear of the con-
tories of fatigue cracks at gear tooth base observed in the tests cor- tact surface of a tooth. In this case wear to the gear is determined by the
roborate the results obtained on the basis of numerical calculations values of surface stresses. This type of damage was connected with the
[2, 6, 13, 16]. action of torsion torque with relatively small amplitudes on the gears.

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Table 4. Results of tests of fatigue life of gears no. 2

Number of loading cycles until the gear are damaged Nf

Loading
Msmax [Nm]
Sample 1 Sample 2 Sample 3

100 1 2 3

90 7 10 4

80 106 177 164

70 327 361 411

60 1154 6032 3456

50 16384 13880 10154

40 134104 100088 95860

30 576543 469870 720365

20 1448130 3214827 1148100

15 10050301 10456321 8451111

10 37267451 31267045 35409245

Fig. 13. Curve of fatigue life of gears – gears no. 3 (Tab. 5)
6 726745000 126745966 549245877
Table 6. Results of tests of fatigue life of gears no. 3

Loading Number of loading cycles until the gear are damaged Nf

Msmax [Nm]
Sample 1 Sample 2 Sample 3

100 702 511 1102

40 31007 42500 37607

30 90053 121653 100356

20 2915190 3913330 1915190

10 188407160 89466122 289221100

Fig. 12. View of the tested samples of cylindrical skew gears – gears no. 3
(Tab. 5)

Table 5. Parameters of skew gears – gears no. 3.

Parameters Gears I Gears II

No. of teeth – Z 54 19 Fig. 14 Scheme of trajectories of fatigue cracks at tooth base in gears no. 2
Tooth module – m 1 mm 1 mm (tab. 3)
During the tests typical mechanisms of wear of the surfaces of
Pitch diameter – dp 55 mm 19 mm the pair of wheels in contact (pitting and adhesion) were observed
Extremal diameter – dz 57 mm 21 mm [3]. In the case of the pitting mechanism of wear of teeth contact sur-
face, micro-cracks progressing towards the inside of the wheel mate-
Surface roughness – Ra 0.32 0.32 rial were observed (Fig. 17a), while for the adhesive mechanism of
The angle of inclination of wear, fragments of material were torn off without apparent additional
10° 10° micro-cracks (Fig. 17b).
the teeth – β
Material 40HM
5. PREDICTION OF FATIGUE LIFE OF GEARS
Technology of execution boundary
On the basis of the relationships between the maximum torsion
Lubrication SAE 75W90 torque in a loading cycle and the number of loading cycles causing
gears damage obtained in fatigue test, and the performed analysis of
the mechanisms of cracking and wear of gears, an attempt at preparing

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Fig. 15. Cracking in a tooth in gears no. 2 (tab. 3) that occurred as a result of the action of fatigue loads a)
maximum torsion torque in a loading cycle Msmax = 30 Nm, number of loading cycles Nf = 469870,
b) Msmax = 70 Nm, number of cycles Nf = 361 in 25× magnification

Fig. 16. Cracking of skew gear tooth caused by a cyclically changing load (from-zero pulsating cycle) a)
maximum value of torsion torque in a loading cycle Msmax = 100 Nm, number of loading cycles Nf =
702

Fig. 17. Damage to tooth surface caused by a cyclically changing load, maximum value of torsion torque
in a loading cycle Msmax = 20 Nm, number of loading cycles Nf = 3214827, b) Msmax = 10212 Nm,
Nf = 35409245

semi-empirical relationships describing the fatigue life of gears was cal value of torsion torque in the gears (causing tooth base cracking),
made. Figure 18 presents schematic curves of the fatigue life for both Mwc – computational value of torsion torque connected with the sec-
mechanisms of gears damage. ond mechanism of damage (wear of teeth contact surfaces), ηf, ηw –
Fatigue life in the case in question can be described with the fol- coefficients determined experimentally depending on the parameters
lowing equations: of the tested gears for the first (fatigue cracking of tooth base) and the
second (wear of tooth contact surface) mechanism of gears damage,
respectively.
M smax ( Nf ) = M fc − ηf log ( N f ) dla M smax ≥ M p ,
, (1) Table 7 compares the values of the parameters obtained in the
M smax ( Nf ) = M wc − η w log ( N f ) dla M smax < M p , tests in relationships describing fatigue life of the tested gears.

where: Msmax – maximum torsion torque in a gear loading cycle, Nf

number of loading cycles until the gears are damaged, Mfc – criti-

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6. SUMMARY
The paper presents a new stand for the determination of the rela-
tionship between the maximum torsion torque during a loading cycle
and the number of cycles until gears are damaged, in which cyclically
changing loads were applied by means of a hydraulic universal test-
ing machine. On the presented stand it is possible to determine the
fatigue life of gears reflecting real life operating conditions, i.e. the
susceptibility of shafts, bearing nodes, and elements of torque trans-
fer. Moreover, a single pair of mating gears allows to determine the
whole fatigue characteristics of gears. Owing to this approach it is
possible to reduce the costs of fatigue tests through lowering the num-
ber of test samples (gears).
The designed stand made it possible to perform fatigue tests of
straight and skew cylindrical gears, in which the wheels were made
from three different materials. The tests yielded information about the
mechanisms of initiation and propagation of fatigue cracks, and the
mechanisms of wear in gears. An analysis of the obtained results al-
lowed to create semi-empirical relationships describing fatigue life of
gears taking into consideration two mechanisms of damage: fatigue
cracking of tooth base and wear of the contact surface of teeth.
It should be added that it is necessary to perform additional ex-
perimental tests of fatigue life of gears with other construction param-
Fig. 18. Schematic formulation of the relationship between the maximum val- eters and made from other materials, in order to verify the presented
ue of torsion torque in gears during a loading cycle and the number of computational relationships. Recommended are also fatigue tests in
loading cycles for two gears damage mechanisms: cracking of tooth
the gigacycle range so as to determine the character of computational
base and wear of contact surface
relationships in this range.
Table. 7. Comparison of the values of parameters in relationships describing the fatigue life of the tested gears The obtained results of experi-
mental fatigue tests (the relation-
Value of parameters in eq (1) ship between the maximum value
Gear boox of load and the number of cycles
ηf [Nm] Mcf [Nm] ηw [Nm] Mcw [Nm]
until the gears are damaged, tra-
Gear boox no 1 (tab. 1) -6,101 99,695 -1,924 37,088 jectories of fatigue cracking) may
be used by other researchers to
Gear boox no 2 (tab. 3) -5,584 103,909 -1,353 35,327 verify computational models, es-
Gear boox no 3 (tab. 5) -14,610 196,538 -2,653 60,244 pecially those employing the finite
element method.

Acknowledgements
The investigation described in this paper in part of the research project no. N504 340336 Sponsored by the Polish State Committee for Scientific
Research and realized in Silesian University of Technology.

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Emil Weresa
Andrzej Seweryn
Jarosław Szusta
Faculty of Mechanical Engineering
Bialystok University of Technology
ul. Wiejska 45C, 15-351 Białystok, Poland

Zdzisław Rak
Faculty of Mechanical Engineering
Silesian University of Technology
ul. Konarskiego 18A, 44-100 Gliwice, Poland

E-mails: [email protected], [email protected]

214 Eksploatacja i N iezawodnosc – Maintenance and Reliability Vol.17, No. 2, 2015

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