Mechanism

and
Mechanism and Machine Theory 41 (2006) 456–472
Machine Theory
www.elsevier.com/locate/mechmt

Geometric design of a planetary gear train

with non-circular gears
D. Mundo *

Department of Mechanical Engineering, University of Calabria, 87036 Arcavacata di Rende (CS), Italia

Received 25 January 2005; received in revised form 16 May 2005; accepted 2 June 2005
Available online 3 August 2005

Abstract

The paper presents a concept of epicyclical gear train able to generate a variable gear ratio law. The basic
mechanical configuration consists of three non-circular gears in a typical planetary arrangement.
Such a mechanism couples the advantages of non-circular gears with the typical performances of epicyc-
lical gear trains. Therefore this kind of planetary gear train is useful when the synthesis of a specific torque
curve or the design of a function generator involve a highly variable input/output relationship, especially if
small weights and sizes are required.
An application is presented, where a planetary gear train with non-circular gears is proposed in order to
design a power drive mechanism for high performance bicycles. Such a device maximizes the human output
during a typical low-speed way of pedalling.
Ó 2005 Elsevier Ltd. All rights reserved.

Keywords: Planetary gear train; Non-circular gears; Kinematic analysis; Torque synthesis; High performance bicycle

1. Introduction

The paper presents a new concept of epicyclical gear train, consisting of an external, an inter-
mediate and a central gear, whose pitch lines are all variable-radius curves.

*
Tel.: +39 0984 494159; fax: +39 0984 494673.
E-mail address: d.mundo@unical.it

0094-114X/$ - see front matter Ó 2005 Elsevier Ltd. All rights reserved.
doi:10.1016/j.mechmachtheory.2005.06.003
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 457

In spite of their poor diffusion, non-circular gears can be used in a variety of mechanical sys-
tems. In fact, since the gear ratio function they generate is variable, a purely mechanical control
can be performed on the input/output relationship. For this reason, non-circular gears are useful
in those mechanisms whose task is to force an output element to move according to a specific law
of motion [1]. Automatic equipment in printing presses, textile industry, packaging machines and
quick-return mechanisms represent the most diffuse applications [2,3].
Dooner [4], Kochev [5] and, recently, Yao and Yan [6] proposed the use of non-circular gears in
order to reduce speed fluctuations in rotating shafts or to balance both shaking moments and tor-
que fluctuations in planar linkages, while Emura and Arakawa extended the use of elliptical gears
to steering mechanisms [7].
Although several researches focus on the kinematic analysis of variable-radius pitch lines [8,9],
non-circular gears are not yet widely diffuse in industrial applications, due to design and manu-
facture difficulties.
Initially, the generation of non-circular gears was performed by means of devices where a mas-
ter non-circular gear and a master-rack were employed. In order to overcome difficulties arising
from the necessity of manufacturing the master-gear, Litvin [10,11] proposed an enveloping meth-
od. This approach is based on the idea of using tools (rack and shaper cutters) similar to those
usually employed in circular gear generation. According to this approach, conjugate tooth profiles
are generated by performing a pure rolling of the cutter centrode along the given pitch curve. A set
of necessary relations between cutter and gear motion was then derived for both rack and shaper
cutter generation, in order to fulfill the condition of rolling without sliding. Litvin [10] also pro-
posed a method to design combined non-circular gear mechanisms, suggesting their use when the
generation of function with highly variable derivative is required, since in that case only one pair
of gears could cause undesirable values of the pressure angle.
In 1996, Chang and Tsay [12] developed a mathematical model of non-circular gears, manufac-
tured with rack cutters. Furthermore, they proposed a method in order to determine the complete
mathematical model of non-circular gear tooth profiles, manufactured with shaper cutters, based
on the use of the inverse mechanism relation and on the equation of motion [13].
Recently, Bair [14] proposed a computerized method to generate elliptical gear tooth profiles by
means of a shaper cutter.
In the above-mentioned methods, proposed to design and to manufacture non-circular gears,
a proper selection of the cutter parameters is a basic requirement in order to avoid undercut-
ting. Such a condition involves a reduction of tooth thickness in the region of the fillet, thus
causing a lower load capacity of the gears. In the above quoted references [12,13], Chang
et al. proposed a method to analyze undercutting in elliptical gears generated by a rack cutter
and in non-circular gears manufactured by shaper cutters. The analysis of undercutting condi-
tion is based on the relative velocity and on the equation of meshing, as suggested by Litvin
[15].
In the work presented in this paper, teeth profiles are generated by means of a numerical pro-
cedure, that integrates a differential equation, describing the contact point displacement along the
line of action during the meshing process [16,17], once the constant pressure angle and the pitch
lines are defined. A method to investigate on non-interference condition, during the mathematical
generation of conjugate profiles, is then proposed, based on an analysis of the situations in which
profileÕs singularities will occur.
458 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

This paper proposes a procedure to design planetary gear trains, in which non-circular gears are
used to generate a variable angular-velocity ratio. A clever combination of non-circular gear pairs,
in fact, can be used to accomplish severe tasks of function generation.
A planetary arrangement of variable-radius gears is very useful when the required gear ratio
mean value is a rational number. In that situation, such a mechanism offers a greater compactness
than a pair of multi-lobed non-circular gears [18].
A wide literature focuses on the kinematics of epicyclical gear trains. Some authors, in partic-
ular, have studied the problem of assembly conditions. In 1998, Simionescu [19] proposed a uni-
fied approach to the assembly condition of epicyclical gear trains. A set of analytical relations, in
order to determine the offset angles between the wheels of compound planets, was also provided
for those cases in which an equidistant assembly is not possible. The configuration of the plane-
tary gear train, as proposed in this work, is characterized by a single planet gear. Nevertheless,
assembly conditions must be considered, since non-circular gears are involved. A numerical pro-
cedure is proposed in order to assure that tooth profiles are generated so that a correct assembly
of the gears can be achieved.
A method to analyze the kinematic behaviour of the mechanism is showed, by extending the
traditional analysis approach, based on the apparent angular-velocity equation, to epicyclical gear
trains in which variable-radius gears are involved.
A test-case is presented, where the method is applied to design a planetary non-circular gear
train for a torque synthesis problem. By applying the proposed synthesis method, a new gear drive
for high performance bicycles is designed. The bicycle market is characterised by a continuous
growth, thus determining the industry interest in finding new technological solutions. A great part
of bicycles uses multi-speed gear systems, while the design optimization of racing bicycles is con-
tinuously looked for, mainly emphasizing the choice of ultra-light materials. Freudenstein and
Chen [20] developed elliptical gear drives useful in bicycles and variable motion transmissions
involving band or tape drives.
In this paper a new optimization approach is presented, consisting in the design of a variable-
ratio drive mechanism, involving a planetary non-circular gear train [21]. This device is claimed to
reduce the typical torque fluctuations of a low-speed way of pedalling, in order to maximize the
human output.

2. Pitch line synthesis

The synthesis of a set of non-circular pitch lines, to be used in the design of epicyclical gear
trains, can be described as a multi-step process. A planetary gear train, in particular, requires
the generation of two pairs of conjugate curves. One pair is formed by the external gear, usually
referred to as the ring gear, and by an intermediate gear. A second pair of conjugate curves is
formed by the latter and the internal gear. The first is also called planet gear, the second sun gear.
In this paper a design process is proposed, consisting of two phases. At first, the external and
intermediate pitch lines are synthesized starting from a generic input/output relationship. The cen-
tral pitch line is then generated, by imposing that this curve and the previously determined inter-
mediate one are conjugate. In both steps, a set of constraints are taken into account in order to
guarantee a cinematically correct transmission of motion [11].
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 459

The starting point of the proposed method is the variable angular-velocity ratio between the
ring and the planet gear. A basic characteristic of non-circular gears is the dependence of tooth
profile on the pitch line radius. Each tooth of the first gear can mesh only with one or a limited
number of conjugate teeth belonging to the second gear. As a consequence, for a generic pair of
non-circular gears, the gear ratio s must vary according to a cyclic law, and its average value sav
must respect the following condition:
Z 2p Z 2p
1 1 R1 ðh1 Þ m
sav ¼ sðh1 Þdh1 ¼ dh1 ¼ ð1Þ
2p 0 2p 0 R2 ðh2 ðh1 ÞÞ n
being (R1, h1) and (R2, h2) the polar coordinates of the pitch lines schematically represented in
Fig. 1, while m and n are integers.
In order to guarantee Eq. (1) is respected, the gear ratio srp between the ring and the planet gear
is represented in the following general form:
X
N
srp ðhr Þ ¼ m þ ½ak cosðkmhr Þ þ bk sinðkmhr Þ
ð2Þ
k¼1

in which the rotation of the ring has been chosen as an independent variable, while the case of
multi-lobed pitch lines is not considered (n = 1).
By computing the coefficients of a Fourier series in the form of Eq. (2), any cyclic analytical or
numerical law can be adopted to represent the gear ratio srp(hr), being, by definition, respected the
constraint of Eq. (1).
Once given srp(hr) and established the distance Drp between the two centres of rotation, the
pitch lines can be synthesized, in polar form, by means of the following equations:
Rr ðhr Þ  Rp ðhp Þ ¼ Drp ð3Þ
Rp ðhp Þ
¼ srp ð4Þ
Rr ðhr Þ
where Rr(hr) and Rp(hp) are the polar representations of the ring and the planet pitch lines, being
the following the relationship between the two angles:

Fig. 1. Polar representation of the pitch lines.

460 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

Z hr
hp ðhr Þ ¼ srp ðhr Þ  dhr ð5Þ
0

As an example, Fig. 2 shows the gear ratio law srp(hr), obtained by taking m = 3, n = 1, N = 1,
a1 = 0 and b1 = 0.5 in the general expression of Eq. (2). In the same figure the ring and the planet
pitch lines, generated by means of Eqs. (3)–(5), are represented. A distance Drp = 100 mm has
been chosen.
The next step of the design process is the determination of the central gear pitch line. Once
determined the law Rp(hp), the polar function Rs(hs) relative to the sun gear pitch line can be ex-
pressed as:
Rs ðhs ðhp ÞÞ ¼ Dps  Rp ðhp Þ ð6Þ

where Dps is the distance between the planet and the sun gear centre of rotation. The value of this
parameter is not a design variable, since from Eq. (5), written for the planet–sun pair, the follow-
ing constraint can be obtained:
Z 2p
hs ðhp ¼ 2pÞ ¼ sps ðhp Þ  dhp ¼ 2p ð7Þ
0

where sps is the planet–sun gear ratio, considered as positive.

From Eq. (7), by definition of gear ratio, follows:
Z 2p
Dps  Rp ðhp Þ
 dhp ¼ 2p ð8Þ
0 Rp ðhp Þ

By means of Eq. (8), the value of Dps can be determined, that guarantees the curve Rs(hs), coming
from Eq. (6), is conjugate with the curve Rp(hp). The relationship between hs and hp can be now
defined, being:
Z hp
hs ðhp Þ ¼ sps ðhp Þ  dhp ð9Þ
0

Fig. 2. Assumed ring–planet gear ratio and corresponding pitch lines.

 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 461

Fig. 3. Planet–sun gear ratio as a function of planet rotation.

Fig. 4. Pitch lines of the planetary gear train.

With reference to the previously described example, a distance Dps = 104.57 mm has been deter-
mined from Eq. (8). Fig. 3 shows the gear ratio law sps(hp), whose average value is 1, while in
Fig. 4 the arrangement of ring, planet and sun pitch lines is represented. The origin of the refer-
ence frame coincides with the ring centre of rotation Or, while the x-axis crosses the planet centre
of rotation Op.
It is interesting to observe that the centre of the ring and the centre of the sun are not coinci-
dent, being generally Dps 5 Drp.

3. Kinematic analysis

The pitch line synthesis process, described in the previous section, starts from the angular-
velocity ratio between the ring and the planet gears. A kinematic analysis of the whole mechanism
is now required to determine the performed input/output relationship.
462 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

A planetary gear train consists of five elements, since the ground and a planet arm, connecting
the planet gear to the ground, must be added to the three gears. These elements are connected
each other by means of six joints: the revolute joints connecting the sun, the arm and the ring with
the ground, and the arm to the planet suppress, all together, eight degrees of freedom. Two more
degrees of freedom are suppressed as a consequence of two meshing gear pairs. Hence the mobility
of the planetary is 2, indicating that two independent inputs are needed to determine the angular
position of the output element uniquely, or that two outputs can be generated by means of a single
input. In the latter configuration a planetary gear train can perform a power division.
In many applications the system mobility is reduced by grounding the ring or the sun gear. That
is the case this paper considers, being, therefore, four the possible configurations to investigate.
They are summarized in Table 1.
The input/output relationship for each configuration can be obtained starting from the kine-
matic analysis of the ordinary gear train, in which the planet arm is grounded. In that case, the
angular-velocity ratio srs between the ring and the sun can be expressed as:
xs dhs dhs dhp
srs ¼ ¼ ¼  ¼ sps  srp ð10Þ
xr dhr dhp dhr
where xs and xr are, respectively, the solar and the ring angular-velocity in the ordinary gear train
configuration. Fig. 5 shows the input/output relationship for the ordinary gear train represented
in Fig. 4. The average gear ratio is 3, thus indicating that the sun and the ring directions of rota-
tion are opposite.
In order to find the angular-velocity ratio for an epicyclical gear train, the output and input
motion, relative to the grounded element, must be considered. With reference to the four cases
of Table 1, the input/output relationships si(i = 1, . . . ,4) can be expressed as:

Table 1
Configurations of a planetary gear train as 1 d.o.f. mechanism
No. Grounded element Input element Output element
1 Sun gear Ring gear Planet arm
2 Sun gear Planet arm Ring gear
3 Ring gear Sun gear Planet arm
4 Ring gear Planet arm Sun gear

Fig. 5. Gear ratio in the ordinary configuration.

 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 463

x0a xs dhs

s1 ðh0r Þ ¼ 0
¼ ¼ ð11Þ
xr xr  xs dhr  dhs
x0r 1
s2 ðh0a Þ ¼ 0
¼ ð12Þ
xa s 1
x0a xr dhr
s3 ðh0s Þ ¼ 0
¼ ¼ ð13Þ
xs xs  xr dhs  dhr
x0s 1
s4 ðh0a Þ ¼ 0
¼ ð14Þ
xa s 3

where x0s , x0r and x0a are the angular-velocities of the sun, the ring and the planet arm with respect
to the current grounded element. The rotation of the current input element can be expressed as a
function of the starting independent variable hr by integrating the relative angular-velocity func-
tion. As an example, the relationship between h0r , input variable of the planetary in the configu-
ration number 1, and hr can be written as:
Z tðhr Þ Z hr Z hr

dhr dhs
h0r ðhr Þ ¼ x0r  dt ¼ ðxr  xs Þ  ¼ 1  dhr ð15Þ
0 0 xr 0 dhr

In a similar way the input rotation can be found as a function of hr in each configuration. Fig. 6
shows the four input/output relationships the planetary gear train of Fig. 4 may perform.

Fig. 6. Gear ratio in the four epicyclical configurations summarized in Table 1.

464 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

It is useful to observe that the average value of the gear ratio is predictable from Eqs. (11) to
(14). In fact, since the sun average angular-velocity is m = 3 times greater than the ringÕs one but
in opposite direction, the following relationships must be verified:
m 3
s1;av ¼ ¼ ð16Þ
m  1 4
1 4
s2;av ¼ ¼ ð17Þ
s1;av 3
1 1
s3;av ¼ ¼ ð18Þ
m  1 4
1
s4;av ¼ ¼4 ð19Þ
s3;av
In all the configurations the planetary gear train performs a positive gear ratio, being thus the
input and the output angular motion always in the same direction.

4. Tooth profile generation and virtual prototyping

Tooth profile generation is based on the analytical description of the meshing evolution. The
mathematical model is based on the following differential equation [16]:
 
dy 2 dR1
¼ cos ðaÞ R1 ðh1 Þ  tanðaÞ ð20Þ
dh1 dh1

where dy is the elemental displacement, projected on the y-axis, of the contact point along the line
of action, in correspondence of a rotation dh1 of the first pitch line (Fig. 1). In the previous for-
mulation, a is the pressure angle, constant along each profile, but variable from tooth to tooth.
Eq. (20) enables to determine the meshing profiles of non-circular gears, once the pitch lines
(R1, h1) and (R2, h2) are defined and the pressure angle a imposed.
By integration of Eq. (20), starting from the intersection point of a tooth profile with the
pitch line, the meshing point displacement, along the contact segment, is obtained. From the
current contact point two different points on the conjugate profiles are derived, by means of
a coordinate transformation based on suitable rotation matrices. The integration proce-
dure stops when the current tooth height, in the radial direction, equals the addendum
value.
A situation in which the numerical integration of Eq. (20) must be stopped occurs when non-
interference condition is no longer fulfilled. In that case, in fact, a singularity will appear on tooth
profiles. In order to check upon non-interference condition, the distance between the current con-
tact point and the center of rotation of each gear is monitored. A singularity is occurring when
such a distance is stationary, as shown by Danieli [16]. The maximum rotation hlim a gear can per-
form before interference occurs, thus limiting the extension of conjugate profiles, can be then
determined by computing the coordinates of the contact point. Consider, as an example, the ref-
erence system as represented in Fig. 1. Non-interference condition for the first gear can be checked
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 465

by means of the following procedure. Based on Eq. (20), the coordinates of the contact point after
a rotation h of the driving gear can be evaluated as follows:
Z h Z h

dy 2 dR1
yðhÞ ¼ dh ¼ cos ðaÞ R1 ðhÞ  tanðaÞ dh ð21Þ
h0 dh h0 dh
Z h
 Z h

dR1 dx dR1 dy 1
xðhÞ ¼ R1 ðh0 Þ þ þ dh ¼ R1 ðh0 Þ þ þ dh ð22Þ
h0 dh dh h0 dh dh tanðaÞ
where h0 is the angle that identifies the intersection between the current tooth profile and the pitch
line. Once the position of the current contact point has been determined, since h is the rotation of
gear 1 while the contact point moves from the pitch line to the current position, the coordinates of
the point as belonging to the tooth profile can be expressed as:
    
x1 cosðh0  hÞ sinðh0  hÞ x
¼ ð23Þ
y1  sinðh0  hÞ cosðh0  hÞ y
The current value of h identifies a singularity, being thus coinciding with hlim as defined above,
if the following condition, numerically evaluated at each integration step, is verified:
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
d
ðx21 ðhÞ þ y 21 ðhÞÞ ¼0 ð24Þ
dh h¼h lim

It is important to observe that non-interference condition is simultaneously checked for both

meshing gears. Besides, while considering a planetary configuration, the planet gear engages with
both the ring and the sun. Therefore, the interference condition that at first occur, thus causing the
integration process to stop, will be considered.
When the numerical integration of Eq. (20) stops, each profile is then extended, according to the
tangent line, in the fillet region, in order to avoid interference between two meshing teeth.
In order to apply the generation method as described above, the design variables must be de-
fined. The pressure angle and the number of teeth are two basic design parameters, since they af-
fect the size of the tooth top region. Once the centrodes are defined, a proper selection of these
parameters is required in order to avoid that a limited size of the teeth could determine a low load
capacity of the gears. The pressure angle should not exceed a determined value (20° is usually a
desirable value), since high values of a can lead to a limited size of the tooth top region. Also the
number of teeth is important, since increasing this value will reduce the circular pitch of the gears,
thus reducing the tooth size. On the other hand, a greater number of teeth determines a higher
value of the contact ratio, thus reducing the load amount on each tooth. Such considerations
can be helpful during the design process, but the load capacity of the gears must be evaluated after
the tooth profiles are generated.
By applying the method described above to the sun–planet pair of Fig. 4, the profiles of Fig. 7
are generated. Both gears have 20 teeth, while the basic pressure angle, defined as the angle be-
tween the line of action and the local normal to the pitch line, has a value of 20°.
Once tooth profiles of sun–planet pair are generated, a second gear pair must be defined by con-
sidering the planet and the ring pitch lines. Since tooth profiles of the planet gear have already
been determined, in order to assure that the planetary gear train can be assembled in a correct
way, it is necessary to determine the proper integration starting-point on the ring gear, that is
466 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

Fig. 7. Tooth profiles of the sun–planet pair.

the intersection between the pitch line and the first tooth profile. The assembly condition can be
then defined by the following expression, deriving from the condition of pure rolling of the pitch
lines:
Z hr Z hp
Rr ðhr Þ  dhr ¼ Rp ðhp Þ  dhp ð25Þ
0 p

where hr is the angle at which the first ring tooth intersects the pitch line, while hp > p identifies
the intersection of the planet pitch line with the closest tooth to the angular position hp = p. Eq.
(25) can be numerically solved in order to determine the position along the ring pith line, at which
the integration of Eq. (20) must start. Once the first tooth profile on the ring is defined so that Eq.
(25) is fulfilled, the remaining teeth will be generated with a correct phase, since the same circular
pitch is assumed for the three gears.
The ring profiles are thus generated, with the same pressure angle as the planet and sun profiles,
while the number of teeth is 60, being the average ring–planet gear ratio equal to 3 in this appli-
cation. In Fig. 8 the gear tooth profiles are represented.
A virtual kinematic analysis is performed in order to validate the proposed synthesis method. A
virtual prototype of the mechanism is built by means of a CAD software, PTC-ProEngineerÒ, and
the gears kinematics simulated both in ordinary and in epicyclical configurations. The three axes
of rotation are considered as fixed in the first case, while a movable planet arm supports the planet
gear during its motion of revolution in the second case. All the epicyclical configurations of Table
1 have been reproduced. In particular, in the first two configurations the sun gear is considered as
grounded body and its axis identifies the arm axis of rotation. In the other two cases the ring gear
is fixed to the frame and the arm rotates around its axis.
The correct kinematics of a planetary gear train is thus reproduced by virtually constraining the
motion of each element according to the rules described in Section 3. A driver is assigned to each
rotational joint: the relative angular-position of pin-connected parts is numerically defined as a
function of the actual input element rotation, on the basis of relationships similar to the one of
Eq. (15).
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 467

Fig. 8. Tooth profiles of the whole planetary gear train.

As an example, Fig. 9 shows four frames captured at different instants during the simulated mo-
tion of the epicyclical gear train with grounded central gear (cases 1 and 2 in Table 1).
In all described scenarios, the virtual kinematic analysis validates the proposed synthesis meth-
od. No interference between meshing teeth has been detected, while the tangency of conjugate

Fig. 9. Representation of the mechanism in four different configurations during a kinematic simulation (sun gear fixed
to the frame).
468 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

profiles is always verified, being the maximum checked error less then 0.005 mm and ascribable to
numerical approximations.

5. Example

An application of planetary gear trains with non-circular gears is here proposed in the design of
a power drive mechanism for high performance bicycles. An optimization approach is presented,
consisting in the design of a variable-ratio drive mechanism, able to maximize the human output.
The proposed solution combines the common multi-speed gear systems with a device able to per-
form a variable input/output relationship.
Due to physiological and biomechanical characteristics of human body, the torque a cyclist
produces while pedalling is not constant. A cyclic relationship between the pedal torque and
the crank angle is determined by Neptune at different pedalling rates [22], showing that the differ-
ence between the maximum and the minimum torque value in a cycle is higher at low-speeds. In
Fig. 10 a typical low-speed torque curve is represented as a function of the crank angle (defined as

Fig. 10. Typical pedal-crank torque at 60 rpm.

Fig. 11. Gear ratio law of the planetary gear train in the second configuration of Table 1 (srp,av = 4, sps,av = 0.5).
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 469

0° at the top-deep-centre of any pedal). The curve has been obtained starting from the measured
single-leg pedalling torque at 60 rpm.
In order to reduce the torque fluctuations, and thus the bicycle speed variations in low inertia
conditions, a variable-ratio drive can be designed. Since the requests for small weights and sizes
are important in this application, a planetary gear train with non-circular gears is a good solution.
The design parameters have been chosen on the basis of the following considerations. The aver-
age planetary gear ratio is requested to be as close to unit as possible, being thus allowed the use
of a traditional multi-speed system, if necessary with few modifications, in series with the epicyc-
lical gear train. A second specification concerns the cyclic characteristics of the torque law shown
in Fig. 10. On this account the planetary gear ratio law must consist of an elementary curve
repeating twice within a pedalling cycle. On the basis of the kinematic analysis performed in Sec-
tion 3, both specifications are verified by choosing an average ordinary gear ratio equal to 2, and

Fig. 12. Optimal output torque.

Fig. 13. Pitch lines of the optimized planetary.

470 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472

Fig. 14. Virtual prototype of the optimized planetary.

selecting the second configuration of Table 1: the central gear is grounded, the input element
(receiving motion by the pedal crank) is the planet arm, while the ring gear represents the output
element, driving a traditional multi-speed mechanism. In particular, a ring–planet gear ratio equal
to 4 and a planet–sun ratio equal to 0.5 are imposed. In that scenario, in fact, the planetary gear
ratio law is characterized by four identical regions (m = 4), while its average value, from Eqs. (11)
to 12), is 1.5 (after two pedalling cycles the ring gear performs three rotations and the initial con-
ditions are restored, as shown in Fig. 11).
Once assumed the average gear ratios, a non-linear optimization algorithm has been imple-
mented, on the basis of the kinematic model, using MatlabÒ. The coefficients ak and bk
(k = 1, 2) in Eq. (2) have been determined to minimize the difference between the maximum
and the minimum output torque values. The result is showed in Fig. 12, where the optimal output
curve is compared with the reference one (defined as the output curve obtained with a constant
gear ratio). The corresponding pitch lines are represented in Fig. 13, while Fig. 14 shows the vir-
tual prototype of the planetary gear train.

6. Conclusion

A method for the geometric synthesis of an epicyclical gear train with non-circular gears is pro-
posed. The investigated mechanical configuration is a typical planetary drive, the gears of which
have variable-radius pitch lines. The proposed method consists of two steps: at first the external
and intermediate pitch lines are synthesized by establishing a suitable gear ratio law for the ring–
planet pair. The central pitch line is then generated by imposing that it is conjugate with the planet
pitch curve. A numerical example is used to illustrate the method, while a kinematic analysis is
performed in order to determine the input/output relationship. The gear ratio law is determined
in the four possible configurations of a planetary drive, considered as a single d.o.f. mechanism
(one element is grounded).
 D. Mundo / Mechanism and Machine Theory 41 (2006) 456–472 471

By considering separately the planet–sun and the ring–planet pairs, tooth profiles are generated.
A virtual prototype of the mechanism is created in order to validate the design method by means
of a kinematic simulation.
An application is presented, where a planetary gear train with non-circular gears is designed as
power drive mechanism for riding bicycles. The proposed device improves the cyclistÕs perfor-
mances during a typical low-speed way of pedalling. Thanks to its small weight and size, the
mechanism can be easily combined with traditional multi-speed gear systems.
Further investigations will concern manufacturing problems. A CNC milling machine can be
used for the generation of tooth profiles, since modern CAD-CAM techniques offer the possibility
to automatically generate the required tool path. Once the pitch lines are defined, the choice of the
tool must be based on the geometric characteristics of the teeth, being thus dependent on the de-
sign parameters. A proper selection of these parameters and of the cutter dimensions is then nec-
essary in order to avoid tooth damaging in the fillet region during the manufacturing process.

Acknowledgements

The author wishes to acknowledge Prof. Guido Danieli and Dr. Francesco Mundo for their
suggestions.

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