ANSI B92.2M - Search Results
Articles About ANSI B92.2M
Articles are sorted by RELEVANCE. Sort by Date.
The purpose of this article is to discuss ISO 4156/ANSI B92.2M-1980 and to compare it with other, older standards still in use. In our experience designing and manufacturing spline gauges and other spline measuring or holding devices for splined component manufacturers throughout the world, we are constantly surprised that so many standards have been produced covering what is quite a small subject. Many of the standards are international standards; others are company standards, which are usually based on international standards. Almost all have similarities; that is, they all deal with splines that have involute flanks of 30 degrees, 37.5 degrees or 45 degrees pressure angle and are for the most part flank-fitting or occasionally major-diameter-fitting.
A reader asks about ion-nitride finished shafts and the proper friction coefficient to be used for calculations.
Large, multi-segmented girth gears do not behave like the relatively compact, rigid, monolithic structures we typically envision when discussing gear manufacturing. Girth gears are very large, non-rigid structures that require special care during the machining of individual mating segments as well as the assembled gear blank itself.
I would appreciate if you could assist with a gear failure (occurring) after just seven weeks in service, post installation. This driving gear wheel has been installed in a medium-speed engine with backlash present at four different positions; with additional backlash checked on the mating surfaces. All backlash was found within (OEM)-recommended values. Please note included photos — it seems that the crack has started at the root fillet. Any comments would be appreciated.
This paper will provide examples of stress levels from conventional root design using a hob and stress levels using an optimized root design that is now possible with PM manufacturing. The paper will also investigate how PM can reduce stresses in the root from transient loads generated by abusive driving.
A best practice in gear design is to limit the amount of backlash to a minimum value needed to accommodate manufacturing tolerances, misalignments, and deflections, in order to prevent the non-driving side of the teeth to make contact and rattle. Industry standards, such as ANSI/AGMA 2002 and DIN3967, provide reference values of minimum backlash to be used in the gear design. However, increased customers’ expectations in vehicle noise eduction have pushed backlash and allowable manufacturing tolerances to even lower limits. This is especially true in the truck market, where engines are quieter because they run at lower speeds to improve fuel economy, but they quite often run at high torsional vibration levels. Furthermore, gear and shaft arrangements in truck transmissions have become more complex due to increased number of speeds and to improve efficiency. Determining the minimum amount of backlash is quite a challenge. This paper presents an investigation of minimum backlash values of helical gear teeth applied to a light-duty pickup truck transmission. An analytical model was developed to calculate backlash limits of each gear pair when not transmitting load, and thus susceptible to generate rattle noise, through different transmission power paths. A statistical approach (Monte Carlo) was used since a significant number of factors affect backlash, such as tooth thickness variation; center distance variation; lead; runout and pitch variations; bearing clearances; spline clearances; and shaft deflections and misalignments. Analytical results identified the critical gear pair, and power path, which was confirmed experimentally on a transmission. The approach presented in this paper can be useful to design gear pairs with a minimum amount of backlash, to prevent double flank contact and to help reduce rattle noise to lowest levels.