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Gears are manufactured with thin rims for several reasons. Steel gears are manufactured with thin rims and webs where low weight is important. Nonmetallic gears, manufactured by injection molding, are designed with thin rims as part of the general design rule to maintain uniform thickness to ensure even post-mold cooling. When a thin-rimmed gear fails, the fracture is thought the root of the gear, as shown in Fig. 1a, rather than the usual fillet failure shown in Fig. 1b.
Polymer gears find increasing applications in the automotive industry, office machines, food machinery, and home appliances. The main reason for this success is their low cost. Their low weight, quietness of operation, and meshing without lubricant are also interesting. However, they have poor heat resistance and are limited to rotational transmission. In order to improve the gears' behavior, glass fiber is added
High demands for cost-effectiveness and improved product quality can be achieved via a new low pressure carburizing process with high pressure gas quenching. Up to 50% of the heat treatment time can be saved. Furthermore, the distortion of the gear parts could be reduced because of gas quenching, and grinding costs could be saved. This article gives an overview of the principles of the process technology and the required furnace technology. Also, some examples of practical applications are presented.
If you are like most navigators of the printed page, the first thing you read in this final 2013 issue of Gear Technology was our State of the Gear Industry Survey. And who would blame you? Itâ€™s not Sabermetrics, but once youâ€™ve read it youâ€™ll have a pretty clear snapshot of last year and a peek into the next. But if you also like to get a little closer to the bone about things, what follows are the collected opinions of five well-regarded people in the gear industry speaking to a number of issues with relevance.
Designers are constantly searching for ways to reduce rotocraft drive system weight. Reduced weight can increase the payload, performance, or power density of current and future systems. One example of helicopter transmission weight reduction was initiated as part of the United States Army Advanced Rotocraft Transmission program. This example used a split-torque, face-gear configuration concept (Ref. 1). compared to a conventional design with spiral-bevel gears, the split-torque, face-gear design showed substantial weight savings benefits. Also, the use of face gears allows a wide-range of possible configurations with technical and economic benefits (Ref. 2).
Bourn & Koch provides retrofit Fellows 10-4 machine for gear shaping.
Single Piece Flow Streamlines Production for High-Volume Gear Manufacturers.
The complete industry news section from the June 2018 issue of Gear Technology.
In several applications like hoisting equipment and cranes, open gears are used to transmit power at rather low speeds (tangential velocity < 1m/s) with lubrication by grease. In consequence those applications have particularities in terms of lubricating conditions and friction involved, pairing of material between pinion and gear wheel, lubricant supply, loading cycles and behavior of materials with significant contact pressure due to lower number of cycles.
Suppliers are working hard to make sure their heat treating equipment is controllable, repeatable and efficient, and manufacturers continue to incorporate technology that gives heat treaters and their customers more information about what's going on inside the magic box.
The need for improved power transmissions that use gears and gearboxes with smaller overall dimensions and with lower noise generation has left manufacturing engineers searching for different methods of gear processing. This search has led to the requirement of hardened gears.
A reflection by Michael Goldstein, Publisher & Editor-in-Chief.
In most transmission systems, one of the main power loss sources is the loaded gear mesh. In this article, the influences of gear geometry parameters on gear efficiency, load capacity, and excitation are shown.
This article offers an overview of the practical design of a naval gear for combined diesel or gas turbine propulsion (CODOG type). The vibration performance of the gear is tested in a back-to-back test. The gear presented is a low noise design for the Royal Dutch Navy's LCF Frigate. The design aspects for low noise operation were incorporated into the overall gear system design. Therefore, special attention was paid to all the parameters that could influence the noise and vibration performance of the gearbox. These design aspects, such as tooth corrections, tooth loading, gear layout, balance, lubrication and resilient mounting, will be discussed.
Gear Technology speaks with David Goodfellow, president of American Pfauter, L.P., and Pfauter-Maag Cutting tools, L.P., to get his impressions about the state of the gear industry and its prospects for the future.
In some gear dynamic models, the effect of tooth flexibility is ignored when the model determines which pairs of teeth are in contact. Deflection of loaded teeth is not introduced until the equations of motion are solved. This means the zone of tooth contact and average tooth meshing stiffness are underestimated, and the individual tooth load is overstated, especially for heavily loaded gears. This article compares the static transmission error and dynamic load of heavily loaded, low-contact-ratio spur gears when the effect of tooth flexibility has been considered and when it has been ignored. Neglecting the effect yields an underestimate of resonance speeds and an overestimate of the dynamic load.
In the 1960's and early 1970's, considerable work was done to identify the various modes of damage that ended the lives of rolling element bearings. A simple summary of all the damage modes that could lead to failure is given in Table 1. In bearing applications that have insufficient or improper lubricant, or have contaminants (water, solid particles) or poor sealing, failure, such as excessive wear or vibration or corrosion, may occur, rather than contact fatigue. Usually other components in the overall system besides bearings also suffer. Over the years, builders of transmissions, axles, and gear boxes that comprise such systems have understood the need to improve the operating environment within such units, so that some system life improvements have taken place.
Spur gear endurance tests were conducted to investigate the surface pitting fatigue life of noninvolute gears with low numbers of teeth and low contact ratios for the use in advanced application. The results were compared with those for a standard involute design with a low number of teeth. The gear pitch diameter was 8.89 cm (3.50 in.) with 12 teeth on both gear designs. Test conditions were an oil inlet temperature of 320 K (116 degrees F), a maximum Hertz stress of 1.49 GPa (216 ksi), and a speed of 10,000 rpm. The following results were obtained: The noninvolute gear had a surface pitting fatigue life approximately 1.6 times that of the standard involute gear of a similar design. The surface pitting fatigue life of the 3.43-pitch AISI 8620 noninvolute gear was approximately equal to the surface pitting fatigue life of an 8-pitch, 28-tooth AISI 9310 gear at the same load, but at a considerably higher maximum Hertz stress.
It has previously been demonstrated that one gear of an interchangeable series will rotate with another gear of the same series with proper tooth action. It is, therefore, evident that a tooth curve driven in unison with a mating blank, will "generate" in the latter the proper tooth curve to mesh with itself.
Modern gear design is generally based on standard tools. This makes gear design quite simple (almost like selecting fasteners), economical, and available for everyone, reducing tooling expenses and inventory. At the same time, it is well known that universal standard tools provide gears with less than optimum performance and - in some cases - do not allow for finding acceptable gear solutions. Application specifies, including low noise and vibration, high density of power transmission (lighter weight, smaller size) and others, require gears with nonstandard parameters. That's why, for example, aviation gear transmissions use tool profiles with custom proportions, such as pressure angle, addendum, and whole depth. The following considerations make application of nonstandard gears suitable and cost-efficient: