Axial Load Distribution

in a Jet Engine Spline

Coupling

Justin McGrath
Master of Engineering Project
Rensselaer Polytechnic Institute
Hartford, CT

Spline Coupling Background

Elongated

gear teeth
Used in high torque applications
Used in jet engines to transfer
torque from disks to shafts
The pressure faces of the teeth
distribute the load

Spline Coupling Schematic

Spline Couplings used in several

Pratt & Whitney Engines:
F-119
F-135
PW4000
PW2000
PW6000

Challenges in Spline Design

Even

distribution of the torque load on the

pressure face of the spline teeth
Uneven loading causes premature wear and
reduces the life of the coupling system
Designers must understand the load behavior
of the coupling system to make changes that
will even the load
This project looks into analyzing axial load
distribution in a representative spline coupling

Theoretical Methodology
Derived

equation of axial load distribution

using Taturs method:
e L 1 x
e 2L e L
e
p ( x) 2L
2L
e

1
e
1

p(x) axial load at the root fillet radius
L Contact length of the coupling system
c effective tooth height
R pitch radius
N Number of teeth
T tau, the applied torque
constant of integration

cRN

Finite Element Methodology

Create

3D model of the coupling system:

Import

Geometry into ANSYS & apply loads:

Finite Element Methodology

Load

data is extracted from the finite element

model and compared to the theoretical
equation:

Results
Both methods show the load peaking at either end of the contact length

The theoretical solution predicts a higher maximum load

Discussion

The theoretical solution predicts higher loads because:

Taturs Method assumes 100 % transfer of load with no deflection

FE model shows only about 75% of the load is transferred
The other 25% is used in bending the teeth, and torsionally
deflecting the coupling system

Discussion
Both

methods converge when looking at a

normalized plot

This confirms that the boundary conditions used in the FE model agree with
the theoretical boundary conditions

Conclusion

The theoretical equation is the more conservative

method in analyzing axial load distribution in a spline
coupling system as it predicts higher maximum &
average loads
The theoretical equation is also a much faster
method
The Finite Element solution more accurately
predicts the load that will be seen during engine
operation, but it is a time consuming apporach
The Finite Element model shows that all else being
equal there is more capability in the coupling system
when compared to the theorecitcal approach

Back Up Slides
Analytical Calculations

Finite Element Calculations

Parameter

Value

Unit

10.67

(lb/in-rad)1/2

Parameter

Left Tooth

Right Tooth

Unit

p(x)max

71.13

68.51

ksi

pavg

47.06

45.34

ksi

PR

1.51

1.51

13.67

336.3

p(x)max

97.66

ksi

d(x)max

0.00015

0.00015

in

pavg

57.61

ksi

davg

0.0014

0.00014

in

PR

1.70

DR

1.1

1.1

Back Up Slides
Table 1 Material Properties of 3D Spline Coupling Model
Specification

Symbol

Sleeve

Shaft

Unit

Material

IN-100

INCO718

Density

0.284

0.297

lb/in3

Weight

0.118

0.173

lb

Modulus of Elasticity

30.1

31.0

Gpa

Shear Modulus

11.94

11.10

Gpa

Polar Moment of Inertia

0.085

0.037

in4

Back Up Slides
Table 2 Geometric Properties of 3D Spline Coupling Model

Specification

Symbol

Value

Unit

Applied Torque

350

in-lb

Contact Length

0.30

in

Pitch Radius

0.70

in

Number of Teeth

56

Tooth Height

0.032

in

Root Fillet Radius

0.010

in

Pressure Angle

30

deg

Torsional Stiffness

3332488

lb/in-rad