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In the past gear manufacturers have had to rely on hob manufacturers' inspection of individual elements of a hob, such as lead, involute, spacing, and runout. These did not always guarantee correct gears, as contained elements may cause a hob to produce gears beyond tolerance limits.
Dear Editor: In Mr. Yefim Kotlyar's article "Reverse Engineering" in the July/August issue, I found an error in the formula used to calculate the ACL = Actual lead from the ASL = Assumed lead.
Whether gear engineers have to replace an old gear which is worn out, find out what a gear's geometry is after heat treatment distortion, or just find out parameters of gears made by a competitor, sometimes they are challenged with a need to determine the geometry of unknown gears. Depending on the degree of accuracy required, a variety of techniques are available for determining the accuracy of an unknown gear. If a high degree of precision is important, a gear inspection device has to be used to verify the results. Frequently, several trial-and-error attempts are made before the results reach the degree of precision required.
An accurate and fast calculation method is developed to determine the value of a trigonometric function if the value of another trigonometric function is given. Some examples of conversion procedures for well-known functions in gear geometry are presented, with data for accuracy and computing time. For the development of such procedures the complete text of a computer program is included.
The proper design or selection of gear cutting tools requires thorough and detailed attention from the tool designer. In addition to experience, intuition and practical knowledge, a good understanding of profile calculations is very important.
An analytical method is presented to predict the shifts of the contact ellipses on spiral bevel gear teeth under load. The contact ellipse shift is the motion of the point to its location under load. The shifts are due to the elastic motions of the gear and pinion supporting shafts and bearings. The calculations include the elastic deflections of the gear shafts and the deflections of the four shaft bearings. The method assumes that the surface curvature of each tooth is constant near the unloaded pitch point. Results from these calculations will help designers reduce transmission weight without seriously reducing transmission performance.
This article illustrates a structural analysis of asymmetrical teeth. This study was carried out because of the impossibility of applying traditional calculations to procedures involved in the specific case. In particular, software for the automatic generation of meshes was devised because existing software does not produce results suitable for the new geometrical model required. Having carried out the structural calculations, a comparative study of the stress fields of symmetrical and asymmetrical teeth was carried out. The structural advantages of the latter type of teeth emerged.
Early in the practice of involute gearing, virtually all gears were made with the teeth in a standard relationship to the reference pitch circle. This has the advantages that any two gears of the same pitch, helix angle and pressure angle can operate together, and that geometry calculations are relatively simple. It was soon realized, though, that there are greater advantages to be gained by modifying the relationship of the teeth to the reference pitch circle. The modifications are called profile shift.
The present article contains a preliminary description of studies carried out by the authors with a view toward developing asymmetrical gear teeth. Then a comparison between numerous symmetrical and asymmetrical tooth stress fields under the same modular conditions follows. This leads to the formulation of a rule for similar modules governing variations of stress fields, depending on the pressure angle of the nonactive side. Finally a procedure allowing for calculations for percentage reductions of asymmetrical tooth modules with respect to corresponding symmetrical teeth, maximum ideal stress being equal, is proposed. Then the consequent reductions in size and weight of asymmetrical teeth are assessed.
Part I of this paper, which appeared in the January/February issue of Gear Technology, described the theory behind double-flank composite inspection. It detailed the apparatus used, the various measurements that can be achieved using it, the calculations involved and their interpretation. The concluding Part II presents a discussion of the practical application of double-flank composite inspection -- especially for large-volume operations. It also addresses statistical techniques that can be used in conjunction with double-flank composite inspection, as well as an in-depth analysis of gage R&R for this technique.
This presentation introduces a new procedure that - derived from exact calculations - aids in determining the parameters of the validation testing of spiral bevel and hypoid gears in single-reduction axles.
In this paper, two developed methods of tooth root load carrying capacity calculations for beveloid gears with parallel axes are presented, in part utilizing WZL software GearGenerator and ZaKo3D. One method calculates the tooth root load-carrying capacity in an FE-based approach. For the other, analytic formulas are employed to calculate the tooth root load-carrying capacity of beveloid gears. To conclude, both methods are applied to a test gear. The methods are compared both to each other and to other tests on beveloid gears with parallel axes in test bench trials.
Part I of this paper describes the theory behind double-flank composite inspection, detailing the apparatus used, the various measurements that can be achieved using it, the calculations involved and their interpretation. Part II, which will appear in the next issue, includes a discussion of the practical application of double-flank composite inspection, especially for large-volume operations. Part II covers statistical techniques that can be used in conjunction with double-flank composite inspection, as well as an in-depth analysis of gage R&R for this technique.
The finished gear engineer, the man who is prepared for all emergencies, must first of all know the basic design principles. Next he must be well versed in all sorts of calculations which come under the heading of "involute trigonometry."
This paper presents a unique approach and methodology to define the limits of selection for gear parameters. The area within those limits is called the “area of existence of involute gears” (Ref. 1). This paper presents the definition and construction of areas of existence of both external and internal gears. The isograms of the constant operating pressure angles, contact ratios and the maximum mesh efficiency (minimum sliding) isograms, as well as the interference isograms and other parameters are defined. An area of existence allows the location of gear pairs with certain characteristics. Its practical purpose is to define the gear pair parameters that satisfy specific performance requirements before detailed design and calculations. An area of existence of gears with asymmetric teeth is also considered.
The connection between transmission error, noise and vibration during operation has long been established. Calculation methods have been developed to describe the influence so that it is possible to evaluate the relative effect of applying a specific modification at the design stage. These calculations enable the designer to minimize the excitation from the gear pair engagement at a specific load. This paper explains the theory behind transmission error and the reasoning behind the method of applying the modifications through mapping surface profiles and determining load sharing.
Since we are a high volume shop, we were particularly interested in Mr. Kotlyar's article describing the effects of hob length on production efficiency which appeared in the Sept/Oct issue of Gear Technology. Unfortunately, some readers many be unnecessarily deterred from applying the analysis to their own situations by the formidabilty of the mathematical calculations. I am making the following small suggestion concerning the evaluation of the constant terms.
The availability of technical software has grown rapidly in the last few years because of the proliferation of personal computers. It is rare to find an organization doing technical work that does not have some type of computer. For gear designers and manufacturers, proper use of the computer can mean the difference between meeting the competition or falling behind in today's business world. The right answers the first time are essential if cost-effective design and fabrication are to be realized. The computer is capable of optimizing a design by methods that are too laborious to undertake using hard calculations. As speeds continue to climb and more power per pound is required from gear systems, it no longer is possible to design "on the safe side" by using larger service factors. At high rotational speeds a larger gear set may well have less capacity because of dynamic effects. The gear engineer of today must consider the entire gear box or even the entire rotating system as his or her domain.
Designing and manufacturing gears requires the skills of a mathematician, the knowledge of an engineer and the experience of a precision machinist. For good measure, you might even include the are of a magician, because the formulas and calculations involved in gear manufacturing are so obscure and the processes so little known that only members of an elite cadre of professionals can perform them.
I received a letter from Mr. G. W. Richmond, Sullivan Machinery Company, N.H., in which in addition to correcting mistyping, he made several suggestions concerning my article "General Equations for Gear Cutting Tool Calculations."
News Items About calculations
1 KISSsoft Offers Gearbox Variant Calculations (September 1, 2011)
With KISSsys, gearbox variants can now be calculated very efficiently (module KS1). In contrast to the GPK-models, where within the fixed... Read News
2 KISSsoft Implements Marine Calculations (March 13, 2013)
Det Norske Veritas provides with the standard No. 41.2 "Calculation of gear rating for marine transmission" a widespread gear ... Read News