CHAPTER 1

INTRODUCTION

1.1 BACKGROUND OF STUDY

Gearing is one of the most critical components in a mechanical power

transmission system, and in most industrial machinery. It is possible that gears
will become the most effective means of transmitting power in future machines
due to their high degree of reliability and compactness. In addition, the rapid shift
in the industry from heavy industries such as shipbuilding to industries such as
automobile manufacture and office automation tools will require a refined
application of gear technology [1].

Despite being a good power transmission mechanism, gears are also costly to
manufacture and need lubrication system to prevent them from damage. There are
many types of gears such as spur, helical, bevel, hypoid and crown. The simplest
gear is the spur gear. It consists of a cylinder disk with teeth projecting radially, as
shown in Figure 1.1.

Figure 1.1: A spur gear with 18 teeth

1
Any failure in gear transmission system will lead to the unexpected system failure.
This will happen when any of the gear in a gear system exceeded the maximum limit
of endurance; causing a failure in gear system. Gears can fail in many ways. Wear
and pitting are some of the many defects found in a gear system that can lead to gear
failure. These defects are due to surface fatigue, a result of repeated surface or
subsurface stresses beyond the endurance limit of the material. Pitting is actually the
fatigue failure of the tooth surface. Hardness is the primary property of the gear tooth
that provides resistance to pitting. In other words, pitting is a surface fatigue failure
due to many repetitions of high contact stress, which occurs on gear tooth surfaces
when a pair of teeth is transmitting power. Problem arising from excessive wear and
gear tooth surface pitting in gear transmission systems have been a concern for
various gear users. Although the failure rate can be reduced by a regular
maintenance, the cost and downtime required make such programs inefficient and not
economical [3].

In most of the gear studies, commonly used method for stress analysis is Finite
Element Method (FEM). This is because the method is accurate and the results
obtained are acceptable. Nowadays the most common ways to conduct FEM is using
computer simulation like ANSYS.

1.2 PROBLEM STATEMENT

Gear tooth failure due to wear and pitting is caused by surface contact stresses. These
failures are the major area of concern and needs to be studied to avoid gear tooth
failure. Therefore it is important to study and analyze the effect of wear and pitting
on the contact stresses.

2
1.3 OBJECTIVE

The objective of this project is to investigate the effects of wear and pitting on the
contact stresses using finite element method.

1.4 SCOPE OF STUDY

In this project, the author will be designing the 3D involutes spur gear pair by using
SolidWorks software. In order to analyze the contact stresses of defected gears, the
3D gear will be simulated using finite element analysis software ANSYS. The results
obtained by finite element analysis will be compared to the results from Hertz theory.
The Hertz equation is the analytical formula used to determine the contact stress.
Structural steel is used as the material of the gear.

3
 CHAPTER 2

LITERATURE REVIEW

2.1 Overview of Gear Defect

Hardness is the primary property of the gear tooth that provides resistance to pitting.
Pitting is surface damage from cyclic contact stress transmitted through a lubrication
film that is in or near the elastohydrodynamic regime [2]. Pitting is one of the most
common causes of gear failure. The literature available on the contact stress
problems is extensive, but that available on the gear tooth contact stress problem is
relatively small.

Pitting formation is a form of surface fatigue which may occur soon after operation
begins and may be categorized to three types:

 Initial pitting/ Micro pitting

 Destructive pitting
 Normal Pitting

Initial pitting or sometimes called micro pitting as in Figure 2.1 is a contact fatigue
phenomenon, caused primarily by localized severe stress concentrations occurring
very near to the contacting surfaces [4]. These stress concentrations are the result of
surface roughness or uneven surface on the gear tooth. This type of pitting can
develop within a short period of time and it will reach a maximum state and will
eventually reduce to a lesser severity state. Initial pitting usually occurs in a narrow
band at the pitch line or just slightly below the pitch line [5]. Basically initial pitting
will be considered as normal and less severe compared to destructive pitting where
no correction can be made.

4
 Figure 2.1: Initial Pitting [4]

Destructive or progressive pitting as in Figure 2.2 on the other hand usually starts
below the pitch line and will progressively increase in both the size and number of
pits until the surface is destroyed. Destructive pitting can be as severe as corrective
pitting at the beginning but it will drastically increase as the time goes by. This kind
of pitting usually resulted from the surface overload conditions but it is not the
consequences of initial pitting.

Figure 2.2: Destructive Pitting [4]

Normal Pitting or the dedendum pitting is a small or intermediate size pit which is
covering the entire dedendum portion of the tooth flanks. Continued operation results
in pit rims being worn away with virtually no further pitting occurring [4]. This type

5
of pitting occurs when the load is approximately close to maximum allowable surface
loading values.

This contact stress defect also leads to loss of serviceability of the machine part and
this will result to the loss of the performance of the system and eventually caused
more losses to the industry related to this gear system. Thus a comprehensive study
about this fatigue phenomenon and its effect on the gear transmission is crucially
required.

Choy et al.[3] presented a comprehensive procedure to stimulate and analyze the

vibrations in a gear transmission system with surface pitting, wear and partial tooth
fracture of the gear teeth. They developed an analytical model where the effect of
surface pitting and wear of the gear were simulated by phase and magnitude changes
in the gear mesh stiffness. The authors concluded that the numerical analysis method
gave good accuracy results and gear tooth damage due to wear and pitting can be
simulated by amplitude and phase changes in gear mesh stiffness model. On the other
hand, simulation of various degree of pitting and wear damage could provide a
comprehensive database for gear fault detection and damage estimation research.

A study about the comparison between a normal gear and worn out gear have been
conducted by Jain et al.[6]. Reverse engineering have been used to get a 3D CAD
model design of a normal and worn out gear. The results obtained show that the shear
stress and equivalent stress are low for original gear tooth and higher for worn-out
tooth as shown in Figure 2.3 (a) and (b), respectively.

6
 (a)

(b)
Figure 2.3: Effective stress distribution on a loaded gear tooth (a) along Z-axis for
original gear (b) along Z-axis for worn-out gear.

The study shows that the maximum stress occurs near the roots of the gear and the
maximum principal stress of worn-out gear tooth is more than the original tooth.

7
2.2 Overview of Finite Element Method and Hertz Theory

Gears analyses in the past were performed using analytical methods, which required
a number of assumptions and simplifications. In general, gear analyses are
multidisciplinary, including calculations related to the tooth stresses and failures such
as wear and pitting. In this project, contact stress analyses will be performed.

Current methods of calculating gear contact stresses use Hertz’s equations, which
were originally derived for contact between two cylinders. The Hertz theory is based
on the following assumptions [7]:

 Surfaces are continuous and non-conforming

 Contact area are elliptical
 Each body is an elastic half-space loaded over small elliptical region of its plane
surface
 Surfaces are assumed to be frictionless

The example of comparison between two mating involutes gears and two cylinder
concepts is shown in Figure 2.4 below.

Figure 2.4: Two steel cylinders are pressed against each other [1]

8
To investigate the contact problems with FEM, the stiffness relationship between the
two contacts areas is usually established through a spring placed between the two
contacting areas. This can be done by inserting a contact element placed in between
the two areas where contact takes place. Eventually the result of stress from
simulation process of the two contact area was compared with the theoretical values.
Both results of analytical and simulation process should tally with each other. This is
to indicate that the FEM model is accurate and applicable to contact stress analysis.

As technology have become more advanced, people are likely to use numerical
approaches to develop theoretical models to predict the effect of whatever being
studied. This has improved gear analyses and computer simulations. Numerical
methods can provide more accurate solutions since they require much less
complicated assumptions. However the model and method must be carefully chosen
to get an accurate result and a reasonable computational time. In this case, the finite
element method is very often used to analyze the stress state of an elastic body with
complicated geometry, such as a gear.

9
 CHAPTER 3

METHODOLOGY

3.1 PROJECT METHODOLOGY

At the end of this project, a comparison between each failure mode will be
established. The comparison is about the effects of failure modes to the maximum
contact stress of the gear. There are two types of gear fault that will be considered,
namely wear and pitting. It is believed that they will give different results. The
maximum contact stress result will be used to indicate the effect of gear fault on gear
performance.

In order to achieve good results, a detailed study of the gear and finite element
analysis is crucial. First and foremost, before the literature review, it is very
important to understand and focus on the objective and scope of the project. For this
project, a good understanding of the Hertz theory and finite element analysis is very
important.

In this project, the finite element models and solution methods needed for the
accurate calculation of three dimensional spur gear contact stresses will be
determined. Then, the contact stresses calculated using ANSYS will be compared to
the results obtained from existing methods which are Hertz theory and from literature
review. The purpose of this project is to develop a model to study and predict contact
stresses of gears in mesh using the ANSYS software package based on numerical
method. The aim is to analyze the effect of the gear defect on the contact stress of the
gear pair. Thus two important tools or software that will be used are SolidWorks and
ANSYS. SolidWorks is used to create the 3D model before simulation and ANSYS
software will be used to simulate the 3D model created in SolidWorks.

The project will start by designing of a healthy spur gear for validation purpose. For
the stress analysis, the procedure was taken from previous study by Kumar and
Tiwari [8]. Only the analysis of the healthy gear will be referred for validation

10
purpose. In their studies, Kumar and Tiwari compared the results of contact stress by
using Finite Element Analysis to the calculated result by AGMA and Hertz Theory
equation. From the result, it was approved that the contact pressure value obtained by
using FEM was comparable to the result of AGMA and Hertz Theory equation.

Hertz Equation for contact stress is given by [9]:

1 1
𝑊( + )
𝑅1 𝑅2
σᵒ = √
1−𝑣21 1−𝑣22)
𝐹𝜋[( )+ (
𝐸1 𝐸2

Where
W= load

𝐸1 = modulus of elasticity of pinion

𝐸2 = modulus of elasticity of gear

𝑣1 = Poisson’s ratio of pinion

𝑣2 = Poisson’s ratio of gear

𝐹= gear face width

𝑅1 = 𝑟𝑝1 sin 𝜃

𝑅2 = 𝑟𝑝2 sin 𝜃

𝑟𝑝1= pitch radii of pinion

𝑟𝑝2= pitch radii of gear

The results of the analysis by Kumar and Tiwari are shown in Table 3.1. Table 3.1
shows the results for contact stress using Hertz equation, AGMA contact stress
equation and FEA.

11
 Table 3.1: Contact stress for different method of analysis

Method Contact stress (MPa)

Hertz Equation 562.67
AGMA contact stress Equation 572.00
FEA 567.75

The main purpose of using previous study as a validation is to ensure that the steps
taken or methodology used to analyze the gear is correct. From the healthy gear
analysis by previous study, further analysis about the effect of pitting formation on
the contact stress of the gear will be done. This will be done by designing wear and
pitting formation on the gear.

12
3.1.1 Project Flow Chart

Overall steps for conducting the project can be seen in Figure 3.1.

START

Create 3D model using

SolidWorks
Any
interferences?

Check for any Yes.

interferences using
Solidworks

Import the model from the

Solidworks into ANSYS

Assign the material for each

part of the package and create
mesh Acceptable
mesh?

No.
Meshing control
on the model

Apply boundary condition and run

simulation

Plot and retrieve the desired result

END

Figure 3.1: Project flow chart

13
3.1.2 Key Milestone

Project key milestone was established in order to ensure the project is on track. The
project key milestones are shown in Table 3.2 and Table 3.3 for FYP 1 and FYP 2,
respectively.

Table 3.2: FYP 1 key milestone

Event Period (Week) Responsibility

Project title selection 1-2 Choose a project title to work on from a
list of title provided.
Project title approval 2-3 Submission of project title. The title
approved is Stress Analysis of a
Defected Gear Pair Using Finite Element
Analysis (FEA)

Submission of 3-6 Prepare an extended proposal and submit

Extended Proposal to the coordinator and supervisor.
Proposal defence 6-8 Conduct presentation; verbally report the
progress of the project to the supervisor
and examiner.
Submission of interim 12-13 Show supervisor the first draft of interim
report first draft report.
Submission of interim 14 Complete the interim report and submit
report to the supervisor.

Table 3.3: FYP 2 key milestone

Event Period (Week) Responsibility

Progress report Complete progress report and submit to
submission 8 the coordinator. Coordinator will
submit to the supervisor.
Pre SEDEX poster and Poster presentation to the external
11
presentation examiner.
Submission of Show supervisor the first draft of
12
dissertation draft dissertation.
Submission of Submit the dissertation in soft copy to
13
dissertation (soft bound) the supervisor.
Submission of technical Submit the technical report in soft copy
13
paper to the supervisor.
Oral Presentation Conduct presentation; verbally report
14 the finding of the project to the
supervisor and examiner.
Submission of Submit the final dissertation to the
15
dissertation (hard bound) supervisor.

14
3.1.3 Gantt Chart

A proper project plan has been developed to ensure it can be completed within 28
weeks time. The project Gantt charts are shown in Table 3.4 and Table 3.5 for FYP 1
and FYP 2, respectively.

Table 3.4 FYP 1 Gantt chart

Activity/Week 1 2 3 4 5 6 7 8 9 10 11 12 13 14

FYP 1 first briefing

Project selection

First meeting with supervisor

FYP 1 second briefing

Literature review

Working on extended proposal

First draft of extended proposal

Submission of extended
proposal

Literature review continue

ANSYS training

Proposal defense

ANSYS training

Interim report

15
 Table 3.5 FYP 2 Gantt chart

Activity/Week 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Design healthy gears in

SolidWorks

Import design into ANSYS

Set up boundary condition

Simulation of FEA Model

Validation with Hertz theory

Design pitting on the gear

Design wear on the gear

Simulate the models

Compare all the data gathered

Brief analysis on the data

collected

Final documentation

16
3.1.4 Modeling and simulation of gear

Modeling of healthy gear was done using the SolidWorks software. In this project,
1:1 gear ratio is used. After each pinion and gear was modeled, an assembly was
created in SolidWorks as shown in Figure 3.2. For this project, the gear design will
follow the dimension and specification as shown in Table 3.6:

Table 3.6: Dimension and specification for the involute spur gear pair

Parameter Pinion Gear

Number of Teeth 12 12
Module 2.5 2.5
Material Grade 1 steel Grade 1 steel
Diameter of Pitch Circle (mm) 91.5 91.5
Diameter of base circle (mm) 79.0 79.0
Diameter of Addendum circle (mm) 86 86
Diameter of Dedendum circle (mm) 101.5 101.5
Face Width (mm) 20 20
Bore diameter (mm) 27.46 27.46
Young’s Modulus (GPa) 210 210
Poisson’s ratio 0.3 0.3

Figure 3.2: Assembly of spur gear pair in SolidWorks

17
The gear mesh configuration for FEA is shown in Figure 3.3. The model consisted of
two gears, the pinion and the driven gear.

Driven gear Driver Gear

Figure 3.3: Gear mesh configuration

The material used was steel. The driver will be applied a moment of 150 Nm and the
driven gear will rotate accordingly. A body-to-ground support was applied at the
centre of both gears so that it only allowed rotational motion in Z axis. X, Y, Z
displacement will be fixed for both gears since there is no translational movement
involved (one degree of freedom).

Defining the contact region is the main step in simulating the gear using FEA. Once
the geometry is attached with static structural analysis tab, we must define the
contact between the two involutes teeth. ANSYS has inbuilt option, which will read
the attached geometry automatically for any predefined contacts or other boundary
definitions as shown in Figure 3.4.

18
 Contact region

Figure 3.4: Contact region between two gears

Applied boundary conditions can be seen in Figure 3.5 and Figure 3.6. The model
will be simulated in static structural analysis. From this analysis, maximum contact
stress can be obtained. Body-to-ground support was applied on
the blue surface

Figure 3.5: Applied boundary conditions to the gears; Body-to-ground supports

19
 Moment was applied on the red surface

Figure 3.6: Applied boundary conditions to the gears; Moment to the driver

Supports and moment are applied to the both side of driver and driven gear. There are a
total of 2 faces of support and 1 face of moment.

3.1.5 Designing failure modes

There will be three designs in the gear assembly, the healthy gear design, pitting
design and wear design. The defects will be designed on a tooth of the driver gear.
The affected teeth location is shown in Figure 3.7.

Affected tooth location

Figure 3.7: Affected tooth location

20
Pitting Design

Figure 3.8: Pitting formation on gear teeth [10]

Pitting is a surface fatigue failure due to many repetitions of high contact stress,
which occurs on gear tooth surfaces when a pair of teeth is transmitting power.
Pitting formation in gear is shown in Figure 3.8. In designing the pitting, the tooth
surface area was decreased by percentage. Table 3.7 shows the area reduction values.
The area reductions were made by removing parts from the surface of the teeth, as
shown in Figure. 3.9.

21
 (a) (b)

(c) (d)

(e) (f)

Figure 3.9: Surface area reduction by percentage - a) Full figure of the pitting,

b) 10%, c) 20%, d) 30%, e) 40% and f) 50% reduction

22
 Table 3.7: Surface area reduction

Area reduction, 𝑚𝑚2

Area removal, %
Width x thickness

10 2.5 x 0.1

20 5.0 x 0.1

30 7.5 x 0.1

40 10.0 x 0.1

50 12.5 x 0.1

Wear Design

Figure 3.10: Gear undergoing wear failure

Wear is related to the interactions between surfaces and more specifically the
removal and deformation of material on a surface as a result of mechanical action of
the opposite surface. Wear in gear is shown in Figure 3.10.

For the wear analysis, defected part was presented by the reduction of tooth width.
Some reduction in the teeth width has been made in order to represent wear
formation on the gear tooth. The order of the teeth volume reduction was in
increasing order. For this analysis, the reduction of the width is made by percentage,

23
namely 10%, 20%, 30%, 40% and 50% as shown in Figure 3.11. The value for area
removal is shown in Table 3.8.

(a) (b)

(c) (d)

(e) (f)

Figure 3.11: Tooth width reduction by percentage- a) Full figure of the wear gear,
b) 10%, c) 20%, d) 30%, e) 40% and f) 50% reduction

24
 Table 3.8: Width removal of wear

Width removal, % Width reduction, mm

10 2.5

20 5.0

30 7.5

40 10.0

50 12.5

After the simulation, the maximum contact stress was recorded. The trend of the
maximum contact stress is plotted in graph.

3.1.6 Data Collection and Analysis

For each type of failure, the maximum contact stress was obtained. The maximum
stress was recorded for every case.

After all the results were collected, they were compared in one line graph. An
analysis was carried out to determine the defect that gives higher contact stress. From
the results and analysis, we can conclude which type of failure is more severe to the
gear mechanism.

25
 CHAPTER 4

RESULTS AND DISCUSSION

4.1 Healthy gear simulation

For FEA analysis, the maximum contact stress value was considered in order to
determine the failure type that gives the greater detrimental effect to the gear. Figure
4.1 shows the maximum contact stress pattern for the simulation of healthy gear. The
maximum equivalent stress obtained from FEA model was 4.813 MPa. The
equivalent stress pattern results by the simulation are comparable to the pattern
results by Kumar and Tiwari as shown in Figure 4.2.

Figure 4.1. Equivalent stress pattern and maximum contact stresses from the
simulation of healthy gear

26
 Figure 4.2: Equivalent stress pattern by Kumar and Tiwari [4]

The results pattern is comparable to the results of Kumar and Tiwari even though the
value is not the same. This is because the geometry of finite element model was not
exactly the same as the literature model and the shape of the teeth was different due
to lack of gear specification information. Besides, the meshing of these two gears
also did not follow the meshing of the literature due to some error in simulation
results when using the Kumar and Tiwari simulation setup.

The next step is to design the faults on the driver gear, first will be pitting formation,
followed by wear defect. The fault area was increased and the maximum contact
stresses were recorded. The results were compared in order to see the difference in
the maximum contact stress of a single tooth.

4.2 Maximum Contact Stresses

The maximum contact stresses for healthy gear, gear with pitting and gear with wear
were obtained from the simulation. Figure 4.3 shows the maximum contact stresses
for the healthy gear condition. The main focus is to identify the maximum contact
stress for every cases and its trend. The results of the simulation of pitting and wear
were also plotted as in Figure 4.3 and Figure 4.4. The percentage of difference
between the healthy gear and defected gear is calculated as;

27
% of difference = Max contact stress of defected gear – Max contact stress of healthy gear
x 100 %
Max contact stress of healthy gear

3.0

defected gear/ Maximum contact

Maximum contact stress of
2.5
stress of healthy gear
2.0

1.5
pitting
1.0

0.5

0.0
0 10 20 30 40 50
Percentage of surface area reduction (%)

Figure 4.3: Maximum contact stress ratio for pitting defect

2.0
Maximum contact stress of defected

1.8
gear/ Maximum contact stress of

1.6
1.4
1.2
healthy gear

1.0
0.8 Wear
0.6
0.4
0.2
0.0
0 10 20 30 40 50
Percentage of width reduction (%)

Figure 4.4: Maximum contact stress ratio for wear defect

28
 Table 4.1: Results of maximum contact stress for pitting defect

Area reduction Maximum contact stress Percentage of increase

(%) (MPa) (%)
0 4.813 0
10 6.182 28.01
20 7.204 49.61
30 8.147 69.35
40 10.772 123.82
50 12.166 152.77

Table 4.2: Results of maximum contact stress for wear defect

Width reduction Maximum contact stress Percentage of increase

(%) (MPa) (%)
0 4.813 0
10 6.181 28.42
20 6.279 30.45
30 7.205 49.69
40 7.755 61.13
50 8.274 71.91

The summary of the maximum contact stress ratio for gear with pitting and wear are
shown in Table 4.1 and Table 4.2, respectively. The tables show the changes in
maximum stress when the fault area increased. These values will be able to tell
which failure mode is riskier to the gear mechanism. Higher contact stress will be
more risky to the gear system mechanism as it will lead to gear failures.
Theoretically, the contact stress should be increasing when the pitting and wear area
increased. This is because the contact stresses will cause pitting and eventually this
pitting cause detrimental effect to the the contact surface, hence contact stresses will
increase. This leads to more pitting and this cycle will continue. Therefore more
contact stress will cause more pitting and more pitting leads to high contact stress.

29
 14

12

Maximum contact stress ratio

10

6 Pitting
Wear
4

0
0 10 20 30 40 50
Percentage of surface and width reduction (%)

Figure 4.5: Comparison of maximum contact stress difference between pitting and
wear

180
160
140
Percentage increase

120
100
80 Pitting
60 Wear
40
20
0
0 10 20 30 40 50
Percentage of surface and width reduction (%)

Figure 4.6: Comparison of percentage difference between pitting and wear

From Figure 4.5, it was determined that pitting experiences more contact stress to
wear. In other word, the probability of pitting tooth to failure was higher than worn
out tooth.

30
Finite element method had proved that pitting failure give riskier condition to the
gear mechanism. From this finding, another research on preventing gear failure can
be conducted. The priority will be focused on pitting problem first than the wear in
order to save time and cost.

31
 CHAPTER 5

CONCLUSION AND RECOMMENDATIONS

As a conclusion, it is important to investigate the effects of gear failure modes to the

gear mechanism. Different defects will affect the gear mechanism in different ways.
In the case of contact stresses analysis, it is believed that, every failure mode will
give different amount of contact stress. By using finite element method, the riskiest
failure mode can be determined. In this study, it was concluded that the pitting tooth
experienced more contact stresses compared to worn-out tooth. From the finding, a
new research can be done on how to prevent the faults from occurring. The main
focus will be on the one that gave the most severe damage to the system, which is the
pitting. By preventing or slowing the progress of this failure mode, gear mechanism
can keep functioning at longer lifespan. Focusing on the major fault will save time
and cost. There are many other failures than pitting and wear. They are cracks, burrs,
spalling, scuffing and erosion. It is recommended for the others to carry out
simulation for other types of fault. Variation of failure modes will give better data
and contain more information. Besides, by ranking them according to its maximum
contact stress level, a priority list can be established. This will tell us which of the
failure modes need to be taken care first. By considering other parameters, the
analysis result will be more precise, accurate and comprehensive.

32
REFERENCES:

[1] Z. Wei, "Stress and Deformation in Involute Spur Gears by Finite Element
Method," pp. 27, 2004.

[2] L. Kren, “Recognizing Gear Failures,” Machine Design, Retrieved on 15

August 2014 at [Link]

[3] F.K. Choy, V. Polyshuck, J. Zakrajsek, R. Handschuh and D.P Townsend,

"Analysis of the effects of surface pitting and wear on the vibration of a gear
transmission system," Tribology International, Vol.29, Issue 1, pp. 77-83, 1996.

[4] A. K. Sheng Li, "A micro-pitting model for spur gear contacts," International
Journal of Fatigue, pp. 224-233, 2013.

[5] Rexnord Industries, " Gear-Shafts-Bearings-Seals," Failure Analysis, pp. 2-4,

1978.

[6] P. K. Jain, P. M. Pathak and A. Kumar, "Comparative Finite Element

Analysis of Reconstructed New and Worn Tooth of Spur Gear," Roorkee, India,
2013.

[7] K. L. Johnson, "Contact Mechanics," Cambridge University Press, 1985.

[8] U. Kumar and J. Sushil Kumar Tiwari, "Stress Analysis of Mating Involute
Spur Gear Teeth," International Journal of Engineering Research and
Technology, 2012.

[9] V. Karaveer, A. Mogrekar and T. P. Reynold Joseph, “Modeling and Finite

Element Analysis of Spur Gear,” International Journal of Current Engineering
and Technology, Vol. 3, No. 5, pp. 2105, 2013

[10] Novexa, “ Engrenage defaults - Gear Defect Treated,” Retrieved on 20th

August 2014 at [Link]

33