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Articles About shaft misalignment
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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.
How should we consider random helix angle errors fHβ and housing machining errors when calculating KHβ? What is a reasonable approach?
Noisy gear trains have been a common problem for gear designers for a long time. With the demands for smaller gear boxes transmitting more power at higher rpms and incumbent demands for greater efficiency, gear engineers are always searching for new ways to reduce vibration and limit noise without increasing costs.
An investigation of transmission errors and bearing contact of spur, helical, and spiral bevel gears was performed. Modified tooth surfaces for these gears have been proposed in order to absorb linear transmission errors caused by gear misalignment and to localize the bearing contact. Numerical examples for spur, helical, and spiral bevel gears are presented to illustrate the behavior of the modified gear surfaces with respect to misalignment and errors of assembly. The numerical results indicate that the modified surfaces will perform with a low level of transmission error in non-ideal operating environments.
Introducing backlash into spline couplings has been common practice in order to provide for component eccentric and angular misalignment. The method presented here is believed to be exact for splines with even numbers of teeth and approximate for those with odd numbers of teeth. This method is based on the reduction of the maximum effective tooth thickness to achieve the necessary clearance. Other methods, such as tooth crowning, are also effective.
When we have problems with gearset failure, a common diagnosis is misalignment. What exactly is that and how do we prevent it? The second most common "killer" of good gear sets is misalignment (dirt, or abrasive wear, is first). Gear teeth simply won't carry the load if they don't touch, and the portion that does touch has to carry an overload to make up for the missing contact area.
The research presented here is part of an ongoing (six years to date) project of the Cluster of Excellence (CoE). CoE is a faculty-wide group of researchers from RWTH Aachen University in Aachen (North Rhine-Westphalia). This presentation is a result of the group’s examination of "integrative production technology for high-wage countries," in which a shaft for a dual-clutch gearbox is developed.
A research program, conducted in conjunction with a U.S. Army contract, has resulted in the development of manufacturing technology to produce a multi-metal composite gear/shaft representing a substantial weight savings compared to a solid steel component. Inertia welding is used to join a steel outer ring to a light-weight titanium alloy web and/or shaft through the use of a suitable interlayer material such as aluminum.
With reference to the machining of an involute spur or helical gear by the hobbing process, this paper suggests a new criterion for selecting the position of the hob axis relative to the gear axis.
A pair of spur gears generally has an effective lead error which is caused, not only by manufacturing and assembling errors, but also by the deformations of shafts, bearings and housings due to the transmitted load. The longitudinal load distribution on a contact line of the teeth of the gears is not uniform because of the effective lead error.
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.
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.
One of our readers in England has asked for our help in locating published technical data and information on the design, manufacture, and inspection of camshaft gears. Although millions of these gears have been made and are in constant use, we are not aware of any formal material having been published. We would be pleased to hear from anyone who had knowledge of such information.