Accepted Manuscript

Design and hot forging manufacturing of non-circular spur bevel gear

Wuhao Zhuang , Lin Hua , Xinghui Han , Fangyan Zheng

PII: S0020-7403(17)30992-X
DOI: 10.1016/j.ijmecsci.2017.08.025
Reference: MS 3876

To appear in: International Journal of Mechanical Sciences

Received date: 19 April 2017

Revised date: 2 July 2017
Accepted date: 10 August 2017

Please cite this article as: Wuhao Zhuang , Lin Hua , Xinghui Han , Fangyan Zheng , Design and hot
forging manufacturing of non-circular spur bevel gear, International Journal of Mechanical Sciences
(2017), doi: 10.1016/j.ijmecsci.2017.08.025

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 ACCEPTED MANUSCRIPT

Highlights
 A new design method of NCSB-gear is proposed.
 A new hot forging process is proposed to manufacture the NCSB-gear.
 Deformation mechanisms and forging process are comprehensively
investigated.
 Hot forging experiments verify the hot forging process of NCSB-gear.

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PT
CE
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 ACCEPTED MANUSCRIPT

Design and hot forging manufacturing of non-circular

spur bevel gear
Wuhao Zhuang1,2,3, Lin Hua*2,3, Xinghui Han2,3, Fangyan Zheng2,3
1
School of Materials Science and Engineering, Wuhan University of Technology, Wuhan, 430070, China

2
Hubei Key Laboratory of Advanced Technology of Automotive Components, Wuhan University of Technology, Wuhan, 430070, China

3
Hubei Collaborative Innovation Center for Automotive Components Technology, Wuhan University of Technology, Wuhan, 430070,

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China

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Abstract: Non-circular spur bevel gear (NCSB-gear) is a kind of special spur bevel

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gear which can perform variable speed ratio transmission. It can achieve several
special functions which cannot be realized by circular spur bevel gear (CSB-gear),

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such as the skid resistance function in automobile differential mechanism. However,
NCSB-gear is quite difficult to be designed and manufactured because of its
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complicated shape and specific transmitting characteristic. In this research, a new
design method of NCSB-gear based on vectorial coordinate transmission is proposed
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to simplify the calculation process of tooth profile, and a NCSB-gear pair which is
used in automobile differential is designed. Then, a new hot forging process is
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proposed to manufacture the driven NCSB-gear, and a pre-forging stage is arranged in

this hot forging process so as to pre-allocate the material according to the shape
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features of the driven NCSB-gear, which is benefit for metal flowing in final forging
stage. Several 3D FE simulation models of hot forging process of the driven
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NCSB-gear with or without pre-forging stage are developed, and the metal flowing,
effective strain distribution and temperature distribution are comprehensively
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investigated and compared. Based on the FE simulation results, several experiments

of hot forging process of the driven NCSB-gear are carried out. The results show that,
the hot forging process with pre-forging stage can obviously improve the rationality
of metal flowing, the homogeneity of the effective strain distribution on NCSB-gear,
and the homogeneity of temperature distribution on NCSB-gear and the gear-tooth die.
Furthermore, the experiment results are consistent well with the simulation results,

*
Corresponding author. Tel./Fax: +86 27 87168391.

E-mail address: hualin@whut.edu.cn (Lin Hua), zhuangwuhao204@126.com (Wuhao Zhuang)

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and a fully filled NCSB-gear part is obtained by using the hot forging process with
pre-forging stage, which confirms that this hot forging process of NCSB-gear is
reliable.
Keywords: Non-circular spur bevel gear; Hot forging; 3D FE model; Forming law

1. Introduction
The spur bevel gear is widely used in mechanical field to transmit movement

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between intersection axes. It can be classified into circular spur bevel gear (CSB-gear)

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and non-circular spur bevel gear (NCSB-gear) according to the pitch curve. CSB-gear
has a circular pitch curve, so it can perform constant speed ratio transmission. While

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NCSB-gear has a non-circular spacial pitch curve, so it can perform the variable speed
ratio transmission. Because of the variable speed ratio transmission, NCSB-gear can

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achieve several special functions which cannot be achieved by CSB-gear. For
example, NCSB-gear used in automobile differential mechanism not only has
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differential function as CSB-gear, but also has skid resistance function which
CSB-gear does not have (Skid resistance function means that automobile may keep
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moving when one of the driving wheels skids on the road). Therefore, compared with
the automobile differential mechanism with CSB-gear, the automobile differential
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mechanism with NCSB-gear can obviously increase the automobile capability of

crossing the slushy road or icy road. Although NCSB-gear has several predominant
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advantages, it is quite difficult to be designed and manufactured because of its

complicated shape and specific transmitting characteristic, which significantly
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restricts the wide application of NCSB-gear.

In recent years, several researches have been reported on the design method of
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NCSB-gear. Xia et al. established the mathematic model for the tooth profile
generation of NCSB-gear [1]. Figliolini and Angeles investigated the design method
of pitch surface of NCSB-gear [2]. Jing established a mathematical model to describe
the geometries and geometric characteristics of tooth profiles of NCSB-gear [3].
Zheng et al. proposed a new free-form tooth geometry for noncircular bevel gear and
investigated the generation of noncircular spiral bevel gears by face-milling method
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[4, 5]. However, all these design methods are based on the positional coordinate
transmission, which leads to complicated calculation process of tooth profile of
NCSB-gear and time-consuming. Hence, a new design method is necessary to
simplify the calculation process of the tooth profile.
In terms of manufacturing methods of NCSB-gear, it cannot be machined by using
CSB-gear machining equipments. This is because that the complex kinematic
relationship between cutting tool and NCSB-gear part cannot be established on the

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CSB-gear machining equipment. By now, NCSB-gear mainly can be machined by the

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five-axis CNC machine, which is low efficiency, low material utilization and high

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cost. Compared with the machining method, the forging method not only is a high
efficiency, high material utilization and low cost manufacturing method, but also can

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obtain continuous metal flow line and refine microstructure in the gear part, so it can
improve the mechanical property of the gear part [6]. Up to now, many studies about
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the forging method of the spur gear have been reported. The near-net shape forging of
spur gear was introduced by using upper bound method and experimental method
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[7-12]. Kim presented the design method of preform shape to improve the
dimensional accuracy of the closed-die forging of the crown gear [13]. Zuo et.al
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developed the design method of relief-cavity to reduce the difficulty of material filling
in closed-precision forging of spur gear [14]. Yoon and Yang developed the FE
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analysis method of cold forging of CSB-gear by using remeshing technique [15].

Doege and Nägele analyzed the shrinkage law of CSB-gear by using FE simulation
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[16]. Yang et al. predicted the maximum forging load and effective stress of cold
forging of CSB-gear with different materials [17]. Song and Im optimized the process
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variables of closed-die forging of CSB-gear [18]. Liu and Cui introduced a hot
forging process design method of a magnesium alloy CSB-gear [19]. Deng and Han
investigated the cold orbital forging process of CSB-gear, which can effectively
reduce the forging load [20-22]. In addition, Irani and Taheri researched the effect of
precision forging temperature on homogeneity of microstructure and hardness of
CSB-gear [23]. Henke et al. established the accurate grain size prediction method of
hot forging CSB-gear [24]. Han and Zhuang researched the distribution of
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microstructure of CSB-gear forged by cold closed-die forging and cold orbital forging,
respectively [25, 26]. However, all of these researches are focused on the spur gear
and CSB-gear while the forging process of NCSB-gear has not been reported. It
should be noted that the above forging processes of CSB-gear are not suitable to
manufacture NCSB-gear. This is because that the shape of NCSB-gear is quite
complicated, i.e. the shape and spacial position of every gear-tooth are different. This
leads to that the metal flowing, deformation laws and forging process design are more

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complicated than that of CSB-gear. Therefore, a new forging process of NCSB-gear is

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necessary to be developed.

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In this research, a new design method based on vectorial coordinate transmission
is proposed, which can significantly simplify the calculation process of tooth profile

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of NCSB-gear. By using this method, a NCSB-gear pair used in the automobile
differential mechanism is designed. Then, a new hot forging process of NCSB-gear is
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proposed to manufacture the driven NCSB-gear, and a pre-forging stage is arranged
before final forging stage so as to pre-allocate the material according to the shape
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features of the driven NCSB-gear, which is beneficial for metal flowing in final
forging stage. Thirdly, several 3D FE simulation models of hot forging process of the
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driven NCSB-gear with or without pre-forging stage are developed, and the metal
flowing, effective strain distribution and temperature distribution are comprehensively
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investigated and compared. Based on the FE simulation results, several hot forging
experiments are carried out to verify the hot forging process of NCSB-gear proposed
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in this study.

2. Design method of NCSB-gear

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2.1 Pitch surface of NCSB-gear

The pitch surface of NCSB-gear is obtained by rotating the instant axis of gear

pair around the axis of driving or driven gear. As shown in Fig. 1,  pi ( i ) and

 po ( i ) are the pitch angle of the driving and driven gear corresponding with the
following relation:

 pi ( i )   po ( i )   (1)
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where i is the rotating angle of the driving gear.

Suppose P as a point in the instant axis with cone distance r, thus the rotating
angle of the driving and driven gear can be obtained as follows:

 pi r sin[ pi ( i )]   po r sin[ po ( i )] (2)

Further, the gear ratio：

sin[   pi ( i )]
g ( i ) 

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(3)
sin[ pi ( i )]

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If the driving and driven axis is orthogonal, namely    / 2 , the pitch angle for

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driving and driven gear can be calculated as follows:

 pi  arccot[ g ( i )]
 (4)
 po  arc tan[ g ( i )]
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Thus, the pitch surface of NCSB-gear can be represented as follows:
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  r sin[ pi (i )]cos(i ) 
  
rpi (i , r )   r sin[ pi (i )]sin(i ) 
  
  r cos[ pi (i )] 
 (5)
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  r sin[ po (i )]cos[o (i )]

r ( , r )   r sin[ ( )]sin[ ( )] 
 po i  po i o i 
 
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
  r cos[  po ( i )] 
i

where o =  g ( )d( )
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ωpo
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Driven gear
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Instant axis P

δpo
 δ
pi

ωpi Driving gear

Fig. 1. Schematic diagram of NCSB-gear drive.

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2.2 Normal offset surface of NCSB-gear

Without distinguishing the driving and driven gear, the pitch angle of NCSB-gear

is renamed as  p , the rotating angle is renamed as  , and the pitch surface is

renamed as rp ( , r ) . Thus the tangent vector of pitch surface can be calculated as

follows:

t p ( , r )  drp ( , r ) / d


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 sin( p ) cos( ) 
 drp ( , r )   (6)
qp ( , r )    sin( p ) sin( ) 

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 dr
 cos( p ) 
  

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where, t p ( ) is the tangent vector in the section direction, and the qp ( ) is the

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tangent vector in the radial direction. Thus, the corresponding unit vectors are:
t p ( , r )  t p ( , r )/ | t p ( , r ) |
 (7)
qp ( , r )  qp ( , r )/ | qp ( , r ) | qp ( , r )
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and the unit normal vector is:

np ( , r )  t p ( , r )  qp ( , r )
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(8)

Further, the normal offset surface of the pitch surface can be obtained by:
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rpn ( , r, h)  rp ( , r )  hnp ( , r ) (9)

where h is the distance of offset. Notice that, if h is taken as the tooth addendum,
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the offset surface is the addendum surface, while if h is taken as tooth dedendum,
the offset surface is the dedendum surface.
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2.3 Tooth profile generation

In this study, a tooth profile generation method based on vectorial coordinate
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transmission is proposed. Fig. 2 shows the schematic diagram of tooth profile

generation. The planar generator is a planar gear with spherical linear, and it would
rotate around the axle of the driving and driven gear according to the kinematics of
tooth profile generation, so that the tooth profile of NCSB-gear could be obtained.
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Planar generator
Drive axode

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Driven axode

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Fig. 2. Schematic diagram of tooth profile generation.

(1) Tooth surface of planar generator

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As shown in Fig. 3, the tooth surface of the planar generator is a spherical linear
with Eq.10：
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 sin(u )sin( b )+cos(u )cos( b )cos( ) 
R c (u, r )  r  -cos(u )sin( b )+sin(u )cos( b )cos( )  (10)
 cos( b )sin(  ) 
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where， b =ucos( ) ，u is a variable of the tooth profile and  is the pressure angle.
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Further, the normal vector of the tooth surface is：

R c (u, r ) R c (u, r )
nrc (u, v)   (11)
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u r
zc
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Spherical linear
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tooth profile

yc
xc

(a) Spherical linear tooth profile

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(b) Planar generator

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Fig. 3. The planar generator with the spherical linear tooth profile.

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(2) Kinematics of tooth profile generation
According to the meshing theory, the pitch surface of the planar generator pure

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rolls on the pitch surface of NCSB-gear. It means that these two surfaces are line
tangent at any time, thus three coordinate systems can be established through the

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tangent vector and normal vector of the pitch surface of NCSB-gear as shown in Fig.

S0 (O0  x0 y0 z0 ) is a coordinate system fixed on NCSB-gear,

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4. In Fig. 4,

Sc (Oc  xc yc zc ) is a coordinate system attached on the planar generator, and

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SC (OC  xC yC zC ) is a auxiliary coordinate system which is used to transfer the

kinematic relationship between S0 and Sc . SC is developed according to the

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tangent vector and normal vector of a point P in the pitch surface of NCSB-gear, and
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the unit vector of three axles are as follows:

i c ( )  np ( )


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 jc ( )  t p ( ) (12)

k c ( )  qp ( )

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Define S0 as a fixed coordinate system, the axes unit vector of S0 is:

 i 0  1 0 0T


 j0   0 1 0
T
(13)

k 0   0 0 1
T


Thus, the coordinate transformation for S0 to SC can be obtained:

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 i0  ic i 0  jc i0  k c 0  np 0 tp 0 qp 0 0

 j i j0  jc j0  k c 0   np 1 tp 1 qp 1 0
M 0C ( )   0 c   (14)
k 0  i c k 0  jc k0  kc 0  n tp 2 qp 2 0
  p2
 0 0 0 1  
 0 0 0 1 

Coordinate system Sc is developed on the planar generator with zc -axis along

the rotating axis of the planar generator. The rotating angle of Sc relative to SC is

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the rotating angle of the planar generator, which can be calculated in Eq. 15 based on

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the pure rolling relation:

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

 |dr ( ) / d |d
p

c ( )  0
(15)
r

And the transformation matrix from US

Sc to SC is as follows:
 cos[c ( )] sin[ c ( )] 0 0
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  sin[ ( )] cos[ ( )] 0 0 
M Cc ( )   c c
(16)
 0 0 1 0
 
M

 0 0 0 1

Finally, the coordinate transformation from the planar generator to the generated
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NCSB-gear can be obtained based on Eq. 16 and Eq. 14:

M0c ( )  M0C ( )MCc ( ) (17)

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zC ( zc )
yc
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yC
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xc
np θc O0
tp

qp P

xC
z0

Fig. 4. Kinematics of tooth profile generation.

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(3) Tooth surface

Based on the discussion above, envelope equation of the generated tooth surface

can be obtained by transforming the tooth surface of the planar generator in Sc to

S0 :

REc ( , u, v)  M0c ( )Rc (u, v) (18)

And the meshing equation can be obtained:

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M0c ( )nrc (u, v)  vc = 0

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(19)

v c is the relative velocity of the contact point. Since NCSB-gear is fixed, the

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where

relative velocity of the contact point must contain two components, one is the velocity

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along the pitch of the gear, which can be calculated as follows:

vc1 ( )  tp ( ) (20)
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The other one is the rotation of the planar generator, which can be calculated as

vc2 ( , u, v)  dc ( ) / d (21)

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Thus the relative velocity：

vc ( , u, v) = vc1 ( )  vc2 (, u, v) (22)

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Finally, the tooth surface of the NCSB-gear can be obtained by substituting Eq. 22
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to Eq. 19.
2.4 Design case
By using the design method proposed above, a NCSB-gear pair which is used in
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the automobile differential is designed in this study, as shown in Fig. 5. According to

the requirement of transmission, the gear ratio function is taken as Eq. 23, and the
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design parameters of the NCSB-gear pair are listed in Table 1.

g (i )  1/[ B cos(i )  A] (23)

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Driving gear
Spacial pitch curve

Driven gear

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(a) NCSB-gear pair (b) Driven NCSB-gear

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Fig. 5. 3D model of NCSB-gear pair.

Table 1 Design parameters of NCSB-gear pair.

Parameters
Shaft angle (°)
US Value
90
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Cycle of driving gear 1
Cycle of driven gear 2
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Parameter A of gear ratio function 2.2137

Parameter B of gear ratio function 0.9487
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Pressure angle (°) 25

Tooth number of driving gear 9
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Tooth number of driven gear 18

Mean Module (mm) 2.801
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Addendum coefficient 0.8

Dedendum coefficient 0.95
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Mean cone distance (mm) 27.75

Face width (mm) 13.5

3. Hot forging process of the driven NCSB-gear

3.1 Hot forging process plans
Since CSB-gear is rotationally symmetric, i.e. the gear-teeth are uniformly
distributed around the circumference, it can be directly forged by using a cylinder
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billet. The hot forging process of CSB-gear contains three stages: billet cutting stage,
heating stage and final forging stage, as shown in Fig. 6(a).
However, NCSB-gear is not rotationally symmetric, the material distribution of
the NCSB-gear along circumferential direction is quite inhomogeneous. Specifically,
different gear-teeth of NCSB-gear have different axial heights and different coning
angles, which means that NCSB-gear is not suitable to be directly forged from a
cylinder billet. Moreover, the complicated shape of NCSB-gear leads to complicated

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metal flowing and deformation laws, so the hot forging process of NCSB-gear is

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difficult to be designed. According to the analysis above, a new hot forging process is

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proposed in this study to manufacture NCSB-gear, as shown in Fig. 6(b). It contains
four stages: billet cutting stage, heating stage, pre-forging stage and final forging

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stage. It can be seen that, a pre-forging stage is arranged before final forging stage, so
that the cylinder billet would be pre-forged to a specially designed shape which is
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benefit for metal flowing in final forging stage.
M
ED

Billet cutting Heating Final forging

(a) Hot forging process without pre-forging stage

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CE
AC

Billet cutting Heating Pre-forging Final forging

(b) Hot forging process with pre-forging stage

Fig. 6. Process plans of hot forging spur bevel gear.

3.2 Design method of pre-forging billet
According to the material inhomogeneous distribution along circumferential
direction, the pre-forging billet of the driven NCSB-gear can be developed as follows:
(1) Divide the driven NCSB-gear to several parts by taking each gear-tooth as a
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unit, as shown in Error! Reference source not found.(a).

(2) Based on the principle of equal volume, transform each gear-tooth part to a
sectorial column with sectorial cross section. All column parts have the same height

H ，and the central angle of each column part  i equals to the central angle of

corresponding gear-tooth part, as shown in Error! Reference source not found.(b).

The ratio of each sectorial cross section Ri can be calculated by Eq. (24).

T
2Vi
Ri 

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i H
(24)

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where Vi is the volume of each gear-tooth part.
(3) Develop the sectional contour of pre-forging billet by connecting those middle

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points of each sectorial line sequentially using B-spline in Creo-proe/engineer CAD
software, as shown in Error! Reference source not found.(b).
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(4) According to the sectional contour of pre-forging billet and the billet height

H , the pre-forging billet can be developed.

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Here, the driven NCSB-gear is a plane-symmetric geometrical shape, so only a

quarter of the NCSB-gear (with five gear-teeth) is selected to calculate the
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geometrical parameters of the pre-forging billet. In addition, the maximum Ri

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should be determined according to the billet location in the final forging die. Here,

select the maximum Ri =25mm according to the radius of the shaft in Error!
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Reference source not found.(a), so the billet height is H  29.6mm which is

calculated by Eq. 24. By using the design method above, the pre-forging billet of the
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driven NCSB-gear can be designed, and the main geometrical parameters are shown
in Table 2.
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Gear tooth 5
Sectorial column
Gear tooth 4

Gear tooth 3

Gear tooth 2

Gear tooth 1

T
H H

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Shaft

CR
(a) Design process of pre-forging billet
Sectorial line Sectorial cross section H
Ri

θi US
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Rmax
M
ED

Sectional contour of pre-forging billet

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(b) Sectional contour of pre-forging billet

Table 2 Geometrical parameters of pre-forging billet.

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Gear-tooth 1 Gear-tooth 2 Gear-tooth 3 Gear-tooth 4 Gear-tooth 5

Vi（mm3） 2465.88 2435.27 2472.16 2642.59 2789.05

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θi（°） 25.23 22.89 19.47 17.75 17.28

H（mm） 29.60 29.60 29.60 29.60 29.60

Ri（mm） 19.45 20.30 22.17 24.01 25.00

4. FE simulation of hot forging process of the driven NCSB-gear

4.1 FE models
The finite element simulation method, as a high efficiency and low cost analytical
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method, is employed in this research to analysis the hot forging process of the driven
NCSB-gear. In this study, the hot forging processes of the driven NCSB-gear with or
without pre-forging stage are simulated, so that the differences between these two
forging processes can be compared. The FE models of pre-forging stage and final
forging stage are developed, as shown in Fig. 7. In these FE models, the material of
billet is 20CrMnTiH, and its stress-strain curves under different strain rates are shown
in Fig. 8. To ensure the accuracy and convergence of the FE simulation, the billet is

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set as plastic type, and meshed by tetrahedral elements with absolute mesh type (the

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minimum element size is 0.5mm and the size ratio is 3). In order to accurately predict

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the temperature field, the dies are meshed by tetrahedral elements with absolute mesh
type (the minimum element size is 0.5mm and the size ratio is 4), and the heat transfer

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boundary condition between billet and dies is reasonably set. Furthermore, the shear
friction model is employed to describe the friction between billet and dies, and the
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friction factor for lubricated hot forming processes is adopted according to the
Deform-3D software recommended. In addition, the upper die of pre-forging stage
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and the gear-tooth die of final forging stage are set as the moving die, and the lower
dies are fixed. The main process parameters of the hot forging process of the driven
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NCSB-gear are listed in Table 3.

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v
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Upper die
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Cylinder billet

Lower die
(a) Pre-forging stage
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Gear-tooth die

Pre-forging billet

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Lower die

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(b) Final forging stage

Fig. 7. FE models of hot forging of the driven NCSB-gear.

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 
(a)   0.01 (b)   0.1
CE
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 
(c)   1 (b)   10

Fig. 8. Stress-strain curves of 20CrMnTiH.

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Table 3 Process parameters of hot forging process of the driven NCSB-gear.

Parameters Values

Material of billet 20CrMnTiH

Temperature of billet (℃) 950

Material of dies H13

Preheating temperature of dies(℃) 250

Friction factor 0.3

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Heat transfer coefficient (kW/m2·℃)

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11

Feed speed of pre-forging upper die (mm/s) 15

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Feed speed of gear-tooth die (mm/s) 15
4.2 Metal flowing

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The complicated shape of the driven NCSB-gear inevitably leads to complicated
metal flowing, therefore the metal flowing should be investigated sufficiently. Fig. 9
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shows the filling processes in the hot forging processes of the driven NCSB-gear with
or without pre-forging stage, and the metal flowing of each gear-tooth in both two hot
forging processes are displayed in Fig. 10.
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It can be seen from Fig. 9 and Fig. 10 from gear-tooth 1 to gear-tooth 5, the filling
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processes of different gear-teeth are asynchronous, i.e. the filling process of the
former gear-tooth is always earlier than the later one. This is because that the different
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gear-teeth of the driven NCSB-gear have different axial heights, the gear-tooth 1 is the
lowest one, it can contact the billet firstly and be filled up earliest. By contrast, the
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gear-tooth 5 is the highest one, so it is the last one to be filled up. This asynchronous
filling of NCSB-gear is quite different from the synchronous filling of CSB-gear (In
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forging process of CSB-gear, the filling processes of all gear-teeth are similar because
of the rotational symmetry of the CSB-gear). It should be noted that, this
asynchronous filling of NCSB-gear is negative to the metal flowing and overall filling
result of the driven NCSB-gear, which is particularly noticeable in the hot forging
process without pre-forging stage. As shown in Fig. 10(a), the gear-tooth is filled up
earlier from gear tooth 1 to gear tooth 5, so the flash appears earlier from gear-tooth 1
to gear-tooth 5. The earlier flash appearing means that much metal would flow to the
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flash region, therefore the flash of NCSB-gear forged in hot forging process without
pre-forging stage are large and non-uniform, as shown in Fig. 10(a). Meanwhile, due
to the appearing of large flash, less metal is left to fill the gear-tooth 5, so several
unfilled regions appear in gear-tooth 5, as shown in Fig. 11(a). Therefore, in order to
improve the overall filling result of the driven NCSB-gear, the asynchronous filling
needs to be avoided. Fortunately, the hot forging process of the driven NCSB-gear
with pre-forging stage can effectively weaken the asynchronous filling. As shown in

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Fig. 9(b) and Fig. 10(b), all gear-teeth are almost filled up synchronous, and the flash

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in Fig. 10(b) is more uniform than that in Fig. 10(a). Finally, a driven NCSB-gear

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without unfilled region is obtained by using the hot forging process with pre-forging
stage, as shown in Fig. 11(b).

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Moreover, in Fig. 10, each gear tooth cavity is filled from the middle part to two
ends of each gear tooth. It means that two ends of each gear tooth are more difficult to
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be filled up, so the unfilled regions would easily appear here, as shown in Fig. 11(a).

4 5 4 5 4 5
3 3 3
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2 2 2
1 1 1
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s=0mm s=12.04mm s=14.48mm s=15.1mm

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(a) Hot forging process without pre-forging stage

Pre-forging Final forging

5
CE

4 5 4 5 4
3 3 3
2 2 2
1 1
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s=0mm s=12.04mm s=14.48mm s=15.1mm

(b) Hot forging process with pre-forging stage

Fig. 9. Metal flowing in hot forging of the driven NCSB-gear.

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Gear-tooth 1 Gear-tooth 2 Gear-tooth 3 Gear-tooth 4 Gear-tooth 5

s=12.04mm
s=14.48mm

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s=15.10mm

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Gear-tooth 1 Gear-tooth 2
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(a) Hot forging process without pre-forging stage

Gear-tooth 3 Gear-tooth 4 Gear-tooth 5

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s12.04=mm

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s=14.48mm

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s=15.10mm

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(b) Hot forging process with pre-forging stage

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Fig. 10. Filling process of gear-teeth in hot forging of the driven NCSB-gear.
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Unfilled regions

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Unfilled regions
(a) Forging part of hot forging process (b) Forging part of hot forging process

without pre-forging stage with pre-forging stage

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Fig. 11. Filling results of the driven NCSB-gear forging parts.
4.3 Effective strain distribution and evolution on forged driven NCSB-gear
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The complicated metal flowing of hot forging process of the driven NCSB-gear
would lead to the inhomogeneous plastic deformation. The effective strain distribution
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and evolution of forged driven NCSB-gear in hot forging processes with or without
pre-forging stage are shown in Fig. 12 and Fig. 13. In order to clearly exhibit the
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effective strain distribution on each gear-tooth, three gear-tooth sections (small-end

section, middle section and large-end section) are selected to draw the effective strain
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curves, as shown in Fig. 14 and Fig. 15.

As shown in Fig. 12 and Fig. 13, with gear-tooth die feeding, the effective strain
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gradually accumulates on the billet. The effective strain on gear-teeth regions

increases more obviously than that on other regions, which means that the plastic
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deformation mainly occurs on the gear-teeth. This is because that larger metal flowing
resistance is caused by the complicated gear-teeth cavities, the plastic deformation is
more severe on the gear-teeth regions. Secondly, the effective strain on the surface of
each gear-tooth is larger than that inside the gear-tooth, which is attributed to the large
friction resistance on the surface of each gear-tooth. Furthermore, the effective strain
gradually increases from addendum to dedendum on each gear-tooth, which is also
obviously depicted in Fig. 14 and Fig. 15 that all the effective strain curves increase
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from addendum to dedendum. This is because that the metal flowing is more intricate
near dedendum region because of the complicated die cavity.
On different gear-teeth of the driven NCSB-gear, the asynchronous filling of
different gear-teeth (introduced in section 4.2) leads to inhomogeneous effective strain
on different gear-teeth. In the hot forging process without pre-forging stage, the
effective strain on small-end section and middle section gradually increases from
gear-tooth 1 to gear-tooth 5, as shown in Fig. 14(a) and Fig. 14(b). This is because

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that the gear-teeth are successively filled from gear-tooth1 to gear-tooth5. The earlier

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the gear-tooth is filled, the shorter deformation period the metal should undergo, less

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effective strain would be accumulated. However, the effective strain on large-end
section decreases from gear-tooth 1 to gear-tooth 5, as shown in Fig. 14(c). This is

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because that the large-end section nears the flash section, so it is easily affected by the
deformation of the flash. In other words, the large effective strain of the flash region
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would causes larger effective strain of the large-end section. As can be seen in Fig. 12,
large flash is obtained near gear-tooth 1, gear-tooth 2 and gear-tooth 3, so the effective
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strains are relative large in these regions, and the effective strains of the large-end
section are also relative large. While the gear-tooth 5 is not filled up and no flash is
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formed, so the effective strain of the large-end section on gear-tooth 5 is obviously

smaller than others. It is well known that, the inhomogeneous effective strain
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distribution would leads to non-uniform mechanical property, so it should be avoided.

Compared with Fig. 12, the effective strain homogeneity on different gear-teeth is
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evidently improved in Fig. 13, and the distances between different effective strain
curves in Fig. 15 obviously smaller than that in Fig. 14. These phenomena mean that
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the hot forging process with pre-forging stage can obviously increase the homogeneity
of the plastic deformation on the forged driven NCSB-gear. It is because that the
pre-forging stage has effectively pre-allocated the metal, the filling processes of
different gear-teeth are almost synchronous in final forging stage.
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(a) s=0mm (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

Fig. 12. Effective strain distribution and evolution of the driven NCSB-gear in hot forging process

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without pre-forging stage.

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(a) s=0mm (Pre-forging) (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

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Fig. 13. Effective strain distribution and evolution of the driven NCSB-gear in hot forging process

with pre-forging stage.

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(a) Small-end section (b) Middle section

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(c) Large-end section

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Fig. 14. Effective strain curves of the driven NCSB-gear forged by hot forging process without

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pre-forging stage.

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(a) Small-end section (b) Middle section

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CE
AC

(c) Large-end gear section

Fig. 15. Effective strain curves of the driven NCSB-gear forged by hot forging process with

pre-forging stage.
4.4 Temperature distribution on forged driven NCSB-gear
Fig. 16 and Fig. 17 show the temperature distribution and evolution of forged
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driven NCSB-gears by hot forging process with or without pre-forging stage. In order
to clearly exhibit the temperature distribution on each gear-tooth, the temperature
curves of small-end gear section, middle gear section and large-end gear section on
each gear-tooth are drawn in Fig. 18 and Fig. 19.
As shown in Fig. 16 and Fig. 17, with gear-tooth die feeding, the temperature on
the surface of billet decreases obviously due to the heat transmission between billet
and dies. The temperature in middle part of billet also decreases because of the heat

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diffusion inside the billet. Finally, an evident temperature gradient is generated in the

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forged driven NCSB-gear, i. e. the temperature increases from the surface to inside of

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the forged driven NCSB-gear.
It can be seen from Fig. 18 and Fig. 19, most of temperature curves are "V"

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shapes, which means that the temperature obviously decreases from dedendum to
addendum. This law is caused by three reasons. Firstly, due to the narrower gear-tooth
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thickness from dedendum to addendum, less heat is contained in the metal, so the
temperature decreases rapidly after the metal contacted the gear-tooth die cavity.
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Secondly, the plastic deformation is more severe near dedendum，so more heat is
produced by plastic deformation. Thirdly, the metal flowing is more severe near
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dedendum, so more heat is produced by friction. It should be noted that the

temperature curves of gear-tooth 4 and gear-tooth 5 do not follow this law strictly, but
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has a small increase near addendum. This is because that these two gear-teeth are
filled up lastly, the metal in addendum does not have enough time to transfer heat into
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the die cavity, the metal near addendum maintains higher temperature on these two
gear-teeth.
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On different gear-teeth of the driven NCSB-gear, the temperature distribution of

different gear-teeth is quite inhomogeneous in hot forging process without pre-forging
stage, as shown Fig. 16 and Fig. 18. The temperature increases obviously from
gear-tooth 1 to gear-tooth 5 in Fig. 16, and the temperature curve gets higher and
higher from gear-tooth 1 to gear-tooth 5 in Fig. 18. It is because that due to the
asynchronous filling of different gear-teeth, the contacting time between billet and the
die cavity becomes short from gear-tooth 1 to gear-tooth 5, so less heat is transferred
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into the die cavity. It should be noted that the inhomogeneous temperature distribution
between different gear-teeth is negative to the property of the driven NCSB-gear, so it
should be eliminated as much as possible. Fortunately, the hot forging process with
pre-forging stage can effectively improve the temperature homogeneity between
different gear-teeth. In detail, the temperature on gear-teeth surface in Fig. 17 is more
homogeneous than that in Fig. 16, and the gaps between temperature curves in Fig. 19
are also smaller than that in Fig. 18. It is because that the pre-forging stage can

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effectively improve the synchronism of the filling process of different gear-teeth in

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final forging stage, the contacting time between billet and different gear-teeth cavities

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are more similar.

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(a) s=0mm (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

Fig. 16. Temperature distribution and evolution of the driven NCSB-gear in hot forging process
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without pre-forging stage.

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(a) s=0mm(Pre-forging) (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

Fig. 17. Temperature distribution and evolution of the driven NCSB-gear in hot forging process

with pre-forging stage.

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(a) Small-end section (b) Middle section

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(c) Large-end section

Fig. 18. Temperature curves of the driven NCSB-gear forged by hot forging process without
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pre-forging stage.
PT
CE
AC

(a) Small-end section (b) Middle section

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(c) Large-end section

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Fig. 19. Temperature curves of the driven NCSB-gear forged by hot forging process with

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pre-forging stage.
4.5 Temperature distribution on the gear tooth die
In hot forging process of the driven NCSB-gear, the temperature distribution on

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the gear-tooth die has remarkable effect on the service life of the gear-tooth die.
Therefore, the temperature distribution and evolution of the gear-tooth die in hot
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forging process of the driven NCSB-gear with or without pre-forging stage are
presented in Fig. 20 and Fig. 21. Temperature curves of small-end section, middle
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section and large-end section on each gear-tooth cavity are drawn in Fig. 22 and Fig.
23, so as to investigate the temperature distribution on the each gear-tooth cavity.
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In Fig. 20 and Fig. 21, the temperature on the surface of gear-teeth cavities are
obviously raised with gear-tooth die feeding, which can be attributed to the heat
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transferred from billet and the heat produced by plastic deformation and friction.
Secondly, due to the heat diffusion inside the gear-tooth die, a decreasing temperature
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gradient is generated on the gear-teeth cavities.

In each gear-tooth cavity, the temperature gradually decreases from dedendum
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cavity to addendum cavity, as shown in Fig. 20(d) and Fig. 21(d). It also can be
distinctly detected in Fig. 22 and Fig. 23 that all the temperature curves decrease from
dedendum cavity to addendum cavity. This is mainly caused by three reasons. Firstly,
each gear-tooth cavity is filled from dedendum to addendum, the dedendum cavity has
longer contacting time with billet than that of addendum cavity. The longer contacting
time with billet means more heat can be transferred from the billet into the gear-tooth
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die. Secondly, the metal flowing is more severe near the dedendum, so more heat can
be produced by plastic deformation and friction. Thirdly, due to the narrower
gear-tooth thickness from dedendum to addendum, less metal flows to the addendum
cavity, hence less heat can be carried to the addendum cavity.
Moreover, in hot forging process without pre-forging stage, the temperature
distribution between different gear-teeth cavities is quite inhomogeneous. The
temperature decreases obviously from gear-tooth 1 to gear-tooth 5 in Fig. 20, and the

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temperature curve generally lower from gear-tooth 1 to gear-tooth 5 in Fig. 22. These

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phenomena are because that, due to the asynchronous filling of different gear-teeth,

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the gear-tooth cavity has shorter contacting time with billet from gear-tooth 1 to
gear-tooth 5, so less heat is transferred into the die cavity. It should be noted that the

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inhomogeneous temperature between different gear-tooth cavities is negative to the
service life of the gear-tooth die, so it should be eliminated as much as possible.
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Fortunately, the hot forging process with pre-forging stage can effectively improve
temperature homogeneity of gear-tooth die. The temperature on the surface of
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gear-tooth die in Fig. 21 are more homogeneous than that in Fig. 20, and the gaps
between different temperature curves in Fig. 23 are also smaller than that in Fig. 22.
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Especially in the large-end gear section, the maximum temperature difference in hot
forging process with pre-forging stage drops nearly 65% than that in hot forging
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process without pre-forging stage. It is also because that the pre-forging stage can
effectively improve the synchronism of filling process of different gear-teeth in final
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forging stage.
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(a) s=0mm (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

Fig. 20. Temperature distribution and evolution of the gear-tooth die in hot forging process without

pre-forging stage.
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(a) s=0mm (b) s=12.04mm (c) s=14.48mm (d) s=15.1mm

Fig. 21 Temperature distribution and evolution of the gear-tooth die in hot forging process with

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pre-forging stage.

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(a) Small-end section (b) Middle section

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PT
CE
AC

(c) Large-end section

Fig. 22. Temperature curves of the gear-tooth die in hot forging process without pre-forging stage.
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(a) Small-end section (b) Middle section

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(c) Large-end section

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Fig. 23. Temperature curves of the gear-tooth die in hot forging process with pre-forging stage.

5. Experiments of hot forging of the driven NCSB-gear

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Based on the FE simulation results revealed above, several hot forging

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experiments were carried out to forge the driven NCSB-gear. Fig. 24 shows the
forging dies of the driven NCSB-gear. The forging dies were manufactured by CNC
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machining center, and fitted on a 5000kN hydraulic testing machine. During the hot
forging process of the driven NCSB-gear, the forging dies were preheated to 250±
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20 ℃ , and lubricated by using water-based graphite as the high temperature

lubrication. The billet was heated to 950±10℃ firstly, and forged to the driven
NCSB-gear by forging dies. Both hot forging processes of the driven NCSB-gear with
or without pre-forging stage were executed, and several experimental forging parts
under different die strokes were obtained, as shown in Fig. 25. It can be intuitively
seen that, the shapes of experimental forging parts in Fig. 25 are exactly similar to the
FE simulation parts shown in Fig. 9. Several unfilled regions appear on the small-end
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and larger end of the gear-tooth 5 on the driven NCSB-gear forged by hot forging
process without pre-forging stage, and a non-uniform flash is formed, as shown in Fig.
26(a). These features are also matched well with the FE simulation results shown in
Fig. 10(a) and Fig. 11(a). As can be seen from Fig. 26(b), a driven NCSB-gear with
fully filled gear-teeth and uniform flash is obtained by the hot forging process with
pre-forging stage, which also consists well with the simulation results shown in Fig.
11(b).

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Fig. 27 exhibits the simulation forging load with increasing die stroke in hot

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forging process with pre-forging stage. It can be seen that, the maximum forging load

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of pre-forging stage is quite small (218kN), approximately 9% of the maximum final
forging load (2384kN). The maximum experimental forging load is 2250kN, and the

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relative error to maximum simulation forging load is 5.9%, which means that the
simulation forging load result is reliable.
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(a) Gear-tooth die (b) Lower die

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Upper die holder

Gear-tooth die
Guide bush

Billet
Guide pillar

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Lower die
Lower die holder

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(c) Assembled dies

Fig. 24. Forging dies of the driven NCSB-gear.

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(a) s=0mm (b) s=12mm (c) s=14.5mm (d) s=15.1mm

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(a) Hot forging process without pre-forging stage

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PT
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(a) s=0mm (b) s=12mm (c) s=14.5mm (d) s=15.1mm

(b) Hot forging process with pre-forging stage

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Fig. 25. Experimental forging parts in hot forging process of the driven NCSB-gear.
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Non-uniform flash

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Unfilled regions

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(a) Filling results of hot forging process without pre-forging stage

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Uniform flash
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Fully filled
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PT
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(b) Filling results of hot forging process with pre-forging stage

Fig. 26. Experimental filling results of hot forging of the driven NCSB-gear.
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Fig. 27. Forging load curves of hot forging process with pre-forging stage.
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6. Conclusions
In this work, the design and hot forging manufacturing methods of NCSB-gear are
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proposed. Several conclusions can be drawn as follows:

(1) A new design method of NCSB-gear based on vectorial coordinate
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transmission is proposed, and the calculation process of the tooth profile of

NCSB-gear can be simplified. By using this method, a NCSB-gear pair used in the
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automobile limited slip differential mechanism is designed.

(2) A new hot forging process with pre-forging stage is proposed to manufacture
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the driven NCSB-gear. A pre-forging billet design method according to

inhomogeneous material distribution along circumferential direction is proposed, so
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that the material would be pre-allocated before final forging. Compared with the hot
forging process without pre-forging stage, the hot forging process with pre-forging
stage can obviously improve the synchronism of filling processes of different
gear-teeth, increase the homogeneity of effective strain distribution and temperature
distribution on forged driven NCSB-gear, and improve the homogeneity of
temperature distribution on gear-tooth die
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(3) The experiment results are consistent well with the simulation results, which
validates the reliability of FE models developed in this study. A driven NCSB-gear
with fully filled gear-teeth, uniform deformation and uniform flash is obtained by the
hot forging process with pre-forging stage. This also indicates that NCSB-gear can be
manufactured by forging method instead of traditional five-axis CNC machining
method.

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Acknowledgments

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The authors would like to thank the National Natural Science Foundation of China
(No. 51575416), 111 Project (B17034), High-end Talent Leading Program of Hubei

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Province (No. 2012-86) and Wuhan Youth Science and Technology Plan (No.
2016070204010126) for the support given to this research.

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gears. ASME J. Mech. Design 2011; 133:31001-2.

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[3] Jing L. Tooth surface generation and geometric properties of straight

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[4] Zheng FY, Hua L, Chen DF, Han XH. Generation of noncircular spiral bevel
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[10] Choi JC, Choi Y, Tak SJ. The forging of helical gears (II): comparisons of the
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[13] Kim YJ, Chitkara NR. Determination of preform shape to improve dimensional

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[16] Doege E, Nägele H. FE. Simulation of the precision forging process of bevel
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[17] Yang TS, Hwang NC, Chang SY. The prediction of maximum forging load and
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2007; 21(10): 1566-72.

[18] Song JH, Im YT. Process design for closed-die forging of bevel gear by finite
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element analyses. J. Mater. Process. Technol 2007; 192-193: 1-7.

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