“Highway vehicles release about
1.7 billion tons of greenhouse
gases (GHGs) into the atmosphere
each year — mostly in the form of
carbon dioxide (CO2) — contributing
to global climate change. The
CO2 emissions of a car are directly
proportional to the quantity of
fuel consumed by an engine. In 2013, U.S. greenhouse gas emissions from transportation were second only to the electricity sector — an increase of about 16% since 1990.” (EPA.GOV).
An all too common — and disturbing
— question these days:
Are you having trouble finding skilled workers? Taking that a step further begs the next question — Are you having trouble finding customers with
Many years ago, when asked how the
five-meter gear was checked, the quality manager responded, “When they’re that big, they’re never bad!” That may have been the attitude and practice in the past, but it no longer serves the manufacturer nor the customer. Requirements have been evolving steadily, requiring gears to
perform better and last longer.
The first part of this publication series covered the general basics of involute gearing and applied the generating principle of cylindrical gears analogous to angular gear axis arrangements the kinematic coupling conditions between the two mating members have been postulated in three rules. Entering the world of bevel gears also required to dwell somewhat on the definition of conjugacy. The second part is devoted to the different generating gears and the chain of kinematic relationships between the gear - gear generator - pinion generator and pinion.
This review of elastohydrodynamic lubrication
(EHL) was derived from many
excellent sources (Refs. 1–5). The review of Blok’s flash temperature theory was derived from his publications (Refs. 6–9). An excellent general reference on all aspects of tribology is the Encyclopedia of Tribology (Ref. 10).
A transverse-torsional dynamic model of a spur gear pair is employed to investigate the
influence of gear tooth indexing errors on the dynamic response. With measured long-period
quasi-static transmission error time traces as the primary excitation, the model predicts
frequency-domain dynamic mesh force and dynamic transmission error spectra. The dynamic
responses due to both deterministic and random tooth indexing errors are predicted.
We are currently experiencing wear on the bull gear on our
converter at the steel plant.
We want to be able to draw the original gear profile to compare
this with the worn tooth before we decide on the next steps.
I have attempted this, but there is a correction factor given and I
am unsure how to apply this. Could someone give advice on this?
Please find attached the PDF’s for the bull gear and the pinion gear.
They are old drawings! The wear is on the wheel.