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DESIGN AND ANALYSIS OF HIGH ENTROPY ALLOY SPUR GEAR
1.
© 2022, IRJET
| Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2934 DESIGN AND ANALYSIS OF HIGH ENTROPY ALLOY SPUR GEAR Kamalesh.S1, Satishkumar.J2, Dinesh Kumar.R3 1,2,3 Student, Dept. of Mechanical Engineering, Kumaraguru College of Technology, Tamilnadu, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract –Gear and gearbox arrangement play a vital role in the power transmission system of any vehicle. Several types of gear were available. Some of them are Bevel gear, Worm gear, Spur gear, and Helical gear. Of which spur gear is involved in the majority of vehicles and locomotives. The problem with the conventional gear is that the weight of the gear contributes majorly toward the total weight of the vehicle and machine. Design and analysis of spur gear are done with the help of the designing software Catia V5 and analysis software Ansys. Kinematic analysis of designed gear was done theoretically by applying a gear ratio of 1:2. A comparison study of Structural steel gear and High entropy alloy gear was done on the aspects of structural parameters like Stress, Strain, Strain energy, and Deformation. The effect of one of the structural parameters on the other was studied with the help of a graph, and Hooke’s law of stress and strain was verified. Key Words: High entropy alloy, Weight reduction, Material science, Ansys, Static structural 1. INTRODUCTION Carbon steel is one of the majorly used materials in the field of mechanical engineering. The main properties of carbon steel were high tensile strength, high load carrying capacity, and low deformation. Even though it has good mechanical properties, the main problem of carbon steel was its poor corrosion resistance and greater weight. To replace these issues, one of the recent advancements in the material science field is the development of High entropy alloys. These high entropy alloys have similar tensile and load- carrying capacity but have good corrosion andlessweight. A study on CrMnFeCoNi high entropy alloy showsgoodfatigue strength and has a more excellent fracturepoint [1].Another study on high entropy alloys Nb25Mo25Ta25W25 and V20Nb20Mo20Ta20W20 reveals that at room temperatureyield stress of both the material drops to 30-40% while at the range of 600oC to 1600oC the material behaves efficiently in terms of yield strength and refractive property [2]. CoCrFeNiTiAlx alloy were studied at different molar concentrations of Aluminium, and it reveals that thevalueof compressive stress and tensile stress reaches the maximum value of 2.28GPa [3]. Properties of AlNbTiV high entropy alloy were studied at different temperatures, and it was found to be that the value of tensile strength gradually decreases from 1020MPa to 158Mpa when the temperature of the material is increased from 800oC to 1000oC [4]. MoNbHfZrTi microstructure and mechanical properties study reveal that the value of tensile strength at room temperature is found to lie between 1719Mpa and1575Mpa [5]. AlCoCrFeNi high entropy alloy surface coated with a nitride layer by the nitriding process exhibitsgood wearand hardness property. The study achieves a Vickers hardness value of 720HV and a wear rate of 2.8×10-5 mm3/Nm [6]. A spur gear taken from a machine is designed and analysed with the help of CATIA V5 and Ansys software. Graphs required for the comparative analysiswereplotted,anddata analysis was done in Microsoft excel. 1.1 Selected Materials and Their Properties Materials selected for the study are characterized by three critical mechanical properties yield strength, density, elastic modulus and Poisson ratio. Materials selected for the study and their properties are given in Table-1[7]. Table-1: Materials and their Properties Material Density (g/cm3) Yield Strength (MPa) Elastic Modulus (GPa) Poisson Ratio EN8 Steel 7.85 280 190 0.3 Al80Li5Mg5Zn5Cu 2.9 488 69 0.3 AlCrFeNiMo0.5 6.8 1749 205 0.34 Ti-6Al-4V 4.43 883 110 0.31 Al7075-T6 2.81 505 70 0.32 1.2 Specifications of the spur Gear Important specifications that need to be considered before designing the spur gear are Outside Diameter (OD), Pitch Circle Diameter (PCD), Module (m), Addendum (A), Dedendum (D), Clearance (C), Circular Pitch (CP), Tooth Thickness, Face Width, Number of Teeth (T), Internal Hole Diameter/Shaft Diameter (d), Angle Between Two Successive Teeth, Total Depth (TD), Working Depth (WD), Depth of The Gear Tooth. Figure-1 represents the image of the gear taken from the simple six-speed gearbox. International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072
2.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2935 Fig-1: Gear taken from gear box 1.3. Formulas Used to Calculate Spur Gear Parameters. Specifications measured directly with the help of a vernier calliper, screw gauge and gear tooth vernier were Outside Diameter, Tooth Thickness, Face Width, Number of Teeth, Internal Hole Diameter/Shaft Diameter, and Depth of The Gear Tooth. Other parameters required to design the spur gear were calculated from the formulae given in Table-2, Table -2: Formulae to be used. Pitch Circle Diameter [T×OD/T+2] Module PCD/T Circular Pitch π×m Addendum 1×m Clearance 0.157×m (OR) 0.25×m Dedendum Addendum + Clearance Addendum circle diameter PCD+Addendum Dedendum circle diameter PCD-Dedendum Angle between successive teeth 360/T Total depth Addendum + Dedendum Working depth Addendum + Dedendum- Clearance Clearance circle diameter DCD+Clearance 2.Designed Spur Gears Parameters A pair of spur gears were designed in which the larger gear (Wheel) is the one which is taken from the gearbox whilethe smaller one (pinion) is designed entirely based on the gear ratio. A standard gear ratio of 1:2 is maintainedtodesignthe pinion. The gear ratio of 1:2 represents that the pinion rotated twice for one revolution ofthewheel.Anassumption is made to design the pinion, i.e., the wheel is taken as the input gear while the pinion is taken as the output gear. Expression for the calculating the number of teeth on the pinion is given below, N1 is the speed of the input gear in RPM. N2 is the speed of the output gear in RPM. T1 is the number of teeth in input gear. T2 is the number of teeth in output gear. For a pair of gears to mesh, the module of both the gears must be the same. All other design parameters required were calculated by keeping the module the same and calculating the number of teeth in the pinion. Table-3 and Table-4 give the gear wheel and pinion dimensions, respectively. Table-3: Dimensions of gear wheel Particulars Dimension (mm) Outside Diameter 120 Tooth Thickness 6.12 Face Width 20 Number of teeth 22 Internal hole diameter 24 Depth of gear tooth 7.14 Pitch circle diameter 110 Module 5 Addendum 5 Dedendum 6.25 Clearance 1.25 Circular Pitch 15.71 Angle between successive teeth (degrees) 16.364 Table-4: Dimension of Gear Pinion Particulars Dimension (mm) Outside Diameter 60 Tooth Thickness 3.06 Face Width 20 Number of teeth 11 Internal hole diameter 12 Depth of gear tooth 2.45 Pitch circle diameter 55 Module 5 Addendum 5 Dedendum 6.25 Clearance 1.25 Circular Pitch 15.71 Angle between successive teeth (degrees) 32.727
3.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2936 2.1. Modelled Wheel and Pinion The data obtained from the calculation and table-3 and table-4 gear wheel and pinion were designed with the help of modelling and drafting software CATIA V5. Figure-2 and Figure-3 represent the 3-Dimensional part models of the Gear wheel and pinion. Figure-4 and Figure-5 represent the assembly models of gear and pinion together, showing the teeth are in mesh. In Figure 5, a rectangular block is provided, which makes it similar to a gearbox arrangement where the shafts are enclosed in the common box-like structure. Fig-2: Designed Wheel Part Fig-3: Designed Pinion Part Fig-4: Meshing of Gear wheel and Pinion Fig-5: Meshing of Gear Wheel and Pinion Sharing Common Rectangular Base 3. Static Structural Analysis of Spur Gears Static structural analysis is one of the most commonly used methods in which the entire model is converted into small elements of finite size. In those small elements, loads and support reactions are applied, and results are calculated. After calculating all the elements' results, they are added together to get the required result. Here, static structural analysis of carbon steel was done for ten different loads starting from 50N-mm to 1000N-mm, and their corresponding stress, strain, strainenergy,deformation,and volume change effect was studied. For a single load of 100N- mm, all other High entropy alloy gears were analysed and compared with the value of the same amount of load that is applied in the structural steel. Analytically all these load reaction analyses were done on the analysis software Ansys. All the readings were tabulated and presented as a line plot using excel. In both, the analysis standard number of 2106 mesh elements were found. A global coordinate system is maintained throughout the process. Figure 6 represents the number of nodes formed on the model. Fig-6: Nodal Elements formed on the Assembly Model 3.1. Boundary Conditions for the Structural Analysis. 1. Apply fixed support to the smaller gear or pinion. 2. Apply frictionless support to the larger gear or wheel.
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International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2937 3. Apply clockwise (or) anticlockwise moment to the larger gear. 4. Apply ten different moments and measure all the values, i.e., Stress, Strain, Strain energy, Deformation. Figure 7 represents the boundary conditions applied for the analysis. Fig-7: Boundary Condition for Wheel and Pinion 4. Results and Discussion 4.1. Structural Analysis of Carbon Steel Loading is given as a moment, and the correspondingresults are noted and tabulated. Loading starts by applying a moment of 50N-mm and loads progress by adding 50N-mm until the value 1000N-mm is attained. Strain, Strain Energy, Deformation, and Stress are the main parameters noted. Tables 5 and 6 give the data of applied load or moment and its corresponding analysis values regarding static structure. Figure-8,9,10,11 represents the stress, deformation, strain energy, and strain distribution contour when the moment is applied on the larger gear wheel. Table-5: Load vs Stress vs Deformation Load (N-mm) Stress (MPa) Deformation (E-5) 50 0.010459 0.15887 100 0.020919 0.31774 150 0.031378 0.4766 200 0.041837 0.63547 250 0.052297 0.79434 300 0.062756 0.95321 350 0.073215 1.1121 400 0.083675 1.2709 450 0.094134 1.4298 500 0.104590 1.5887 1000 0.209190 3.1774 Table-6: Load vs Strain vs Strain Energy Load (N-mm) Strain Energy (10-7 mJ) Strain (10-7 mm/mm) 50 0.17217 0.71585 100 0.68867 1.4317 150 1.5495 2.1475 200 2.7547 2.8634 250 4.3042 3.5792 300 6.1981 4.2951 350 8.4362 5.0109 400 11.019 5.7268 450 13.946 6.4426 500 17.217 7.1585 1000 68.867 14.317 Fig-8: Equivalent Stress Contour Fig-9: Equivalent deformation contour Fig-10: Equivalent Strain Energy Contour
5.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2938 Fig-11: Equivalent Strain Contour Chart-1 and Chart-2 represent the graphical formatofTable- 4 and Table-5, in which chart-1 establishes the relationship of the moment with stress and deformation. In contrast, the chart-r establishes the relationship of the moment with strain energy and strain. The charts show that the value of stress, strain, strain energy, and deformation is directly proportional to the value of the applied moment. Therefore, given material obeys Hooke’s law which states that stress is directly proportional to the strain within the given elastic limits. Since ANSYS does not give the fracture result of the analysis maximum of 1000N-mm can be appliedtothegiven pair of spur gears as the elastic point, and beyond this value, plastic deformation occurs. Chart-1: Moment vs Stress and Moment vs Deformation Chart-2: Moment vs Strain energy and Moment vs Strain 4.2. Comparison with High Entropy Alloy Gears The maximum load that the designed spur gear assembly withstand is 1000N-mm.Therefore,forthemaximumload of 1000N-mm, High entropy alloys selected for the study are applied to the given spur gear assembly by simply changing the material's properties in the Ansys workbench. The required calculated values are noted and presented in Table 7 and Table 8. A comparison of those data was made, and relevant results were drawn. Table-7: Material, Mass, Deformation, Strain Comparison Materials Mass (Kg) Deformation (10-5 mm) Strain (10-6) Structured Steel (or) EN8 Steel 1.7314 3.177 1.4317 Al80Li5Mg5Zn5Cu 6.3962 E-4 9.2098 4.1498 AlCrFeNiMo0.5 1.4998 3.106 1.3543 Ti-6Al-4V 0.61977 9.091 4.0294 Al7075-T6 0.97707 5.7819 2.5838 Table-8: Material, Stress, Strain Energy Comparison Materials Stress (MPa) Strain Energy (10-5 mJ) Structured Steel (or) EN8 Steel 0.20919 0.68867 Al80Li5Mg5Zn5Cu 0.20919 1.9962 AlCrFeNiMo0.5 0.21012 0.67104 Ti-6Al-4V 0.20967 1.9664 Al7075-T6 0.20943 1.2518 From the Table-7 and Table-8, the following results were derived, 1. It is inferred that the material “Al-Cr-Fe-Ni-Mo0.5”replaces the conventional steel alloy most likely because it reduces the weight of the gear by “13.37%” and it has the nearly identical value of stress, strain, strain energy and deformation. 2. The second most material that can replace conventional steel is “Ti-Al-V” because it reduces the weight of thegear by “43.56%”. However, the strain, strain energy and strain increase by a considerable amount while the stress remains nearly equal value. 3. The remaining two materials, “Ti-Al-V” and “Al-T6”, are not practically feasible ones. 5. CONCLUSION A spur gear is taken from the gearbox, anditisdesigned with the help of designing software Catia V5. Its static structural
6.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 09 Issue: 06 | June 2022 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 2939 analysis was done on the analysis software Ansys. Various structural parameters like Stress, Strain, Strain energy, and deformation were studied elaborately for carbon steel, and their data were presented in the form of charts and tables. After finding the maximum load value for carbon steel gear, the high entropy alloy gear was analysed for that particular maximum load. Results of high entropy alloy and carbon steel were compared, and it was found to be that “Al-Cr-Fe- Ni-Mo0.5” and “Ti-Al-V” replaced the conventional carbon steel by reducing its weight to 13.37% and 43.56%, respectivelywithoutsignificantvariationsinotherstructural parameters. REFERENCES [1] Z. Li, S. Zhao, R. O. Ritchie, and M. A. Meyers, “Mechanical properties of high-entropy alloys with emphasis on face-centeredcubic alloys,”Prog. Mater. Sci., vol. 102, pp. 296–345, 2019, doi: 10.1016/j.pmatsci.2018.12.003. [2] O. N. Senkov, G. B. Wilks, J. M. Scott, and D. B. Miracle, “Mechanical properties of Nb25Mo25Ta 25W25and V20Nb20Mo 20Ta20W20 refractory high entropy alloys,” Intermetallics, vol. 19, no. 5, pp. 698–706, 2011, doi: 10.1016/j.intermet.2011.01.004. [3] K. B. Zhang et al., “Microstructure and mechanical properties of CoCrFeNiTiAlx high-entropy alloys,” Mater. Sci. Eng. A, vol. 508, no. 1–2, pp. 214–219, 2009, doi: 10.1016/j.msea.2008.12.053. [4] N. D. Stepanov, D. G. Shaysultanov, G. A. Salishchev, and M. A. Tikhonovsky, “Structure and mechanical properties of a light-weight AlNbTiV high entropy alloy,” Mater. Lett., vol. 142, pp. 153–155, 2015, doi: 10.1016/j.matlet.2014.11.162. [5] N. N. Guo et al., “Microstructure and mechanical properties of refractory MoNbHfZrTi high-entropy alloy,” Mater. Des., vol. 81, pp. 87–94, 2015, doi: 10.1016/j.matdes.2015.05.019. [6] Y. Wang, Y. Yang, H. Yang, M. Zhang, S. Ma,andJ.Qiao, “Microstructure and wear properties of nitrided AlCoCrFeNi high-entropy alloy,” Mater. Chem. Phys., vol. 210, pp. 233–239, 2018, doi: 10.1016/j.matchemphys.2017.05.029. [7] S. Rajesh, P. Marimuthu,and P.DineshBabu,“Contact and bending load capacity enhancement through high entropy alloys,” IOP Conf. Ser. Mater. Sci. Eng., vol. 624, no. 1, 2019, doi: 10.1088/1757- 899X/624/1/012029.
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