Terminology and Design of Asymmetrical

Gears for Aircraft

A. Novikov, V. Golovanov, D. Dorofeyev and V. Dorofeyev

Abstract Main calculation principle of gear wheel geometry with asymmetrical

tooth prole is presented. The paper presents calculation of bending stresses by
means of YFS coefcient which takes into account the tooth shape and stress
concentration. Graphic method of YFS coefcients calculation is described.
Graphic method of stiffness calculation of teeth with asymmetrical prole and
results of vibration testing are given.

Keywords Gears
Asymmetrical tooth prole
Bending stresses
Stiffness

Vibration

1 Introduction

Spur gears with asymmetrical teeth have been developed as a result of the search to
increase the carrying capacity of gears. In truth, the contact and bending resistance
of such gears is rising, meaning the new construct is very useful in certain cases,
e.g., for aircraft gearboxes, to name only one of many examples. The theory of the
geometrical calculation of these gears was developed more completely by Profs.
Vulgakov [1], Litvin, Lian, Kapelevich [2, 3], Novikov, Paikin, Dorofeyev,
Ananiev, Arnaudov, Dorofeyev [47], Alipiyev [8] and other scientists who have
developed various design techniques for asymmetric gears.

A. Novikov (&)
V. Golovanov
D. Dorofeyev
V. Dorofeyev

CIAMCentral Institute of Aviation Motors, Moscow, Russia
e-mail: vld@ciam.ru
V. Golovanov
e-mail: vvg@ciam.ru
D. Dorofeyev
e-mail: dl@list.ru
V. Dorofeyev
e-mail: vld@ciam.ru

Springer International Publishing Switzerland 2016 381

V. Goldfarb and N. Barmina (eds.), Theory and Practice of Gearing
and Transmissions, Mechanisms and Machine Science 34,
DOI 10.1007/978-3-319-19740-1_18
382 A. Novikov et al.

Advantages of asymmetrical gears are:

1. Bending stresses are diminished by 1428 %.
2. Contact stresses are diminished by 18 %.
3. The basic standards: ISO 6336 [9] or national standards DIN 3990 [10], GOST
21354 [11], BDS [12] with a small number of additions are applicable to
transmission with asymmetrical gears.
4. Gears with asymmetrical teeth can be produced by available machine tools.

2 Terminology

Further presentation demands a specied terminology. It is important to note that

when dealing with gears with asymmetrical teeth, it is necessary to use double
terminology.

2.1 Design Terminology

nBasic SideDenes the width of the teeth on the operating Pitch circle.
nNAdjacent SideDenes the width of the teeth at the addendum.
The edge of a basic rack prole of the basic side is assigned. The edge of a basic
rack prole of the adjacent side is calculated by the width of the teeth on the
addendum circle.

2.2 Manufacturing Terminology

Flat SideThe side with the greater angle of basic rack

Abrupt or Bluff SideThe side with the smaller angle of basic rack

3 Key Rule of Asymmetrical Teeth Designing

On the operating portion of the teeth, there is a point D, which is constant at

variation of the initial contour angle (Fig. 1).
Terminology and Design of Asymmetrical Gears for Aircraft 383

Fig. 1 Terminology which is

used at designing and
manufacture

4 Selection of Optimal Geometry

Calculation of factor YFS of teeth for various edges of the basic and adjacent sides
is executed. The data are presented in Table 1.

5 The Factor YFS Considering the Teeth Form and Stress

Concentration at a Root Fillet of Teeth

Calculation of the factor YFS can be executed through a nite element method
(Figs. 2 and 3). But there is a faster, more exact way, a specially designed method
of complex integral equations [13, 14]. Diagrams for the denition of factor YFS

Table 1 Results of factor

YFS calculation
384 A. Novikov et al.

Fig. 2 Tooth shape factor for asymmetrical teeth with parameters corresponding to Table 1

for four basic racks are displayed in Figs. 4, 5, 6 and 7. Calculation of factor YFS
for separate basic racks is executed under the following conditions:
For the gears produced with a basic rack, n = 33 and nN = 20.
The force is applied to a tip. It is designated in Figs. by symbols Fr = Ra.
The machining method is a generating method that uses a hob without a
protuberance.
The tooth thickness is diminished by magnitude ds, equal to half of the backlash
accepted as being equal to 0.1 mm.

6 Specic Stiffness C

Calculation of the factor c is also executed through a method involving complex

integral equations, at force application at the circle Rv = z/2 + 1. In Fig. 3, it is
designated by symbols Fr = Rv. The method of stiffness calculation is described in
[14]. Calculations were executed for contact stresses H = 1000 N/mm2, with the
subsequent recalculation at specic stiffness, which has dimension N/mm/m.
Terminology and Design of Asymmetrical Gears for Aircraft 385

Fig. 3 Factor c of asymmetrical teeth with parameters corresponding to the optimal contour table

The results shown in Fig. 3 apply to gears of disk shape. Calculations are
executed with account of a backlash.
Diagrams for the denition of factor c for three basic racks are given in Fig. 3.
Factors c are described for a gear ratio u = 1. If u 1, the factor c is dened by
the formula

c0 z1; x1
c0 z2; x2
c0 2
c0 z1; x1 c0 z2; x2

7 Example of Calculation of a Gear with Asymmetrical

Teeth

Calculations of asymmetrical gears are executed by means of the program

AEROFLANK. Prole errors are equal to zero (Figs. 8, 9, 10, 11 and 12).
386 A. Novikov et al.

Fig. 4 Asymmetrical gears. Geometrical parameters and main stress difference

Fig. 5 Asymmetrical gears. Dynamics of contact stress; Dynamics Bending stresses at driving and
driven gears
Terminology and Design of Asymmetrical Gears for Aircraft 387

Fig. 6 Asymmetrical gears. Temperature; Oil Film Thickness; Kinetics and Structure of
Transmission error

Fig. 7 Asymmetrical gears. Transmission error and Kinetics; VibroPower; Spectrum/VibroPower

388 A. Novikov et al.

Fig. 8 HCR gears. Geometrical parameters and main stress difference

Fig. 9 HCR gears. Dynamics of contact stress; Dynamics Bending Stresses at driving and driven
gears
Terminology and Design of Asymmetrical Gears for Aircraft 389

Fig. 10 HCR gears. Temperature; Oil Film Thickness; Kinetics and Structure of Transmission error

Fig. 11 HCR gears. Transmission error and Kinetics; VibroPower; Spectrum/VibroPower

390 A. Novikov et al.

Fig. 12 Asymmetrical gearssome of the TV7-117S turboprop engine gearbox components and
assemblies

8 Example of Calculation of a Gear with HCR Teeth

Gears with HCR teeth have an Operating Contact Ratio >2. Advantages of HCR
gears: low vibration, low bending stress. Limitation: low oil lm thickness, man-
ufacture from heat-resisting steels of type VCS-10 (Tables 2, 3, 4 and 5).
Calculations of HCR gears are executed by means of the program
AEROFLANK. Prole errors are equal to zero.

9 Summary

The approach to the asymmetric and HCR gear design, demonstrating the basic
denition of gear teeth and mesh parameter, has been developed. Application of the
asymmetric gears in the TV7-117S, TV3-117VMA-SBM1, NK-93 turboprop
engine gearbox resulted in extremely low weight to output torque ratio, about 50 %
less in comparison with the gearboxes of its predecessors, the AI-20 and AI-24
turboprop engines. It also signicantly reduced noise and vibration levels, and cut
down the duration and expense of operational development.
Terminology and Design of Asymmetrical Gears for Aircraft 391

Table 2 Basic gear geometry Gear Drive Coast

parameters
Number of gears 49 51
Center distance, mm 201
Operating module, mm 3.899
Basic rack prole, Drive flat flank 33
Coast bluff flank 20
Radius of rack prole, mm Drive flat flank 0.4 (module)
Coast bluff flank 0.2 (module)
Drive flank operating contact ratio 1.2
RPM (drive) 1000
Output torque, Nm (coast) 1122

Table 3 Basic gear HCR Gear Drive Coast

geometry parameters
Number of gears 49 51
Center distance, mm 201
Operating module, mm 3.899
Basic rack prole, Drive flat flank 18
Coast bluff flank 18
Radius of rack prole, mm Drive flat flank 0.35
(module)
Coast bluff flank 0.2 (module)
Drive flank operating contact ratio 2.05
RPM (drive) 1000
Output torque, Nm (coast) 1122

Table 4 Application of gears Criterion (active prole) Asymmetrical HCR

with asymmetrical and HCR
teeth in turboprop engine Contact stress, MPa 1207 910
gearbox Bending stress, MPa (driving gear) 273 216
Bending stress, MPa (driving gear) 361 234
Temperature, C 86 96
Oil lm thickness, m 1.0 0.5
VibroPower, Wt 2780 1358

Table 5 Application of gears The aircraft engine Assemblies Type gears

with asymmetrical and HCR
teeth in turboprop engine TV3-117VMA-SBM1 Rear reduction gear HCR
gearbox NK-93 Gearbox between fan HCR
and turbine
TV7-117S Gearbox between air Asymmetrical
screw and turbine
392 A. Novikov et al.

The new design and technological approaches that have seen realization in the
TV7-117S, TV3-117VMA-SBM1, NK-93 engine gearbox have been recommended
for the development of gearboxes of advanced aviation engines.

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