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AGMA adds two new committees, Star Cutter Celebrates 90 years, plus other news from around the industry.
Market needs push in 2013, but will it get one? The construction/off-highway industries have been here before. New equipment, technologies and innovations during an economic standstill that some have been dealing with since 2007.
So there is little chance that they need the same software to assist with their work. Gone are the days when companies wrote their own code and process engineers thumbed the same tattered reference book.
In this paper a thermal network model is developed to simulate the thermal behavior of a high-speed, one-stage gear unit which is jet-lubricated.
With the ongoing push towards electric vehicles (EVs), there is likely to be increasing focus on the noise impact of the gearing required for the transmission of power from the (high-speed) electric motor to the road. Understanding automotive noise, vibration and harshness (NVH) and methodologies for total in-vehicle noise presupposes relatively large, internal combustion (IC) contributions, compared to gear noise. Further, it may be advantageous to run the electric motors at significantly higher rotational speed than conventional automotive IC engines, sending geartrains into yet higher speed ranges. Thus the move to EV or hybrid electric vehicles (HEVs) places greater or different demands on geartrain noise. This work combines both a traditional NVH approach (in-vehicle and rig noise, waterfall plots, Campbell diagrams and Fourier analysis) — with highly detailed transmission error measurement and simulation of the complete drivetrain — to fully understand noise sources within an EV hub drive. A detailed methodology is presented, combining both a full series of tests and advanced simulation to troubleshoot and optimize an EV hub drive for noise reduction.
Plastic gears are everywhere today — throughout your car, at the oceans’ lowest depths, in deep space. The question, when is a metal gear a candidate for plastic conversion, can be addressed in three words, i.e. — what’s the application?
Wave generators are located inside of flexsplines in most harmonic gear drive devices. Because the teeth on the wheel rim of the flexspline are distributed radially, there is a bigger stress concentration on the tooth root of the flexspline meshing with a circular spline, where a fatigue fracture is more likely to occur under the alternating force exerted by the wave generator. The authors' solution to this problem is to place the wave generator outside of the flexspline, which is a scheme named harmonic gear drive (HGD) with external wave generator (EWG).
The complete Industry News section from the May 2013 issue of Gear Technology
How does one determine the center of a worm and a worm wheel? Also, what are the differences between the common worm tooth forms?
This paper outlines the comparison of efficiencies for worm gearboxes with a center distance ranging from 28 – 150 mm that have single reduction from 5 to 100:1. Efficiencies are calculated using several standards (AGMA, ISO, DIN, BS) or by methods defined in other bibliographic references. It also deals with the measurement of torque and temperature on a test rig — required for the calibration of an analytical model to predict worm gearbox efficiency and temperature. And finally, there are examples of experimental activity (wear and friction measurements on a blockon- ring tribometer and the measurements of dynamic viscosity) regarding the effort of improving the efficiency for worm gear drivers by adding nanoparticles of fullerene shape to standard PEG lubricant
It has been documented that epicyclic gear stages provide high load capacity and compactness to gear drives. This paper will focus on analysis and design of epicyclic gear arrangements that provide extremely high gear ratios. Indeed, a special, two-stage planetary arrangement may utilize a gear ratio of over one hundred thousand to one. This paper presents an analysis of such uncommon gear drive arrangements and defines their major parameters, limitations, and gear ratio maximization approaches. It also demonstrates numerical examples, existing designs, and potential applications.
Which transmission system will come out on top is a hot topic in the automotive community. With multiple transmission-centric conferences on the horizon, there will be plenty of debate, but how much will the answer actually affect gear manufacturers, and when?
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There is so much more to Gear Expo than gears or the machinery that makes them. That's because it takes much, much more to make a finished gear than even the most sophisticated machine. And it is exhibitors who are part of the "much, much, more" that are addressed in this article.
The latest technology on display in Columbus, OH. October 24-26.
The complete Product News section from the August 2014 issue of Gear Technology.
The complete Industry News section from the July 2014 issue of Gear Technology.
As the Indianapolis 500 begins its second hundred years, it is a good opportunity to recall the guy who put the gearbox "up front."
The usage of modern thrusters allows combining the functions of the drive and the ship rudder in one unit, which are separated in conventional ship propulsion systems. The horizontally oriented propeller is supported in a vertically rotatable nacelle that is mounted underneath the ship's hull. The propeller can directly or indirectly be driven by an electric motor or combustion engine. Direct drive requires the installation of a low-speed electric motor in the nacelle. This present paper concentrates on indirect drives where the driving torque is transferred by bevel gear stages and shafts from the motor to the propeller.
The complete Industry News section from the January/February 2013 issue of Gear Technology.
Gearbox performance, reliability, total cost of ownership (energy cost), overall impact on the environment, and anticipation of additional future regulations are top-of-mind issues in the industry. Optimization of the bearing set can significantly improve gearbox performance.
The type of lubricant and the method of applying it to the tooth flanks of large open gears is very important from the point of view of lubrication technology and maintenance. When selecting the type of lubricant and the application method, it is important to check whether it is possible to feed the required lubricant quantity to the load-carrying tooth flanks, This is necessary to avoid deficient lubrication, damage to the gear and operational malfunctions. It is important to determine the type of lubricant, which may be fluid or grease-like. The consistency of the lubricant will have a direct impact on the ability of the lubrication system to feed adequately the lubricant to the gear. The interactions between the common types of lubricant and the lubrication application methods for open gear drives are shown in Fig. 1.
under pressure from numerous market forces. The oil sector’s decline, weakened global economies (particularly China) and local government policies outnumber and outweigh relieving forces such as the FAST Act, leaving the industry in a general downturn. The outlook has yet to become truly grim, but companies are beginning to scale back.
Amidst the energy industry's uncertain future, gearbox manufacturers are focusing on supplying the aftermarket.
Manufacturers focus on tool design, materials, coating, machine tool options and cutting parameters.
The complete Industry News section from the October 2013 issue of Gear Technology.
The hob is a perfect example of how a little manufacturing ingenuity can make a reliable, highly productive cutting tool. It's an engineering specimen that creates higher cutting speeds, better wear resistance and increases rigidity. The cutting tool alone, however, can't take all the credit for its resourcefulness. Advanced coating technology from companies like Sulzer, Oerlikon Balzers, Ionbond, Seco Tools and Cemecon helps improve cutting tools by reducing overall costs, increasing tool life and maintaining the highest levels of productivity. The following is a quick recap of new technologies and the latest information in the coating market.
There are different types of spiral bevel gears, based on the methods of generation of gear-tooth surfaces. A few notable ones are the Gleason's gearing, the Klingelnberg's Palloid System, and the Klingelnberg's and Oerlikon's Cyclo Palliod System. The design of each type of spiral bevel gear depends on the method of generation used. It is based on specified and detailed directions which have been worked out by the mentioned companies. However, there are some general aspects, such as the concepts of pitch cones, generating gear, and conditions of force transmissions that are common for all types of spiral bevel gears.
CNC technology offers new opportunities for the manufacture of bevel gears. While traditionally the purchase of a specific machine at the same time determined a particular production system, CNC technology permits the processing of bevel gears using a wide variety of methods. The ideological dispute between "tapered tooth or parallel depth tooth" and "single indexing or continuous indexing" no longer leads to an irreversible fundamental decision. The systems have instead become penetrable, and with existing CNC machines, it is possible to select this or that system according to factual considerations at a later date.
Peter Kozma, executive vice president of Liebherr-America, Inc., talks with us about Liebherr and its partners in the Sigma Pool.
The global wind energy market has seen average growth rates of 28 percent over the last 10 years, according to the Global Wind Energy Council (GWEC), creating major challenges for the component supply industry. GWEC also forecasts an average growth rate of 22 percent for the next five years, which if realized, will continue to put pressure on suppliers of turbine components.
Chairman Todd Praneis of Cotta Transmission describes the activities of AGMA's Enclosed Drives technical committee.
This method of testing large gearboxes or, indeed, any power transmission element, had numerous advantages and offers the possibility of large savings in time, energy, and plant, if the overall situation is conducive to its use. This usually requires that several such units need to be tested, and that they can be conveniently connected to each to each other in such a way as to form a closed-loop drive train. No power sink is required, and the drive input system has only to make up power losses. The level of circulating power is controlled by the torque, which is applied statically during rotation, and the drive speed. Principles, advantage, and limitations are described, together with recent experiences in the only known large-scale usage of this technique in Australia.
There's a reason they call it catastrophic gear failure: For example, if the line goes down at a large aluminum rolling mill because a gear set goes bad, the cost can run up to a whopping $200,000 a week. Even in smaller operations, the numbers alone (not to mention all the other problems) can be a plant manager's worst nightmare.
The popular perception today is that technological advancement is an engine running almost out of control. New products and processes are developing faster than we can keep up with them, as anyone who has had a new computer system crash into obsolescence practically before it's out of the box can tell you. But that's not the case everywhere. Transmission technology, for example.
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.
It is said that “The squeaky wheel gets the grease.” Ok, but what about gear noise? We talked to three experts with considerable knowledge and experience in this area.
Worm gearing is of great antiquity, going back about 2100 years to Archimedes, who is generally acknowledged as its inventor. Archimedes' concept used an Archimedial spiral to rotate a toothed wheel. Development of the worm gearing principle progressed along conventional lines until about 500 years ago when Leonardo DaVinci evolved the double enveloping gear concept.
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.
The primary objective in designing reliable gear drives is to avoid failure. Avoiding failure is just as important for the manufacturer and designer as it is for the end user. Many aspects should be considered in order to maximize the potential reliability and performance of installed gearing.
News Items About Oerlikon Drive Systems
1 Oerlikon Drive Systems to present 'Shifting Solutions' at Italian conference (November 24, 2014)
"Shifting Solutions" and the new Fast Track Prototyping and Small Batch Manufacturing Facility from Oerlikon Drive Systems will... Read News
2 Oerlikon Drive Systems India Gets Certified as Great Place to Work (May 17, 2017)
Oerlikon Drive Systems India has been certified by Great Place to Work Institute - a global authority in building, sustaining and recogni... Read News