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Vibration Analysis of the Helical Gear System Using the Integrated Excitation
Model

Article in Journal of Advanced Mechanical Design Systems and Manufacturing · October 2007
DOI: 10.1299/jamdsm.1.541

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007

Systems, and
Manufacturing
Vibration Analysis of the Helical Gear System
Using the Integrated Excitation Model*
Takayuki NISHINO**
**Mazda Motor Corporation,
3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima730-8670, Japan
E-mail: [email protected]

Abstract
The vibration of the helical gear system is generated by three kinds of excitation.
The first cause is a displacement excitation due to the tooth surface error. The
second is a parametric excitation by the periodical change of the tooth mesh
stiffness. The third is a moving load on the tooth surface during the progress of
mesh of the teeth. In mesh of a pair of helical gears, the composite load of the
distributed load along a contact line moves its operating location from one end of
face width to the other end during the process of mesh progress. This moving load
causes fluctuation of bearing load that excites the housing. Therefore, it is
important to treat gear mesh excitation as moving load problem. For this purpose, a
tooth mesh model, in which three different types of excitations above are
incorporated, is proposed. In this model, a pair of gear tooth is represented by the
multiple springs and the moving load can be taken into account by the multiple
mesh excitation forces that have the phase differences from each other. This model
is applied to the vibration analysis of a single stage gearbox. The analytical and
experimental results show that this method is accurate and effective enough for
practical use.

Key words: Gear, Helical Gear, Tooth Mesh Model, Moving Load, Mesh Exciting
Force, Finite Element Method, Substructure Synthesis Method

1. Introduction
The contribution of the structure-borne noise is pretty high for the gear noise(1), that is,
dynamic load excites the gear pair, shafts, bearings and housing, and then the noise is
radiated from the vibrating surface of the housing.
To improve this structure-borne noise, many analytical methods of the vibratory
behavior of the helical gear system are reported(2)–(5). In these reports, excitation forces
caused by the tooth surface error and the variation of tooth mesh stiffness are incorporated.
However, helical gears have another excitation force, which was reported for the first time
by Nogami et al.(6), caused by the load distributed on a contact line moving in the axial
direction while the gears rotate. Fig. 1(a) shows
how a contact line moves from the beginning of the
Contact line
mesh to the end. The operating point of the load Distributed load
distributed along the contact line moves in the axial
A B
direction from one end A of the face width to the Mesh B
progress
other end B during mesh progress as shown in Fig. A
z z
1(b). This moving load causes the fluctuation of the (a) (b)
bearing load. This fluctuation of the bearing load
*Received 9 July, 2007 (No. 07-0294) Fig. 1 The moving load
[DOI: 10.1299/jamdsm.1.541]

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
excites the housing of the gearbox. Therefore, in addition to the excitation force caused by
the tooth error and the variation of tooth mesh stiffness, this moving load should be taken
into account for the analytical study of the vibratory phenomenon in the helical gear system.
Nogami et al.(6) analyzed the influence of the moving load on the fluctuation of bearing
loads by using some simplified vibratory model. However they did not incorporate the tooth
surface error and the variation of tooth mesh stiffness quantitatively in their excitation
model. Accordingly, any excitation model in which excitation forces due to the tooth
surface error, the variation of tooth mesh stiffness and the moving load are considered
seems not to have been established.
The objective of this study is to develop a procedure that is easily applicable to the
response analysis of the helical gear system excited by the three kinds of excitation forces
above mentioned. For this purpose, a tooth mesh model is proposed. The feature is that
those three excitations with different character are incorporated in the excitation model as
integrated external forces. Then the proposed method is applied to the vibration analysis of
a single stage gearbox and the influence of the moving load on the vibratory behavior of the
helical gearing is examined.
Nomenclature
E Mesh excitation force in the direction of tooth normal(8)
Eq Divided mesh excitation forces
ei (xi) Composite tooth surface error of the driving and driven gear on the contact line Li
Fd Dynamic tooth load(10)
j Imaginary unit
k Tooth mesh stiffness in the direction of tooth normal(8)
kq Divided tooth mesh stiffness
kθ Rotational tooth mesh stiffness regarding relative rotation of the contact lines
Li i-th contact line
Lφ1, Lφ 2 Representative length of arm for converting the rotational displacement of the
gears in the plane of action into the linear displacement along the line of action(9)
Mθ Mesh excitation moment(11)
Md Dynamic tooth moment(11)
m Number of divided tooth springs and mesh excitation forces
min ei (xi) Minimum value of ei (xi) on the contact line Li
n Number of teeth that meshes simultaneously
pi (ξ i) Distributed load along the contact line Li
rb Radius of base cylinder
xi Coordinate of the measuring point of the tooth deflection on the contact line Li
βb Base helix angle
ξ i Coordinate of the load operating point on the contact line Li
ϕ , ϕq, ϕθ Initial phase angle of E, Eq and Mθ respectively
ω Angular velocity
Index
i Index for contact line
q Index for divided tooth spring
1, 2 Index for the driving and driven gear
Character decorations
¯ Time averaged value
~ Time varying value
In this report, E, Eq, ei (xi), k, and kq are defined in the tooth normal section.

2. Formulation of Tooth Mesh Models

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
2.1 Outline of tooth mesh model Plane of action
In this paper, the gear body is modeled as kq
a portion of the shaft and the teeth pairs are Eq
modeled as linear and rotational springs. The x
Eq
tooth mesh model is defined as the method
how to set up the tooth springs and excitation
z Driven
forces. Figure 2 shows the tooth mesh model
Driving
proposed in this report. The tooth mesh
Fig. 2 Tooth mesh model
stiffness is modeled by a set of linear springs
with time-averaged spring constants k q that Operating line of springs
are arranged in equally spaced on the pitch S′ βb A E′
line. A set of mesh excitation forces Eq is
S1
given as the same manner as the springs.

⋅⋅⋅⋅
Springs and excitations above are set in x
y Sq l1
the plane of action. Each spring is connected

⋅⋅⋅⋅

⋅⋅⋅⋅
to the two points at the both ends of it. These
points are shown separately in the figure for Sm lq

h
S B E

⋅⋅⋅⋅
convenience, however they are actually
located at the same position. Therefore, let us z lm
(a) The position of the springs
consider that each spring have infinitesimal
S′ βb ξs A E′
length. Moreover, let us assume that each
point is rigidly connected to the body of the Pi,1
k1
driving and driven gear respectively.

⋅⋅⋅⋅
Pi,q x
y Oi kq l1
2.2 Arrangement of Divided Tooth Springs

⋅⋅⋅⋅
Pi,m

⋅⋅⋅⋅
Li−1
Figure 3 shows how the springs are pi(ξ i)
km lq
arranged in the plane of action. The plane in
S ξe B E

⋅⋅⋅⋅
the figure is the same plane of action as shown ξi Li+1
z lm
is Fig. 2. Axis x and z coincides with the line Contact line Li
of action and the pitch line respectively. Axis (b) The orientation of the springs
y is perpendicular to the plane of action and Fig. 3 Layout of tooth springs
directed upward from the drawing plane. The
tooth mesh stiffness is expressed by a set of linear springs of number of m that are arranged
at the points S1,···, Sq,···, Sm. These points are located at the center of intervals obtained by
dividing the face width b with m. Therefore, their coordinates along the axis z are given by
zq = {−b + h(2q − 1)} / 2 , (h = b / m, q = 1,⋅ ⋅ ⋅, m) . (1)
The two points where each spring are connected are assumed to exist at the same
location as point Sq, however the orientation of the spring is assumed to be parallel to the
tooth normal.
The lines that pass through the point Sq (q = 1,⋅⋅⋅, m) and are inclined to the line of
action by base helix angle β b represent the direction of forces generated by expansion and
contraction of springs. Therefore, we call these lines the operating lines of springs and
denote them by lq (q = 1,⋅⋅⋅, m).

2.3 Expression of Moving Load

The concept for expressing the moving load is explained as follows. Figure 3(b) shows
the situation where a number of contact lines appear simultaneously on the plane of action
and the distributed loads act along them. Focusing one contact line among them, the mesh
starts at point S' and ends at point E. As the gears rotate, the magnitude of the resultant load
of the distributed load changes. At the same time, its operating point changes along the gear
axis from point A to B. We can catch this moving load as a set of spring forces by

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
performing the following procedure at each rotation step of the gears.
(i) The first task is converting the distributed load pi (ξi ) along each contact line into the
equivalent concentrated loads Pi, q (i = 1,⋅⋅⋅, n, q = 1,⋅⋅⋅, m) that are applied at nodal points on
the contact line. Here nodal points are intersections of operating lines of springs and the
contact lines.
(ii) Obtain sum of the equivalent concentrated loads that exist on each operating line of
spring by
n
Wq = ∑ Pi ,q (q = 1,⋅ ⋅ ⋅, m) , (2)
i =1
where Wq is the load shared by q-th spring.

2.4 Distributed Load along Contact Line

The distributed load pi (ξi) along the contact line Li is obtained by solving a set of
non-linear integral equations(7)(8)
∫L K b ( xi , ξ i ) p i (ξ i ) dξ i + K c ( xi ) p i ( xi ) = ∆ − ei ( xi ) (i = 1,⋅ ⋅ ⋅⋅, n)
i
(3)
under the transmitted load condition
n
W = ∑ ∫ L p i (ξ i )dξ i , (4)
i
i =1
where Kb (xi, ξi) is the influence function regarding bending and shearing deformation of the
tooth; Kc (xi) is the contact approach between tooth flanks when pressured by unit load; ∆ is
the linear displacement of the rotational delay of driven gear to driving gear in the direction
of tooth normal; W is the transmitted load in the same direction.

2.5 Discretization of Distributed Load

Figure 4(a) shows the same distributed load pi (ξ i ) on the contact line Li as shown in
Fig. 3(b). We discretize pi (ξi ) into nodal forces Pi,1,⋅⋅⋅, Pi,q,⋅⋅⋅, Pi, m. Here, ξ i,1,⋅⋅⋅, ξi, q,⋅⋅⋅, ξi, m
are coordinates of the nodal points. We define the segment of a contact line between two
nodal points as an element. There are complete and incomplete elements among them.
Complete one has nodal points at both sides and incomplete one has one nodal point at one
side of it.
(i) Complete element: Each contact line has the complete elements of number of
(m−1). Figure 4(b) shows the q-th complete element. Qq, Qq+1 are element nodal forces
equivalent to the element load pi (ξi ), ξi ∈[ξi, q, ξi, q+1]. Applying the theorem of virtual work,
we obtain
Qq = ∫ ξξii,,qq +1 p i (ξ i ) N q (ξ i )dξ i 

ξ i ,q +1 , (5) Pi,1 Pi,2 =Pi,q Pi,3 =Pi,m
Qq +1 = ∫ ξ i ,q p i (ξ i ) N q +1 (ξ i )dξ i  p i (ξ i )

where Oi ξi
N q (ξ i ) = (ξ i ,q +1 − ξ i ) / δ ξs ξi,1 ξi,2=ξi,q ξi,3=ξi,m ξe
N q +1 (ξ i ) = (ξ i − ξ i ,q ) / δ Incomplete Complete Incomplete
element elements element
and δ is the width of each element. (a) Distributed load along a contact line
Looping over all of the complete elements, Qq Qq+1
p i (ξ i )
we obtain all element nodal forces by using Eq.
Oi ξi
(5). These are added to the global nodal forces
ξi,q ξi,q+1
Pi, q at the corresponding nodal points. Thus, we (b) Complete element
discretize the distributed load that acts in the Q1 Qm
interval [ξ i,1, ξ i, m]. p i (ξ i )
(ii) Incomplete element: Figure 4(c) shows Oi ξi
incomplete elements. We denote by Q1 and Qm ξs ξi,1 ξi,m ξe
(c) Incomplete elements
element nodal forces that are equivalent to
element load acting in the interval [ξ s, ξi,1] and Fig. 4 Equivalent concentrated loads

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
[ξ i, m, ξ e], here ξ s and ξ e are coordinates of both ends of the contact line Li. By considering
the equilibrium of force and moment, we have
ξ − ξi ξ − ξi
Q 1 = ∫ ξξsi ,1 p i (ξ i ) i ,m dξ i + ∫ ξξ e p i (ξ i ) i ,m dξ i
ξ i ,m − ξ i ,1 i ,m ξ i ,m − ξ i ,1
. (6)
ξ ξ i − ξ i ,1 ξ i − ξ i ,1
Qm = ∫ ξ si ,1 p i (ξ i ) dξ i + ∫ ξξ e p i (ξ i ) dξ i
ξ i ,m − ξ i ,1 i ,m ξ i ,m − ξ i ,1
Now, superimposing Q1, Qm to Pi, 1, Pi, m above respectively, a set of the concentrated
loads Pi, q is obtained.

2.6 Divided tooth mesh stiffness

By using the concentrated loads Pi, q , divided tooth mesh stiffness is formulated. Figure
5 shows that the tooth mesh stiffness of a pair of teeth is represented by a set of linear
spring Ki, q (q = 1,⋅⋅⋅, m). Here, each spring constant is defined as
Pi , q
K i,q = (i = 1,⋅ ⋅ ⋅, n , q = 1,⋅ ⋅ ⋅, m) . (7)
∆ − min ei
Divided tooth mesh stiffness kq is defined as a composite of spring constants Ki, q that
exist on the common operating line lq. So, kq is expressed as
n
k q = ∑ K i , q (q = 1,⋅ ⋅ ⋅, m) . (8)
i =1

2.7 Divided mesh excitation force

So far, the gears are supposed to have rigid bodies. In dynamic condition, however, gear
body should be treated as flexible. When the gears vibrate with distortions, the point where
each spring is connected changes its position, because the point is supposed to be rigidly
connected to the gear body as mentioned previously. Strictly speaking, the displacement of
such a point differs according to the position on the line lq. This makes the formulation quite
complicated. Therefore, we use the displacement of a representative point for the line lq and
we choose the point Sq in Fig. 3(a) for such a point. We denote by X1, q and X2, q linear
displacements of the point Sq in the direction of tooth normal when the point is rigidly
connected to the driving and driven gear respectively. Consequently, denoting the relative
displacement by Xq = X1, q− X2, q , the sum of loads shared by Ki, q (i = 1,⋅⋅⋅,n) on the line lq is
expressed by
Fq = −k q X q + Wqφ q , (9)
where Wq is the time-averaged load of Fq; φq is expressed as
n
φ q = ∑ K i , q min ei / Wq . (10)
i =1
As gears rotate, the variables Fq, kq, Xq and φq fluctuate around the steady state values.
Separating these variables into the steady state values and fluctuating values, ignoring
~ ~
higher order values k q X q and leaving only
fluctuating terms, we obtain Operating line of springs
~ ~ S′ βb E′
Fq = − k q X q + Eq , (11)
Ki,1
where k1
~
⋅⋅⋅⋅

Eq = Wq {φ q − (1 + φ q )κ~q } , (12) Ki,q x

~ y kq l1
~
κ q = kq / kq , (13)
⋅⋅⋅⋅

Li−1
⋅⋅⋅⋅

Ki,m
and (−) and (~) means steady state value km lq
(time-averaged value) and fluctuating value S E
⋅⋅⋅⋅

(time-varying value) respectively. ξi Li+1

z lm
Equation (11) shows Eq is an excitation Contact line Li
~
force and k q X q is the reaction force to it. Fig. 5 Divided tooth mesh stiffness

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
Therefore, we can consider Eq as a mesh excitation force. In other words, the forced
vibratory system of a helical gearing is considered that a pair of gears connected by the
springs with time-averaged spring constant k q (q = 1,⋅⋅⋅, m) is excited by the excitation forces
Eq (q = 1,⋅⋅⋅, m) as shown in Fig. 2. Moreover, applying a set of excitation force Eq (q = 1,⋅⋅⋅,
m) as shown in Fig. 2, we can express the excitation caused by the moving load in addition
to the excitations caused by the tooth surface error and the variation of tooth mesh stiffness.

2.8 Non-Linearity of Tooth Mesh Stiffness to the Transmitted Load

Figure 6 shows how the deflection δ of the teeth increases as the transmitted load W
increases. In the gear pair with tooth surface error, the tooth contact area considerably
changes according to amount of the load. As the result, tooth mesh stiffness shows
non-linearity to the load. Therefore, the non-linearity of the tooth mesh stiffness should be
considered. Since we deal with the small
displacement around the equilibrium position in the

Deflection of tooth δ (µm)

vibratory analysis of the gears, however, we only δ P
modify k q and Eq as follows.
k n 100 tan−1 1
kq = ⋅ ∑ K i ,q (14) k k0 = W
k0 i =1 δ
k ~
Eq = Wq {φ q − (1 + φ q )κ~ q } (15) k = dW
−1 1 dδ P
k0 tan
k0 W
where k 0 is the tooth mesh stiffness when the 00
0 2000
non-linearity isn't taken into account; k is the Transmitted load W (N)
tangential tooth mesh stiffness at the point P as Fig. 6 Non-linearity of
shown in Fig. 6. tooth mesh stiffness

3. Experiment
P2Y
The acceleration of the gearbox housing is
measured to verify the effectiveness of the tooth P3X
mesh model described in the previous chapter.
P1Z y
3.1 Experimental Apparatus x
z
Figure 7 shows the testing unit and coordinate Steel blocks
system. Axis x is the axial direction, axis y is the Fixed to base apparatus
vertical direction and axis z is the horizontal Fig. 7 Outer view of gearbox
direction. The gearbox is bolted to the base through
rectangular steel blocks of 4 cm. Figure 8 shows the
t=6 mm
internal structure of the gearbox. The housing is the
3
welded structure made of steel plate of thickness 6
mm. And the housing is welded to the steel sole
123
325

4
plate of thickness 20 mm. The top plate c is bolted
to the gearbox trough rectangular bar d of 10 mm
3
(M6×16 bolts). Bearing housings f are bolted to the 5
gearbox (M8×6 bolts). The driving and driven shafts
of diameter 24 mm are supported by taper roller 1
304

bearings HR33205J. The preload of the bearings are 2 t=6 mm

adjusted by the thickness of the shims inserted
φ24

between outer races and stopper g. The values of

271

the preload are 3500 N on the driving shaft and 2400 5

4 3
155

N on the driven shaft. Shaft fit to inner ring is tight

20

fitted of approximately 20 µm, and bearing housings

to outer ring are clearance fitted of about 15 to 30 Fig. 8 Internal structure of gearbox

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
µm. The gears are fixed to the shafts by Table 1 Gear data
ETP-bushes e (Miki Pulley type ETP-38). Driver / Driven
Module 2.25
3.2 The Gear Pairs Number of teeth 48 / 50
A pair of helical gears is used for the Pressure angle 14.5 deg
experiment. The gear data is shown in Table 1. Helix angle 26.75 deg
Their face widths are 35mm and are Direction of helix RH / LH
Face width (mm) 35 / 35
comparatively wide for their diameters. The
Center distance (mm) 123
material is SCr420. After case-hardened
(HRC60), tooth surfaces are finished by
grinding. The tooth surface modifications of
convex type are given for both gears. Their
composite tooth surface topography is shown
in Fig. 9.

m m 7 .5
1
100

Modification, µm
3.3 Measurement of Vibration of Gearbox
Figure 10 shows the power absorbing

th,
50

wid
gear-testing rig. DC motor c of 150 kW power

e
Fa c
0

5
is used for driving and DC dynamo j of 150

.
-7.3

-17
Profile, m 7. 3
kW power is used for power absorbing. The m
gear unit e is connected to the intermediate Fig. 9 Tooth surface geometry
shafts by flexible couplings d (Tokai Rubber
type CGM5505) to isolate the vibratory system
from the driving and absorbing units. 1 2 3 2 4 5 6 7 8
The torque value on the driving shaft is
93.1 Nm. The rotating speed of the driving
shaft is swept from 300 rpm to 2000 rpm with
variation rate of 15rpm/s. Three piezoelectric ① DC motor ② Flexible coupling ③ Tested Gearbox
④ Universal joint ⑤ Flywheel ⑥ Torque&Revolution pick-up
accelerometers are fixed on the gearbox ⑦ Reduction gear ⑧ DC generator
housing at the positions shown in Fig. 7, and
off-plane accelerations are measured at each Fig. 10 Power absorbing test rig
position. We denote these accelerations by
P1Z, P2Y and P3X.
4. Simulation
The FE model for the testing unit
previously mentioned is generated, and the
accelerations of the gearbox housing are
simulated. The analytical results are compared
with the experimental results. Thus, the
validity of the tooth mesh model is examined.

4.1 FE Model of the Structure Fig. 11 FE-model of gearbox

Figure 11 shows the FE model of the
whole system. The gearbox housing is modeled
Driven Coupling
by thin-shell elements of 2nd order except for B3
B4
the bearing housings and the rectangular bars
that fix top plate. These thick- walled parts are
modeled by brick elements of 2nd order. B1 B2
Inner race Driving
Coincidence nodes connect the shell and brick
elements. The bolts are modeled by beam Fig. 12 FE-model of gear train

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
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elements. The bolts and circumferential 100

Mesh excitation force (N)

area at bolt holes of top plate and bearing E1
housings are connected by rigid
elements.
Figure 12 shows the FE model of the 0
gear train(12). The shafts are modeled by
beam elements of 2nd order. Inner races
E2 Composite (=E)
of the bearings are modeled by brick
elements of 2nd order and connected to -100
0 1 2
the shafts by rigid elements. The gear Non-dimensional line of action x/tes
bodies are modeled by tetrahedral
Fig. 13 Mesh excitation forces
elements and teeth are modeled by beam
elements. The gear bodies and the shafts
400
are connected to each other by 6 DOF

Tooth stiffness (×106 N/m)

springs that represents the stiffness of the Composite (= k)
ETP bushes. The flexible couplings are
modeled by lumped mass and 6 DOF
200
springs. The bearings are modeled by k2
5DOF springs except for the rotation
about the axis of the shaft. These springs k1
are used for connecting the shafts to the
0
bearing housings. 0 1 2
The values of the spring constants of Non-dimensional line of action x/tes
ETP bushes, flexible couplings and Fig. 14 Variation of tooth mesh stiffness
bearings are shown in the Ref. (12).

4.2 FE Model of Tooth Mesh Constraint elements Plane of action

k1 E1
The divided tooth mesh stiffness and N1 N2
the divided excitation force are calculated E2

b b
4 4
b
by the methods previously described. E1
βb
Here number of division is two (m = 2) N3 N4
E2
and torque value is 93.1Nm. The results k2 Pitch line
are shows in Figs. 13 and 14. Figure 13 Fig. 15 Modeling of tooth mesh
shows the excitation force. We can
observe that two excitation forces
E1 and E2 have initial phase difference from each other. This phase difference causes an
excitation moment described later on. Figure 14 shows the tooth mesh stiffness k1 and k 2 .
The teeth mesh area is modeled as shown in Fig. 15. The spring k1 and k 2 are aligned in
the direction of tooth normal and connect nodal points N1-N2 and N3-N4 respectively.
Though N1 and N2 are separately shown in the figure for convenience, they are actually
located at the same positions. This is the same thing about N3 and N4. Moreover, they are
located on the pitch lines at the distance of ±b / 4 from the center of the face width. Then
N1-N2 and N3-N4 are connected to the root circle of the driving and driven gear
respectively by rigid elements. Thus, excitation force E1 , E2 applied at N1-N2 and N3-N4
can be transmitted to the gear bodies.

4.3 Method of Response Analysis

I-Deas ms9 (FE Analysis Code) is used for the response analysis. The contact area of
the base of the gearbox housing to the steel blocks are completely constrained, and then
eigenvalue analysis is conducted by Lanczos method. Using this result, the accelerations
of the gearbox housing are calculated by mode superposition method at the frequency

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
intervals of 5Hz. Modal damping ratio 15
P1Z

Acceleration (m/s2)
ζ=0.025, which is the average value of
modal damping ratios obtained by shaker FEM (Phase) P1Z
10
FEM (No phase)
test, is applied to all modes(12). Experiment
5
4.4 Analytical and Experimental Results
Two types of excitation forces are
used for the response analysis as follows. 0
15
(i) [Explanatory note] FEM (Phase): P2Y

Acceleration (m/s2)
P2Y
Two divided mesh excitation FEM (Phase)
forces E1, E2 with initial phase 10 FEM (No phase)
difference shown in Fig. 13. Experiment
(ii) [Explanatory note] FEM (No 5
Phase): Both of E1 and E2 are
equal to (E1 + E2) /2. 0
The latter is the similar to the conventional 15
P3X

Acceleration (m/s2)
methods that many researchers adopt(2)-(5);
two excitation forces have no phase FEM (Phase)
10
FEM (No phase)
differences to each other in the latter Experiment P3X
method.
5
Figure 16 shows the acceleration of
gearbox housing obtained by analysis and
experiment. The analytical results [FEM 0
0 500 1000 1500
(Phase)] using mesh excitation forces with Frequency (Hz)
initial phase difference show good Fig. 16 Analytical and measured
correlation with the experimental results. gearbox accelerations
It should be emphasized that resonance
peaks marked by z that appear around
1200Hz in experimental results of P1Z Plane of action
and P3X also appear in the analytical P1
results. In contrary to this, the resonance E k Mθ
peaks z are not observed at all in the Mθ x
kθ E
analytical results [FEM (No Phase)].
Therefore, we can conclude that the tooth P2 Driven
z
mesh model proposed in this report is Driving
effective.
Fig. 17 Modeling of tooth mesh
5. Effect of the Moving Load
We examine the effect of the moving load on the vibratory response. For this purpose,
we use the tooth mesh model shown in Fig. 17. This model is approximately equivalent to
the tooth mesh model shown in Fig. 2(11). In this model, the tooth mesh stiffness is modeled
by a linear spring k and a rotational spring kθ instead of kq (q = 1,⋅⋅⋅,m). In addition, a mesh
excitation force E and a mesh excitation moment Mθ are given instead of Eq (q = 1,⋅⋅⋅, m).
Here, k is the tooth mesh stiffness that is sum of divided tooth mesh stiffness defined by
m
k = ∑ kq . (16)
q =1

kθ is the rotational tooth mesh stiffness regarding relative rotation of the contact line, and
defined by
m
kθ = ∑ k q ⋅ z q 2 cos 2 β b . (17)
q =1
E is the mesh excitation force that is the sum of divided mesh excitation forces defined by

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Systems, and
Manufacturing
m
E = ∑ Eq . (18)
q =1

M θ is the mesh excitation moment that acts in the plane of action. Because the mesh
excitation forces Eq (q = 1,⋅⋅⋅, m) have the initial phases that are different from each other,
they cause a moment. This moment exerts in the plane of action and is given by
m
M θ = ∑ Eq exp[ jϕ q ] ⋅ z q cos βb . (19)
q =1

From above definitions, the excitation by E and Mθ is equivalent to the excitation by Eq (q =

1,⋅⋅⋅, m). Here we should keep in mind the followings: E is the excitation force caused by
tooth surface error and periodical change of the tooth mesh stiffness as proved in the Ref.
(11); Mθ is an additional moment caused by the moving load. In other words, Mθ is the
excitation by the moving load.
Using the values ( k = 2.49×108N/m,
kθ = 1.54×104N/m, E = 36.4N and Mθ = 15
0.66Nm), the acceleration P3X is P3X

Acceleration (m/s2)
calculated based upon the model shown in Vibration excited by E
10 P3X
Fig. 17. The result is shown in Fig. 18. Vibration excited by Mθ
Total vibration
The broken line represents the
acceleration excited by E; the thin solid 5
line represents the acceleration excited by
Mθ ; the thick solid line represents the total 0
0 500 1000 1500
acceleration. The result shows that the Frequency (Hz)
acceleration excited by Mθ has major
contribution in the frequency rage of 1000 Fig. 18 Contribution of E and Mθ on
the acceleration of the housing
– 1500Hz. Especially, we should note that
the resonance peak z is excited by Mθ .
Therefore, remembering that Mθ is the
excitation by the moving load, we can
conclude that the effect of the moving load y
on the vibratory response is significant. z x
But this conclusion depends on the
structure of system and the range of tooth
Fig. 19 Mode shape at 1210Hz
mesh frequency.
Next, eigenvalue analysis is
conducted to examine why such a big resonance peak z appears. Figure 19 shows the mode
shape of the gear train at the resonance peak z (1210Hz). The mode shape shows the
coupled mode between 2nd bending modes of the driving shaft and that of the driven shaft.
This mode has the node at the gear mesh position and only tilting vibration is possible there.
Therefore, this mode is not induced by E, but induced by Mθ .
Finally, we examine why such a strongly coupled vibration between 2nd bending modes
of the shafts appears. For this purpose, it is very useful to use the excitation model by the
dynamic tooth load Fd and the dynamic tooth moment Md(11) when the tooth mesh is
de-coupled in Fig. 17. Here, Fd and Md are given by
E exp[ jϕ ]
Fd = , (20)
1 + (k + jcnω )(Gn1 + Gn 2 )
M θ exp[ jϕθ ]
Md = , (21)
1 + (kθ + jcθ ω )(Gθ 1 + Gθ 2 )
where Gn1 and Gn 2 are driving point compliances when the point P1 and P2 are excited by
the unit force in the direction of tooth normal; Gθ 1 and Gθ 2 are driving point compliances
regarding tilt when the point P1 and P2 are excited by the unit moment that acts in the plane
of action; cn (250 Ns/m) and cθ (0.5 Nms/rad) are the coefficients of damping between the

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Systems, and
Manufacturing
teeth regarding linear and rotational 0

Phase
displacement respectively. Figure 20 and 21
show the bode-diagrams of Gn1 + Gn 2 and −180
10−5
Gθ 1 + Gθ 2 respectively. The horizontal lines Gn1

Compliance (m/N)
Gn2
in the figures shows Hn (= 1 / k ) and Hθ 10 −6
Gn1+Gn2
(= 1/ kθ ) that are the tooth mesh compliance
regarding linear and rotational displacement 10−7
respectively. Using these data, Fd and M d Hn
10−8
are calculated. The obtained force
transmissibility Fd / E and moment 10−9
0 500 1000 1500
transmissibility M d / M θ are shown in Fig. Frequency (Hz)
22. We observe several resonance peaks in
Fig. 20 Bode-diagram of Gn1+Gn2
the transmissibility. The generation
mechanism of these resonances is clarified in
0
the Ref. (10). For example, the major

Phase
resonance peaks appear in dynamic tooth −180
load when Gn1 + Gn 2 has the intersection 10−3 Gθ 1

Compliance (rad/Nm)
with H n at its downhill side from the peak Gθ 2
Gθ 1+Gθ 2 Q
(right-side of the peak). This is the same 10 −4

thing about the dynamic tooth moment.

Hθ
According to this mechanism, we presume
10−5
that the dynamic tooth load should be small
value in the frequency range below 1600Hz,
because the relation Gn1 + Gn 2 >> H n is valid 10−6
0 500 1000 1500
as shown in Fig. 20. Actually, Fd / E is far Frequency (Hz)
below one ( Fd / E << 1) as shown in Fig. 22, Fig. 21 Bode-diagram of Gθ1+Gθ2
and the excitation force is damped enough. In
other words, the dynamic lateral stiffness of 3
the shafts used in this study is much softer
than tooth mesh stiffness. This makes the Md /Mθ
Transmissibility

2
coupling of the vibrations in the direction of
tooth normal weak. On the other hand, the
downhill side of Gθ 1 + Gθ 2 has an intersection 1
with Hθ at the point Q shown in Fig. 21. As Fd /E
the result, M d / M θ is much amplified and 0
0 500 1000 1500
resonance peak appears at this frequency. Frequency (Hz)
This makes the tilting vibration much
Fig. 22 Force and moment
coupled. In other words, the dynamic tilting transmissibility
stiffness of the shafts is small because of
small diameters of the shafts; in addition to
this, the rotational tooth mesh stiffness is comparatively large because of the wide face
width. This makes it easier for the moving load to excite tilting vibration of the gears. Even
if the stiffness of the shafts is high, the moving load should not be disregarded if the tooth
mesh frequency is high, because the bending modes of higher order exist in the frequency
range.
6. Conclusion
In this report, an integrated excitation model of the helical gear system is presented.
This model incorporates the excitation caused by moving load as well as the excitation
force caused by the tooth error and the variation of tooth mesh stiffness. This model is
applied to the vibration analysis of a single stage gearbox. We can summarize our

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Journal of Advanced Mechanical Design, Vol. 1, No. 4, 2007
Systems, and
Manufacturing
observations in analytical and experimental results as follows.
(1) The analytical and experiment results show that the presented model is appropriate
and effective for practical use.
(2) If we neglect the excitation by the moving load, some vibrations never appears in
the analytical results. Therefore, the moving load should not be disregarded in the
study of the vibratory phenomenon in the helical gearing.
(3) The main effect of the moving load is causing the mesh excitation moment. This
moment excites the bending modes of the shafts. As the result, the tilting vibrations
of the gears appear.
References
(1) Saiki, E., Matsunaga, T., Structure-borne and Air-borne Noise in a Gear Box, Proc. of 14th.
JSME Symposium, No.780-2 (1978), pp. 49-54 (in Japanese).
(2) Houjoh, H., Umezawa, K. and Matsumura, S., Vibration Analysis for a Pair of Helical
Gears Mounted on Elastic Shafts, ASME Power Transmission and Gearing Conference,
DE-Vol.88 (1996), pp. 501-508.
(3) Wang, S., Houjoh, H., Matsumura, S. and Umezawa, K., Investigation of the Dynamic
Behavior of a Helical Gear System, Transactions of JSME, Series C, Vol.64, No. 617
(1998), pp. 324-329.
(4) Chung, J., Steyer, G., Gear Noise Reduction through Transmission Error Control and Gear
Blank Dynamic Tuning, Transaction of SAE, 1999-01-1766 (1999), pp. 1-9.
(5) Miyauchi, Y., Fujii, K., Nishino, T., Hatamura, K. and Kurisu, T., Introduction of Gear
Noise Reduction Ring by Mechanism Analysis Including FEM Dynamic Tuning,
Transaction of SAE, 2001-01-0865 (2001), pp. 1-9.
(6) Nogami, M., Tanaka, N., Nakamura, Y., Matsunaga, T., Noise and Vibration in Power
Transmission System (7th Report, The Relationship between Fluctuation of Bearing Load
and Noise in a Pair of Helical Gears), Proc. of 22th. JSME Symposium, No.850-3 (1985),
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(7) Kubo, A. and Umezawa, K., On the Power Transmitting Characteristics of Helical Gears
with Manufacturing and Alignment Errors, Transactions of JSME, Vol.43, No. 371 (1977),
pp. 2771-2779 (in Japanese).
(8) Nishino, T., Vibratory Response in Helical Gear System (1st Report, Analysis of Mesh
Excitation Force), Transactions of JSME, Series C, Vol.64, No. 623 (1998), pp. 2688-2694.
(9) Nishino, T., Vibratory Response in Helical Gear System (2nd Report, Equations of Forced
Vibration in Multi Degree of Freedom System), Transactions of JSME, Series C, Vol.64,
No. 623 (1998), pp. 2695-2701.
(10) Nishino, T., Vibratory Response in Helical Gear System (3rd Report, Dynamic Tooth Load
and its Control), Transactions of JSME, Series C, Vol.65, No. 631 (1999), pp. 1132-1139.
(11) Nishino, T., Vibratory Response in Helical Gear System (4th Report, Mesh Excitation
Model Taking Moving Load into Account), Transactions of JSME, Series C, Vol.67, No.
664 (2001), pp. 3952-3960.
(12) Nishino, T., Vibration of Helical Gear System Including a Gearbox (Study on Analysis
Method), Transactions of JSME, Series C, Vol.69, No. 679 (2003), pp. 743-751.

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