912 J SCI IND RES VOL 66 NOVEMBER 2007

Journal of Scientific & Industrial Research

Vol. 66, November 2007, pp. 912-918
*Author for correspondence
Tel 0422-2572177; Fax 0422-2573833
E-mail: p_sadagopan@rediffmail.com
Wear and fatigue analysis of two wheeler transmission chain
P Sadagopan
1
*, R Rudramoorthy
1
and R Krishnamurthy
2
1
PSG College of Technology, Coimbatore 641 004
2
Former Professor, Indian Institute of Technology Madras, Chennai 600 036
Received 01 March 2007; revised 19 July 2007; accepted 23 July 2007
This paper presents wear reduction of existing chain used in 100 cc motorcycles. Elongation of chain is calculated and
compared with the field result. In an alternate design developed, theoretical evaluation for elongation is made applying the
same conditions used for evaluating the existing chain. Fatigue properties of existing standard chain components are evaluated
based on mathematical model as well as by using ANSYS software.
Keywords: Bush, Chains, Deflection, Elongation, Fatigue, Pin, Wear
Introduction
Chain drives have been used in automotive and
industrial fields for a long time, research on chains have
been carried out mostly in the latter half of the 20
th
century. Morrison
1
modeled a chain link system and was
the first to discuss on polygonal action. Binder
2
presented
first step towards static analysis of chains. Mahalingam
3
showed dynamic loading of chain system similar to
forced vibrations. Naji & Marshek
4
presented improved
model on load and pressure angle in chain drive.
Troedsson &Vedmar
5
made a static calculation with the
complete geometry and the elastic deformation. Fawcett
& Nicol
6
developed a dynamic chain model using a
discrete dynamic method. Troedsson & Vedmar
7
were
first to use the complete geometry with a dynamic model.
Yixing et al
8
made an experimental data for jumping
over teeth. James et al
9
made an analytical and
experimental study of bicycle chain. Calvo et al
10
made
a study on noise and vibration of timing chains in diesel
engines.
This paper presents theoretical analysis on elongation
and fatigue on transmission drive chain used in 100 cc
motorcycles of the existing design of local make and
proposed changes in alternate design.
Chains for Automotive Application
Chain pins and bushes wear faster during running in
period of motorcycle, thereby causing faster elongation
in length. After running in period, pins and bushes wear
at a steady rate causing chain elongation (CE) till the
hardened case depth of pins and bushes wears out, after
which chain elongates rapidly. Because of continuous
elongations, chains run loose and make more noise
during operation in addition to experiencing impact
loading. In present study, roller chains, which are used
in two-wheeler final drive application, are considered.
Transmission chains used in 100 cc motorcycle should
satisfy dimensional specifications (ISO 606/IS 2403) as
follows: breaking load, 18600 N (min); pitch, 12.7 mm;
pin diam (max), 4.5 mm; roller diam, 8.5 mm; width
between inner plates, 8.0 mm; width over inner plates,
11.2 mm; drive sprocket number of teeth, 15; driven
sprocket number of teeth, 44; and number of pitches of
chain, 112.
Chains should also satisfy fatigue requirements.
Fatigue failure of plates at the eyes is main criterion for
heavily loaded high-speed roller chains. Fatigue limit
will occur between 10
6
-10
7
cycles (ISO 10190:1992).
When a chain is operating under load, outer surface of
pins and inner surface of bushings slide against each
other due to articulation, thereby causing wear. Due to
continuous articulation movement, wear can occur in
every contact cycle causing cumulative wear and
consequent chain elongation. In general, for drive
chains
11
, permissible elongation is 2-3% and for
industrial chains it is 3% of the initial length of chain.
Failure Mode of Chains
Failure modes of chains are normal wear, roller
cracking and fatigue, besides failure due to poor pin bush
SADAGOPAN

et al: WEAR AND FATIGUE ANALYSIS OF TWO WHEELER TRANSMISSION CHAIN 913
interference and assembly error. CE is mostly due to
cumulative wear of pins and bushes. In present analysis,
pin-bush interference is sufficient and there is no pin-
bush rotation in link plates. Roller breaking is mainly
due to impact of rollers with sprocket tooth flank
especially at high speeds. Existing chain rollers are able
to withstand torque, load and speed of small sprockets
as
12
kW n
P
N K H
5 . 1
1
8 . 0
5 . 1
1 2
/
4 . 25
746

=
(1)
where N
1
, number of teeth in small sprocket; n
1
, sprocket
speed in rpm; P, pitch in mm; and K, constant. Also,
rollers are made of through hardened steels ensuring
enhanced fatigue strength. No roller failure has been
found in two wheeler field applications.
Chain fatigue failure mostly occurs in link plates and
is due to repeated tensile cyclic loading. Fatigue value
of link plate is calculated as
12
kW
P
n N H
P

=
4 . 25
07 . 0 3
9 . 0
1
08 . 1
1 1
4 . 25
003 . 0 (2)
Plate can transmit up to 9.6 kW load. But engine
power of motorcycle is 5 kW. Due to this, chain plates
are subjected to safer fatigue load while transmitting
power from engine.
CE is influenced by lubricant, method of lubrication,
relative hardness of pin and bush, dimensional and
geometric tolerances, surface finish of pin and bush, type
of assembly, preloading, and driving conditions. CE
causes noise and vibration and running over sprocket,
thereby limiting chain life.
Materials and Methods
Chain Elongation Evaluation
In present study, chains (R428, 12.7 mm pitch) with
existing design and proposed modifications in another
design are compared for elongation. These chains have
identical dimensional, material, heat treatment, finish
properties and lubricated with identical lubricants (Servo
chain compound of Indian Oil Corp.). However, main
difference in existing and proposed modification
(Fig. 1) is that there is a profile in inner wall of bush and
bushes are caulked (riveted). Profile in the bush is
considered in theoretical evaluation and a comparison
of CEs is made under maximum load condition.
In existing chains, pins and bushes are hardened and
further increase in hardness by casehardening may
deteriorate toughness of both the components. In
theoretical evaluation of pin and bush wear, yield value
13
is taken as 1400N/mm
2
and further increase in hardness
will not change the value drastically. Regarding
dimensional and geometric tolerances, chain components
are made in special purpose machines and are mass
produced. Further improvements will increase the cost
of manufacturing and it will not be economical to
produce the same, since the chain price is very low. Pins
are ground and polished to 2-3 Ra roughness value and
bushes are cold rolled and have burnished finish while
forming. Lapping of pins is possible but not lapped due
to cost factor. Chains are assembled in special assembly
machines and are preloaded to a minimum value of 1/3
rd
of breaking load and length dimensions are maintained
as per standards. Regarding transmission load and
driving conditions, it cannot be controlled since it purely
depends on drivers and the nature of roads. During
assembling of bushes in inner links, bushes shrink at
the end due to interference fit with link plates. Shrinkage
value
14
for existing chain, calculated as per Eqs (3) and
(4), is 0.0153 mm at bush ends for nominal interference
value (0.05 mm).
Fig. 1a) Profile bush; b) Existing bush
where, P, contact pressure in N/mm
2
due to interference;
E, Young's modulus; a, inner radius of bush; b, outer
radius of bush; c, outer radius of plate; and 11,
interference between bush and plate.
Pa ( 2b
2
J
Shrinkage of bush (t3.a ) =- - 2 2
E b-a
For modified chains, interference value is 0.025mm
and this causes shrinkage of 0.0075mm, which does not
cause pins to have initial contact at the shrunk portion
due to taper profile provided in inner wall of bushes.
Moreover, in modified chain, bushes are caulked during
assembly and they do not rotate in service.
Maximum net power of engine is 5.2 kW at 8500 rpm.
Gear over all ratios is 10.09: 1. Hence, speed of rear
sprocket or rear wheel of motorcycle is 842 rpm and
torgue is 58.57 Nm. Pitch circle diameter of rear sprocket
is 178.02 mm and hence the force on the chain is 658 N.
Pin bending due to the above transmission load is
calculated in initial contact at shrunk portion of bush
and in steady state. Due to shrinkage of bush, initial
contact will be apoint load in existing chain. Deflection
at shrunk portion of bush is calculated as
l2
Fx 2 2
Y\. =-(x +3a - 3Ia) ... (5)
. 6E1
Using Eg. (5), deflection at x = 1.6 (at shrunk portion of
bush) is -1.072 x 10-3mmand maximum deflection (y )
max
= -2.5 x 1O-3mm(curve 1in Fig. 2). After initial wear of
shrunk portion, pin bush load will be uniformly
distributed instead of point loading.
w b 3 4
Y =__0 _ {4112 < x > -lib [< x - a > -
241EI
... (6)
Using singularity function
l5
, Eg. (6) is derived for
deflection and its value at x =1.6 is -9.8 x 1O-4mmand
maximum deflection is y =-5.8 x 1O-3mm. Elastic
max
deflection in the case of modified chain pin is same as
that of standard chain pin deflection after running in
,)( 10-
3
0
-1
E
Eo -' 2
c:
0
15
-3
' " 0
-4
- 5
- 6
0 2

6 8
Pin Length, mm
Fig.2- Chain pin deflection before and after running in period
x- STANDARD
0- MODIFIED
period (curve 2 in Fig. 2). Since, maximum deflection is
only 5 microns in both cases; effect of deflection on
wear is same for both the cases and is negligible. Hence,
this effect is not considered in present calculation. Also,
deflection of bush, when it is coming in contact with
sprocket (Fig. 3), is maximum at 0.8 micron. In case of
modified bush profile chain, contact between pin and
bush is better than the regular bush chain due to profile
in inside wall of the bush.
In case of existing chain, due to shrinkage of bush
and elastic bending of pin, contact area between pin and
bush will be less during initial running in period and
hence wear will be higher even though chains run with
lubrication done by manufacturers before packing. Pin
and bush wear is calculated based on Archard's adhesive
wear model
l6
. I nitial wear is calculated up to shrinkage
value of bush beyond which contacts between pin and
bush increases to the maximum value. During initial
wear period, adhesive wear model is taken and later due
to entrapment of worn out particles frombushes as well
as from pins to the grease, wear characteristics will
change. Since, pin on disk wear method will not
represent similar conditions of transmission chain with
initial lubricated condition, it will be difficult to find
wear coefficients in laboratory. Hence, four wear
coefficients were assumed infour stages inpin andbush
wear calculations and applied same condition for both
thechains. Assumptions arefor initial running inperiod,
coefficient of wear K is taken as 3x 10-
6
. After running
inperiod, due to worn out particles that might get mixed
with grease lubricant, coefficient K is taken as
4.2 x 10-
5
and K value is taken as9x 10-
5
after 1% of CE
since more worn out particles would be present in the
grease. Finally, after 2%elongation, K value is taken as
1.5 x 10-
5
, since grease would have lost its properties
due to largequantities of worn out particles andthewear
system will be almost like abrasive wear condition.
Equation for abrasive wear conditions is similar to that
of adhesive wear except change in wear coefficient.
Since, wear comparison is made for both chains; errors
in assumption do not influence comparison results.
Wear coefficients are taken from various test results
(Table 1).
Based on above assumptions, wear rate, number of
cycles the chain would have rotated and corresponding
distance the vehicle would have traveled is calculated
as
K w
Adhesive wear, d
Udh
=9s A L
y
where, K, Archard's wear constant; s , yield stress of
y
softer material of mating surfaces; w, normal load; A,
apparent contact area; and L, sliding distance.
Fatigue Analysis
Fatigue strength is the maximum stress that can be
sustained for a specified number of cycles without
Un-lubricated
Poor lubrication
Average lubrication
Excellent lubrication
5X 10
3
2 X 10
4
2 X 10-
5
2 X 10-
6
to 10-
7
2 X 10-
4
2 X 10-
4
2 X 10
5
2 X 10
6
to 10-
7
failure. Main factors that contribute to fatigue failures
include: i) Number of load cycles experienced; ii) Range
of stress experienced ineach load cycle; iii) Mean stress
experienced ineach load cycle; andiv) Presence oflocal
stress concentrations. Input is a stress vs. number of
cycles curve and output is in the form of a table of
alternating stress intensities (listed in decreasing order)
with corresponding pairs of event/loadings, as well as
cycles used, cycles allowed, and partial usage factor.
Following that, cumulative usage factor is shown for
that particular location. This information is repeated for
all locations. The output shows thecontributing pairs of
events and loadings for any given alternating stress-
intensity range. This information can help isolate
transients (events/loadings) causing the most fatigue
damage. Flow chart (Fig. 4) indicates various steps
involved in fatigue analysis of aroller chain drive
17

The results of fatigue test usually are plotted as

maximum stress, minimum stress, or stress amplitude
to number of cycles N to failure; alogarithmic scale is
always used for N and linear or log scale is used for
stress. The resulting plot of the data is an S-N curve
(Fig. 5). Number of cycles of stress that a metal can
endure before failures increases with decreasing stress.
Below that limiting stress, known as thefatigue limit or
endurance limit, material can endure aninfinite number
of cycles without failure.
2000
1800
~ 1600
-E 1400
.E 1200
2:. 1000
t3 500
g 600
400
200
O+-----~----. _----~---~
1.00E +03 1.00E"04 1.00e"05 1.00E"06
Noof cycle. to fIlllu,e
15001.
1600 -(',
N-1400j '0,
E 1200 "
.!i 1000 ~ .---~ _
~ "-_. _.~.......
~ 800 ------+-~ _
1: 600
II) 400 1
200
o '-----~.-------------~
1.00E +03 1.00E.04 1.00ETQS 1.00E-OB
NQof cycle. to failure
1800
1600
_- 1400
E 1200
~ 1~~~
i 600
II) 400
200
o
1.00E.03 1.001;+04 1.00ETQS 1.00E.05
Noof cycles to faHure
1800,
1600 J ',
1400 I " . _
~ 1200 ~
~ 1000 ~
~ 800i
J 600"1
400 ~
200 ~
o ,,;--------_----~---~
l.COE+D3 1.00E1'04 1.001;:+05 1.00E ..06 ,.OOE;: ...07
NQ Df Qy~.o. tGfaUUr'1I
-----.._-_.__......----..-........ __.._-~~
2000
1800
_ 1600 "
Ne 1400 ""---.
~1200 ~"
~ 1000 -..---~- ._. ....__.
~ 800 '''~~
~ 600 . ~----~.----.
f/l 400
200
o +------r----._---~-----~
1.00E+03 1.00E+04 1.00E+05 1.00E+06 1.00E+07
Noof cycles tofailure
Results and Discussion
Chain Elongation
In the case of standard existing chain by using wear
model, initial running wear rate is found 7.687 x 10-
8
and for wear amount of 0.0177 mmper pin, number of
cycles the chain is rotated or number of cycles of pin
articulation is 230330 and the distance covered by a
vehicle during this period is986.74 km. For steady wear
depth (0.12 mm per pin), wear rate is 3.28 x 10-
8
and
number of cycles the chain is rotated is 3658500 and
3.0
-0-0- EXISTING CHAIN
2.5
*-* MODIFIED CHAIN
~
2.0
ci
0
15
.~
bIl
I::
1.0
0
Iii
0.5
1.5 20 25 3.0 3.5 40
x l 0
corresponding distance covered is 15673 km. In the
second half of steady wear condition, for wear of
0.1187 mm, wear rate is 6.5893x 10-
8
and number of
cycles the chain is rotated is 1804400 and the distance
covered is 7729 km. After 2% elongation, with reduced
case depth of chain pins and bushes due to wear and
also nil or trace grease lubricant present between pins
andbushes, wear ratewill behigh. By using wear model,
for 0.1 mm wear, wear rate is found 1.0982 x 10-
7
and
number of cycles the chain is rotated is 965200 and
corresponding distance covered is 4135 km. Distance
covered for an elongation of 2.01% is observed to be
24370 km and for 2.79% elongation, distance covered
is 28505 km (Fig. 6).
Same parameters are used for the proposed design.
For initial wear of 0.0177 mm, wear rate is 2.3429 x
10-
8
and number of cycles the chain is rotated is 755490
and corresponding distance the vehicle would have
covered is 3237 km. For the steady state wear of
0.12 mm, wear rateis3.0750x 10-
8
andnumber of cycles
the chain is rotated is 3902400 and distance covered is
16718 km. In the second half of steady wear condi tion,
for wear of 0.1187 mm, wear rate is 6.5893x 10-
8
and
number of cycles the chain is rotated is 1764900 and
distance covered is 7561 km. Here also, after 2%
elongation, case depths of pin and bushes are reduced
and hence wear ratewill behigh. For 0.1 mmwear, wear
rate is 1.0982x 10-
7
and number of cycles the chain is
rotated is 965200 and distance covered is 4135 km.
Distance covered for anelongation of2.01 %isobserved
to be 27516 km and for 2.79% elongation, distance
covered is 31651 km(Fig. 6).
Modified chain can be easily lubricated due to entry
chamfyLobtained due to caulking. Better lubrication
could beobtained due to improvement inpenetration of
molten grease between pin and bush. This isdue totaper
provided intheinside profile of bush and entry chamfer
obtained during caulking of bush (wax base grease
solidifies after entering between pin and bush). Hence,
applying same procedure to modified chain with an
assumption of 20% improvement in lubrication, for
initial wear of 0.0177 mm, wear rate is 2.0098x 10-
8
and
number of cycles the chain is rotated is 755700 and
corresponding distance vehicle would have covered is
3773 km. For steady state wear of 0.12 mm, wear rate is
2.5625xlO-
8
and number of cycles thechain isrotated is
4682900 anddistance covered is20062 km. In thesecond
half of steady wear condition, for wear of 0.1187 mm,
wear rate is 5.9903xlO-
8
and number of cycles thechain
is rotated is 1941500 and distance covered is 8317 km.
Similar to previous cases, after 2% elongation, case
depth of pin and bushes are reduced and hence wear
rate will be high. For 0.1 mm wear, wear rate is
1.0982xlO-
7
and numb~r of cycles thechain isrotated is
965200 and distance covered is 4135 km. Distance
covered for anelongation of2.01 %is 32152 kmand for
2.79% elongation distance covered is 36287 km
(Fig. 6).
Standard CE evaluated by theoretical models has been
observed to closely fit with theelongation curve plotted
based on actual measurement done on chains in two
wheeler service stations (Fig. 6). This supports the
assumption made for theoretical evaluation of standard
existing CE performance. However, in case of field
results, there are fluctuations due to different driving
conditions likedifferent load andacceleration of vehicle.
Hence, proposed design isobserved with aconsiderable
improvement in chain performance (Fig. 6). CE
comparisons by theoretical evaluation of existing,
modified and modified with improved grease areshown
in Table 2.
Fatigue
Endurance limit of chain parts (number of cycles,
5x10
6
) using ANSYS, has been found as follows: roller,
750; bush, 700; pin, 725; pin link plate, 825; and roller
link plate, 600N/mm
2
Under maximum loadconditions,
chain pins and bushes are subjected to maximum stress
value of 65MPa and95MPa respectively. These stresses
are well within endurance stress and therefore these
components will not fail during operation. Also, inner
plates and outer plates are subjected to stress level of
115MPa and 104MPa respecti vely. This isagain within
the limits of endurance stress and hence components
918 J SCI IND RES VOL 66 NOVEMBER 2007
will not fail. The rollers are subjected to a contact stress
of 642 MPa and maximum principal shear stress of
258 MPa and are well within the endurance stress.
Hence, rollers will not fail during chain operation.
Also, theoretical fatigue strengths capacities of inner
link plate, outer link plate and roller based on model
indicate that the existing chain can withstand torque or
power capacity of two wheelers and will survive infinite
life. Hence, current chain design is satisfactory on
fatigue properties. Proposed design also will satisfy
endurance limit since there is no change in dimensions,
materials and heat treatments. Hence, modified chain
components will not fail and satisfy the design and
functional requirements.
Conclusions
Endurance limit of all components are found higher
than the operating stress level and hence components
will not fail during operation and have infinite life.
However, fatigue strength of roller link plate is lower
than other elements because of bigger hole size in the
roller link plate, which reduces effective load. Chain
with profile bush has an improved life than the existing
chain without profile due to reduction in shrinkage of
bush and the contact between pin and bush is improved
in initial stages due to the profile provided in bush
material. Also, due to caulking of bushes, a small bush
projection is obtained over inner links, which helps in
reducing lateral movements of links and the chain moves
in an almost straight path than swaying sideways. This
may reduce chain noise. Lubrication mainly contributes
for CE since Archards wear constant is significantly
less in excellent lubricated condition. This is possible
in modified chain due to taper profile provided and due
to caulking of the bush, which facilitates wax base
lubricant to enter easily pin bush clearance, thereby
reducing wear of pins and bushes and hence CE.
However, assumption of 20% improvement in
theoretical evaluation due to improved lubrication will
have to be estimated by conducting field trials.
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3 Mahalingam S, Polygonal action in chain drives, J Franklin Inst,
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4 Naji M R & Marshek K M, Experimental determination of the
roller chain load distribution, ASME J Mech Trans Auto Des,
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Table 2 Chain elongation comparison
Standard chain Modified chain Modified chain
with improved lube
Elongation Elongation Cumulative Distance Cumulative Distance Cumulative Distance Cumulative
per pin % elongation covered distance covered distance covered distance
mm % km km km km km km
0.0177 0.14 0.14 968 968 3237 3237 3773 3773
0.12 0.94 1.08 15673 16641 16718 19955 20062 23835
0.1187 0.93 2.01 7729 24370 7561 27516 8317 32152
0.1 0.78 2.79 4135 28505 4135 31651 4135 36287