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Sitting down to write my comments for this issue, one event filled my thoughts-the transformation and uninhibited euphoria that overcame Chicago, and the whole Midwest, by the Bears reaching and winning the Superbowl.
When I first met the leaders of the gearing industry in April 2016 at AGMA's 100th Anniversary Celebration, I did my best imitation of Joe Namath, who famously predicted a Super Bowl victory for his New York Jets: I guaranteed we would reach our 101st year!
Superfinishing the working surfaces of gears and their root fillet regions results in performance benefits.
Gear tooth wear and micropitting are very difficult phenomena to predict analytically. The failure mode of micropitting is closely correlated to the lambda ratio. Micropitting can be the limiting design parameter for long-term durability. Also, the failure mode of micropitting can progress to wear or macropitting, and then go on to manifest more severe failure modes, such as bending. The results of a gearbox test and manufacturing process development program will be presented to evaluate super-finishing and its impact on micropitting.
Here's what Dennis was thinking...
The latest gear industry products from WFL Millturn, NUM, Superior Abrasives, GWJ Technology, Helios Gear Products, CAS Dataloggers and SMW Autoblok.
Mitsubishi Heavy Industries, Ltd. (MHI) conducted a comparison test between the super skiving cutter and the pinion skiving cutter used in the conventional skiving process and the test results are reported here.
Oil-out conditions, or conditions in which an aircraft is operating without any oil in its gearbox or transmission, are devastating for an aircraft's hardware. Even the sturdiest gears usually can't last 30 minutes under such conditions before they catastrophically fail, and the whole system usually follows shortly after. That doesn't leave pilots with a whole lot of time to find a suitable location to land in the case of an oil-out emergency.
The cutting process consists of either a roll only (only generating motion), a plunge only or a combination of plunging and rolling. The material removal and flank forming due to a pure generating motion is demonstrated in the simplified sketch in Figure 1 in four steps. In the start roll position (step 1), the cutter profile has not yet contacted the work. A rotation of the work around its axis (indicated by the rotation arrow) is coupled with a rotation of the cutter around the axis of the generating gear (indicated by the vertical arrow) and initiates a generating motion between the not-yet-existing tooth slot of the work and the cutter head (which symbolizes one tooth of the generating gear).
Following is a report on the R&D findings regarding remediation of high-value, high-demand spiral bevel gears for the UHâ€“60 helicopter tail rotor drivetrain. As spiral bevel gears for the UHâ€“60 helicopter are in generally High-Demand due to the needs of new aircraft production and the overhaul and repair of aircraft returning from service, acquisition of new spiral bevel gears in support of R&D activities is very challenging. To compensate, an assessment was done of a then-emerging superfinishing method—i.e., the micromachining process (MPP)—as a potential repair technique for spiral bevel gears, as well as a way to enhance their performance and durability. The results are described in this paper.
In conventional gear grinders, grinding wheels with Alundum grains and a hardness of about 2000 HV have been used for finishing steel gears with hardnesses up to about 1000HV. In this case, the accuracy of the gears ground is greatly affected by wear of the grinding wheel because the difference in hardness is comparatively small when the gears are fully hardened.
The objective of this paper is to demonstrate that transmission gears of rotary-wing aircraft, which are typically scrapped due to minor foreign object damage (FOD) and grey staining, can be repaired and re-used with signifi cant cost avoidance. The isotropic superfinishing (ISF) process is used to repair the gear by removing surface damage. It has been demonstrated in this project that this surface damage can be removed while maintaining OEM specifications on gear size, geometry and metallurgy. Further, scrap CH-46 mix box spur pinions, repaired by the ISF process, were subjected to gear tooth strength and durability testing, and their performance compared with or exceeded that of new spur pinions procured from an approved Navy vendor. This clearly demonstrates the feasibility of the repair and re-use of precision transmission gears.
This paper will present data from both laboratory and field testing demonstrating that superfinished components exhibit lower friction, operating temperature, wear and/ or higher horsepower, all of which translate directly into increased fuel economy.
This presentation is an expansion of a previous study (Ref.1) by the authors on lapping effects on surface finish and transmission errors. It documents the effects of the superfinishing process on hypoid gears, surface finish and transmission errors.
An experimental effort has been conducted on an aerospace-quality helical gear train to investigate the thermal behavior of the gear system. Test results from the parametric studies and the superfinishing process are presented.
The objective of this research is to develop a new lapping process that can efficiently make tooth flanks of hardened steel gears smooth as a mirror.
In a previous article, the authors identified two misconceptions surrounding gear superfinishing. Here, they tackle three more.
No matter how well gears are designed and manufactured, gear corrosion can occur that may easily result in catastrophic failure. Since corrosion is a sporadic and rare event and often difficult to observe in the root fillet region or in finely pitched gears with normal visual inspection, it may easily go undetected. This paper presents the results of an incident that occurred in a gear manufacturing facility several years ago that resulted in pitting corrosion and intergranular attack (IGA).
Results from the Technical University of Munich were presented in a previous technical article (see Ref. 4). This paper presents the results of Ruhr University Bochum. Both research groups concluded that superfinishing is one of the most powerful technologies for significantly increasing the load-carrying capacity of gear flanks.
Super-reduction hypoid gears (SRH) are bevel worm gears with certain differences regarding hypoid gears. If two axes are positioned in space and the task is to transmit motion and torque between them using some kind of gears with a ratio above 5 and even higher than 50, the following cases are commonly known. Tribology Aspects in Angular Transmission Systems, Part VIII.