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With all the work in transmission development these days, the demand for automobile transmission gears should remain strong for several years, but suppliers will have to be as flexible as possible to keep up with the changes.
News from the major automakers and transmission suppliers.
Conical involute gears (beveloids) are used in transmissions with intersecting or skewed axes and for backlash-free transmissions with parallel axes.
Precision gears play a vital role in today's economy. Through their application, automobile transmissions are more compact and efficient, ships sail faster, and diesel locomotives haul more freight. Today great emphasis is being placed upon the reduction of noise in all gear applications and, to be quiet, gears must be accurate.
First, the facts: powder metallurgy is a cost-effective method of forming precision net-shape metal components that allows for more efficiently designed products. It saves valuable raw materials through recycling and the elimination of costly secondary-machining. PM competes with wrought steel gears as the technology continues to advance. You'll find PM components in everything from automobile transmissions to aircraft turbine engines, surgical equipment and power tools.
Remembering Panhard and Levassor, the company that invented the first manual transmission.
Zero to 125 MPH in five seconds. Maximum speed of 211 MPH. Seven-second pit stops. Formula One racing is a high-adrenalin sport - one which demands peak performance from drivers and machines alike.
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.
Relic of an era when quality was an afterthought.
CTI Symposium Presents Latest Automotive Transmission Developments and Applications.
The oil-off (also known as loss-of-lubrication or oil-out) performance evaluation of gears is of significant interest to the Department of Defense and various rotorcraft manufacturers, so that the aircraft can safely land in an accidental loss-of-lubricant situation. However, unlike typical gear failure modes such as pitting or bending fatigue where early detection is possible, gear failure in an oil-off situation is very rapid and likely catastrophic. Failures rapidly result in the loss of torque transmission and the inability to control the aircraft.
The Past, Present and Future of Vehicle Electrification
As the Indianapolis 500 begins its second hundred years, it is a good opportunity to recall the guy who put the gearbox "up front."
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?
AGMA925â€“A03 scuffing risk predictions for a series of spur and helical gear sets of transmissions used in commercial vehicles ranging from SAE Class 3 through Class 8.
Having read about an automobile race in France, Kohlsaat decided he'd host America's first auto race in Chicago. The year was 1895 and automobiles were still a great curiosity. Kohlsaat, owner/publisher of the Chicago Times Herald, planned to exploit the growing interest in motoring by sponsoring a 54-mile race from downtown Chicago to nearby suburb Evanston, Illinois, and back. The match was open to all comers, foreign or domestic, whether powered by gas, electricity, or steam. The top prize: $2,000 (that's 50,000 2016 dollars).
By increasing the number of gears and the transmission-ratio spread, the engine will run with better fuel efficiency and without loss of driving dynamics. Transmission efficiency itself can be improved by: using fuelefficient transmission oil; optimizing the lubrication systems and pumps; improving shifting strategies and optimizing gearings; and optimizing bearings and seals/gaskets.
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.
Nashville - One of the highlights of this year's SME Advanced Gear Processing and Manufacturing Clinic was a tour of the new GM Saturn automobile manufacturing plant outside the city. There in the Tennessee hills is a hopeful vision of the future of the American automobile industry. It may well be the future of American large-scale manufacturing in general.
Big gears and wind turbines go together like bees and honey, peas and carrots, bread and butter andâ€”well, you get the idea. Wind isnâ€™t just big right now, itâ€™s huge. The wind industry means tremendous things for the energy dependent world we live in and especially big things for gear manufacturers and other beleaguered American industries.
When you push 850 horsepower and 9,000 rpm through a racing transmission, you better hope it stands up. Transmission cases and gears strewn all over the racetrack do nothing to enhance your standing, nor that of your transmission supplier.
When Belgium-based Hansen Transmissions was under the ownership of Invensys plc in the late 1990s, the parent company was dropping not-so-subtle hints that the industrial gearbox manufacturer was not part of its long-term plans. Yet Hansenâ€™s CEO Ivan Brems never dreamed that, less than a decade later, he would be working for an Indian company.
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.