Curvic Couplings were first introduced in 1942 to meet the need for permanent couplings and releasing couplings (clutches), requiring extreme accuracy and maximum load carrying capacity, together with a fast rate of production. The development of the Curvic Coupling stems directly from the manufacture of Zerol and spiral bevel gears since it is made on basically similar machines and also uses similar production methods. The Curvic Coupling can therefore lay claim to the same production advantages and high precision associated with bevel gears.
In the design of any new gear drive, the performance of previous similar designs is very carefully considered. In the course of evaluating one such new design, the authors were faced with the task of comparing it with two similar existing systems, both of which were operating quite successfully. A problem arose, however, when it was realized that the bending stress levels of the two baselines differed substantially. In order to investigate these differences and realistically compare them to the proposed new design, a three-dimensional finite-element method (FEM) approach was applied to all three gears.
October 5-8, 1986 AGMA Fall technical Conference & Gearing Exhibit
September 17-19, 1986 Ohio State University Gear Noise Seminar
November 11-13, 1986 SME Gear Processing and Manufacturing Clinic
November 19-21, 1986 Seminar: Gear System Design for Minimum Noise
Gears are currently run at high speed and under high load. It is a significant problem to develop lubricants and gears with high load-carrying capacity against scoring. The particles of molybdenum disulfide have been considered to increase the scoring resistance of the gears. The wear characteristics and the scoring resistance of the gears lubricated with MoS2 paste and MoS2 powder have been investigated. (1) However, there are few investigations on the performance of the gears coated with MoS2 film with respect to scoring.
Hobbing is probably the most popular gear manufacturing process. Its inherent accuracy and productivity makes it
a logical choice for a wide range of sizes.
Your May/June issue contains a
letter from Edward Ubert of Rockwell
International with some serious questions
about specifying and measuring tooth thickness.
Selection of the number of teeth for each gear in a gear train such that the output to input angular velocity ratio is a specified value is a problem considered by relatively few published works on gear design.