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Articles About pitting capacity load carrying grinding burn
This paper intends to determine the load-carrying capacity of thermally damaged parts under rolling stress. Since inspection using real gears is problematic, rollers are chosen as an acceptable substitute. The examined scope of thermal damage from hard finishing extends from undamaged, best-case parts to a rehardening zone as the worst case. Also, two degrees of a tempered zone have been examined.
Instances of damage to discontinuous form ground and surface-hardened gears, especially of large scale, have recently increased. This may be attributed partly to a faulty grinding process with negative effects on the surface zones and the surface properties.
In this study, limiting values for the load-carrying-capacity of fine-module gears within the module range 0.3–1.0 mm were determined and evaluated by comprehensive, experimental investigations that employed technical, manufacturing and material influence parameters.
Traditionally, gear rating procedures consider manufacturing accuracy in the application of the dynamic factor, but only indirectly through the load distribution are such errors in the calculation of stresses used in the durability and gear strength equations. This paper discusses how accuracy affects the calculation of stresses and then uses both statistical design of experiments and Monte Carlo simulation techniques to quantify the effects of different manufacturing and assembly errors on root and contact stresses.
Because of the better thermal conductivity of CBN abrasives compared to that of conventional aluminum oxide wheels, CBN grinding process, which induces residual compressive stresses into the component, and possibly improves the subsequent stress behavior. This thesis is the subject of much discussion. In particular, recent Japanese publications claim great advantages for the process with regard to an increased component load capacity, but do not provide further details regarding the technology, test procedures or components investigated. This situation needs clarification, and for the this reason the effect of the CBN grinding material on the wear behavior and tooth face load capacity of continuously generated ground gears was further investigated.
The objective of this study was to investigate the limits concerning possible reduction of lubricant quantity in gears that could be tolerated without detrimental effects on their load carrying capacity.
Micropitting, pitting and wear are typical gear failure modes that can occur on the flanks of slowly operated and highly stressed internal gears. However, the calculation methods for the flank load-carrying capacity have mainly been established on the basis of experimental investigations of external gears. This paper describes the design and functionality of the newly developed test rigs for internal gears and shows basic results of the theoretical studies. It furthermore presents basic examples of experimental test results.
Influences of Load Distribution and Tooth Flank Modifications as Considered in a New, DIN/ISO-Compatible Calculation Method
This article presents a new spur gear 20-degree design that works interchangeably with the standard 20-degree system and achieves increased tooth bending strength and hence load carrying capacity.
There is an increasing significance of screw helical and worm gears that combine use of steel and plastics. This is shown by diverse and continuously rising use in the automotive and household appliance industries. The increasing requirements for such gears can be explained by the advantageous qualities of such a material combination in comparison with that of the traditional steel/bronze pairing.
The load capacity rating of gears had its beginning in the 18th century at Leiden University when Prof. Pieter van Musschenbroek systematically tested the wooden teeth of windmill gears, applying the bending strength formula published by Galilei one century earlier. In the next centuries several scientists improved or extended the formula, and recently a Draft International Standard could be presented.
The manufacturing quality of spiral bevel gears has achieved a very high standard. Nevertheless, the understanding of the real stress conditions and the influences. of certain parameters is not satisfactory.
Crossed helical gear sets are used to transmit power and motion between non-intersecting and non-parallel axes. Both of the gears that mesh with each other are involute helical gears, and a point contact is made between them. They can stand a small change in the center distance and the shaft angle without any impairment in the accuracy of transmitting motion.
Cubic boron nitride (CBN) finishing of carburized gearing has been shown to have certain economic and geometric advantages and, as a result, it has been applied to a wide variety of precision gears in many different applications. In critical applications such as aerospace drive systems, however, any new process must be carefully evaluated before it is used in a production application. Because of the advantages associated with this process, a test program was instituted to evaluate the load capacity of aerospace-quality gears finished by the CBN process as compared to geometrically identical gears finished by conventional grinding processes. This article presents a brief description of the CBN process, its advantages in an aerospace application, and the results of an extensive test program conducted by Boeing Helicopters (BH) aimed at an evaluation of the effects of this process on the scoring, surface durability, and bending fatigue properties of spur gears. In addition, the results of an x-ray diffraction study to determine the surface and subsurface residual stress distributions of both shot-peened and nonshot-peened CBN-ground gears as compared to similar conventionally ground gears are also presented.
In order to grind gears burn-free and as productively as possible, a better understanding of the process is required.
When gears are case-hardened, it is known that some growth and redistribution of stresses that result in geometric distortion will occur. Aerospace gears require post case-hardening grinding of the gear teeth to achieve necessary accuracy. Tempering of the case-hardened surface, commonly known as grinding burn, occurs in the manufacturing process when control of the heat generation at the surface is lost.
The Integral Temperature Method for the evaluation of the scoring load capacity of gears is described. All necessary equations for the practical application are presented. The limit scoring temperature for any oil can be obtained from a gear scoring test.
The benefits of ground gears are well known. They create less noise, transmit more power and have longer lives than non-ground gears. But grinding has always been thought of as an expensive process, one that was necessary only for aerospace or other high-tech gear manufacturing.
Tom Lang of Kapp Technologies shares his views on the trends affecting ground gears.
The bevel gear grinding process, with conventional wheels, has been limited to applications where the highest level of quality is required.
Flexibility and productivity are the keywords in today’s grinding operations. Machines are becoming more flexible as manufacturers look for ways to produce more parts at a lower cost. What used to take two machines or more now takes just one.
This paper initially defines bias error—the “twisted tooth phenomenon.” Using illustrations, we explain that bias error is a by-product of applying conventional, radial crowning methods to produced crowned leads on helical gears. The methods considered are gears that are finished, shaped, shaved, form and generated ground. The paper explains why bias error occurs in these methods and offers techniques used to limit/eliminate bias error. Sometimes, there may be a possibility to apply two methods to eliminate bias error. In those cases, the pros/cons of these methods will be reviewed.
This paper presents the results of a study performed to measure the change in residual stress that results from the finish grinding of carburized gears. Residual stresses were measured in five gears using the x-ray diffraction equipment in the Large Specimen Residual Stress Facility at Oak Ridge National Laboratory.
Recent breakthroughs in profile grinding software are helping Anderson Precision Gears and others meet wind power’s insatiable appetite for faster production of large, high-quality gears.
The fundamental purpose of gear grinding is to consistently and economically produce "hard" or "soft" gear tooth elements within the accuracy required by the gear functions. These gear elements include tooth profile, tooth spacing, lead or parallelism, axial profile, pitch line runout, surface finish, root fillet profile, and other gear geometry which contribute to the performance of a gear train.
The GS:TE-LM thread grinder from Drake Manufacturing is fitted with a robot load/unload system that provides maximum throughput for high-volume production of ground threads.
Guidelines are insurance against mistakes in the often detailed work of gear manufacturing. Gear engineers, after all, can't know all the steps for all the processes used in their factories.
When you push 850 horsepower and 9,000 rpm through a racing transmission, you better hope it stands up. Transmission cases and gears strewn all over the racetrack do nothing to enhance your standing, nor that of your transmission supplier.
Hofler Rapid 6000 Makes North American Debut at Highway Machine Company.
New machine promises DIN 2 accuracy and unique features at low cost.
Bevel gear manufacturers live in one of two camps: the face hobbing/lapping camp, and the face milling/grinding camp.
Modern gearboxes are characterized by high torque load demands, low running noise and compact design. In order to fulfill these demands, profile and lead modifications are being applied more often than in the past. This paper will focus on how to produce profile and lead modifications by using the two most common grinding processes—threaded wheel and profile grinding. In addition, more difficult modifications—such as defined flank twist or topological flank corrections—will also be described in this paper.
Grinding in one form or another has been used for more than 50 years to correct distortions in gears caused by the high temperatures and quenching techniques associated with hardening. Grinding improves the lead, involute and spacing characteristics. This makes the gear capable of carrying the high loads and running at the high pitch line velocities required by today's most demanding applications. Gears that must meet or exceed the accuracy requirements specified by AGMA Quality 10-11 or DIN Class 6-7 must be ground or hard finished after hear treatment.
For over 50 years, grinding has been an accepted method of choice for improving the quality of gears and other parts by correcting heat treat distortions. Gears with quality levels better than AGMA 10-11 or DIN 6-7 are hard finished, usually by grinding. Other applications for grinding include, but are not limited to, internal/external and spur/helical gear and spline forms, radius forms, threads and serrations, compressor rotors, gerotors, ball screw tracks, worms, linear ball tracks, rotary pistons, vane pump rotators, vane slots, and pump spindles.
It isn't for everyone, but... Within the installed base of modern CNC gear profile grinding machines (approximately 542 machines worldwide), grinding from the solid isn't frequent, but a growing number of gear profile grinder users are applying it successfully using CBN-plated wheels.
Gear grinding is one of the most expensive and least understood aspects of gear manufacturing. But with pressures for reduced noise, higher quality and greater efficiency, gear grinding appears to be on the rise.
When designing hardened and ground spur gears to operate with minimum noise, what are the parameters to be considered? should tip and/or root relief be applied to both wheel and pinion or only to one member? When pinions are enlarged and he wheel reduced, should tip relief be applied? What are the effects on strength, wear and noise? For given ratios with enlarged pinions and reduced wheels, how can the gear set sized be checked or adjusted to ensure that the best combination has been achieved?
In the quest for ever more exacting and compact commercial gears, precision abrasives are playing a key production role - a role that can shorten cycle time, reduce machining costs and meet growing market demand for such requirements as light weights, high loads, high speed and quiet operation. Used in conjunction with high-quality grinding machines, abrasives can deliver a level of accuracy unmatched by other manufacturing techniques, cost-effectively meeting AGMA gear quality levels in the 12 to 15 range. Thanks to advances in grinding and abrasive technology, machining has become one of the most viable means to grind fast, strong and quiet gears.
Previews of manufacturing technology related to gears that will be on display at IMTS 2012.
The latest machines, tooling and technology for gear grinding were featured at IMTS 2012.
Publisher Michael Goldstein had a chance to preview Ken Burns' documentary series about WWII, and he shares some of his thoughts.
There are many different causes of gear noise, all of them theoretically preventable. Unfortunately, the prevention methods can be costly, both in equipment and manpower. If the design of the gear and its application are appropriate, in theory all that is necessary is to have a tight control on the process of producing the finished gear. In reality, there are many variables that can cause a process, no matter how well-controlled, to deteriorate, and thus cause errors, some of which will cause a gear to produce unwanted noise when put to use.
Big gears and wind turbines go together like bees and honey, peas and carrots, bread and butter and—well, you get the idea. Wind isn’t just big right now, it’s huge. The wind industry means tremendous things for the energy dependent world we live in and especially big things for gear manufacturers and other beleaguered American industries.
When a customer needed gears delivered in three weeks, here’s how Brevini Wind got it done.
This machine concept facilitates highly productive profile grinding for large workpieces. The range for external and internal gears comprises models for manufacturing workpieces up to 2,000 millimeters – for industrial gear units, wind power, and marine propulsion applications
Analysis of helical involute gears by tooth contact analysis shows that such gears are very sensitive to angular misalignment leading to edge contact and the potential for high vibration. A new topology of tooth surfaces of helical gears that enables a favorable bearing contact and a reduced level of vibration is described. Methods for grinding helical gears with the new topology are proposed. A TCA program simulating the meshing and contact of helical gears with the new topology has been developed. Numerical examples that illustrate the proposed ideas are discussed.
Power train designs which employ gears with cone angles of approximately 2 degrees to 5 degrees have become quite common. It is difficult, if not impossible, to grind these gears on conventional bevel gear grinding machines. Cylindrical gear grinding machines are better suited for this task. This article will provide an overview of this option and briefly introduce four grinding variation possibilities.
Until recently, form gear grinding was conducted almost exclusively with dressable, conventional abrasive grinding wheels. In recent years, preformed, plated Cubic Boron Nitride (CBN) wheels have been introduced to this operation and a considerable amount of literature has been published that claim that conventional grinding wheels will be completely replaced in the future. The superior machining properties of the CBN wheel are not disputed in this paper.
In conventional gear grinders, grinding wheels with Alundum grains and a hardness of about 2000 HV have been used for finishing steel gears with hardnesses up to about 1000HV. In this case, the accuracy of the gears ground is greatly affected by wear of the grinding wheel because the difference in hardness is comparatively small when the gears are fully hardened.
A considerable improvement in the performance of the machining of hard to grind materials can be achieved by means of CBN wheels.
Borazon is a superabrasive material originally developed by General Electric in 1969. It is a high performance material for machining of high alloy ferrous and super alloy materials. Borazon CBN - Cubic Born Nitride - is manufactured with a high temperature, high pressure process similar to that utilized with man-made diamond. Borazon is, next to diamond, the hardest abrasive known; it is more than twice as hard as aluminum oxide. It has an extremely high thermal strength compared to diamond. It is also much less chemically reactive with iron, cobalt or nickel alloys.
This article shows the newest developments to reduce overall cycle time in grinding wind power gears, including the use of both profile grinding and threaded wheel grinding.
Machine tool companies are expanding capabilities to better accommodate the changing face of manufacturing. Customers want smaller-sized equipment to take up less valuable floor space, multifunctional machines that can handle a variety of operations and easy set-up changes that offer simplified operation and maintenance.
Hard Gear Finishing (HGF), a relatively new technology, represents an advance in gear process engineering. The use of Computer Numerical Controlled (CNC) equipment ensures a high precision synchronous relationship between the tool spindle and the work spindle as well as other motions, thereby eliminating the need for gear trains. A hard gear finishing machine eliminates problems encountered in two conventional methods - gear shaving, which cannot completely correct gear errors in gear teeth, and gear rolling, which lacks the ability to remove stock and also drives the workpiece without a geared relationship to the master rolling gear. Such a machine provides greater accuracy, reducing the need for conventional gear crowning, which results in gears of greater face width than necessary.
Modern manufacturing processes have become an ally of the product designer in producing higher quality, higher performing components in the transportation industry. This is particularly true in grinding systems where the physical properties of CBN abrasives have been applied to improving cycle times, dimensional consistency, surface integrity and overall costs. Of these four factors, surface integrity offers the greatest potential for influencing the actual design of highly stressed, hardened steel components.
Grinding is a technique of finish-machining, utilizing an abrasive wheel. The rotating abrasive wheel, which id generally of special shape or form, when made to bear against a cylindrical shaped workpiece, under a set of specific geometrical relationships, will produce a precision spur or helical gear. In most instances the workpiece will already have gear teeth cut on it by a primary process, such as hobbing or shaping. There are essentially two techniques for grinding gears: form and generation. The basic principles of these techniques, with their advantages and disadvantages, are presented in this section.
New freedom of motion available with CNC generators make possible improving tooth contact on bevel and hypoid gears. Mechanical machines by their nature are inflexible and require a special mechanism for every desired motion. These mechanisms are generally exotic and expensive. As a result, it was not until the introduction of CNC generators that engineers started exploring motion possibilities and their effect on tooth contact.
The quality of a gear and its performance is determined by the following five parameters, which should be specified for each gear: Pitch diameter, involute form, lead accuracy, spacing accuracy, and true axis of rotation. The first four parameters can be measured or charted and have to be within tolerance with respect to the fifth. Pitch diameter, involute, lead, and spacing of a gear can have master gear quality when measured or charted on a testing machine, but the gear might perform badly if the true axis of rotation after installation is no longer the same one used when testing the gear.
The merits of CBN physical characteristics over conventional aluminum oxide abrasives in grinding performance are reviewed. Improved surface integrity and consistency in drive train products can be achieved by the high removal rate of the CBN grinding process. The influence of CBN wheel surface conditioning procedure on grinding performance is also discussed.
This article investigates fillet features consequent to tooth grinding by generating methods. Fillets resulting from tooth cutting and tooth grinding at different pressure angles and with different positions of grinding wheel are compared. Ways to improve the final fillet of the ground teeth with regard to tooth strength and noise, as well as the grinding conditions, are shown. "Undergrinding" is defined and special designs for noiseless gears are described.
This paper acknowledges the wide variety of manufacturing processes--especially in grinding--utlized in the production of bevel gears...
Helical gears can drive either nonparallel or parallel shafts. When these gears are used with nonparallel shafts, the contact is a point, and the design and manufacturing requirements are less critical than for gears driving parallel shafts.
In the gearing industry, gears are lubricated and cooled by various methods. At low to moderate speeds and loads, gears may be partly submerged in the lubricant which provides lubrication and cooling by splash lubrication. With splash lubrication, power loss increases considerably with speed. This is partially because of churning losses. It is shown that gear scoring and surface pitting can occur when the gear teeth are not adequately lubricated and cooled.
The search for greater gear life involves improvement in cost, weight and increased power output. There are many events that affect gear life, and this paper addresses those relating to fatigue, gear tooth pitting, fatigue strength losses due to the heat treating processes and shot peening technique. The capability of shot peening to increase fatigue strength and surface fatigue life eliminate machine marks which cause stress risers, and to aid in lubrication when properly controlled, suggests increased use and acceptance of the process.
If you make hardened gears and have not seen any micropitting, then you haven’t looked closely enough. Micropitting is one of the modes of failure that has more recently become of concern to gear designers and manufacturers. Micropitting in itself is not necessarily a problem, but it can lead to noise and sometimes other more serious forms of failure. Predicting when this will occur is the challenge facing designers.
Most research on micropitting is done on small-sized gears. This article examines whether those results are also applicable to larger gears.
Pitting and micropitting resistance of case-carburized gears depends on lubricants and lubrication conditions. Pitting is a form of fatigue damage. On this account a short time test was developed. The test procedure is described. The "pitting test" was developed as a short time test to examine the influence of lubricants on micropitting. Test results showing the influence of case-carburized gears on pitting and micropitting are presented.
A study of AGMA 218, the draft ISO standard 6336, and BS 436: 1986 methods for rating gear tooth strength and surface durability for metallic spur and helical gears is presented. A comparison of the standards mainly focuses on fundamental formulae and influence factors, such as the load distribution factor, geometry factor, and others. No attempt is made to qualify or judge the standards other than to comment on the facilities or lack of them in each standard reviewed. In Part I a comparison of pitting resistance ratings is made, and in the subsequent issue, Part II will deal with bending stress ratings and comparisons of designs.
A simple, closed-form procedure is presented for designing minimum-weight spur and helical gearsets. The procedure includes methods for optimizing addendum modification for maximum pitting and wear resistance, bending strength, or scuffing resistance.
Spur gear endurance tests were conducted to investigate the surface pitting fatigue life of noninvolute gears with low numbers of teeth and low contact ratios for the use in advanced application. The results were compared with those for a standard involute design with a low number of teeth. The gear pitch diameter was 8.89 cm (3.50 in.) with 12 teeth on both gear designs. Test conditions were an oil inlet temperature of 320 K (116 degrees F), a maximum Hertz stress of 1.49 GPa (216 ksi), and a speed of 10,000 rpm. The following results were obtained: The noninvolute gear had a surface pitting fatigue life approximately 1.6 times that of the standard involute gear of a similar design. The surface pitting fatigue life of the 3.43-pitch AISI 8620 noninvolute gear was approximately equal to the surface pitting fatigue life of an 8-pitch, 28-tooth AISI 9310 gear at the same load, but at a considerably higher maximum Hertz stress.
In Part I differences in pitting ratings between AGMA 218, the draft ISO standard 6336, and BS 436:1986 were examined. In this part bending strength ratings are compared. All the standards base the bending strength on the Lewis equation; the ratings differ in the use and number of modification factors. A comprehensive design survey is carried out to examine practical differences between the rating methods presented in the standards, and the results are shown in graphical form.
The authors of last issue's article comparing AGMA, ISO and BS methods for Pitting Resistance Ratings are commended. Trying to compare various methods of rating gears is like hitting a moving target in a thick forest. The use of different symbols, presentations, terminology, and definitions in these standards makes it very difficult. But the greatest problem lies with the authors' use of older versions of these documents. ISO drafts and AGMA standards have evolved at the same time their work was accomplished and edited.
Point-surface-origin (PSO) macropitting occurs at sites of geometric stress concentration (GSC) such as discontinuities in the gear tooth profile caused by micropitting, cusps at the intersection of the involute profile and the trochoidal root fillet, and at edges of prior tooth damage, such as tip-to-root interference. When the profile modifications in the form of tip relief, root relief, or both, are inadequate to compensate for deflection of the gear mesh, tip-to-root interference occurs. The interference can occur at either end of the path of contact, but the damage is usually more severe near the start-of-active-profile (SAP) of the driving gear.
A study was performed to evaluate fault detection effectiveness as applied to gear-tooth pitting-fatigue damage. Vibration and oil-debris monitoring (ODM) data were gathered from 24 sets of spur pinion and face gears run during a previous endurance evaluation study.
No matter how well gears are designed and manufactured, gear corrosion can occur that may easily result in catastrophic failure. Since corrosion is a sporadic and rare event and often difficult to observe in the root fillet region or in finely pitched gears with normal visual inspection, it may easily go undetected. This paper presents the results of an incident that occurred in a gear manufacturing facility several years ago that resulted in pitting corrosion and intergranular attack (IGA).
Surface coatings or finishing processes are the future technologies for improving the load carrying capacity of case hardened gears. With the help of basic tests, the influence of different coatings and finishing processes on efficiency and resistance to wear, scuffing, micropitting, and macropitting is examined.
Results from the Technical University of Munich were presented in a previous technical article (see Ref. 4). This paper presents the results of Ruhr University Bochum. Both research groups concluded that superfinishing is one of the most powerful technologies for significantly increasing the load-carrying capacity of gear flanks.
The first edition of the international calculation method for micropitting—ISO TR 15144–1:2010—was just published last December. It is the first and only official, international calculation method established for dealing with micropitting. Years ago, AGMA published a method for the calculation of oil film thickness containing some comments about micropitting, and the German FVA published a calculation method based on intensive research results. The FVA and the AGMA methods are close to the ISO TR, but the calculation of micropitting safety factors is new.
In earlier studies, surface roughness has been shown to have a significant influence on gear pitting life. This paper discusses how high surface roughness introduces a wear mechanism that delays the formation of pits. Accompanied by a full-page technical review.
This article discusses the potential effects observed for different antiwear and EP chemistry on the micropitting of cylindrical gears.
Micropitting has become a major concern in certain classes of industrial gear applications, especially wind power and other relatively highly loaded, somewhat slow-speed applications, where carburized gears are used to facilitate maximum load capacity in a compact package. While by itself the appearance of micropitting does not generally cause much perturbation in the overall operation of a gear system, the ultimate consequences of a micropitting failure can, and frequently are, much more catastrophic.
The powder metal (P/M) process is making inroads in automotive transmission applications due to substantially lower costs of P/M-steel components for high-volume production, as compared to wrought or forged steel parts. Although P/M gears are increasingly used in powered hand tools, gear pumps and as accessory components in automotive transmissions, P/M-steel gears are currently in limited use in vehicle transmission applications. The primary objective of this project was to develop high-strength P/M-steel gears with bending fatigue, impact resistance and pitting fatigue performance equivalent to current wrought steel gears.
In this paper, a method is presented for analyzing and documenting the pitting failure of spur and helical gears through digital photography and automatic computerized evaluation of the damaged tooth fl ank surface. The authors have developed an accurate, cost-effective testing procedure that provides an alternative to vibration analysis or oil debris methods commonly used in conjunction with similar test-rig programs.
The gear designer needs to know how to determine an appropriate case depth for a gear application in order to guarantee the required load capacity.
How do we know when the gear material we buy is metallurgically correct? How can we judge material quality when all gear material looks alike?
Aircraft transmissions for helicopters, turboprops and geared turbofan aircraft require high reliability and provide several thousand hours of operation between overhauls. In addition, They should be lightweight and have very high efficiency to minimize operating costs for the aircraft.
Spiral-bevel gears, found in many machine tools, automobile rear-axle drives, and helicopter transmissions, are important elements for transmitting power.
This paper presents an original method to compute the loaded mechanical behavior of polymer gears. Polymer gears can be used without lubricant, have quieter mesh, are more resistant to corrosion, and are lighter in weight. Therefore their application fields are continually increasing. Nevertheless, the mechanical behavior of polymer materials is very complex because it depends on time, history of displacement and temperature. In addition, for several polymers, humidity is another factor to be taken into account. The particular case of polyamide 6.6 is studied in this paper.
This article describes some of the most important tests for prototypes conducted at Winergy AG during the product development process. It will demonstrate that the measurement results on the test rig for load distribution are in accordance with the turbine measurements.
In epicyclic gear sets designed for aeronautical applications, planet gears are generally supported by spherical roller bearings with the bearing outer race integral to the gear hub. This article presents a new method to compute roller load distribution in such bearings where the outer ring can’t be considered rigid.
The power of high speed gears for use in the petrochemical industry and power stations is always increasing. Today gears with ratings of up to 70,000kW are already in service. For such gears, the failure mode of scoring can become the limiting constraint. The validity of an analytical method to predict scoring resistance is, therefore, becoming increasingly important.
In ParI 1 several scuffing (scoring) criteria were shown ultimately to converge into one criterion, the original flash temperature criterion according to Blok. In Part 2 it will be shown that all geometric influences may be concentrated in one factor dependent on only four independent parameters, of which the gear ratio, the number of teeth of the pinion, and the addendum modification coefficient of the pinion are significant.
In some gear dynamic models, the effect of tooth flexibility is ignored when the model determines which pairs of teeth are in contact. Deflection of loaded teeth is not introduced until the equations of motion are solved. This means the zone of tooth contact and average tooth meshing stiffness are underestimated, and the individual tooth load is overstated, especially for heavily loaded gears. This article compares the static transmission error and dynamic load of heavily loaded, low-contact-ratio spur gears when the effect of tooth flexibility has been considered and when it has been ignored. Neglecting the effect yields an underestimate of resonance speeds and an overestimate of the dynamic load.
Solutions to the governing equations of a spur gear transmission model, developed in a previous article are presented. Factors affecting the dynamic load are identified. It is found that the dynamic load increases with operating speed up to a system natural frequency. At operating speeds beyond the natural frequency the dynamic load decreases dramatically. Also, it is found that the transmitted load and shaft inertia have little effect upon the total dynamic load. Damping and friction decrease the dynamic load. Finally, tooth stiffness has a significant effect upon dynamic loadings the higher the stiffness, the lower the dynamic loading. Also, the higher the stiffness, the higher the rotating speed required for peak dynamic response.
Recently, there has been increased interest in the dynamic effects in gear systems. This interest is stimulated by demands for stronger, higher speed, improved performance, and longer-lived systems. This in turn had stimulated numerous research efforts directed toward understanding gear dynamic phenomena. However, many aspects of gear dynamics are still not satisfactorily understood.
We need a method to analyze cumulative fatigue damage to specify and to design gear drives which will operate under varying load. Since load is seldom constant, most applications need this analysis.
If a gear system is run continuously for long periods of time—or if the starting loads are very low and within the normal operating spectrum—the effect of the start-up conditions may often be insignificant in the determination of the life of the gear system. Conversely, if the starting load is significantly higher than any of the normal operating conditions, and the gear system is started and stopped frequently, the start-up load may, depending on its magnitude and frequency, actually be the overriding, limiting design condition.
The contact lines of a pair of helical gears move diagonally on the engaged tooth faces and their lengths consequently vary with the rotation of the gears.
An experimental and theoretical analysis of worm gear sets with contact patterns of differing sizes, position and flank type for new approaches to calculation of pitting resistance.
Gear tooth wear and micropitting are very difficult phenomena to predict analytically. The failure mode of micropitting is closely correlated to the lambda ratio. Micropitting can be the limiting design parameter for long-term durability. Also, the failure mode of micropitting can progress to wear or macropitting, and then go on to manifest more severe failure modes, such as bending. The results of a gearbox test and manufacturing process development program will be presented to evaluate super-finishing and its impact on micropitting.
This is the third article in a series exploring the new ISO 6336 gear rating standard and its methods of calculation. The opinions expressed herein are htose of the author as an individual. They do not represent the opinions of any organization of which he is a member.
Worm gears display unique behavior of surfaces because of the presence of wear phenomena in addition to contact pressure phenomena.
Understanding the morphology of micropitting is critical in determining the root cause of failure. Examples of micropitting in gears and rolling-element bearings are presented to illustrate morphological variations that can occur in practice.
With the right selection of nonstandard center distance and tool shifting, it may be possible to use standard tools to improve the gear set capacity with a considerable reduction in cost when compared to the use of special tools.
In this study, the combined influence of shaft misalignments and gear lead crown on load distribution and tooth bending stresses is investigated. Upon conclusion, the experimental results are correlated with predictions of a gear load distribution model, and recommendations are provided for optimal lead crown in a given misalignment condition.
The main theme of this article is high-capacity, high-speed load gears in a power transmission range between 35 MW and 100 MW for generators and turbo-compressors driven by gas or steam turbines.
An experimental effort has been conducted on an aerospace-quality helical gear train to investigate the thermal behavior of the gear system as many important operational conditions were varied.
Non-uniform gear wear changes gear topology and affects the noise performance of a hypoid gear set. The aggregate results under certain vehicle driving conditions could potentially result in unacceptable vehicle noise performance in a short period of time. This paper presents the effects of gear surface parameters on gear wear and the measurement/testing methods used to quantify the flank wear in laboratory tests.